US1330007A - Automatic train-controlling device - Google Patents

Description

H. W. RICHARDS AND V. P. FORD.

AUTOMATIC TRAIN CONTROLLING DEVICE.

APPLICATION FILED AUG-26, l9l8.

Patented Feb. 3, 1920.

H. W. RICHARDS AND V. P. FORD.

AUTOMATIC TRAIN CONTROLLING DEVICE.

APPLICATION FILED AUG-26, I9I8.

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AUTOMATIC TRAIN CONTROLLING DEVICE.

APPLICATION FILED AUG.2G, 1918.

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H. W RICHARDS AND V P. FG RD.

AUTOMATIC TRAIN CONTROLLING DEVICE.

APPLICATION FILED AUG.25, 2918.

1,330,007 Patented Feb. 3,1920

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H. w. RICHARDS AND V. P. FORD.

AUTOMATIC TRAIN CONTROLLING DEVICE.

APPLICATION FILED AUG.Z6. T918. 1 ,33Q,QQ7 Patented Feb. 3,1920.

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AUTOMATIC TRAIN CONIROLLING DEVICEL APPLICATION FILED AUG26, 1918.

1,880,007. Patented Feb. 3.1920.

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UNITED STATES PATENT OFFICE.

HARRY W. RICHARDS AND VINCENT 1?. FORD, 0F BALTIMORE, MARYLAND.

Specification of Letters Patent.

Patented Feb. 3, 1920.

Application filed August 26, 1918. Serial No. 251,485.

To all whom it may concern:

Be it known that we, HARRY \V. RIGH- ARDS and VINCENT P. FORD, citizens of the United States, both of Baltimore, State of Maryland, have invented new and useful Improvements in Automatic Train-Controlling Devices. of which the following is a specification, reference being had to the accompanying drawings. I

An important object of the invention is to provide an improved arrangement of cab mechanism and electric circuits for controlling the air-brakes on a train or vehicle upon a track, to automatically bring'tbe train or vehicle to a stop in times of danger for preventing collisions or other accidents. and to provide a simple, durable and effective device to indicate to the person having control of the movements of the train or vehicle, the presence of another vehicle upon the same track, or some derangement of the track or apparatus that would render it necessary to stop.

Another object of our-invention is to provide means for bringing the train to a stop automatically should the person having control of the movements of the train or -ve hicle fail to obey, the signal indications, and to provide means whereby the train or vehicle may be run without interference of the automatic device. so long as it is run according to the cab signal indications.

It is also an'object of our invention to provide means whereby the failure to obey signal indications will be recorded. so as to enforce watchfulness on the part of the per son having control of the train.

A further object of the invention is to provide means of the above mentioned character which will apply the brakes when its circuit is opened, thus always operating on the safe side should the source of current fail.

In accomplishing the objects stated. we provide stationary mechanism along the trackway adapted to coiiperate with movable mechanism on the'vehicle. when they'come into juxtaposition. to start the operation of the mechanism which is adapted to automatically give a danger indication (either a brake or a signal actuation) and we provide controllable mechanism. magnetic in its operation. for determining whether'such started operation shall be allowed to become effective. I

Other features of the invention contributing to the efficiency of the operation, or to the simplicity of construction, are included within this invention and Will be hereafter more fully explained. I

In the accompanying drawings forming a. part of this specification and in which like or similar reference characters indicate like or corresponding part-s, Figure 1 is a side elevation of our roadway device and cooperating vehicle equipment shown mounted on the truck of some vehicle, as, for example, the locomotive. tender; Fig. 2 is an end View ofthe roadway device and the cooperating vehicle equipment. this view showing a portion of the truck and one of the wheels of the vehicle. the roadway device being in position to operate the star wheel 9 on the short shaft of the vehic-le'equipment; Fig. 3 is also an end view of the roadway device and the cooperating vehicle equipment, this view showing the roadway device in position to o ')erate the star wheel 10 on the long shaft of the vehicle equipment; Fig. 'i' is a plan of the roadway mechanism, showing top cover -remo'ved; Fig. 5 is a side view thereof; Fig. 6 is a diagram showing the. preferred location and arrangement of the roadway mechanism; Fig. 7 is a sectional view of the vehicle. equipment, being a vertical section through the box shown in Figs. 1, 2 and 3. as mounted on the outer side of the truck Fig. 8 is a plan of the rotary contact on the end of the short shaft of the vehicle apparatus; Fig. 9 is a vertical section through our "brake-applying mechanism: and Fig. 10 is a diagram o the controlling circuits carried on the vehicle.

