Title of Invention	FOG SIGNALLING CUM REMOTE STOPPAGE DEVICE
Abstract	A fog signalling cum remote stoppage device comprises of an electro-magnetic solenoid (1.01), a double pole double-throw switch (1.02), a magnetic compass- like device (1.09), a Red bulb (1.07) across a relay (1.10) and a DC capacitor (1.13), a Green bulb (1.06) parallel to a DC capacitor (1.14), a DC power source (1.08) inside engine drivers cabin. The glow of Red lamp (1.07) or Green lamp (1.06) inside engine driver's cabin is regulated by the operation of the DPDT switch (1.02) at station master's cabin to convey 'No-Go' or 'Go' signal to the driver inside the cabin, and an audio alarm in the engine driver's cabin is activated and brake is applied automatically when Red lamp (1.07) indication comes on.

Title of Invention

FOG SIGNALLING CUM REMOTE STOPPAGE DEVICE

Abstract

A fog signalling cum remote stoppage device comprises of an electro-magnetic solenoid (1.01), a double pole double-throw switch (1.02), a magnetic compass- like device (1.09), a Red bulb (1.07) across a relay (1.10) and a DC capacitor (1.13), a Green bulb (1.06) parallel to a DC capacitor (1.14), a DC power source (1.08) inside engine drivers cabin. The glow of Red lamp (1.07) or Green lamp (1.06) inside engine driver's cabin is regulated by the operation of the DPDT switch (1.02) at station master's cabin to convey 'No-Go' or 'Go' signal to the driver inside the cabin, and an audio alarm in the engine driver's cabin is activated and brake is applied automatically when Red lamp (1.07) indication comes on.

