BE470582A - - Google Patents

Description

       

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  Improvements to single track rail traffic control and signaling systems.



   The present invention relates to a new system for controlling and signaling rail traffic for the movement of trains on a single track with automatic block.



   In current single-track blocks, installations and line wires are generally doubled so that traffic can be controlled in both directions; such installations are obviously very expensive.



   A block known under the name of A.P.B. is also used, particularly in the United States. which is an automatic block with selection of the direction of movement by the presence of a train, but this block presents certain

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 faults, particularly sensitive on tracks with heavy traffic. In this system, in fact, a fault in a track circuit produces great disturbances in the traffic and serious losses of time, as will be shown thereafter. Furthermore, in the event of a defective track circuit, it may be that, under certain conditions which will be examined in detail later, signals, which should close, are not subject to the closed conditions, which may present some danger.



   The object of the present invention is a system for controlling and signaling rail traffic on a single track, thanks to which only a single series of line and installation wires are used, with an operation identical to that of a block. for normal track, but thanks to which the above-mentioned drawbacks of the APB type block are also avoided, which makes it possible to give more flexibility to the automatic block in the event of a fault in the track circuit.



   The present invention also has the advantage of allowing the extinction of the signals of the direction of circulation not given, which allows to achieve an appreciable saving of current, and at the same time to increase the safety, since any signal encountered. lit confirms the meaning given.



   Further, in accordance with certain variant embodiments of the invention, the same block relays are used in both directions of travel, if the two signals for opposite directions are at the same kilometer point. When these two signals are not at the same kilometer point, a pair of directional relays is used.

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 opposite for each of the two signals,
Finally, the present invention can be applied to remote control with recording authorizations opposing any false maneuver. Thus, said invention can be applied to an automatic block on a single channel which may or may not be controlled. remotely.



   , The essential characteristic of the invention consists in materializing the direction of circulation for the use of two relays or of several pairs of relays which act alternately for one and the other direction and which control, by the contacts which The circuits of a whole series of relays are associated with them, making it possible to establish the desired direction of circulation.



   In a variant of the invention, the two track circuits included between two signals, track circuits supplied by the center, are replaced by a single track circuit, which makes it possible to save a relay and a power supply device. mention for two track circuits of the device described in the main patent., -In another variant of the invention, the polarized block relays (or with three positions) are replaced by two ordinary non-polarized (or two-positron) relays, one, the block relay itself (or repeater relay). channel), and the other, warning relay (or annunciator command), the repeater relay of the polarized block relay indicated in the main patent can then be omitted.

   As a result, we still only have two relays but one of these, instead of being a polarized relay with three positions, is an ordinary relay, therefore less expensive.



  In addition, the fact of separating the two functions: commando

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 annunciator and block control, makes it easier to detect failures or failures of relays or circuits.



   In a final variant, the sense relays are used for the commando of the crocodiles. In this way, a crocodile corresponding to the direction not given can give a clear indication even though its signal is closed, so that a recording on a locomotive of a closed signal is not made when the train is traveling in the opposite direction. authorized.



   Other characteristics and advantages of the present invention will become apparent from the description which follows, and from an examination of the accompanying drawing, description and drawing which relate to various embodiments of the invention, given only to as non-limiting examples.



   On this drawing:
FIG. 1 is a diagram of the electrical circuits established in accordance with a basket embodiment of the invention, in a departure station A on a single track, remotely controlled, with for example control by route according to French patent 855.014 of January 14, 1939 and its certificate of addition 51.152 of October 27, 1939.



   Figure 2 is a diagram similar to that of Figure 1 but relating to the opposite station B,
FIG. 3 is a diagram of the electrical circuit of the intermediate sections and signals of full track, arranged between stations A and B, the signals in question being for example with three indications,
Figure 4 is a variant of Figure 3 in the case

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   'where it is desired that the direction of the automatic block is maintained until the moment when the other direction is established, the signals remaining at their last Indication.



   FIG. 5 is a diagram showing an emergency control of the direction of travel in the event of a track circuit becoming defective,
Figures 6 and 6a put side by side show a variant from Figures 5 and 4 in the case where the same block relays are used for two signals located at the same kilometer point, these signals being three indications;
Figures 7 and 7a placed side by side form a diagram quite similar to that of FIGS. 6 and 6a; but in the case of using signals with four indications.



   Figs. 8 and 8a placed side by side represent a variant of FIGS. 7 and 7a, but in the case where a pulsed current block is used, instead of a conventional automatic permanent current block (direct or alternating).



   FIG. 9 is a variant of the circuits of the block relays as shown in FIG.



   Finally, FIGS. 10 and 11 are electrical circuit diagrams of the intermediate sections and full track signals similar to those of fig 3, but relating to variant embodiments.



   - Following the usual practice in signaling, all the signals relating to the direction of movement West to East will have odd numbers 1, 3, 5 ... etc; these signals will be preceded by the letter R which will indicate an authorization to go to the right, that is to say to the east.



   All signs relating to the direction of traffic East to West will have the even numbers 2, 4, 6 ... etc .;

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 these signals will be preceded by the letter L which will indicate an authorization to go to the left, that is to say to the West.



   In the various diagrams, each of the relays is identified by a letter or combination of letters preceded by the designation of the signal (R or L) or of the station (A or B), with which said relay is associated. In the circuits as they are shown in the drawing, in order not to complicate the circuit diagrams, it is not necessary to place the contacts of the relays in the vicinity of the relays which control them, and in addition, these relays have been placed indifferently, according to the needs of the drawing, above or below the controlled contacts, regardless of the direction in which said relays act on these contacts,
In addition, in the description which follows, each contact will be identified not only by a number, but even more particularly by the name of the relay, which controls it,
Finally,

   instead of representing the local current source ensuring the excitation of the relays, only the terminals, identified by the letters B and C which correspond respectively to the positive terminal or supply to the negative terminal or common return to the source.



   The numbers surrounded by a circle represent the terminals of the centralized control receiver groups.



   The line wires are identified in each figure by; .the letters a, b, c, d, e, f.



    @ We will first describe the invention by

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We will first describe the invention with reference to the embodiment shown in Figures 1, 2 and 3.



   In these figures, we have shown a single track formed of several sections 3 T, 4 T, 2 T, 1 T, 5 T and, 6 T at the two ends of which are the stations A and B with their respective flights 9 T and¯ 10 T on the one hand, 7 T and 8 T on the other hand.



   At station A are the signals Rx 3 and Ry 3 which control the entry on the section of track 3 T of trains coming from 9 T or 10 T, as well as the signal L 4 which controls the passage of trains of 4 T around 3 T.



   At station B, we also find, as usual, the signals Lx 6 and Ly 6 which control the entry of trains coming from 7 T or 8T on the section of track 6 T, as well as the signal R 5 which controls the passage of trains from 5 T to 6 T.



   Finally, in Figure 3 are shown the full track signals R 1 and L 2.



   Each section of 1T to 6T track is fitted with a 1T to 6T track relay which acts when a train passes over the corresponding section, in the usual way, on contacts indirectly controlling the different signals.



   Before starting the description of the embodiment of the invention shown in FIGS. 1 to 3, it should be indicated that the contacts of the various relays used have been shown in the corresponding position. pond in a given direction of movement from the right to the

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 left, that is to say towards the West, from station B to station A.



   As can be seen in the drawing, the system which is the subject of the invention comprises between the stations
A and B a line ab at the ends of which are the signal closure and channel release verification relays AMP (figure 1) and BMP (figure 2), and which includes contacts 14-17, 13- 18, 12-19, 11-20, 10-21 and 9-22 of the 5 TR, 4 TR, 2 TR, 1 TR, 5 TR and 6 TR relays respectively.



   This line a-b also includes contacts
15-16 subjected to the action of an ASW relay controlling the direction of movement towards the West, and contacts 8-23 subjected to the action of a BSE relay controlling the direction of movement towards the East . The action of these relays and their contacts makes it possible, as will be seen, in accordance with one of the characteristics of the invention, to use the line ab in both directions, and consequently to place on this single line the two AMP and BMP relays which are used alternately for one direction of traffic and the other.



   Line a-b is supplied in one direction or the other, depending on the position of relay contacts 16-16
ASW and contacts 8-23 of relay BSE, via terminals B and C of a suitable current source and via contacts 43-44 of close-in relay R 3 LS or contacts 7-24 of the L 6 LS approach engagement relay.