Referrim first to Figs. 1 to 4, inclusive, the numera 1 represents a railway rail supported on the usual ties 2. 3 indicates the vehicle wheels which are shown as mounted on a suitable truck 4,- supporting a body 5. Located on the outer side of the rail and extending parallel with it is the electromagnetic trip device 6, which consists of a number of magnet coils mounted in a box, and having trips 7 and 8 mounted on the sides of the magnet box in such a position as to engage the proper star wheel of the vehicle apparatus. oneafter the other.

The road ay apparatus is shown in Figs. 4 and 5. in the plan view, Fig. 4. the appliance is shown with the top cover removed. It is preferred that the magnet-coils be mounted on a common yoke and the alternate coils be of difi'erent polarity. but they may be mounted in any other suitable manner.

As shown in Fig. (i there are preferably three of the electromagnetic trip devices at each block entrance, at varying distances from thepoint at which the stop is to be made. the first or most remote. designated as the distant. being designed to give a caution indication on the vehiele, is produced by trips on the magnet box which are in position to actuate the star wheel 9 on the short shaft of the vehicle a 'iparatus. as shown. in Fig. 2: the second. designated as the approach' being designed to give a stop signal on the vehicleand to cause the. automatic application of the brakes if the speed is above a predetermined rate. is produced by trips on the magnet box which are in position to actuate the "star wheel 10 on the long shaft of the vehicle apparatus. as shown in Fig. and the third. or home" whieh willprmluce a stop if the previous warnings are disregarded. is produced by trips in position to actuate the "stat" wheel 9. .similar to the distant trip shown in Fig. 2.

The. diagram. Fig. (3, shows one method of wiring the roadway appliances for protecting the block No. 2. For purpose of illustration we. may suppose the track shown to beused for east and west bound tral'lic. The roadway appliances, for controlling east bound movements may be located in the adjacent block No. 1. and those for west hound movements in the adjacent block .\'o. I). The blocks being formed by the insulated joints 11 in'the track rails. Cach adjacent block is equipped with track appliances located in the block ahead and back. as hown for the block No. 3.

The relay 1-2 at one end of the block is energized by the track battery 1 at the opposite end of the block. and is adapted to be shunt by the wheels and axles of the vehicle on the track rails. so the relay will be detine-rgized While there is a train or vehicle in the block. A contact on the relay when energized connects the battery 14 to the. roadside appliances in the blocks Yo. I and No. 3. the current returning to the battery through a (.OlTlll'lOll wire- Thus. the magnet coils in the roadside ap 'iliances will be energized when the block ahead is'clear. The roadway appliances may be wired in any other manner which will give the required results.

