US1229235A - System of railway control. - Google Patents

Description

A. R. CRADDOCK. SYSTEM OF RAILWAY CONTROL.

APPLICATION FILED JULY 15, 915.

Patented June 12, 1917.

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A. R. CRADDOCK.

SYSTEM OF RAILWAY CONTROL.

APPLICATION FILED IULY I5, 1915.

1,229,235, Patented June '12, 1917.

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ARTHUR RAINS FORD CRAIDIDOCK, OF CHRISTCHURCH, NEW ZEALAND.

SYSTEM OF RAILWAY CONTROL.

Application filed. July 15, 1915.

To all whom it may concern:

Be it known that I, ARTHUR RArNsronD CRAnDooK, a subject of the King of Great Britain, and a resident of Christchurch, in the Provincial District of Canterbury and Dominion of New Zealand, have invented a certain new and Improved System of Railway Control; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming part of this specification, and to the figures and letters of reference marked thereon.

This invention relates generally to an improved system of railway control, and espe cially to a system having means for automatically actuating the governing mechanism of a train, when it attempts to enter a section of the track occupied by another train, or to pass by a track signal indicating Danger r Stop.

The primary object of the present invention is the provision of an improved system of railway control in which the governing mechanism of the train can be positively controlled by track conditions affecting the passage of the train and in which the number of parts have been materially decreased, and complicated electrical wires, both along the track and on the train, are dispensed With. A system constructed .in accordance with the present invention is of maximum efficiency and can be installed within reason able limits in cost.

A full understanding of the nature and objects of the invention will be attained from the following detailed description, when taken in connection with the accompanying drawings which illustrate a preferred embodiment of the invention, and the novel features thereof will be particularly pointed out and specified in the appended claims.

In the drawings,

Figure 1 is a diagrammatic view of one form and arrangement of apparatus embodying the present improvements.

Fig. 2 is a view showing in end elevation portions of the apparatus.

' Fig. 3 is a fragmentary view of a novel keeper for the permanent track magnet.

Similar characters of reference in the several figures indicate the same parts.

As shown in Fig. 1, a railway track is indicated by the track rails A, A. The track is preferably divided into Sections, or

Specification of Letters Patent.

Patented June 12, 1917.

Serial No. 40,112.

blocks, each insulated from the other by insulating members a. If it be desired to preserve the electric continuity of the rails, bonds (4 maybe employed. Fig. l'shows diagrammatically one insulated section A At some point within a section A and located preferably centrally between the rails A, A, is a track magnet adapted to be magnetized and demagnetized, preferably an electro-magnet B having its magnetic axis transverse to the track. The poles N, S, of the electro-magnet are placed approximately at the level of the track rails, and in the preferred construction, are considerably elongated in the direction of the track so as to create a magnetic field of considerable extent between the track rails, when the electro-magnet is energized. A local battery B forms a source of current for energizing the electro-magnet B, and the poles of the battery are connected with line wires 5, 6. Line wire Z) leads to a device B for making and breaking the circuit of the local battery B. The make and break B is preferably controlled by a track signal C and so arranged that when the signal is set to indicate stop the battery circuit is open and when the signal is set to indicate proceed, the battery circuit is closed. Control of the circuit of the ,electro-magnet can obviously be effected by some other means than the signal,

but, inasmuch as the governing mechanism I of the train is actuated to impart a maximum restriction upon running the train by opening the circuit of the electro-magnet, it is preferable to employ the track signal, other than a train in the block ahead, for instance, because the signal would be set at danger, for any cause which would prevent the train under control from entering the next block. From make and break B line wire 5 leads to one terminal of the winding Z3 of the electromagnet; the other terminal of the winding is electrically connected to insulated section of rail A by a wire 6 Line wire "6 leads to the corresponding insulated section of rail A.

\Vithin the block and located preferably on each side of electro magnet B is a constantly magnetized track magnet, this being, in the present instance, a permanent magnet D, with its magnetic axis extending transverse to the track and its poles N, S elongated in the direction of the track to provide a permanent magnetic field. of considerable extent.

