US1558360A - Train control - Google Patents

Description

, 1,558,360 G. P. HoRAN TRAIN CONTROL Filed lay 19, 1923 4 Sheets-Shed l /1 TTOH/VEYS G. P. HORAN TRAIN CONTROL oef. 20,1925.

Filed May 19' ,193; 4 Sheets-Sheet 2 Oct. 20, 1925.

1,558,360 G. P. HORAN TRAIN CONTROL y Filed May 19., 1923 4 Sheets-Sheet 5 QEQPHQRHN km er l TOHNEYS Oct. 20, 1925'- 1.558.360

G. P. HORAN TRAIN CONTROL giled May 19, 1923 4 Sheets-Sheet 4 INVEAITH G20 PHORAN ,4 TTUHNEYS Patented @et Ztl, 1925i,

UNITED STATES GEORGE P. HOB-AN, F RUTLANID, VERMONT.

Tia-ain CONTROL.

Application led May 19, 192B. Serial No. 640,204.

To AZZ whom t 'may coincer/ni:

Be it known that l, GEORGE l). Hosen, a citizen ot the United States, and a resident o Rutland, in the county ot Rutland and State ot' Vermont, have invented a new and Improved Train Control, ot which the following is a full, clear, and exact description.

The present invention relates to new and useful improvements in train control and it pertains more particularly to means for automatically operating the engineers valve in order to give an operation oit the brakes.

It is one of the primary objects oit the invention to provide a new and improved mechanism for moving the engineers valve to either service or stop position.

It is a further object ot the invention to provide a new and improved mechanism for selectively moving the engineers valve to service 0r stop position dependent upon track conditions.

lt is a further object of the invention to provide a new and improved mechanism which is controlledby roadside signals.

It is a further object of the invention to provide a new and improved mechanism which in addition to being controlled by roadside signals, is operated by the main reservoir pressure of the air brake apparatus of a railway train.

llt4 is a still further object oi! the invention to combine with the engineers valve, means for operating thev engineers valve, which means at the same time permits ot independent operation of the engineers valve.

lilith the above and other objects in view, reference is had to the accompanying drawings, in which Figure 1 is a view in elevation, partly in section, showing the position of the apparatus carried by the train and its relation to certain apparatus carried by the road- Fig. 2 is a view in elevation showing the roadside signal, the roadside ramp, the collector carried by the train, anda convenient n'ionnting tor the operating mechanism of the engineers valve;

Fig. 3 is a detail sectional view of the engineers valve-operating mechanism;

Fig. 4 is a detail plan view showing the manner in which the engineers valve is operated, and in dotted lines Athe service position of such valve;

Fig. 5 is a detail sectional view of a portion of the engineers valve operating mechanism and showing the manner in which it is latched or retained in operative position;

Fig. 6 is a detail elevational view of the current collector carried by the train;

Fig. 7 is a vertical sectional view thereof taken on the line 7-7 of Fig. 6;

Fig. 8 `is a detail elevational view oi the collector taken at right angles to Fig. 6; and Figure 9 is a plan view of the ramp rail.

Referring more particularly to the drawings, the invention comprises the combination of pressure actuated mechanical means for operating the engineers valve, and electrically operated means for controlling the operation or' the pressure actuated mechanism means for controlling the engineers valve. Ot' the two mechanisms, the pressure actuated mechanical means for operating the engineers valve will be described lirst.

This pressure actuated mechanical means (see Figs. 3, tand comprises a pneumatic valve 10, an electro-pneumatic valve 11, and a power cylinder 12. The pneumatic valve 10 is formed o1 two members 13 and lil, having screw-threaded engagement, as at 15, and such members 13 and 14 form two chambers 16 and 17, respectively. Mounted in the chamber 16, is a valvemember 18, provided with a valve stem 19 adapted to engage with a seat 2O 'formed in the bottom of the chamber 16. Leading troml the bottom of the chamber 16, is a passage 21 and connected to the lower end oitl the pneumatic valve 10, is a pipe 22, which pipe is connected, as at 23, to one end oi' the power cylinder 12. nte'rposed between the ends et this pipe 2i., is a valve 2li, the purpose or which will be hereinafter described.

The reference character designates a pipe leading from the main reservoir, and

such pipe contains the main reservoir pressure. Leading` from this pipe 25, is a pipe 26, the latter pipe communicating with the chamber 1G heretofore mentioned through the medium of a passage 27. Leading` from the pipe 25, is a pipe 28 connecting;` with the electropneumatic valve 11 by means of The electro-pneumatic valve 11 heretofore mentioned comorises a valve chamber 30, and mounted therein is a vave member 31 having passages 32 and 33.