A sectional front view of the vehicle apparatus is shown in Fig. 7. The device performs two functions. one. of which. mechanical in its action. consists in engaging the track trips and ln-eaking the vehicle circuit. and the other. magnetic in its operation. holds the vehicle apparatus in a predetermined position while passing over an energized track magnet. The mechanical eontaet part consists of two star wheels, rigidly attached to shafts extemling inward transversely to the longitudinal axis of the vehicle and carrying cams on their inner end. T he. two wheels have different length shafts so that their teeth will engage with the proper roadside trip. In order to keep the wheels from spinning when struck, each shaft is provided with disks 16 and 17. having teeth that are forced together by a. spring 18. but will permit the disks to slide by one another if sutiicient force is applied. The disk is is rigidly attached to the case of the mechanism and remains stationary when the shaft is turned. while the disk 17 is arranged to revolve with the shaft and also to slide horizontally against the spring 18 on a slidin keyway. The, number of teeth on the disks corresponds to the nunrber of teeth on the star wheel and it is arranged that the teeth are forced apart. against the spring 18. by the motion of the shaft when the "star" wheel engages a roadside trip. and when the shaftis turned sufficiently to operate the mechanism the teeth are again pushed into mesh by the spring 18. so as; to check any further motion of the shaft. until the next roadside trip is engaged. The magnetic part of the vehicle apparatus consists of an armature 19. normally in a horizontal position and so situated as to be within the field of the tra k magnets over which it may be passing. An upwardly projecting arm '30 on the armature 19 connects with one arm of the adjustable lever 21. whose horizontal arm engages a spring operated plunger 22 that holds the contact springs closed when the armature is pulled down by passing through the field of a track magnet. Another lever 21' has one arm held in contactwith the cam 15 on the star'' wheel shaft. while on the other end is formed a. latch to hold up the arm of the armature lever '11. and thus maintain the contact closed. The shorter shaft also carries additional rotary ontacts 2.) which are normally closed. This rotary contact is used to produce the home" or stop indication. and a plan view is shown in Fig. R. llach of the "star" wheel shafts are provided with a similar equipment. an armature 1 levers 21 and 3t cam 1.). etc. The cam 13 has three active portions. any one of which when brought under the end of the lever it) will raise that end of the lever and cause the hook. end to move out from under and release the armature lever 21. as shown in the dotted lines. It is arranged that when the mechanisn'i is in the normal or running position as shown in Fig.7. a low or inactive portion of the cam 1.) is under the. end of the lever 26. and the hook on the other end of lever 26 holds up the arm of the armature lever 21. Also. when the mechanism is in tlns position one of the contact.

, open the valve 34, which vents it to the atpoints 25, as shown in Fig. 8, are closed, so that the current may pass from one of the binding posts through the contact 25 to the other binding post. When the star wheel engages the first trip 7, Figs. 1 and l, the star wheelwill be turned one-sixth of a revolution, or until the next tooth of ,the star wheel is moved to the normal position of the one that had engaged the trip, and this partial revolution of the shaft brings an active portion of the cam 15 under the end of the lever 26, and also opens the contact 25. This active portion of the cam 15 lifts the end of the lever 26 which moves it to the position shown in dotted lines, and thus unlatch the-armature lever 21, which will drop and open the circuit unless at that moment the armature passes through the field of an energized track magnet. When the star wheel engages the second trip 8, Figs. 1 and at, the shaft is again turned onesixth of a revolution, and this partial revolution brings the next or inactive portion'ot the cam 15 under the end of lever 26, allowing lever 26 to return to its normal position, and also bringing the next contact section in position to close the contact Thus. there are two operations of the star wheel at each indication point; the first operation, caused by engaging the trip 7, moves the cam 15 in position to release the armature lever 21, and the second, caused by engaging the trip 8', movesan inactive portionof the cam 15 under the end of the lever 26 so as to return the mechanism to its normal position. The whole apparatus is mounted in a box and one is mounted on each side of the ve hicle. I

The air control device shown in Fig. 9 consists of an electro-magnet 28. which when energized, opens a passage from the main reservoir through the valve 29 to the chamber 30 above a piston 31, which. in addition, is held down by a spring lhis in turn holds down a larger piston 38, which seats a valve 34, closing the train line to the atmosphere. All chambers not normally under pressure are vented to the atmosphere to take away any lealage past the valves. There is also a connection from the main reservoir through the electro-pneumatic valve 29 to the under side'ot a piston 35 of a non-release valve which thus holds open a valve 36 connecting the main reservoir with the engineers brake valve. lVhen the electromagnet 28 is de'energized the valve 29 will be closed, cutting off the main reservoir air from above the piston 31 and from the. non-release valve. pressurein-the train line or brake pipe to mosphere through. the vent hole 37, and also exhausts the air from under the piston 35 of the non-release valve, closing the valve 36, thus applying the brakes, and at the same This permits the.

time preventing the engineer from taking any more air from the main reservoir to release them. A contact 38 under the magnet armature 39 is opened when the magnet is dei nergized so that the magnet can onlv be reenergized by current supplied direct through the coil. \Vhen suilicient air has exhausted from the brake pipe to cause the brakes to set, the spring 32 moves the valve 33 downward, nd when the piston 33 moves far enough to uncover the hole l0 in the bushing, air from chamber 61 passes through the hole 40, and as the air can pass through the hole 40 faster than it can escape through the smaller hole 41. the pressure will buildup over the piston 33 and force the valve Ell closed. The reduction of air pressure made by the device is regulated by the spring which is adjusted by the nut l2. and the greater the pressure of the spring 32 the less will be the reduction made.