The vehicle E, which may be a locomotive or a train, is provided with magnetically ferred arrangement, three cores E, E E? are employed, core E being locatedcentrally on the under side 01": the vehicle or locomotive, and cores E, E being disposed at the sides of core E. All of the cores are arranged with their magnetic axes transverse to the vehicle and are provided with elongated pole pieces N, S for the respective cores. A magnetic condition is induced in one of the outer cores E or E when the locomotive carries it over the permanent track magnet D. By providing two outer cores, it is possible to run the locomotive tender first over the permanent track magnet .and at the same time one of the cores will always be car? ried into inductive relation with the permanent track magnet. Rotatably mounted in the yoke of core E is an armature 6 having a spindle 0. An armature e is similarly mounted in the yoke of core E The brake pipe line of the train is indicated at F having a valve F for controlling the application'of the brakes. The valve may be opened by the spindle c of armature e, and also by the spindle c or armature 6 when either of said armatures is attracted by a magnetic condi-' tion induced in its respective core. The brake valve may also be opened and closed by any preferred form of manual lever, well known in the art. I

Mounted on spindle e is a locking arm Gr having at its free end a catch 9 for cooperation with a locking lug g on core E, when core E is energized. When arm G is locked by energized core E, no movement can be imparted to armature e and spindle e, by the magnetic'condition induced in core E and hence valve F is. not opened'and the brake not applied. .A similar locking arrangement G is provided for core E If desired, core E may be provided with an armature 6 having a connection 71, with a signal H, and constructed to energize the signal when the armature is attractedby a magnetic condition induced in the said core. Spindle e of'an armature 6 may have a connection 7:, with a signal H which signal is actuated when armature e is attracted by energized core E The'operation of the apparatus is as follows :It will first be assumed that the track is clear and the vehicle or locomotive E is moving in the direction of the arrow of Fig. 1. The track signal O indicates proceed and accordingly the circuit of electromagnet- B is closed at make and. break B Consequently,when the locomotive of the train passes over the insulated rail sections A,.A, the circuit of battery B is completed through the locomotive, and track elestrotend to attract armature e and open the brake valve F, were this not prevented by magnetized core E, attracting lock arm G into such position that lug g engages catch 9 and prevents movements of spindle 6. At the same time, the armature e of core E is attracted and signal H is energized, thereby notifying the driver that the track is clear and that the train can proceed with safety.

In case signal C is set to indicate danger or stop, the circuit of electromagnet'B is broken by make and break B and, hence, core E is not energized, when the locomotive carries it into inductive relation to the electro-magnet B. This leaves armature c of core E free, and the consequent attraction of said armature by the magnetic condition induced in core E by permanent track magnet 1) causes spindle c to open valve F, thereby applying the brakes. Spindle e also actuates danger signal H.

lVhen a permanent track magnet is employed, it sometimes happens that the magnet entirely loses its magnetism. To prevent this, the invention provides an automatic keeper, illustrated in detail in Fig. 3. The keeper bar K is mounted at its ends on links is, the lower ends of said links being connected by a rock shaft is. Mounted on said rock shaft is a second link 76 which is carried bya track bar k Track bar may be located alongside one of the rails and arranged to be depressed by the wheel flanges of a passing train to move keeper K away from permanent magnet D. A spring 70 acts to nor- 'mally urge the track bar in elevated position izing the second track magnet, normally de- I magnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, governing mechanism carried bythe train, and means for positively actuating said governing mechanism to impart a maximum restriction upon the running of the train when a magnetic condition is induced in one of the cores, but to permit free running of the train when a magnetic condition is induced in both cores.

2. In a system of railway control, the combination of a railway track and a train traveling thereupon, a constantly magnet? ized track magnet, a second track magnet with means controlled by a track signal for magnetizing and demagnetizing the second track magnet, normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, governing mechanism carried by the train, and means for positively actuating said governing mechanism to impart a maximum restriction upon the running of the train when a magnetic condition is induced in one of the cores, but to permit free running of the train when a magnetic condition is induced in both cores.

8. In a system of railway control,the combination of a railway track and a train traveling thereupon, a constantly magnetized track magnet, a track clectro-magnet in circuit with the track rails whereby its circuit may be closed by the passage of the train, a track signal having means for opening and closing the circuit of the electro-magnet, normally demagnetized cores carried by the train and positioned to pass in inductive re lation to the respective track magnets, governing mechanism carried by the train, and means for positively actuating said governing mechanism to impart .a maximum restriction upon the running of the train when. a magnetic condition is induced in one of the cores but to permit free running of the train when a magnetic condition is induced in both cores.