   The AMP relay acts on a contact 95 placed in the circuit of an AMLPS authorization relay in the West direction, at the same time as contact 43 of the R 3 LS relay. This relay

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AMLPS is thus automatically controlled when single track safety conditions are met.



   The circuit of this relay further comprises a holding contact 45 '.



   The BMP relay acts in the same way on a contact 45 placed in the circuit of a BMLPS authorization relay in the East direction, at the same time as contact 7 of the L 6 LS relay.



   The BMLPS relay circuit also includes a holding contact 46. It is, like the AMLPS relay but for the other direction, automatically controlled when the single-track safety conditions are fulfilled.



   In FIGS. 1 and 2, there is shown, for a better understanding of the device described, but to simplify them, since they do not form part of the present invention, the circuits of the approach closing relays R 3 LS and L 6 LS alluded to above.



   In these circuits are respectively placed the contacts
59 and 6. '. ¯. Controlled, the first by relay 3 GP, the second by relay 6 GP. The 3 GP relay is the control relay for the Rx 5 and Ry 3 signals, while the relay
6 GP is the control relay for the Lx 6 and Ly 6 signals. FIGS. 1 and 2 the control circuits of these relays, circuits which include one. contacts 57-58 of the 3 Gy signal control relay
Ry 3 and contacts 57'-58 'of relay 3 Cx for controlling signal Ex 3, the other contacts 3-6 of relay 6 Gx for controlling signal Lx 6 and contacts 4-5 of relay 6 Gy for Ly signal control 6.



   It is unnecessary to describe in more detail the action of these different relays which are well known; we don't have them

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 therefore not shown in the drawing. They can for example be controlled anyway conveniently by local control or by remote control. In the latter case, their order would be similar to that of a relay G of French patent 855.014 of January 14, 1939 (see in particular fig. 6 of this patent) and its certificates of addition. These different relays Gx and Gy could even be controlled by a centralized control.



   We have seen in the above that the relay ASW for controlling the direction of movement towards the West controlled the contacts 15 and 16 placed on line a-b. This relay is placed in a circuit which includes the contacts 39 'and 40' of an ASE relay for controlling the direction of movement towards the East, which will be discussed later, as well as the contacts 93 and 94 controlled by a button. - PE pushbutton located at station A for example, and forming a security button for the East direction (this button destroying the West direction if it is established), and that the contacts
31 and 32 of an AES east direction authorization relay.



   Likewise, the BSE relay for controlling the direction of movement towards the East, a relay which acts on the contacts
8 and 23 placed on line ab, is placed in a circuit which comprises the contacts 39 and 40 of a BSW relay for controlling the direction of movement towards the West, as well as the contacts 38 and 41 controlled by a pushbutton
Safety PW for the West sounds (this button in fact destroys the East direction if this is established), and that the contacts 37 and 42 on which the BWS authorization relay for the West direction acts. ASE discussed above

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 can itself be connected by the contacts 33 and 34 of the ASW relay with a c-d line supplied, when the contacts 55 and 56 of a relay SE 1, called directional relay
East (see figure 3),

   are in the opposite position to that shown in Figure 3; by terminals B and C. connected to the current source. On this same line cd is placed the 5W West direction relay 2 (see fig. 3) which is supplied by terminals B and C in fig, 1 when contacts 55 and 56 of relay SE 1 occupy the posi - tion shown in FIG. 3, provided that the contacts 47 'and 54', controlled by an AWS relay called the West direction authorization relay (relay controlled from the station located at station A for example), that the contacts 48 'and 53 'controlled by the AMLPS relay mentioned above, and finally that contacts 33 and 34 controlled by the relay
ASW be closed.



   Likewise, the BEW relay mentioned above can be connected by contacts 49 and 52 of the BSE relay, with a line c1-d1 supplied, when the contacts 50 and 51 of the 5W 2 relay, or relay of the West direction, are in the position shown in fig 3, by terminals B and 0 of this figure.



   On this same line c1-d1 is located the East relay SE 1 which is supplied by terminals B and C of fig. 2, when the contacts 50 and 51 of the 5W relay 2 in the West direction occupy the opposite position to that shown in fig, 3, provided that the contacts
47 and 54, controlled by the BES relay, known as the East direction authorization relay (relay controlled at station B for example), that contacts 48 and 33 controlled by the

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 BMLPS relay, 11 of which was discussed previously, and finally that the contacts 49 and 52 controlled by the BSE relay are closed on this line c1-d1 (position opposite to that shown in FIG. 2).



   The SE 1 and SW 2 direction relays which operate alternately for establishing the East or West direction are one of the essential characteristics of the present invention, it should be noted that if, instead of having a single series of signals intermediates such as '81 and L 2, as shown in the example under consideration, there were several series of intermediate signals, a corresponding number of groups of relays SE and SW should be used.



   The AES relay mentioned above, or East direction authorization relay, is connected to terminal 11 of the centralized control receiver group (when such a control is used). Its circuit comprises a contact 28 controlled by the AMP relay (signal closure and channel release verification relay).



   The AWS relay which controls contacts 47 'and 54' of line c-d is connected to terminal 13 of the centralized control receiver group,
The AES relay can be self-supplied, either by terminal H (if contact 27 controlled by the AMP relay is in its rest position shown in figure 1) or by terminal 21 of the control receiver group. centralized and via contact 29 controlled by the AWS relay and the holding contact 30 controlled by said AES relay.



   The AWS relay in turn can be self-powered

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 (as in the position shown in fig, 1), either by terminal B or by terminal 21 via contact 25 controlled by relay AES and holding contact 26 controlled by said AWS relay.



   Likewise, the BWS relay mentioned above, or West direction authorization relay, is connected to terminal 11 of the centralized control receiver group.



  Its circuit includes a contact 28 'controlled by the BMP relay (signal closure and channel release verification relay).



   The BES relay which controls contacts 47 and 54 of line $ c1-d1 is connected to terminal 13 of the centralized control receiver group.



   The BWS relay can be self-powered either by terminal B (figure 2) if the contact 27 'controlled by the BMP relay is in its rest position shown in figure 2, or by terminal 21 of the control receiver group centralized and via the contact 29 'controlled by the BES relay and the holding contact 30' controlled by said BWS relay.



   The BES relay in turn can be self-powered either by terminal B or by terminal 21 (figure 2) through contact 25 'controlled by relay BSW and holding contact 26' controlled by said relay BES,
The embodiment of the invention shown in FIGS. 2 and 3 by way of example also comprises the excitation circuits of the block relays 1H and
2 H with their 1 HP and 2 HP repeater relays (figure 3), L 6 H and L 3 H automatic block relays with their L 3 HP and L 6 HP repeater relays, and repeater relays.

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 L 4 HP and R 5 HP towers;

   the block relays relating to the signals L 4 and R 5 were however not represented other than by their contacts relating to the aforementioned circuits, these relays depending on the block installations in the station.



   It is also unnecessary to describe these different circuits which are of a common model, it will suffice to indicate only here that on the circuit of the block relay 2 H are inserted the contacts 75 and 78 (see fig, 1). subjected to the action of the ASE control relay for the direction of movement towards the East, and that in the excitation circuit of the block 1 H relay are placed contacts 61 and 68 (see fig. 2) subjected to the action of the BSW commando relay of the direction of movement towards the West.



   As a modification to the usual circuits, it will also be noted that the circuit of the block relay 1 H has contacts 64 and 65 controlled by the relay in the East direction SE 1, and that the circuit of the block relay 2 H has contacts 72 and 81 controlled by the West direction relay SW 2 (see figure 3).



   Finally, it should also be noted that in accordance with the invention, the East direction relay SE 1 controls a contact 105 ′ placed in the supply circuit for signal R 1, while the West direction relay SW 2 controls contact 105 placed in the supply circuit of signal L 2.



   The operation of the embodiment of the invention shown in Figures 1, 2 and 3 will now be described in detail.



   Remember that in these figures the position occupied by the contacts corresponds to a direction of movement

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 given going from right to left, that is, going west, from station B to station A. The BSW, SW 2 and ASW relays are energized.



   , The signal Ly 6 has a green light of free way, while the signals IX 6 and R 5 are formed, and ,, have two red lights (figure 2).