A diagram of the vehicle circuits is shown in Fig. 10. The speed control mechanism shown is of the centrifugal ball type and is geared to an axle. The arm 45 is raised as the speed increases. rotating a vertical shaft by means of bevel gears which carries con tact arms 46 and t7. The contact it; closed just before the contact 17 is opened by the increasing speed. Any suitable de- 95 sign of speed control mechanism may he used to perform these functions. The purpose of the reversing switch is to'throw the circuits of the appaiaitus on one side of the vehicle to the llppilliltllS on the other when the vehicle is reversed. The cah signals may consist of green, yellow and red lights and a bell, connected with the proper circuits. The relay 48 is controlled by a circuit from the battery 50, through conductors (3-2, 63, 4 and 65, through the contact on the short shaft of the vehicle apparatus. controlled by the distant trips. through conductor 66. through contact oi? the reversing switch, and conductor (37 to the coils of the relay l8, returning by the common return wire to battery 50. A circuit from battery 50, through conductors G2 and 68. contact 51 on relay l8. conductor 39. through the light and back to battery 50, illun'iinates the green or clear signal light. The other relay 49 is controlled by a circuit from the battery 50. through. conductors 62. as, (H and 65, through the contact El on the long shaft of the vehicle apparatus. operated by the approach trips, conductor '70. the contact of the reversing switch. conductor 71, through the coils of relay #9. and back to battery 50. A circuit from the battery 50. through conductors 62 and 68. through the contact 53 on relay 4s), conductors 7:2. l3 and 7%, through contact 38, conductor 75 and the coil of the air device, and back to battery- 50. is the main vehicle or holding circuit. A circuit from battery 50, through conductors 62 and 68. contact 52 on relay 48, conductor 76, contact 5i on rela. 4:9, conductor 77, through the light and bac to battery 50,

' conductor 80, through the lamp and back to battery 50.

A circuit from battery 50, through conductors 62, 63 and 81, contact *7 of the speed control mechanism, conductors 82 and 93, the contact of the reversing switch, conductor" 94, through the rotary contact 25. conductors 95; 96, 73, and 74, contact 38, conductor 75, the coils of the air device and back to battery 530, permits the air device to be maintained energized after the relay 4!) is dcenergized, provided that the contact 47 is not opened by excessive speed, or the rotary contact 25 is not opened by engaging a home trip.

A circuit from the battery 50, through conductors 62, 63 and 81. contact 47 of the speed control mechanism, which is only" closed at low speed. conductors 82 and 83, through key 56, conductors 84 and 75, through the coil of the air device and back to battery 50. permits the air device to be energized by pressingthe key 56. which is pieterably scaledin the open position, so that the breaking of the seal to operate this key will record the failure of the engineer to run according to the signal indications.

Another circuit provides means for entering an occupied block at low speed by the operation of the special key 57. which picks up a stick relay 58. the relay 58 being energized by a circuit from battery 50, throughconductors 62, 63 and 81, contact 47 on the speed control mechanism which only closed at low speed. through conductors 82, 83 and 85. key 57. conductor 92, through the coils of relay 58 and back to battery 50. The relay 58 being energized closes contacts which remain closed as long as the speed is low, and current from conductor 85 passes through contact 86, conductor 89, the coils of relay 58, and back to battery, so as to form a stick circuit. Current from conductor 85 sasses through contact conductors 90 and l-l. contact 38, conductor 7 and the coil of the air device. back to battery 50, energizes the air control device. The current in con ductor 85 also passes through contact 88 on relay 58, conductors 91 and 77, through the yellow light and back to battery 50, illuminates a caution signal.

