US1570530A - Train-control system - Google Patents

Description

Jan. 19 ,1926. 1,570,530

J. SHOECRAFT TRAIN CONTROL SYSTEM Original Filed May 7, 1924 6 31gb gwuantoz r Jaioecr'at;

Patented: J 19 1926.

G ontinuation of application Serial NoQffll'jl'Z, fili'ed illilay 781924 This ppl ication fiied 'Koveinber I t 924; s r nofzvp fzzss' A 1 1 w ToaZZ'whom itnidgj coaoerar w Be it known that :I, JUD'SON Suononflr. a citizen ofthe' United States, residing at 'Eskridge', i'nflt'he county of 'Waba'unsee and State ofKansas, have invented certain new anid useful Improvements in Tra1n-Gontrol Systems, of whichthe:followingis a specifi cation. I

' This invention is directed to blocksignalling systems for -'railroads, wherein means areprovided to enable a train in'o'ne block to absolutely control the'travel ofia followe ing train in" a block in the rear andi- 'the' travel of an approaching or opposing train in'the block ahead. J 1 i "It is highly desirable,particularly in single track systems to provide a cautionary control'of the following or opposing train as a prelude to acomplete'stop or'-danger controlof such train,-as with a train-travelling-at high speeds asudden'stop is danger ous, particularly to passengers. However, the provision of means for the automatic cautionary control, I or reduction 7 in train speed, with a following" danger 2 control or complete stop, has heretofore proven r of great practical difficulty, owing to the track and train limitations as to placement of the contacting 'parts, andthe fact that trains travel in both directions over the track,:a1 d would thus be differentlyinfluenced by the track contacts when travelling i diff directions. Y

I The presentxinvention ing ajcautionary control anddanger control of different; types,- 2 considered electrically,

in that the cautionary control is-arranged to influence the engine-carr ed me'chamsms mechanisms by direct contact,

l The invention also provides,as a ate'rial parti thereof, the association of the caution-' ary and' danger controlsv withrthewa yside signals, so that as such signals are moved to indicate "caution and" danger,z the. control parts become'immediately effective for their control functions. Of course', v as in approved railroad =sign al-ling,.,t he.- system is circuited to cover possible defect orbreakage oni the side of safety, that is aslong' as the circuits are intact and current flowing, the wayside signals are held-at clear and the train; controls inefi'ective, but'on cessation of current I Fig.2 is a vi fparts' onfthezlocomotive: V c a c v i similarsviewshowing.a: c'olnv V ventional ainduction' or service jbrak'eiconi 1- ctrol parts onathe locomotive:

s is designed to overcome thes'epractical difliculties, by arrang age of; wires or 'similargdefect, the signals: gravitate 1 to; 7 their, s gnalling v 'PQSItIOHS" and the train controls are made effective In the drawings: T

Fig. 1 is a diagrammatic view "of'the =1m-. a

proved system, a train bein'g shown in gum.

central blockillustrated; -,v ,5 WQOf' a detail showing the ramp controlior emergencybrake operation f'The track lrails '1 r' and 2 are di- :videcl into-:relatively,iinsulated sections-orc i V blocks, threebeing.indicated at AQB, and G; 9

Each blocki hasi a track;-circuit,'including] a source lofwenergy. 3,; connected v to the rails with "the, trackclear, thelrelay at is energized,

remain, I vdei-erier'gized while {the I i'train' 'ais travelling through that; block, ;an'd will immediatelyjbecome {energized I as the" train 7 leavestheblockk,

-1 and 2, and 'a relay 4,111 circuitawithzthe I source or" energy 3' through the mails. Thus while with a traintravellingcover therai'ls 9 I of. a' block, the source ofpenergy is; short cir ,cuited relative:to the-relay,;andJt-he latterilis de-energized. 1 Asa train enters' the respec-jtiveqblocks, the-relay4gof each block-wi1l In-each. block, preit'erably 'nearl the i trancegend is arrangedyvhat Iterm a; cautionary' control 5, which? may be generally describedias an-induction control, as such is knownlin the art. Near theiend where the trainj leaves the block, there is arranged a danger-control 6, which may be generally described as; a. contact; control or ramp, as

control may-113e, of any "preferred type, such for -examplei,'as-a' permanent magnet, suitsuch knQWn. .inathe art; T he'induction o'rfcojnt'act control "may" be'i-ofg-any desired ty-pc, fsuch for-iiexample asshown in my Patents Nos; 548,469.:dated'October,22,1895,

or 1,31'1, 7'l8vdated July 29, 1919.? f Intseriesjwithlthecautionary controlv 5 i are -thewaysidehome; anddistant or danger I v and caution, signals 7 and 8, and these signals may be of any;desired.typeso long as they are controlledelectrically, with the effect to maintain the signals at clear so long as the block A.

circuit is energized, and permit such signals to operate to signalling positions when the circuit is interrupted or de-energized.

, The relay 4 of each block controls four armature contacts, 9, 10, 11, and '12,the first two, 9 and 1.0 of which control circuits leading to the signals and track controls for the block as in rear of the block, as B, in which the train is travelling. The last two contacts 11 and 12 control circuits leading to the block, as A, in advance of that in which the train is travelling, the latter signals and train controls being of course :for an oncoming train.

The circuit Controlled, by contact 9 of block. B includes a conductor 13 leading from the contact point 14k to the caution signal 8 of block'C, from such caution signal by conductor 15 to the induction control 5 of such block, from such induction control 5 through a conductor 16 to the danger signal of such block, and then to the armature contact 9 by conductor 17.. This circuit includes a source of energy 18, so that while the relay 4 of block Bis energized, the circuit is closed, the induction control 5 '01- block C is neutralized, and the caution and danger signals of block C remain at clear.