   The full track R 1 and L 2 signals are -, off (L 2 will only turn green when a train coming from station B crosses section of track 1 T).



   The signals shown in Figure 3 at Station A are all closed.



   The way is therefore free of traffic for the West direction. 1
We will now indicate the various operations which occur when we want to change the direction of circulation. For this, the operator (for example the regulator in a centralized control) closes the Ly 6 signal (for example in the case of a centralized control) by sending pulses having the final effect of dropping back to their position. contacts 1 and 2 of the 6 Gy signal control relay (fig, 2).

   Said relay 6 Gy does not control a signal which is not shown in the diagram because it does not form part of the invention, can moreover be controlled in any suitable way by local control (in this case, it would be controlled in a manner similar to that which was indicated in the aforementioned French patent 855,014 and in its additions) or by remote control, or even by centralized control.



   The Ly 6 signal closes under these conditions by the following circuits.

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   Terminal B, contact 1 at rest of relay 6 Gy, main red light and return via terminal C;
Terminal B, contact 2 at rest of relay 6 Gy, red light for absolute stop and return via terminal C.



   In addition, during this same operation, relay 6 GP for controlling signals Lx 6 and Ly 6 (figure 2) is energized by the closing of the following circuit at the contacts
4 and 5 of relay 6 Gy excited under the conditions which have just been indicated above;
Terminal B, contact 3 at rest of signal control relay 6 Gx (relay which has not been shown in the drawing either and which can be controlled in any suitable way by local commando, by remote control or by centralized control); contact 4 at rest of relay 6 Gy, coil of relay 6 GP and return via contact 5 at rest of relay 6 Gy, by contact 6 at rest of relay 6 Gx, and terminal C.



   This energization of relay 6 GP in turn causes the energization of the approach engagement relay L 6 and
LS by the following circuit (fig. 2);
Terminal B, 6 'contact, in working position, of the relay
6 GP, coil of relay L 6 LS and terminal C.



   In reality, the circuit of this L6 LS relay is more complicated, but as it does not form part of the invention, it has not been shown and is described here only in a simplified form for the understanding of the invention.



   The energization of this relay L 6 LS will cause, by the closing of its contacts 7 and 24, the energization of the relay AMP for verifying the closure of signals from

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 track beration.



   The excitation circuit of this relay is as follows:
Terminal B (figure 2), NO contact 7 of the relay
L 6 LS, contact 8 at rest of relay BSW, work contact 9 of relay 6 TR, work contact 10 of relay 5 TR,, work contact 11. Enrolled 1 TR (figure 3), work contact 12 of relay A TR, normally open contact 13 of relay
4 TR, (figure 1), NO contact 14 of relay 3 TR, NO contact 15 of the ASW relay, coil of the AMP relay and feedback via the NO contact 16 of the ASW relay, the NO contact 17 of relay 4 TR, work contact 18 of relay 4 TR, work contact 19 of relay 2 TR (fig. 3), work contact 20 of relay 1 TR, work contact 21 of relay 5 TR (fig. 2),

   the work contact 23 of relay 6 TR, contact 23 of the relay at rest
BSE, make contact 24 of relay L S LS and terminal C.



   The energized AMP relay gave the authorization to record: a) either the command of a route giving the departure from station A to the right-hand single track interval and destroying the old direction of traffic from right to left; b) or, as indicated in the particular case of figs, 1 and 2, of the sole control of a direction of movement to the right (the route being ordered subsequently), which has the effect, as above , to destroy in the first place the old direction of circulation;

   the role, in this case, of the relay
AMP is to release all relays in the West direction, as / 1 as will be explained later,

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It can be observed that if a condition is missing, that is to say if the signals opposite to the established direction are not closed and free from approach engagement, and also if the channel included in the channel interval single is not free of all circulation, there will be no repercussions on the old direction of circulation and consequently no repercussions on train traffic, which is one of the peculiarities of the invention.



   Indeed, the AMP relay is only energized if the correct position of the signals from station B giving access to the single track (Ly 6 and Lx 6) has been ensured, thanks to the action of relay L 6 LS.



   It is understood that what has just been said applies not only in the case of a local control, of a remote control or of a centralized control as indicated above, but also automatic blocks with selection of the direction of travel by the presence of a train (block such as the one known as the APB block).



   The recording conditions which were indicated above oppose, however, as will be seen subsequently, the known defect of the APB block, namely the possibility of simultaneous penetration by gentle circulations of direction. contrary to the entry of each end of the single channel interval,
To return to the operation of the device of the invention in the operations of changing the direction of movement, it should be indicated that the operator (regulator for example in a centralized control) reverses the direction of movement, either by a lever located at the station,

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 or by establishing a route in the opposite direction sb directing on the single track.

   In the foregoing, we have already seen some of the effects of this maneuver resulting from the release of relay 6 Gy and the closure of signal Ly 6.



   We will now describe the other effects produced by a clear maneuver by the operator.



   At station A (figure 1), if a centralized control has been established, as in the example shown, at the 16th pulse of said centralized control there will be an interruption of the power supply on terminal 21 of the group.



   Under these conditions, the West direction authorization relay AVIS, which was maintained in self-excitation by the following circuit:
Terminal 21, AES relay idle contact 25, AWS relay open contact 26, AWS relay coil and terminal C, will cease to be energized. It should be noted that the contact 27 at rest of the AMP relay was cut when the said AMP relay was energized under the conditions which were indicated above.



   On the other hand, the AES direction authorization relay
Est is energized by the closing of the following circuit, closing due to the energization of the AMP relay and the change in position of its contact 28.



   Terminal 11 of the centralized control receiver group; NO contact 28 of the AMP relay (which authorizes the transmission of the command), coil of the AES relay and terminal C.



   After the 16th pulse of the centralized control (this type of control being the one adopted here by way of example for the description of the invention), the

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 AES relay is maintained in self-excited state by the following circuit:
Terminal 21 (which now is connected to a positive pole, while the connection of terminal 11 with a positive pole is cut at the moment considered), contact 29 at rest of the AVIS relay, working contact 30 of the AES relay, coil of the AES relay and terminal C.



   At station B (fig. 2) similar operations take place. The West direction authorization BWS relay (controlled from the station) has ceased to be energized. On the other hand, the authorization relay of the East direction (controlled from the station) has energized and remains energized by self-excitation, under the same conditions as those which were explained above with regard to the AWS and AES relays.



   The activation of the AES relay (fig, 1) cuts the power supplies to the direction of circulation relays giving the other direction, that is to say from right to left, thanks to the following successive operations; à- The ASW relay ceases to be energized as a result of the displacement of the contacts 31 and 32 of the AES relay contacts which come to their working positions, cutting the power supply to the ASW relay; - the release of the ASW rolais cuupe the AMP relay circuit, by the contacts 15 and 16 of this relay which come to take their rest positions; .- releasing this ASW relay also has the effect of cutting the circuit of relay SW2 (fig.3) by its contacts 33 and 34 (fig. 1) which come to their rest positions;

     - relay SW 2 (fig. 3) no longer being energized, its

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 , contacts 50 and 51 come to their rest positions, which has the effect of cutting off the supply circuit of the BSW relay (fig. 2).



   In. Under these conditions, the relay BSE for controlling the direction of flow to 3; 'East' is energized by the closing of the following circuit due to the displacement of contact 39 of the BSW relay which comes to its rest position:
Terminal B, contact 37 at rest of the BWS relay (which, as we have seen previously, has ceased to be energized), work contact 38 of the safety push button PW for the West direction, contact 59 at the rest of the BSW relay, coil of the BSE relay, contact 40 of the rest of the BSW relay, NO contact 41 of the push-button PW, contact 42 of the rest of the BWS relay, and terminal C.



     In its turn, the BMP signal closure and track release verification relay (rod 2) is energized following the displacement of contacts 8 and 23 of the BSE relay, thanks to the following circuit:
Terminal B (fig. 1), normally open contact 43 of the relay
R 3 LS approach closing (this relay being controlled under conditions similar to the L 6 LS approach closing relay mentioned previously), contact 15 at rest of the ASW relay (which is not energized as seen above), work contact 14 of relay 3 TR, work contact 13 of relay 4 TR, work contact 3% of relay 2 TR (fig.