Full Text	FIELD OF THE INVENTION: The invention relates in general to sinalling system of the Railways, and in particular to a fog signaling cum remote stoppage device. BACKGROUND AND PRIOR ART: For signalling purpose, Indian Railway Zones have been divides into number of blocks. The movement of the trains are regulated by visual signaling system in these blocks. If any train enters into a block, further entry of any other train into that block is allowed only when the earlier train leaves the block. Usually the drivers follow the visual signal to proceed, which is regulated from the signaling cabin. This is strictly followed in railways in order to avoid any accident, hence this is very critical. During foggy weather, when the visibility goes down to less than a meter, this signalling system becomes totally ineffective. In that situation, even when any block is free of any traffic, train movement will be disrupted due to non-visibility of signal by the drivers. There may be two situations-either the driver approaches slowly till he arrives very near to the signal post and gets clarified the status when the signal becomes visible, or stops and waits for alterative communication to get confirmations before proceeding. However if the block is not clear and the driver decides to proceed on his own judgment, such lacuna on the driver's part may result in an accident which may cost life, property as well as disruption of train services. Therefore, there is need of a device which can indicate to the driver that it is safe to move even when he cannot see the signal. This apparatus must be controlled by the nearest station, where the Station Master will judge the conditions prevailing in the block and either allow or disallow movement of the train. The present invention therefore overcomes the above drawback of the prior art. BRIEF DESCRIPTION OF ACCOMPAYING DRAWING: Figure 1- shows the circuit of the device according to the invention. DESCRIPTION OF INVENTION: The present invention informs the driver regarding status of the Railway block by the Go/No-Go (Green/Red) indication in the driver's cabin. During No-Go (Red) situation, a provision for Audio alarm and automatic application of brake is made to avoid any eventuality. This device will be activated manually from the station master's cabin during foggy situation or in case of emergency, like failure of signaling system. The presently invented device described in Fig-1 has four different components fitted at four different locations for operation. The electro-magnetic solenoid (1.01) is fixed vertically between the railway tracks. The solenoid will be energized from an external DC source. The DC current through this solenoid will be regulated through a DPDT (Double Pole Double Throw) switch (1.02) kept at station master's cabin. This switch (1.02) is capable of changing the direction of current flow through the solenoid (1.01). The magnetic compass-like device (1.09) is fitted below the engine at a suitable space in an airtight enclosure. The airtight enclosure will protect the device from getting damaged during movement. The fitting space below the engine is such that during movement, it comes just above the solenoid (1.01). The magnetic compass-like device (1.09) contains a magnetic bar (1.03) hinged at the centre. This magnetic bar (1.03) moves up/down due to the attractive or repulsive force of the magnetic field of the solenoid (1.01) and makes contact with either of the contact points R (1.04) or G (1.05). These two contact points are connected to the indicator bulbs [R to Red bulb (1.07) and G to the Green bulb (1.06)]. A DC source is connected between the magnetic bar (1.03) and the bulbs (1.06/1.07). The Green bulb (1.06) is connected directly to the DC source. The Red bulb is connected to the DC source. A relay is connected parallel to the RED Bulb (1.10). This relay has two normally open (NO) contacts (1.11,1.12), one for activating the audio alarm and the other for actuating the braking system. Two DC capacitors (1.13, 1.14) are provided, one across each bulb, which will retain the glow for a certain duration, even after the engine passes over the solenoid. The Red, Green bulbs and audio alarm are fitted in the driver's cabin. OPERATION: The electro-magnetic solenoid (1.01) is placed vertically between the railway tracks. The top end of the solenoid becomes either North or South Pole depending upon the direction of current flowing through the solenoid coil. This current direction is controlled by the operation of the DPDT switch (1.02) placed at station master's cabin. By activating the DPDT switch (1.02), if the top end of the solenoid (1.01) becomes North Pole, it will attract the S-end of the magnetic bar (1.03) downwards. The magnetic bar will make contact with the contact point R (1.04) in the magnetic compass-like device (1.09). This will complete the DC supply path for Red lamp (1.07), the capacitor (1.13) and the Relay (1.10). The Red bulb will glow at driver's cabin indicating 'No-Go' status and the relay contacts will make the audio alarm to come on and activate the brake for the engine. By operating the DPDT switch (1.02), if the top-end of the solenoid can be changed to South Pole, it will repel the magnetic bar (1.03) upward. Thus the S- end of magnetic bar (1.03) will make contact with the contact point G (1.05) in the magnetic compass-like device. This will complete the DC supply path for the Green lamp (1.06) and the capacitor (1.14). Now the Green lamp will glow, indicating the 'Go' status. I CLAIM: 1. A fog signalling cum remote stoppage device comprising of:- an electro-magnetic solenoid (1.01); a double pole double-throw switch (1.02); a magnetic compass-like device (1.09); a Red bulb (1.07) across a relay (1.10) and a DC capacitor (1.13); a Green bulb (1.06) across a DC capacitor (1.14) and a DC power source (1.08) inside engine drivers cabin, characterized in that the glow of Red lamp (1.07) or Green lamp (1.06) inside engine driver's cabin is regulated by the operation of the DPDT switch (1.02) at station master's cabin, to convey 'No-Go' or 'Go' signal to the driver inside the cabin, and in that an audio alarm in the engine driver's cabin is activated and brake is applied automatically when Red lamp (1.07) indication comes on. 2. The fog signalling cum remote stoppage device as claimed in claim 1, wherein the top end of the electro-magnetic solenoid (1.01) placed upright between the railway tracks is polarized either as north or as south pole depending upon the direction of current flow through the coil. 3. The fog signalling cum remote stoppage device as claimed in claim 1, wherein said DPDT switch (1.02) placed remotely at station master's cabin regulates the current flow and its direction through the solenoid (1.01). 4. The fog signalling cum remote stoppage device as claimed in claim 1, wherein the magnetic compass-like device (1.09) is fitted below the engine vertically in an air-tight enclosure, and the device operates when it moves above the energized electro-magnetic solenoid (1.01). 5. The fog signalling cum remote stoppage device as claimed in claims 1 and 4, wherein the magnetic compass-like device (1.09) comprises of a magnetic bar (1.03) hinged at the centre point, which is connected to the DC source (1.08) in the driver's cabin. 6. The fog signalling cum remote stoppage device as claimed in claims 1, 4 and 5, wherein the magnetic compass-like device (1.09) has a contact point G (1.05) connected to one end of the green lamp (1.06), the other end of the green lamp being connected to the DC source (1.08) so that the green lamp glows when the magnetic bar (1.03) makes contact with contact point G (1.05). 7. The fog signalling cum remote stoppage device as claimed in claims 1 and 5, wherein one end of the Red lamp (1.07), parallel to the relay (1.10) is connected to the contact point R (.1.04) of the magnetic compass-like device (1.09) and the other end is connected to the DC source (1.08), whereby the said Red lamp glows and the said relay is energized when the magnetic bar (1.03) makes contact with the contact point R (1.04). 8. The fog signalling cum remote stoppage device as claimed in claims 1 and 7, wherein the relay (1.10) has two normally open (NO) contacts (1.11, 1.12), which close when the relay is energized, contact (1.11) switches on the audio alarm and contact (1.12) causes the brakes to be applied. ABSTRACT Title: Fog Signalling cum Remote Stoppage Device A fog signalling cum remote stoppage device comprises of an electro-magnetic solenoid (1.01), a double pole double-throw switch (1.02), a magnetic compass- like device (1.09), a Red bulb (1.07) across a relay (1.10) and a DC capacitor (1.13), a Green bulb (1.06) parallel to a DC capacitor (1.14), a DC power source (1.08) inside engine drivers cabin. The glow of Red lamp (1.07) or Green lamp (1.06) inside engine driver's cabin is regulated by the operation of the DPDT switch (1.02) at station master's cabin to convey 'No-Go' or 'Go' signal to the driver inside the cabin, and an audio alarm in the engine driver's cabin is activated and brake is applied automatically when Red lamp (1.07) indication comes on.