The armature contact 10 is in circuitwith the ramp 6 of block C, that is to say a conductor 19 leads from contact point 20 of relay 4 of block B to one rail of block C, this conductor including a source of energy 21. A conductor 22 of this circuit leads from the ramp of block C "to the contact 10. Thus the ramp is normally in an open circuit having a relay controlled break at the contact 10. l/Vhenthe locomotive reaches the ramp, with the relay-controlled break closed, that is with the relay energized, the wheel and axle of the locomotive closes a circuit through the locomotive-carried brake control, to be later described, and energizes a magnet or coil of such brake control'to prevent application of an emergency braking action. lVhen the relay at of block B isdeener'gized, however, the ramp is not energized bythe contact with the locomotive-carried part, the magnet of such part is not energized, and the emergency brake application results and is sustained, as will later appear. The armature contact 1 1, through conductor 23, including a source of energy '24, leads from contact point 25 to the ramp 6 of the block A, that is the block in-advance, and a conductor -26 leads from the rail to the armature contact 11. The armature contact 12 is in circuit with the induction control of the block C, a conductor 27, in cluding a source of energy 28, leading from contact point 29 to the caution signal 8 of such block A, and such signal being in circuit with the induction control 5 of such A conductor 30 leads from the induction control 5 to the danger signal 7 of such block A, a conductor 31 leading from the latter to the armature contact 12. These circuits including the armature contacts 11 and 12 are exactly similar to the'circuits from armature contacts 9 and 10, the latter leading to the block in rear of the travelling train, while the former lead to the block in advance of the travelling train, and govern the travel of on-coming or aproaching trains.

The locomotive-carried apparatus to beoperated by the induction controls 5 is illustrated in Fig, 3, wherein 3-2 represents a valve of any desired form, adapted when operated to gix 'e a service or limited application of the air brakes, :the valve of course being included in the train-pipe system. The illustration of the cab-carried means is merely a conventional showing, and one well known and understood, requiring no detailed explanation. The induction control 5 of the track includes a permanent magnet 33, which, when the locomotive passes thereover, is of sufficient strength to operate the valve 32. When the induction control circuits are energized, however, that is when the relays 4 controlling such circuits are energized, the circuitfing wire about such permanent magnet 33 neutralizes the magnetism thereof, and there is no operation of the magnetically-operated valve 32. With a particular induction controlv circuit deenergized, however, the permanent magnet 33 will operate the valve 32 and apply the service operation of the brakes.

The ramp 6 is in open circuit, inouding, however, a source of energy. On the locomotive is carried a sliding bar 34 having a shoe 35, adapted to engage and be elevated in passing over the ramp. This bar is formed with notches or teeth 36, and a latch or dog 37 is arranged to engage the teeth and hold the bar elevated, under certain eonwith the other side of the magnet grounded to the rail through a conductor 41. Thus with the ramp circuit closed through the controlling relay 4, the shoe 35 when raised completes a circuit through the magnet 39, and the magnet acts to holdthelatch out of engagement with the bar teeth 36, and the bar simply raises "and falls. If, however, the particular ramp circuit is broken by deenergizing the particular controlling relay, themagnet 39 will not be enengized, and the spring 42 will hold the latch in position to engage the teeth 'ofthe bar as it is raised, and hold such bar raised to therebyyoperate the valve 38 for an emergency application of the brakes. V

7 t r the block c for the following-train, and A of block A for an on-coming train, at the I (is before describeduthe (lo-energizing of the relay of track block B jas illustrated;

breaks the circuits of the induction Controls same time permittingthecaution and dan ger signals for such trains to gravitate to signaling positions against these trains. The

ramps 6 ofblocksC and Aarealso discon nected from tilt-21'1" particular energizing sources. If the signals are disregarded, the f train Will zfirsthave its brakes s'et" itlra service application through the induction; controls, to slow the train, eandffailing to stop, will "have its-brakesset with an ,erneifl-I" gency application onnieeting the ramp.

Of course'it'is understood that the descrip-j 7 tion here given is to be carried out tlirough out the protected length of ,trackage; and that the presence of a train in any one block'- willprotect the blockinrear against follow-t ing trains and-the blockin front against oncoming trains. Of course, as a part cular train leaves a block, the relay. 4 thereof'isl immediately re-energized, and all circuits controlled "thereby return to normal.

This application is filed as acontinuation of my application filed Hay 7,1924; Serial Number 711 712.

Whatis claimed as new, is:

1. In a train control systein,' the combination of a cautionary induct ve control and an emergency contact-controLRvith means] for simultaneously governing both. controls.

7 In a train control sy-stem, 'ithe combinaan emergency; contact ,control; and circuits for governing both controls simultaneously;

'3. In a train control system, the combination'of acautionary inductive control; and

, an emergency contact controLand'remotelycontrolled 'clrcults for governing both controls.

tion of 'a'cautiona'ry inductive control and both controls ineffective,

5; Ina train control system, the

'ftio'n of an; inductive "control and a contact 7 control, antla serles circuit arrangement 4. In a train control system, the comhination of a [cautionary inductive; control and u v Ian'emergency' contact control, and electrical circuits serving when energized to render combina ewhereby both controls are. rendered ineffectiveivhjen the circuitsareenergized.

"751m train control'system, a cautionary I inductive, controh a contact emergency 1 conseries of circuits including s'aidcontrols and the signals andmaintaining thecontrols in-f trol, a cautionsignal, a [danger signal, and a efi'ective while thesignalsreinain at cleana Q VJJVUDSON; SrIQECRAFT. l-

ture.

In testimony whereof; I "affix my signa -V I

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