Leading from the valve chan'iber 3() of the electro-pneun'iatic valve to the chamber 17 of the pneumatic valve, is a pipe 34, and such pipe is adapted to have conni'iunication with the pipe 2S heretofore mentioned through the medium of the passage 32 in the valve member 81 of the eleetropneumatic valve 11. Leading' from the chamber 17 of the pneun'iatic valve 10, is a pipe 35, and said pipe communicates with the interior of the valve chamber 30 of the electro-pneumatic valve 11, by means of a passage 36. At a point diametrieally opposite the passage 36, a vent opening` 3T is provided.

Pivotally mounted, as at 88, on the chamber 30, of the elcetro-pneumatic valve 11, is a manually operated lever 39, and connected to the lever 39, as at 10, is a lever Lil, which lever l1 is in turn pivotally connected, as at 4-2, to a member 1143 secured to the upper end of the valve 31 of the electro-pneumatic valve 11. This member 43 forms an armature for an electro-magnetic member 43 which will be hereinafter more fully described since it forms a part of the electrical mechanisn Pivotally connected, as at to the manually operated lever 89, is another lever Lis, and pivotally connected to the lever 44, as at 45, is still another lever e6, which last lever operates a valve 47. This valve L1? is mounted in the upper end of a pipe 48, which in turn is connected, as at 19, to one end of the power cylinder 12, and serves as a bleed for said power cylinder. p

Mounted within the power cylinder 12, is piston 50. This piston has a rod or stem 51 projecting' through the end 52 of the power cylinder 12, and the extremity of said rod or stem 51 is forked, as indicated at Surronnding` the rod or stem 51 of the piston and interposed between the head of the piston 50 and the end wall 52 of the power cylinder 12, is a coil spring 54, the purpose of which will be hereinafter described. 'le reference numeral 55 designates the handle of the engineers brake valve, and such handle is provided with a depending portion 5G having a right-angularly disposed extension 57 with which the forked end of the stein or rod 51 of the piston 50 engages. This right-angular eX- tension 57 is provided with a roller 58 in `order to reduce friction in the engagement between the forked end 53 of the stem or rod 51 and the handle of the engineers valve. The mechanism so far as described is that which serves to move the engineers brake valve to service position.

The means by which an emergency set is had is shown in Fig. 5. In such ligure, the reference character designates a pi pe in the brake pipe pressure line, and carried by the end of this pipe 60, is a valve chamber' 61. Mounted in this valve chamber ('51, is a vave member 62, provided with a passage 623 therethrough. The valve chamber 61 is provided with a vent opening Se in line with a passage by means of which the pipe 60 communicates with the interior of the chamber 61.

The valve member 62 has an extension 66, and mounted on said extension is a member GT, which forms the armature for the electron'iagnet 68. Pivotally connected, as at 69, to the valve housing 61, is a manually operated lever 70, and pivotally connected to this manually operated lever 70, as at 71, is a link 72, which in turn is pivotal ly connected as at 73, to the extension 74 of the armature 67.

The mechanism for giving a service application of the brakes operates in the following manner:

As the parts are shown in Figs. 3 and el.. there is no application of the brakes, the engineers valve being shown in release position. lith the several parts in this position, nain reservoir pressure is admitted to the chamber 1G by means of the pipe 25, pipe 26 and passageway 2?. Main reservoir pressure is also admitted to the chamber 17 by way of the pipe 25, pipe 28, passages 29 and 32, and pipe 34. The presence of main reservoir pressure in the chambers 16 and 1T balances the valve 1S. Main reservoir pres sure is also present in the pipe 35 and the passage 36. Then the valve 18 is balanced, the valve 19 engages the seatand the passage 21 to the pipe TWhen the parts are in this position, the valve fi? in open position, thus venting the power cylinder 12. This position of the parts permits the piston 50 to move to the extreme left in Fig. 8, under the influence of the sin-ing' 54, and the piston is shown in this position in Fig. 3. At this time the valve 31 of the electro-pneumatic valve 11 is in the down position shown and its passage 33 is out of register with the passage 35, thereby preventing' an escape of the main reservoir pressure from the chamber 17 of the pneumatic valve 10.