   3), normally open contact 11 of the relay
1 TR, NO contact 10 of relay 5 TR (fig, 2), NO contact 9 of relay 6 TR, NO contact 8 of relay BSE, coil of EMP relay, NO contact 23 of relay BSE, contact of work 22 of relay 6 TR, contact

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 work contact 21 of relay 5 TR, work contact 20 of relay 1 TR (fig. 3), work contact 19 of relay 2 TR, work contact 18 of relay 4 TR (fig. 1), work contact 17 of relay 3 TR, contact 16 of the ropos of the ASW relay, work contact 44 of the R 3 LS relay and terminal C.



   It should be noted that for this start of the operation, the two line wires a and b were used for the second time but for the opposite direction (this is one of the characteristics of the invention to be able to use the same wires line ± and b in both directions).



   The East direction authorization BIPS relay (which is controlled automate when the single track safety conditions are met) is energized: by the following circuit, due to the displacement of contact 45 of the HMP relay, which comes from '' be excited under the conditions that have been indicated:
Borr.e B, NO contact 7 of relay L 6 LS, NO contact 45 of relay BMP, relay coil
BMLPS etborne C.



   The supply of this coil is maintained by self-excitation thanks to the following circuit:
Terminal B, working contact 7 of relay L 6 LS, holding contact 45 of relay BMLPS, coil of this relay and terminal C.



   It should be noted that to succeed in energizing the BMP relay, it was necessary to go through all the conditions for establishing the direction of movement from left to right, that is to say to check that all the input signals on single track were formed and free of approach engagement (this thanks to the relay R 3 LS) and that

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 all the single-track areas were free of all traffic (thanks to the TR relays).

   The energization of the BMLPS relay which was discussed last allows the establishment of the new direction of circulation thanks to the successive operations which will be indicated in what follows: - First of all, the direction relay IS SE 1 (fig. 3) is energized by establishing the following circuit:

   ,
Terminal B (fig. 2), NO contact 47 of the relay
BES (energized as indicated above), working contact 48 of relay BMLPS, working contact 49 of relay
BSE (also energized under the conditions indicated above), contact 50 at rest of relay SW 2 (fig. 3), this relay not being energized at this moment and cannot be energized at the same time. time that relay SE 1, coil of relay SE 1, contact 51 at rest of relay SW 2, working contact 52 of relay BSE (fig. 2), working contact 53 of relay
BMLPS, NO contact 54 of the BES relay and terminal 0.



   - The energization of this relay SE 1 causes; by the displacement of its contacts 55 and 56, the excitation of the relay
ASE for controlling the direction of movement towards the East (fig, 1) by establishing the following circuit:
Terminal B (fig. 5), NO contact 55 of relay SE 1, contact 33 at rest of the ASW relay (fig. 1), coil of the ASE relay, contact 34 at rest of the ASW relay, NO contact 56 of the relay SE 1 (figure 3) and terminal C.



   - The excitation of the ASE relay makes it possible to open, at station A (according to known principles, for example according to the conditions described in French patent 855.014. 'Supra and in its additions), the signal Ry 3 or Rx 3 by

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   the excitation of the interested relay G (here relay 3 Gy or 3 Gx); if the needle is in the normal position, the 3 Gy relay will be energized and consequently the Ry 3 signal will be closed.



   - The 3 GP repeater relay ceases to be energized, its circuit being cut by contact 57 and 58 of the 3 Gy relay (fig, l) which come to their working positions.



  'Under these conditions, the R 3 LS relay ceases to be energized since its power supply circuit is cut off by the contact 59 of the 3 GP relay which comes into its rest position, - This release of the R 3 LS relay stops the excitation of the BMP relay (fig. 2), the supply circuit of the latter being cut by contacts 43 and 44 of the R 3 LS relay (fig.l) which come to their rest positions, - The releasing the BMP relay prevents the energization of the BWS relay, just as releasing the AMP relay (as seen above) prevents the energizing of the AES relay.



   Under these conditions, since this BWS relay cannot be energized, any modification of the direction of travel on a single track is prevented (the direction of travel left to right is thus locked in a way, the departure signal from station A being open.)
The operations relating to the establishment of the automatic block will now be described in detail.



   The signal Ry 3 has been opened by the action of the operator (the regulator in the case of the remote control), as he said above, and presents the green light of free way. after the successive operations which will be indicated below.

 <Desc / Clms Page number 25>

 



   In addition, the signal R 5, in the example considered, has not yet been opened (by remote control or by local control); the operator will open this signal when he has decided on the track on which he will receive the train.



   When the SE 1 relay for controlling the direction of movement towards the East is energized (fig.S), the polarized block relay 1 H (subjected to the following signal by the relay
L 5 HP, and on the way by relays 1 TR and 5 TR) receives a current emission, but in the same direction as the: last, received; signal R 5 not yet being open, which supposes the relay R 5 HP not energized, the inversion by contacts 69 * 60 has not yet been made and signal R 1 would present the yellow light at a circulation that would occur.



   The 1 H relay excitation circuit is as follows:
Terminal 'B (fig. 2), contact 60 at rest of the repeater relay R 5 HP, contact 61 at rest of the BSW relay (not energized as seen previously), normally open contact
62 of relay 5 TR, work contact 63 of relay 1 TR (fig. 3), work contact 64 of relay SE 1 (energized as we have seen previously), coil of relay 1 B, work contact. 65 of relay SE 1, work contact 66 of relay 1 TR, work contact 67 of relay 5 TR, contact
68 at rest of the BSW relay, contact 69 at rest of the relay
R 5 HP and terminal C.



   The 1 HP repeater relay (fig.S) is energized by the establishment of the following circuit due to the displacement of contact 70 of relay 1H:

 <Desc / Clms Page number 26>

 
Terminal B, neutral working contact 70 of the relay
1 Hr, 1 HP relay coil and C terminal.



   The energization of this 1 HP relay causes the inversion of the polarized relay L 3 H or automatic block relay (fig.l), this inversion is done by the following circuit:
Terminal B (fig. 3), NO contact 71 of the relay
1 HP, contact 72 at rest of relay SW 2 (which is not energized as we have seen previously, the repeat SE 1 from the east direction being energized), work contact 73 of relay 2 TR, work contact 74 of relay 4 TR (fig. 1), work contact 75 of relay ASE (energized under the conditions indicated above), contact, work 76 of relay '3 TR, coil of. relay L 3 H, work contact 77 of relay 3 TR, work contact 78 of relay ASE, work contact 79 of relay 4 TR, work contact 80 of relay 2 TR (fig. 3),

   contact 81 at rest of relay SW 2, normally open contact 82 of relay 1 HP and terminal C.



   The excitation of the automatic block relay L 3 H causes the excitation of the repeater relay L 3 HP (fig. 1) following the displacement of contact 84 of the relay L 3 H.



   The power supply circuit for the L 3 HP relay is as follows:
Terminal B, work contact 83 of relay 3 Gy (which.:. is energized in the hypothesis considered as we have seen previously), work contact 84 of relay L 3 H, coil of relay L 3 HP and terminal vs.



   Under these conditions, the luminous panel of the ry 3 signal shows a green light of free way thanks to the establishment of the following circuit (fig. 1):

 <Desc / Clms Page number 27>

 
Terminal B, working contact 85 of relay 3 Gy (which is energized), working contact 86 of relay L 3 HP, polarized contact 87 of relay L 3 H, green light G and terminal C,
The opening of the signal R 5 (station entrance B) is done in the same way as the opening of the signal Ry 3.



     , The repeater relay R 5 HP (fig. 2) of the relay @
R 5 H is excited by the establishment of the following rircuit:
Terminal B, working contact 88 of relay 5 G for controlling signal R 5 (relay that was deemed unnecessary to represent), working contact 89 of relay R 5 H for blocking signal R 5 (relay which has not been represented here either, but which is controlled by a circuit similar to that of the 1 H relay described above), wound from the relay
R 5 HP and terminal C.



   When this R 5 HP relay is energized, the 1 H polarized relay is reversed thanks to the action of said relay
R 5 HP on its contacts 60 and 69, and the signal B 1 is then likely to present the green light of free way to a traffic which would occur.



   The R 5 signal presents either a green light or a yellow light, depending on the block conditions in station B, thanks to the following circuit:
Terminal B (fig. 2), make contact 90, of the relay
5 G, work contact 91 of relay R 5 HP, contact 92 of polarized relay R 5 H, yellow light Y or green light G (depending on the position of contact 92) and terminal C.