Full Text

FIELD OF THE INVENTION:
The invention relates in general to sinalling system of the Railways, and in
particular to a fog signaling cum remote stoppage device.
BACKGROUND AND PRIOR ART:
For signalling purpose, Indian Railway Zones have been divides into number of
blocks. The movement of the trains are regulated by visual signaling system in
these blocks. If any train enters into a block, further entry of any other train into
that block is allowed only when the earlier train leaves the block. Usually the
drivers follow the visual signal to proceed, which is regulated from the signaling
cabin. This is strictly followed in railways in order to avoid any accident, hence
this is very critical.
During foggy weather, when the visibility goes down to less than a meter, this
signalling system becomes totally ineffective. In that situation, even when any
block is free of any traffic, train movement will be disrupted due to non-visibility
of signal by the drivers. There may be two situations-either the driver
approaches slowly till he arrives very near to the signal post and gets clarified

the status when the signal becomes visible, or stops and waits for alterative
communication to get confirmations before proceeding.
However if the block is not clear and the driver decides to proceed on his own
judgment, such lacuna on the driver's part may result in an accident which may
cost life, property as well as disruption of train services.
Therefore, there is need of a device which can indicate to the driver that it is
safe to move even when he cannot see the signal. This apparatus must be
controlled by the nearest station, where the Station Master will judge the
conditions prevailing in the block and either allow or disallow movement of the
train. The present invention therefore overcomes the above drawback of the
prior art.
BRIEF DESCRIPTION OF ACCOMPAYING DRAWING:
Figure 1- shows the circuit of the device according to the invention.
DESCRIPTION OF INVENTION:
The present invention informs the driver regarding status of the Railway block by
the Go/No-Go (Green/Red) indication in the driver's cabin. During No-Go (Red)

situation, a provision for Audio alarm and automatic application of brake is made
to avoid any eventuality. This device will be activated manually from the station
master's cabin during foggy situation or in case of emergency, like failure of
signaling system.
The presently invented device described in Fig-1 has four different components
fitted at four different locations for operation. The electro-magnetic solenoid
(1.01) is fixed vertically between the railway tracks. The solenoid will be
energized from an external DC source. The DC current through this solenoid will
be regulated through a DPDT (Double Pole Double Throw) switch (1.02) kept at
station master's cabin. This switch (1.02) is capable of changing the direction of
current flow through the solenoid (1.01). The magnetic compass-like device
(1.09) is fitted below the engine at a suitable space in an airtight enclosure.
The airtight enclosure will protect the device from getting damaged during
movement. The fitting space below the engine is such that during movement, it
comes just above the solenoid (1.01). The magnetic compass-like device (1.09)
contains a magnetic bar (1.03) hinged at the centre. This magnetic bar (1.03)
moves up/down due to the attractive or repulsive force of the magnetic field of

the solenoid (1.01) and makes contact with either of the contact points R (1.04)
or G (1.05). These two contact points are connected to the indicator bulbs [R to
Red bulb (1.07) and G to the Green bulb (1.06)].
A DC source is connected between the magnetic bar (1.03) and the bulbs
(1.06/1.07). The Green bulb (1.06) is connected directly to the DC source. The
Red bulb is connected to the DC source. A relay is connected parallel to the RED
Bulb (1.10). This relay has two normally open (NO) contacts (1.11,1.12), one for
activating the audio alarm and the other for actuating the braking system. Two
DC capacitors (1.13, 1.14) are provided, one across each bulb, which will retain
the glow for a certain duration, even after the engine passes over the solenoid.
The Red, Green bulbs and audio alarm are fitted in the driver's cabin.
OPERATION:
The electro-magnetic solenoid (1.01) is placed vertically between the railway
tracks. The top end of the solenoid becomes either North or South Pole
depending upon the direction of current flowing through the solenoid coil. This
current direction is controlled by the operation of the DPDT switch (1.02) placed
at station master's cabin.