Assuming now that the electro-pneumatic vulve member 43 is energized, the armature i3 is attracted, which moves the member 31 to a position where its passage 33 registers with the passage 36 and the passa-ge 37. As the passage 33 registers with the passages lli!) 36 and 37, the main reservoir pressure present inthe chamber 174 is exhausted to the atmosphere. Immediately the valve 1S becomes unbalanced and moves in the chamber 16 to a point where its valve member 19 disengages the seat 20,` thus opening the pipe to the cylinder 16. Then the pipe is in communication with the chamber 16 of the pneumatic valve10, the main reservoir pressure passes through the pipe 22 to the power cylinder 12, moves the piston to the right in Fig. 3, and moves the engineers valve handle to the service application shown by dotted lines and designated by the reference character A in Fig. 4, thus giving a service application of the brakes of the train.

itt will be noted that the valve 47 is shown in open position. This valve, however, is moved to closed position by the movement of the valve 31 and the armature 43 through the medium of the links 41, 44, and the lever 46. To maintain the valve 31 in this position, a suitable locking member 7 5 is provided, which comprises two spring fingers between which a head member 7 6 carrie-d by he armature 43 is adapted to pass and be retained thereby, thus holding the valve member 31 in brake-applying position. To overcome this position, the manually operated lever 39 is depressed, which breaks the Lil) til)

engagement ot the head 76 with the spring linger 75. and moves the member 31 so that its passage 33 is out of register ivith the passages 36 and 37, and moves the valve 4T to open position. Then the valve member :El is' moved to the point' where its passage :33 is out of register with the passages 36 and S7, the passage 3,3 moves` into register with the pipe- s 28 and 34 and thus main res rvoir pressure is again admitted to the chamber 17 and the valve 1 8 again becomes balanced and closes the passage 21. As the valve 4T is moved to openV position, the pipe 22 and the power cylinder v12 are vented, and under the influence ofthe spring 54 the piston 50 moves to the left in Fig. and the entire mechanism is ready for a subsequent operation. It is to be understood, however, that the engineer-s valve 55 is pref.- crahly not positively connected to the forked end 5223 ofV the stem or rod 51, and said engineer`s valve, therefore, would' be moved to releasing position manually.

rlhe emergency mechanism operates in the following manner:

With the parts in the position shown in Fig. 5, the 'escape of air from the brake pipe is prevented by the valve member 62. lvhen, however, the electro-magnetic member 68 is energized the armature 67 is attractedthereby and the member 62 is moved to a position Where its passage 63 Will register with, the passages 64 and 65, and thus 'permit ofV an escape of air from the brake pipe pressure line, and cause an emergency application of the brakes. As the armature 67 is attracted by the electro-magnetic member 66, the head member 77 is engaged between the tivo resilient members 78, and the member 62 is maintained in the position Where its passage 63 registers with the passages 64 and 65.

To release the emergency application, it necessary for the engineer or other ope z tor to depress the manually operated lever 70. which through the medium of the link 72, returns the member 62 to the `position shoivn in Fig. 5, and prevents an exhaustingl of the brake pipe pressure. This operation disengages the hea-d member 77 from the resilient fingers 78, and the device is then set for a subsequent operation.

Referring to Fig. 2 will be noted that the electro-magnetic member 43 is adapted to be energized by electromagnets 80. One of the electromagnets 80 is connected to the ground 81 by means of a conductor 82. electromagnet 60 is a conductor 83, connected to a collector` 84 in the form of a shoe. this collector 84 comprises tivo conductor sections S5 and 86, which are insulated from' each other by the insertion of suitable nonconducting material 87. lt is the conductor section 86 With which the conductor 83 is connected through the medium of a. suitable bin-ding post 88.

Referring again to Fig. 2, it will be noted that the electro-magnetic member 68 is energized by two electromagnets 69 and one otl such electromagnets S0 is connected to the conductor 82 leading to the ground 8.1, by means of a conductor 90. rlhe other electromagnet 69 is connected by means of a conductor 61, to the conductor section of the collector shoe 84, by means of a binding pest 92 or the like. Thilo this collector shoi m.- bc carried at any position on the train,

vit preferably. supported by one of the trucks of the tender and the support of said collector shoe is yielding in order that a more perfect contact may be-hadf between the shoe and the element 'from which it collects current. To provide 'for this yielding Contact, a bracket 100 secured to the truck in any desired manner, and carried by said bracket and cleptaicliiig therefrom is a. guide member 101. This guide member 101 is secured to the bracket by means of bolts or the like, 102; Slidably mounted in the guidememberlOl is astem or bolt 103, and secured to the lower end oil" said stem or'bolt 103 is a plate 104. This plate 104 is secured 'to the stein 103 by means of nuts 105, the stem 103 having ar reduced portion 106 upon which the plate is received.

of the drawings, it

As more clearly shown in Fig. 6,

Leading from the other 4 The upper end ot the stem or bolt 103 is reduced, as at 107,A and is extended above the bracket 100, as shown.