   It should be noted that the full track signal R 1 is not on, its lights being subject to approach by relay 2 TR and to the direction of travel by relay SE 1. If a train arrives on the section 2T track,

 <Desc / Clms Page number 28>

 this signal R 1 lights up in green (given that the way is free and that the direction of traffic East was given by the excitation of relay SE 1).



   Signal L 2 is also off (relay Si'1 2 not being energized and relay 1 TR being so); if a train arrives on section of track 1 T direction West, signal L2 will however remain off, its ignition circuit being cut off by current 105 from relay SW 2, which indicates to the mechanic that it is probably in the wrong direction of travel and that he has to take precautions.



   If the L 2 signal came on, this would indicate to the mechanic that he is in the correct direction of travel, which constitutes additional safety.



   When a train enters the track in question, the automatic block then operates according to the general principles of a double-track block.



   We will now examine the operations which take place when a train enters the single track interval in the opposite direction of the established traffic.



   The direction established, as shown in the drawing, will be assumed to be from right to left, that is to say, west.



   Under these conditions, the two signals Rx 3 and Ry 3 are squared (absolute stop, two red lights).



   , We will assume that a train must then go from left to right, and that for an unknown cause (for example all the relations cut between the two stations as well as with the regulator or operator) the signals remain closed .

 <Desc / Clms Page number 29>

 



   '' Before launching the train in the direction towards the East (opposite to the direction, of established circulation) one presses beforehand on the push-button PH for the direction East, which has the effect of cutting by its contacts 93 and 94 the ASW relay circuit. this one ceases to be energized, which entails the release of the SW 2 relay (fig. 3) by the displacement of the contacts 33 and 34 of the ASW relay, contacts which come to their rest positions, thus that the release of the BSW relay (fig.2) by moving the contacts 50 and 51 of the SW 2 relay which is no longer energized.



   Releasing SW 2 relays releases signal L 2 (3 H and 8 HP relays); said signal is therefore in the closed position, the contact 141 of the 2 HP relay coming into the rest position.



   In addition, releasing the BSW relay puts the Ly 6 signal on closing (by releasing the L 6 H and L 6 HP relays, the contacts of which move and come to occupy a position opposite to that shown in fig. 2) if this signal was not closed beforehand by releasing relay 6 Cy which has the effect of 'bringing contacts 1 and 2 of this relay' to their rest positions.



   Releasing of relay L 6 H comes from moving contacts .. 61 and 68 of relay BSW, and that of relay L 6 HP comes from moving contact 84 'of relay L 6 H.



   Releasing the BSW relay would for the same reason set the signal Lx 6 to close.



   This being the case, we wait, as is customary in this case, for a time determined by an instruction. The train can

 <Desc / Clms Page number 30>

 then leave on firm signals (an off signal being considered as closed), because it is certain, if it encounters a train traveling in the opposite direction, that it is running at reduced speed and poarra stop before collision.



   It should be noted that the action on the push-button.PU can be replaced by any other automatic device in which the cancellation of the direction of travel would automatically be effected by the presence of the train entering the single track in the opposite direction (device automatic such as the APB type block which we have already read in the above). It should also be noted that, in this case, it will have been sufficient to make the train enter the first track circuit of the interval to cause an action identical to that of the PE button. As above, a determined time is waited before allowing said train to engage.



   FIG. 5 shows a variant of the invention relating to an emergency device which makes it possible to reverse the direction of travel with a track circuit in poor condition but after having carried out all the normal maneuvers. The circuit element shown in figure
5 simply concerns the part of the device relating to station A.



   In this embodiment of FIG. 5, the relays ABE and ASW are supplied by terminals 10 and 15 of the receiving group of controlled control. In addition, the safety device consists in providing the possible supply of the AES relay via terminal B and via the contact 96 which has been added and which is actuated by the ASE relay. The variant also consists in providing

 <Desc / Clms Page number 31>

 in the circuit of the ALMPS relay, a contact 97 subjected to the action of the ASW relay.



   The operator (regulator in the case of a centralized control) has a lever on his table for each channel and for each single channel interval, lever normally sealed,
After recognition of the single track interval by a broom train, for example, it is possible to reverse the direction of travel using this lever by the fleeting excitation of the ASE relay or the ASW relay of station A, and at the other station B (not shown in fig. 5) by the transient energization of the BSE relay or the BSW relay.



   The working contacts 28 and 95 of the AMP relay (fig. 5) are replaced temporarily and in a fictitious way by, the working contacts 96 of the ASE relay or 97 of the ASW relay for station A. For station B, the process of operations would be the same and the arrangement similar,
We will now briefly describe the advantages of the block which has just been described in relation to the APB type block, that is to say of an automatic block for single lane with selection of the direction of circulation by the presence of a train.



   We will assume that there is a fault in a track circuit and that the track is given for traffic sounds going from right to left. Under these conditions, the signals Ly 6 and L 2 are open. It will be assumed that it is the track circuit 4 T which becomes defective.



   In the case of the block which is the subject of the invention, the signal L 2 is ready to pass to the semaphore (a red light) thanks to the contact 141 of the 2 HP relay; this signal not-

 <Desc / Clms Page number 32>

 
Will actually be at the semaphore when a train traveling towards the West enters the section of track 1 T (closing of contact 143 of relay 1 TR). The displacement of contact 141 which has just been discussed is due to the release of the 2 HP relay, which is due to the release of the 2 H relay, the latter itself being due to the opening of the contacts. 74 and 79 of relay 4 TR since it was assumed that the section of track 4 T had become defective.



   The Ly 6 signal goes to the annunciator (yellow light).



  The opening of contacts 74 and 79 of relay 4 TR causes, as we have just seen, the release of relays 2 H and 2 HP; under these conditions, the contacts 144 and 145 of this relay take a position opposite to that shown in the drawing, and the supply of the polarized relay L 6 H is changed in direction. Under these conditions, the contact 146 of this relay L 6 H takes the opposite position from that shown in FIG. 2, and the yellow light Y comes on.



   In summary, with the block described, the L2 signal is off, but is ready to pass to the semaphore when a train arrives in section 1 T going west; the signal Ly 6 passes to the annunciator.



   With a block of the APB type, in the envisaged hypothesis, that is to say bad state of the 4 T track circuit, we find ourselves in the same conditions as if a train entered on this section of track going towards ballast. Under these conditions, the signal L2 passes to the semaphore, and the signal Ly 6 squares; the direction of traffic disappears and is reversed if there is no traffic engaged between the Ly 6 signal and the faulty track circuit.

 <Desc / Clms Page number 33>

 



   We will now assume that there are several intermediate signals identical to the signals R 1 and L 2.



   In the case of the APB type block, all these intermediate signals will be; at a standstill and will produce a great disturbance in the traffic, while in the case of the described blook the upstream signal will be at the annunciator (as was the signal Ly 6 in the previously considered hypothesis of a single signal L 2), and the others will consequently indicate the free channel since the upstream signal is at the announcer. As in the case of the APB blook, there will therefore not be any disturbances in the traffic.



   We will now assume that it is the 2 T track circuit which becomes defective. In both cases (APB type block and described block), the signal L 2 will be at the semaphore and the signal Ly 6 at the annunciator.



   But another fault will occur in the case of the, block APB; if a train crosses the single track interval in the opposite direction, the defective track circuit maintains the direction in the case of the APB type blook, which direction is opposite to the direction of movement of the train which enters the interval considered, and the single-track access signal from the original station of the given direction (station B in the case considered) is no longer subject to the conditions of closure.



   The blook described, which does not have this defect, consequently gives greater security than the APB type block.



   In summary, the blook which is the object of the invention and which has been described in the foregoing in one of its exemplary embodiments, makes it possible to reduce the disturbances of the traffic in the event of a malfunction of a. oir-

 <Desc / Clms Page number 34>

 baked track and also increases safety.



   We will now describe the variant of the invention which has been shown in FIG. 4 and which relates to the particular case where the direction of the automatic block is maintained until the moment when the other direction is established, the signals remaining at their last indication.



   It goes without saying that when such a variant is established, there can be no question, as in the previous case, of starting a circulation in the opposite direction.



   The particularity of this embodiment of the invention lies in the addition of two relays SE 1 and PS @ and SW 2 PS repeaters of the direction relays SE 1 and SW 2.