By activating the DPDT switch (1.02), if the top end of the solenoid (1.01)
becomes North Pole, it will attract the S-end of the magnetic bar (1.03)
downwards. The magnetic bar will make contact with the contact point R (1.04)
in the magnetic compass-like device (1.09). This will complete the DC supply
path for Red lamp (1.07), the capacitor (1.13) and the Relay (1.10). The Red
bulb will glow at driver's cabin indicating 'No-Go' status and the relay contacts
will make the audio alarm to come on and activate the brake for the engine.
By operating the DPDT switch (1.02), if the top-end of the solenoid can be
changed to South Pole, it will repel the magnetic bar (1.03) upward. Thus the S-
end of magnetic bar (1.03) will make contact with the contact point G (1.05) in
the magnetic compass-like device. This will complete the DC supply path for the
Green lamp (1.06) and the capacitor (1.14). Now the Green lamp will glow,
indicating the 'Go' status.

I CLAIM:
1. A fog signalling cum remote stoppage device comprising of:-
an electro-magnetic solenoid (1.01);
a double pole double-throw switch (1.02);
a magnetic compass-like device (1.09);
a Red bulb (1.07) across a relay (1.10) and a DC capacitor
(1.13);
a Green bulb (1.06) across a DC capacitor (1.14) and
a DC power source (1.08) inside engine drivers cabin,
characterized in that the glow of Red lamp (1.07) or Green lamp (1.06)
inside engine driver's cabin is regulated by the operation of the DPDT switch
(1.02) at station master's cabin, to convey 'No-Go' or 'Go' signal to the driver
inside the cabin, and in that an audio alarm in the engine driver's cabin is
activated and brake is applied automatically when Red lamp (1.07) indication
comes on.
2. The fog signalling cum remote stoppage device as claimed in claim 1,
wherein the top end of the electro-magnetic solenoid (1.01) placed upright
between the railway tracks is polarized either as north or as south pole
depending upon the direction of current flow through the coil.

3. The fog signalling cum remote stoppage device as claimed in claim 1,
wherein said DPDT switch (1.02) placed remotely at station master's cabin
regulates the current flow and its direction through the solenoid (1.01).
4. The fog signalling cum remote stoppage device as claimed in claim 1,
wherein the magnetic compass-like device (1.09) is fitted below the engine
vertically in an air-tight enclosure, and the device operates when it moves above
the energized electro-magnetic solenoid (1.01).
5. The fog signalling cum remote stoppage device as claimed in claims 1 and
4, wherein the magnetic compass-like device (1.09) comprises of a magnetic bar
(1.03) hinged at the centre point, which is connected to the DC source (1.08) in
the driver's cabin.
6. The fog signalling cum remote stoppage device as claimed in claims 1, 4
and 5, wherein the magnetic compass-like device (1.09) has a contact point G
(1.05) connected to one end of the green lamp (1.06), the other end of the
green lamp being connected to the DC source (1.08) so that the green lamp
glows when the magnetic bar (1.03) makes contact with contact point G (1.05).

7. The fog signalling cum remote stoppage device as claimed in claims 1 and
5, wherein one end of the Red lamp (1.07), parallel to the relay (1.10) is
connected to the contact point R (.1.04) of the magnetic compass-like device
(1.09) and the other end is connected to the DC source (1.08), whereby the said
Red lamp glows and the said relay is energized when the magnetic bar (1.03)
makes contact with the contact point R (1.04).
8. The fog signalling cum remote stoppage device as claimed in claims 1 and
7, wherein the relay (1.10) has two normally open (NO) contacts (1.11, 1.12),
which close when the relay is energized, contact (1.11) switches on the audio
alarm and contact (1.12) causes the brakes to be applied.

ABSTRACT

Title: Fog Signalling cum Remote Stoppage Device
A fog signalling cum remote stoppage device comprises of an electro-magnetic
solenoid (1.01), a double pole double-throw switch (1.02), a magnetic compass-
like device (1.09), a Red bulb (1.07) across a relay (1.10) and a DC capacitor
(1.13), a Green bulb (1.06) parallel to a DC capacitor (1.14), a DC power source
(1.08) inside engine drivers cabin. The glow of Red lamp (1.07) or Green lamp
(1.06) inside engine driver's cabin is regulated by the operation of the DPDT
switch (1.02) at station master's cabin to convey 'No-Go' or 'Go' signal to the
driver inside the cabin, and an audio alarm in the engine driver's cabin is
activated and brake is applied automatically when Red lamp (1.07) indication
comes on.

FOG SIGNALLING CUM REMOTE STOPPAGE DEVICE

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