The plate 104 heretofore mentioned carries av housing 10S, and mounted within the housing 103 and surrounding the guide member 101, is a coil spring 109. Threaded on thel housing 103, as at 110, is a cap plate 111, and such cap plate is adapted to compress the spring upon downward mov-ementot the housing 103 and stem 103. The reterence character 112 designates a hoi'ising carried by the housing 108, and said housing 112 has telescoping engagement with the housing 113 dependent 'from a guide member 101. These 'two housings 112 and 113 are adapted to exclude the weather trom the spring 109 and its associated parts. The spring is secured between the cap plate 111 and the plate 10-1, by means ot a threaded ring, or the like, 111-.

ln order to limit the movement ot the stem or bolt 103, the same is provided with a notch 115, and mounted in the notch 115, is a key 116, which slides in a slot 117 formed in the guide meniber 101. The key 116 prevents 'the stem or bolt 103 trom turning, and, consequently, insures the collector Se being in the proper position at all times.

The collector 341- is secured to the movable plate 104 by means ot bolts, or the like. 113. and said collector 34 is positioned at right angles to the mechanism described as the support thereof. This collector 3-1 is adapted to contact with the ramp rail 119 mount ed alongside the track, and said ramp rail is supported by suitable brackets 120. The under face ot this ramp rail is curved as designatedby the reference character 121, and it will be noted that the collector 31 heretofore referred to is arcuate in crosssectional torm in order to facilitate a good riding contact between the collector 3st. and the ramp 119. As more clearly shown in Fig. 9 the ramp 119 has two conductor sections 122 and 123.

The reference character designates a roadside signal, and 'said roadside signal has a. semaphore arm 126 pivotally connected thereto as at 127. Suitably supported by the roadside signal 125 are contact members 123 and 129. The contact member 123 is connected with the conductor .section 122 of the ramp 119 by means of a conductor 130, and the Contact member 129 is connected to the conductor section 123 ot the ramp rail 119 by means of a conductor 131. Carried by the semaphore arm 12S, is a switch member 132, and said switch member has two contacts 133 and 134, so arranged upon the semaphore arm that when the same is in caution position, the con tact 133 will engage the contact 129, and when the semaphore arm is in danger position, the contact 134 will engage the contact 123. The caution position oit tho semaphore arm is designated in F ig. 2 by the reference character B, and the danger position ot said semaphore arm is designated in the same ligure by the reference character C.

Leading from the switch member 132 is a conductor 135, and such conductor is in turn connected to a suitable source of power 136 in the form ot a storage battery, which battery is grounded as indicated at 137.

Assun'iing now that the train is approaching a block the entrance to which is marked by the roadside signal 125, and assuming tui-ther that beyond the block marked by the roadside signal 125, which block the train is about to enter, there is a danger ctinflitic-n. The semaphore 120 o1' the roadside signal 125 would be set to the position indicated bf; the reference characters B or cautioni This setting ot the semaphore 126 may or may not be automatic since the operation ot the apparatus herein desc hed is not dependent upon the type ot roadside signal but is capable o1' use with all conve? ena roadside signals. lVith the ser'iapln e 120 in the position indicated by the regni-rence character B, the contact member 133 engages the contact member 129. .as the train approaches the roadside signal and the collector 3l engages the ramp rail 119.y a circuit is completed as follows:

From the source of power 136, through conductor 135, Contact 133 of the switch member 132, contact 129, conductor 131, to the conductor section 123 ot the ramp yrail 119. From tho ramp rail 119, the current passes through the conductor section 30 ot the collector Of as the collector engages the ramp rail, and from the conductor sec- `tion 30 ot the collector the current passes through the conductor 33 to the electromagnets 30, and by way ot the conductor 32y to the ground 31. This circuit energizes the electromagnets 30 and attracts the armature l13 thereof, and a service application ot the brakes is had in the heretofore de.- scribed manner.

Under the service application the train may proceed under the control of the engineer, but upon reachingthe next roadside signal,

which would be set at danger unless the danger condition has been removed, a circuit would be completed as follows. it being un* derstood as heretofore stated, that the semaphorc arm 123 would be in the dotted-line position designated by the reference character C in Fig. 2.

Wvith the semaphore arm 126 in this posi tion, the circuit is complete from the source of power 130, through conductor 135, contact 1341 ot the switch arm 132, contact 128, conductor 130, to the conductor section 122 of the ramp rail 119.

As the collector Set passes beneath the incasso ramp rail 119, the circuit passes through the conductor section of the collector through the conductor V9i, electi'oinagnets 89, and by way of conductors and 82 to the ground 8l. This attracts the armature 68 oit the electi-omagnets 89 and gives an emergency application oit the brakes in the manner heretofore described.