   The repeater relay SE 1 PS acts on two contacts 101 'and 102' arranged on the supply of line c-d (supply of the ASE relay in fig. 1) via terminals B and 0; it also acts on the contacts 103 'and 104' placed on the el-fl supply circuit of the block 1 H relay (replacing the contacts 65 and 63 of the relay SE 1 in fig. 3); this relay finally acts on the contact 106 ′ placed in the circuits of the signal R1, which contact replaces the work contact 105 ′ actuated in the previous embodiment by the direction relay SE 1.



   Likewise, the repeater relay SW 2 PS controls the contacts 101 and 102 placed on the supply circuit of the line cl-dl (supply of the BSW relay in fig. 2); it also controls the contacts 103 and 104 placed on the power supply circuit e-f of the block relay 2 H and replacing the contacts 72 and 81 of the relay SW 2 in fig. 3; it finally controls the contact 106 placed in the circuits of the signal L 2 and replacing the contact 105 of the pin 3,

 <Desc / Clms Page number 35>

 contact which is actuated directly for the SW 2 relay.



   , 'We will now deorire the operation of these two repeater relays.



   The SW 2 PS relay is excited by establishing the following circuit:
Terminal B, NO contact 98 of relay SW 2, coil SW 2 PS and terminal 0. '
The excitation of this relay is maintained by the following evening, as long as the other direction, that is to say West 'towards East, is not actually given :, -
Terminal B, contact 99 at rest of relay SE 1 (not energized since East direction is not given), main contact 100 of 'relay SW 2 PS, coil of this relay and terminal 0.'
The SE 1 PS relay operates under similar conditions.



   When each of these relays is energized, it acts on the contacts which it controls and which were listed above to establish the corresponding circuits, instead of these circuits being directly established by the direction relays SE 1 and SW 2 In this way, the direction of the automatic block is maintained until the other direction is established.



   We will now describe the variant of the invention shown in FIGS. 6 and 6a, according to which one uses for two signals of opposite directions located at the same kilometer point, for example the signals R 7 and L 8 placed between the section of track 11 T and 12 T, or the signals R 9 and L 10 places at the junction of the 12 T and 13 T track sections, the same TR track relays, the same track power and the same H block relays, all

 <Desc / Clms Page number 36>

 by carrying out the same conditions as those which have been described with regard to FIG. 3.



   The arrangement which will be described further has the advantage of requiring only one track circuit instead of two between the panels. For example, between the signals R 7 and R 9, there will be only one track circuit that of section 15 T instead of two as in the previous case, where for example between the signals R 1 and R 5 there are two sections of track 1 T and 5 T.



   In this embodiment of FIGS. 6 and 6a, an APL line approach relay is used to carry out the approach ignition. This relay is mounted in series on the circuit of the block H relay, which is also a device already known in itself.



   As in the case of figure 4, repeater relays of the direction relays are used, namely the relays SW 8 PS, SE 7 PS, SW 10 PS and SE 9 PS, which will make it possible to repeat and maintain the respective indications of the Direction relays SW 8, SE 7, SW 10 and SE 9. These repeater relays operate in the same way as those which have been described with regard to fig. 4.



   The essential feature of this embodiment is that a single track relay TR 11-12 is used for the two track sections 11T - 12 T, as well as a single track relay TR 12-13. for the two sections of track 12 T and 13 T, and finally a single block relay H 7-8 for the two sections of track 11 T-12 T, as a single block relay H 9-10 for the two sections of channel 12 T and 13 T.



   One of the terminals of relay TR 11-12 can be connected to rail 117 of either section 11 T or 12 T,

 <Desc / Clms Page number 37>

 respectively by contacts 116 'and 118 subjected to the action of the direction relays SW 8 PS and SE 7 PS respectively.



   The other terminal of relay TR 11-12 is connected to rail 114 of sections 11 T-12 T, respectively by contacts 115 'and 113 subjected to the action of the same direction repeating relays. In addition, the supply of the track circuits - for the two segments 11 T-12 T is ensured by the same source 111 and by the intermediary of the contacts 116 'and 115' of the relay SW 8 PS, or of the contacts 118 -and 113 of the SE 7 PS relay.



   The arrangement and the supply of the track relay TR 12-13 are quite similar to those which have just been described for the relay TR 11-12, '
We will now describe the operation of the device which has just been briefly described.



   In fig. 6 and 6a, it was assumed that the direction given was from right to left, that is to say that this direction was the direction West. In the event of a change of direction, the excitation circuit of the AMP relay (fig. 1) or of the BMP relay (fig. 2) instead of passing through the work contacts 19 and 12 of relay 2 TR (fig. 3) and through work contacts 30 and 11 of relay 1 TR, in this case pass through work contacts 107 and 108 of relay TR 11-12 and through work contacts 109 and 110 of relay TR 12-13.



   The repeater relays of the direction relays make it possible, as before, to maintain, in the event of a direction reversal, the normally supplied track circuits for the time necessary for sounding the track to allow excitation. AMP (fig. 1) or BMP (fig. 2) relays authorizing the change of direction as described above.

 <Desc / Clms Page number 38>

 



   Some particular circuits of this embodiment will be described below.



   The excitation circuit of the TR 12-13 track relay, for example, is as follows:
Battery positive pole 111, adjustment resistor 112, contact 113 at rest of relay SE 7 PS, rail 114, o work contact 115 of relay SW 10 PS, coil of relay TR 12-13, work contact 116 of relay SW 10 PS, rail 117, contact 118 at rest of relay SE 7 PS, and negative pole of battery 111:
The excitation circuit of relay TR 11-12 is analogous and does not need to be described again.



   The excitation circuit of relay H 9-10 is as follows:
Terminal B (fig. 6), coil of relay APL 7-8 (in series on the line as seen previously), work contact 119 of relay TR 11-12, contact 120 at rest of relay SE 7 PS , NO contact 121 of relay SW 10 PS (fig. 6a), coil of relay H 9-10, NO contact 122 of relay TR 12-13, NO contact 123 of relay SW 10 PS, contact 124 at rest. relay SE 7 PS, work contact 125 of relay TR 11-12 and terminal C.



   As soon as traffic enters the 12 T track circuit, the relays mounted in series H 9-10 and APL 7-8 cease to be energized, their circuits being cut off by contact 122 of relay TR 12-13 . Under these conditions, the following signal ignition circuit is established (see fig. 6).



   Terminal B, contact 126 at rest of relay APL 7-8, contact 127 at rest of relay SE 7 PS, normally open contact

 <Desc / Clms Page number 39>

 128 of relay SW 8, work contact 129 of relay TR 11-12, including work act 130 of relay H 7-8, green light G, work contact 131 of relay SW 8 PS and terminal 0. '
It should be noted that if a rain enters against the direction of the track, that is to say in the West to East direction, the SW 8 relay ceases to be operated (as we have seen previously) and the signal L 8 passes to the semaphore,
In all cases, signala -7 is off, its circuit being cut by the play of the SW 8 PS relay and its
PS contact 131, and by the set of relay SE 7 / and,

  his contact 127.



   In FIGS. 7 and 7a, another variant of the invention has been shown which relates to a blook similar to that which was discussed in connection with FIGS. 6 and 6a, but which comprises signals with four indications instead of three as in the previous embodiment. In this embodiment of FIGS. 7 and 7a, the pre-warning has been added.



   This addition is made when it is necessary to increase the number of line wires; it suffices to replace the relays H 7-8 and H 9-10 of fig.



  6 and 6a by polarized relays H 7'-8 'and H 9'-10' and add repeater relays HP 7'-8 'and HP 9'-10'.



   The excitation circuit of the polarized relay H 9'-10 'is as follows:
Terminal B (fig. 7), coil of APL relay 7-8, work contact 119 of relay TR11-12, work contact 134 of HP relay 7'-8 ', contact 120 at rest of relay SE 7 PS, contact working contact 121 (fig. 7a) of relay SW 10 PS, coil of relay H 9'-10 ', working contact 122 of relay TR 12-13,

 <Desc / Clms Page number 40>

 NO contact 123 of SW 10 PS relay, contact 124 (fig. 7) at rest of SE 7 PS relay, NC contact 140 of HP relay 7'-8 ', NO contact 125 of relay TR 11-12 and terminal vs.