4. In a system of railway control, the com bination of a railway track and a train traveling thereupon, a constantly magnetized track magnet, a second track magnet, a track signal, means for magnetizing the second track magnet when the track signal indicates proceed, and for demagnetizing said track magnet when the track signal indi cates stop; normally demagnetized cores carried by the train and positioned to pass in inductive relation to the track magnets, a b aim, and magnetically controlled connections governing the brake and constructed to apply the brakes when a magnetic condition is induced in one of the cores, but not to apply the brakes when a magnetic condition is induced in both cores.

5. In a system of railway control, the combin ation of a railway track and a train traveling thereupon, a constantly magnetized track magnet, a second track magnet with means for magnetizing and demagnetizing the second track magnet, normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, a brake, means for applying the brake when a magnetic condition is induced in one of the cores, and a stop effective when a magnetic condition is induced in both cores to positively prevent the brake from being applied.

6. In a system of railway control, the com- &

bination of a railway track and a train traveling thereupon, a constantly magnetized track magnet, a second track magnet, a track signal, means for magnetizing the second track magnet when the track signal indicates proceed and for demagnetizing said magnet when the track signal indicates stop; normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, a brake, means for applying the b 'ake when a magnetic condition is induced in one of the cores, and a stop effective when a magnetic condition is induced in both cores to prevent the brake from being applied.

7. In a system of railway control, the combination of a railway track and a train traveling thereupon, said trackbeing divided into sections each insulated from the other, a constantly magnetized track magnet within one of the insulated sections of the track,

a track electro-magnet also in said insulated section and in circuit with the rails of the track, whereby thecircuit of the electromagnet may be closed by the passage of the train in that section of the track, a track signal, means for opening the circuit of the electro-magnet when the signal indicates stop normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, governing mechanism carried by the train, and means for positively actuating said governing mechanism to impart a maximum restriction upon the running of the train when a magnetic condition is induced in one of the cores but to permit free running of the train when a magnetic condition is induced in both cores.

8. In a system of railway control, the combination of a railway track and a train traveling thereupon, a constantly magnetized track magnet, a second track-magnet with means for magnetizing and demagnetizing the second track magnet, normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, an armature cooperating with the core which passes over the constantly magnetized track magnet, a brake, connections between said brake and the armature effective to apply the brake when the armature is attracted by a magnetic condition induced in the core, and a stop for positively preventing application of the brake, said stop being effective when a magnetic condition is induced in the core, which passes over the second track magnet.

9. In a system of railway control, the combination of a railway track and a train traveling thereupon, a constantlymagnetized track magnet, a second track magnet, a track signal, means for magnetizing the second track magnet when the track signal indicates proceed and for demagnetizing the said track magnet when the track signal indicates stop normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, an armature cooperating with the core which passes over the constantly magnetized track magnet, a brake, connections between said brake and the armatur-e effective to apply the brake when the armature is attracted by a magnetic con dition induced in the core, and a stop for positively preventing application of the brake, said stop being efiiective when a magnetic condition is induced in the core which passes over the second track magnet.

10. In a system of railway control, the combination of a railway track and a train traveling thereupon, a permanent track magnet, a second track magnet with means for magnetizing and demagnetizing the second track magnet, normally demagnetized cores carried by the train and positioned to pass in inductive relation'to the r spective track magnets, governing mechanism carried by the train, means forpositively actuating said'governing mechanism to impart a maximum restriction upon the running of the train when a magnetic condition is induced in one of the cores but to permit free running of the train when a magnetic condition is induced in both cores, a keeper normally bridging the poles of the permanent magnet, and means actuated by the train for moving the keeper away from the magnet, whereby a magnetic condition may be induced in the train core when in inductive relation to the permanent magnet. i

11. In a system of railway control, the combination of a railway track and a train traveling thereupon, a constantly magnetized track magnet, a second track magnet adapted to be magnetized and demagnetized, normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, governing mechanism carried by the train, and means responsive to the induction of a magneticcondition in one of said train cores for actuating said governing mechanism.

12. In a system of railway control, the combination of a railway track and a train traveling thereupon, aconstantly magnetized track magnet, a second track magnet adapted to be magnetized and demagnetized, normally demagnetized cores carried by the train and positioned to pass in inductive relation to the respective track magnets, a train brake, and means responsive to the induction of a magnetic condition in one of said train cores for actuating said brake.

ARTHUR RAINSFORI) CRADDOGK.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. G.

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