From the v'foregoing it is apparent that the present invention provides a new and improved control mechanism for trains. Fui-ther, it will be noted that lthe mechanism is automatic in its operation but requires n'uinual re-set-ting of the parts, thus greatly adding to the factor of safety ot Athe device since it is impossible to have the device automatically reset falsely.

Villiat is claimed is:

l. In an apparatus of the class described, a power cylinder, a piston associated there with and adapted to operate an engineers bra-lie valve, and means for introducing the pressure ot an air brake system to said power cylinder to operate its piston, said means comprising a balanced valve, an electrically operated valve, electrical means 'for operating said electrically operated valve, mechanical means for holding said valve in its operated position, and manually operated means for resetting` saidelectricallyl operated valve after an operation thereot has been had.

ln a system of train control, a power cylinder for operating an engineers brake valve to move the same to service position, a balanced valve for admitting main reservoir pressure of the air brake system of the train to said power cylinder, said balanced valve in its balanced position preventing supply o main reservoir pressure to the power cylinder, means for disturbing the balance oi' said valve, said means comprising an electrically operated valve, electrical means for operating said electrically operated valve, manually operated means for resetting said electrically operated valve after an operation thereof has been had, and means 'for venting the power cylinder simultaneously with the re-setting of said electrically operated valve.

3. In an air brake system, a cylinder, a piston in the cylinder and connected with the engineers valve, a balanced valve connected with said cylinder, means for introducing the pressure of an air brake system to one side of the valve, an electrically operated valve, means for introducing the pressure ot air through the electrically operated valve to the other side of the balanced valve, means for venting the balanced valve through the electrically operated valve, means for locking the valve in its operative position, and means for resetting the said valve.

4; In an air brake systeii'iand in combination with the engineeris valve thereof, a motor tor operating the engineers valve, said motor comprising acylinder having each of its ends open to the atmosphere, a piston connected at one endto `the engineers valve and having a head movable through said cylinder, a second valve, said lsecond valve being of the balanced type, a piston in the second valve, means for admittingtrain-line pressure to opposite sides of the piston to balance the same, means for .establishing communication between said balanced valve and the cylinder oil the engineers valve inotor, a valve associated with the balanced valve i'or closing said communication means` means for disturbing the balance of the balanced valve to open the valve associated therewith and admit train-line pressure t-o the cylinder of the engineers valve motor to give an operation of the engineers valve, and means for automatically and simultaneously closing the atmospheric communication of one end oi said motor cylinder.

In an air brake system, a cylinder, a piston in the cylinder and connected with the engineers valve, a valve casing having a valve seat in its bottom, a piston in the casing and having a stem provided with a valve, a pipe leading from the valve seat of the casing to said cylinder, a main pressure pipe connected with the valve casing belovs7 the piston thereof, a second valve casing with which the main pressure pipe is connected and having a vent opening, a pipe connecting the valve casing with the lirst valve casing above its piston, a pipe connecting the upper side of the said valve casings, an electrically operated valve in the second valve casing and controlling the passage of air to the iirst valve casing and from said casing to the vent opening of the second casing.

6. In an air brake system, a cylinder open to the atmosphere at each end, a spring pressed piston in the cylinder and having its piston rod connected with the engineers valve, a valve casing having a valve seat in one end, a pipe connecting. the valve seat with the cylinder, a piston in the valve casing and having a stem provided with a valve, a main pressure pipe connected with the lower end of the valve casing below its piston, a second valve casing` having a vent opening, a pipe connecting the pressure pipe with the second valve casing, a pipe connecting the lower end of the second valve casing with the upper end oli' the first valve casing above its piston, a pipe connecting the upper ends of the valve casings, and an electrically operated valve in the second valve casing, said valve having transverse ports, one for the passage of air pressure to the first valve casing1 and the other for establishing communication between the first valve casingY and the vent 01 the second valve casing.

7. In an air brake system, a cylinder hayTl ing an opening in one end, a vent pipe leading from the other end of the cylinder, and provided with a valve, a spring' pressed pist0n in the cylinder and having its piston rod connected With the engineers Valve, a halanced valve connected with said cylinder, means for introducing the pressure of air brake system to one side of the valve, an

electrically operated valve, means for introducing the pressure of air to the other side of the valve through the electrically operated valve, means for venting the balanced falve through the electrically operated valve, mea-ns for locking the electrically operated valve in its operative position, means for resetting' said valve, and means for operating' the valve of the Vent pipe of the cylinder from the resetting means.

GEORGE PAUL HoRN.

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