   If, for example, the signal L 8 were in position to present the yellow annunciator light, the release of the HP relay 7'-8 'would have caused by its contacts 134 and 140 a polarity reversal which would have been transmitted. by line ef to relay H 9'-10 'and under these conditions the signal L 10 would present the warning light to a train which would eventually come on.



   : For the pre-warning, it is checked by means of a relay-series 1-7 or 1-8 that the secondary yellow light of the pre-warning is on in order to then turn on the green light of free way completing the pre-warning indication.



   If, in fact, we did not check the yellow light beforehand, we would risk simply turning on the green light, that is to say a clear signal, if the filament of the yellow light lamp were to break.



   Each of the relays 1-7 (for signal R 7), 1-8 (for signal L, 8), 1-9 (for signal R 9), 1-10 (for signal L 10), acts on a control contact such as 132, whereby the above stated condition can be realized.



   In FIGS. 8 and 8a, there is shown the application of the invention, and in particular of the embodiment of FIGS. 6 and 7, to a pulsed block.



   In this block, in addition to the well-known security of the pulsed block, we still gain the two line wires and 1, i.e. those of the H block relays which do not exist

 <Desc / Clms Page number 41>

 in the block draws.



   It is unnecessary to describe here this pulsed block whose operation is well known; it suffices to indicate that in this case, as before, only one track relay TR 11-12 is used for the two sections of track 11 T and 12 T, which is also used. as in the case of fig. 4, repeater relays of, sense relays such as SW 8 PS and SE 7 PS relays, and which are used, as in any pulsed block, to replace the H and HP relays, selector relays such as FQ, PQ, and BQ, for example select pulses at 180, 120 and 75 periods, and controlled by the channel thanks to the contacts 135 and 136 on which the channel relay TR 11-12 acts.



   As usual, an OT pulsator is also used, making it possible to emit the pulses at 180, 120 and 75 periods, in combination with the 11-12 0¯ 'relay which beats at 180, 120 or 75, depending on the case. periods, depending on the position of the contacts controlled by the selector relays FQ, PQ and BQ, and which itself acts on contacts 137-138 which supplies the track circuits,
The rest of the circuits operate substantially like those of Figs: 7 and 7a.



     The advantage that enables the inventio to be carried out in this pulsed block consists in particular in the elimination of one set of relays out of two, this advantage being even more marked in the case of the pulsed blook than in the case of the pulsed blook. the case of figs, 7 and 7a given that this set of relays is, for the pulsed block, more important since it includes the OT pulsator, the selector relays FQ, PQ, BQ, etc :::

 <Desc / Clms Page number 42>

 
The invention therefore makes it possible, in the case of the tap block, to achieve even greater savings in the installation.



   Finally, in fig. 9 is shown a variant of an element of the circuits of FIGS. 1, 2 and 3, for controlling the block H relays. Said polarized relays are in this case connected in parallel to the line ef, and this line is supplied, either from one direction or the other, depending on the respective position of the contacts 133 and 135 of the SW direction relay or of the contacts 133 'and 135' of the SE direction relay. The selection is therefore made by the West and East direction relays of the departure stations.



   However, it should be noted that the safety of the device of FIG. 9 is a little less than that of the device described in connection with FIGS. 1, 2 and 3 since no control and engagement is possible with relays H connected in parallel,
It can be seen from the foregoing that the device which forms the subject of the invention and which consists essentially in the fact of selecting the two directions of circulation by means of line wires c and d and suitable relays such as SE 1 and SW 2 (fig. 3 and 4), or SE 7 and SW 8 (fig. 6,7 and 8), or SE 9 and SW 10 (fig.

     6, 7a and 8) makes it possible to achieve a certain economy in the installation since the line wires are used in both directions of circulation, and at the same time increase safety.



   As has also been seen, the invention makes it possible to achieve greater savings by using the same track relays, the same block relays and the same track power supply in both directions of circulation.

 <Desc / Clms Page number 43>

 lation, if the signals are at the same kilometer point.



   The savings achieved are further increased by the fact that the signal for the direction of circulation not given is extinguished, which makes it possible to save current.



   Finally: in the event of a fault in the track circuits, we have seen that the device which is the subject of the invention makes it possible to reduce to a minimum the disturbances of traffic and the loss of time.



   We will now describe the arrangement of FIG. 10 which is a variant of the arrangement of FIG. 3. In this variant, we have taken the case of FIG. 3 where the two signals in the opposite direction (here R'1 and L'2) are placed at the same kilometer point. If we examine this fig, 10, we firstly sees that instead of having, between the kilometer point where the two signals R'1 and L'2 are located and the following signals, for example to the left, two track circuits 4T and 2T, we n 'has only one 2T track circuit, consequently comprising only one power supply device P and one single 2TR track relay - (which is not shown in the drawing) -.' Likewise, to the right, instead of having two track circuits 1T and 5T, as in the case of fig.

   3, against the kilometer point where are the signals R'1 and L22 and the following signals to the East, there is only one circuit of 'track 1T therefore comprising only one power supply (not shown ) is a single 1TR channel relay. In this way, a significant economy is achieved in the channel relays of the power supply devices without modifying the safety of the system.



  As in the case of fig. 3, the system

 <Desc / Clms Page number 44>

 signaling has the line ab at the ends of which are the signal closing and channel release relays (not shown in the drawing) and which can be supplied in one direction or the other as appropriate ( on this subject, see the explanations given in connection with fig. 3).



   The system also includes lines c-d and cl-dl for supplying direction relays SE1 and SW2 as in the case of figure 3.



     Where the device differs, it is in the fact that the lines ef and e1-f1, instead of supplying relays of bllck 2H and lE which are polarized relays with three positions (see the three positions of the contact placed in the circuit of the two signals Ri and L2 in Figure 3 of the main patent), supply block relays 2H 'and 1H' which are ordinary two-position relays whose contacts 141 and 142 are capable of occupying only two positions: a working position, that shown in the drawing for contact 141, and an idle position, that shown for contact 142. However, for the warning condition to be fulfilled for each of the two signals L'2 and R'1, two annunciator control relays CA2 and CA1 are used, one for the signal L'2 and the other for the signal R'1.

   These relays, which are also ordinary two-position relays, respectively control the contacts 143 and 144placed in the light circuits of the signals L'2 and H'1.



   The Annunciator Control Relay, or Warning Relay, CA2, is placed in a circuit that can be powered through the ± and h line wires.

 <Desc / Clms Page number 45>

 when the contacts 145 and 146 of the SW2 relay are energized (position shown in the drawing), this supply circuit, - tation comprising the contact 147 of the block relay SE *.



   The arrangement is similar for the annunciator control relay CA1 which can be supplied by the two line wires g1 and hl when the contacts 148 and 149 of the direction relay SE1 are in the opposite position to that which has been shown and when the contact 150 of the block relay 1H 'is also in the opposite position to that which has been shown;
When one or the other of the direction relays is not energized, the current can be sent, in the line wires g1-h1 or gh via the terminals B-0 supplying either the wires 141 or the wires 152 in the circuit of which are respectively the contacts 153-154 of the relay 2H 'and 155-156 of the relay 1H'.



   It can therefore be seen, from the foregoing, that we therefore do away with the use of polarized blook relays which are relatively expensive relays, and yet that no larger number is used. relay since, if one uses in addition the relays CA2 and CA1, it is possible to eliminate the repeater relays of the 2HP and 1HP relays provided for in the main patent; In addition, the advantage of the arrangement recommended here lies in the fact that the circuits of the lights of the signals L'2 and N'1 are notably simplified, as can be seen in particular, if they are compared with those indicated in the figure. 3.



   Another advantage of the envisaged arrangement consists in the fact that the two functions have been separated

 <Desc / Clms Page number 46>

 which were previously fulfilled by the 1H and 2H block relays, namely the block itself and the annunciator control, which will make it easier to locate faults that could possibly occur in one or the other circuits from the replacement relays used: block relay on one side, supplied by the ef, el-fl lines, and GAZ and CA1 warning relays supplied by the gh and gl-hl line wires.