The negative side of battery 50 may be grounded to the vehicle, as shown at 59,

the yellow. If the speed be too high the contact 46 on the speed control mechanism will be closed, causing the bell to rin There is no automatic application of tie brakes at this point, and the cab signal only is given. This indication requires that the engineer or person having control of the train or vehicle reduce the speed of the train to a predetermined rate by the time the vehicle engages the approach trips. When the approach trips are engaged the contact 2i will be opened, deenergizing relay l9, which extinguishes the -yellow light, illuminates the red one, and the contact being open cuts off the current in conductors 72, 7 3, 74 and the air control device. If the speed of the vehicle has been reduced to the prescribed rate the contact 47 on the speed control mechanism will be closed, and a circuit from battery 50. through conductors 62, 63 and 81, contact *7, conductors 82 and 93. the contact on the reversing switch, conductor 94, rotary contact 25, conductors 95, 96. 73 and 7-1, contact 38. conductor 7 5, through the coil of the air device, and back to battery 50, maintains the air device energized so as to avoid the automatic brake application. If, when the approach trips are engaged the speed ofthe vehicle is too high contact 47 of the speed control mechanism will be open, and when relay 49 is 1 deenergized there will be no current fromeither source to energize the air control device, and the brakes will be applied automatically in addition to displaying the red signal light. The red signal light received atthe approach indication point requires that the vehicle be stopped by the engineer before the home trips are engaged." If, after receiving the red signal in the cab, the train should exceed the prescribed rate of speed the contact 47 will open, causing the.

air device. to deenergize and apply the brakes. Should the home trips be engaged the contact 25 will be opened, and this contact 25 being connected in series with the contact 47 of the speed control mechanism will also cause the brakes to be applied when the home trips are engaged.

Should the block ahead be clear the track magnet coils at the indication points will be energized, and the contacts 23 and 2t will not be opened, and the train will pass over It is to be understood that the form of our invention herewith shown and described is to be taken as a preferred example of the same and that certain changes in the shape, size and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described our invention, we claim:

1. In a train controlling device, the combination of a stationary mechanical trip on the roadbed, an electro-magnet on the road bed adjacent thereto, means for energizing the electro-magnet'when the block ahead is clear, a train stopping means carried on the vehicle including a closed electric'control circuit, a normally closed circuit breaker in said circuit, an armature connected with the normally. closed circuit breaker and arran ed to be attracted by the magnet on the roa bed, and means on the vehicle for holding the armature in position to keep said circuit breaker closed, and mechanically operated means on the vehicle for releasing said holding means to permit the armature to open said circuit breaker, said releasing means arranged to be operated by engaging the stationary trip on the roadbed.

2. In a train controlling device, the combination of a stationary mechanical trip on the roadbed, an ele'ctro-magnet on the roadbed adjacent thereto, means for energizing the electro-magnet when the block ahead is clear, a train stopping means carried on the vehicle, a closed electric control circuit, an electro-magnet for holding inoperative the train stopping means, said magnet included in said control circuit, a normally closed circuit breaker in said circuit and an armature connected with the normall closed circuit breaker and arranged to attracted by the magnet on the roadbed, means on the vehicle for holding the armature in position to keep said circuit breaker closed, and mechanically operated means on the vehicle for releasing said holding means to permit the armature to open said circuit breaker, said releasing means arranged to be operated by engaging the stationary trip on the roadbed.

3. In a train controlling device, the combination of a stationary mechanical trip'on the roadbed, an electro-magnet on the road bed adjacent thereto, a train stopping means carried by the vehicle, a closed electric control circuit, an electro-magnet for holding inoperative the train stopping means, sai magnet included in said control circuit, a normally closed circuit breaker in said circuit, an armature connected with the normally closed circuit breaker and arranged to be attracted by the magnet on the roadbed, means on the vehicle for holding the armature in position to keep said circuit breaker closed, mechanically operated means on the vehicle for releasing said holding means to permit the armature to open said. circuit breaker, said releasing means arranged to be 0 erated by engaging the stationary trip on t e roadbed, and a second control circuit on the vehicle including contacts operated by a speed control device and in series with a second mechanically o erated circuit breaker, and adapted to mamtain the train stopping means inoperative when the'speed of the vehicle is low. v

In testimony whereof, we hereunto aflix our signatures in the presence of ,two witnesses.

HARRY RICHARDS. VINCENT FORD Witnesses:

T. BERNARD AALILEN,

HERMAN HUEBNm

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