   Also according to the invention, the crocodiles 1TC and 2 TC are controlled via the direction relays SW2 and SE. As can be seen, the power is supplied, for example for crocodile 1TC, from terminals B and 0, or by contacts 157 and 158 of the SWZ direction relay in their working position, (position drawing);

   which has the effect of putting a positive on the rail and a negative on the crocodile, thus indicating, according to the usual conventions, the free way, either through contacts 157-158 of the direction relay SW2 , in the rest position, via the contact 159 in the working position (position opposite to that shown) of the block relay 1H 'and via the contacts 160 and 161 at rest of the annunciator control relay CA1, which has the effect of putting a positive on the crocodile and a negative on the relay, indicating, according to the usual conventions,

     the warning is also through contacts 157 and 158 of the SW2 direction relay in the rest position (opposite to that shown), of contact 159 in the operating position of relay 1H 'and by the contacts 160 and 161 in the working position of the

 <Desc / Clms Page number 47>

 annunciator control relay CA1, which then has the effect of resetting a positive on the rail and a negative on the crocodile, then indicating, according to the usual conventions, the free way.

   It can also be seen that, when the relay SW2 is not energized (that is to say, the West direction has not been given) and that, under these conditions, the contacts 157 and 158 occupy their position of rest, the opposite of that which is represented, the supply of the crocodile is cut off when the block relay 1H 'oesse to be excited;

   We also see that it is the. CA1 annunciator control relay which makes it possible to reverse the polarity of the crocodile and of the rail and consequently to switch from the free track indication to the warning indication: Finally, we see that, by introduction of the relay, of direction SW2, crocodile 1TC of the direction not given (in this case the direction East) will give an indication of free channel although its corresponding signal R'1 is closed.



   The organization of the circuits of the ATC crocodile corresponding to the signal L'2 of the other direction is similar to the organization of the circuits described for the crocodile.
1TC and includes the contacts of the East direction relay SE and the blook relay SE '*, as well as the annunciator control relay CA2.



   In Figure 11, there is shown a diagram similar to Figures and 10, but relating to the more general case where the two signals of opposite direction R "1 and L" 2 are no longer placed at the same kilometer point, 'but overlap relative to each other. The case would also be exactly the same if, instead of having an overlap, there was a spacing of the two signals.

 <Desc / Clms Page number 48>

 in question.



   As before, it can be seen that only one track circuit is still used between two signals, here the track section the T, comprising its power supply P 'and its track relay the TR; on each side are the track sections 1T and 2T going up to the following signals not shown.



   In the case considered here, instead of having a single relay SE1 for the East direction and a single relay SW2 for the West direction, it is necessary to have two relays in the East direction SE and SE2, and two relays in the West direction SN1 and SW2, relays SW2 and SEZ, lock each other; likewise SE1 and SW1. For this purpose, in the circuit of the relay SW2 are placed the contacts 162-163 of the relay SE2, while, in the circuit of the relay SE are placed the contacts B 164 and 165 of the relay SW2, so that the relays SE2 and SW2 cannot be excited at the same time.



  It is the same for the subject relays SW1.



   In addition, through contacts 164 and 165 for example, a chain is established between relays SW2 and SW1, the excitation of relay SW2 starting by placing contacts 164 and 165 in the working position (position shown on the diagram. drawing) excitation of relay SW1, the corresponding contacts of relay SE being in the rest position since relay SE1 is not energized. Similarly, a chain will be established between the relays SE1 and SE? under the same conditions.



   The modifications made to the e-f line circuits consist in introducing, in the circuits, contacts 166-167 of the new relay SE2, as well as contacts.

 <Desc / Clms Page number 49>

 tots 168-169 of relay SW1.



    .,
As regards the supply of the line wires gh of the annunciator control relays, in addition to contacts 145 'and 146 of relay SW2 and contacts 148 and 149 of relay SE. previous; contacts 170-171 of relay SE 2 and contacts 172-173 of relay SW1.



   The operating conditions are completely analogous to those which have been described in particular with regard to FIG. 3, with simply, as has been said previously, the separation of the blook and warning functions. It is therefore unnecessary to return to it here.



  It suffices to point out here that the position of the various contacts as shown in FIG. 11 corresponds to the establishment of the West direction.



   Of course, the devices which have been described and which have been shown in the drawing have been given by way of example only. They could receive, according to their particular applications, modifications in their details of realization, without the general economy of the invention being thereby impaired.



   It should also be noted that the invention can be applied to a device controlled by routes, as well as to an automatic block on a single track which may or may not be controlled remotely,
Finally, it should be noted that the variants of FIGS. 10 and 11 apply equally to a signaling system in which a pulsed current blook is used as to a conventional automatic permanent current block (direct or alternating),


    

Claims (1)

CLAIMS 1.) Rail traffic control and signaling system for the movement of trains on single track with automatic block, characterized by the fact that for each group of intermediate signals, two direction relays are used which are energized alternately to regulate traffic on the single track, either in one direction or the other, these two relays locking each other in such a way that they cannot be energized simultaneously. 2.) Rail traffic control and signaling system according to claim 1 and characterized in that the two direction relays act on the block relay circuits and, through them, on the relays d '' approach interlocking, to allow power, either in one direction or the other, of the line of signal closure and track release relays, in order to energize, as appropriate, one either of these last relays: 3.) Single-track rail traffic control and signaling system according to claims 1 and 2 and characterized in that the direction relays also act on the intermediate track signal circuits to enable the signal to be extinguished. direction of circulation not given. 4.) A single track rail traffic control and signaling system according to claims 1, 2, 3 and characterized in that one uses, for these direction relays, repeater relays whose circuits are organized so that the meaning of automatic blbck either, <Desc / Clms Page number 51> maintained until the other direction is established. 5.) Control and signaling system for rail traffic on a single track according to claims 1, 2 and 3 and characterized by the fact that contacts are provided, respectively controlled by the control relay of a direction of circulation and by the control relay of the other direction of circulation, these contacts being liable to replace in a fleeting manner, in the circuit of the authorization relay in one direction and in the circuit of the repeater relay authorizing the same direction, the contacts of a signal closure verification relay and lane release in order to allow the reversal of traffic with a defective track circuit after execution of all the normal maneuvers; ' 6.) A single track rail traffic control and signaling system according to claims 1, 2, 3 and characterized in that one uses, for two signals of opposite direction, located at the same kilometer point, the same relay track, the same power source, track circuits, and the same block relays, the repeater relays of the aforementioned relays, acting on contacts placed on the track circuits and on the block circuits to allow their use for one or the other of two contiguous track sections. 7.) A single track rail traffic control and signaling system according to claims 1, 2, 3 and characterized in that in the case where intermediate signals are used. four indications (addition of the pre-warning), a polarized blook relay is added per group of two signals, and a control relay for the secondary yellow warning light, <Desc / Clms Page number 52> is placed in series, for each signal, with said yellow light and in parallel with the green light. 8.) Rail traffic control and signaling system on a single track according to claims 1, 2, 3 and .characterized in that the polarized block relays are connected in parallel on the line and that the latter is powered, either in one direction or in the other :, the selection being made by the aforementioned direction relays from the departure stations. 8.) Rail traffic control and signaling systems on single track according to claims 1, 2 and 3 and characterized in that one uses, for two full track signals in opposite directions not located at the same kilometer point, two relays of opposite directions for each of them, the relays of opposite directions for the same signal locking each other and the relays of the same direction for two neighboring signals forming a chain thanks to which the excitation of one of the relays causes the excitation of the next relay in the same direction, and / so on as we move in the direction considered. 10.) Single-track rail traffic control and signaling system according to claims 1, 2,3 and characterized in that two-position block relays combined with annunciator start relays are used. also in two positions, these two types of relays being arranged in separate circuits, and the annunciator relay circuits comprising contacts subjected to the influence of the block relays. II.) Single-track rail traffic control and signaling system according to claims 1, 2, 3 and characterized in that between two signals <Desc / Clms Page number 53> neighbors, only one section of track is used with one power supply and one track relay; 12.) A single-track rail traffic control and signaling system according to claims 1, 2, 3 and characterized in that the control of the hooks corresponding to each signal is effected through the intermediary of the relay. , direction, a contact controlled by the relay of the corresponding direction being interposed in the supply circuit of the crocodile considered at the same time as the contacts of the corresponding block and warning relays, so that the crocodile of the direction not given can give a clear indication even though its signal is closed. 13.) A single track rail traffic control and signaling system according to claims 1 to 11, and characterized in that the automatic blook used is a pulsed current blook. '14.) A single track rail traffic control and signaling system according to claims 1 to 11. and characterized in that the automatic block used is a DC or AC block.