US1837440A - Trackway device - Google Patents

Description

nmzz; 1931. A. E. HUDD- 3 1,837,440

TRACKWAY DEVICE Ofiginal Filed Oct. 12, 1928 2 Sheets-Sheet 1 11mm? film-d E. Hudd 22, 1 A. E. HUDD TRACKWAY DEVICE Original Filed Oct/"I2, 1928 2 Sheets-Sheet 2 35 3mm Em Q3 RAH Patented Dec. 22, 1 931 UNlT-EDSTATES:

PATENT OFFICE ALFRED n. noon, on BUGKINGKAMSHIRE, ENGLAND, AssIG'NoR TO RESERVE HGLDING COMPANY, or KANsAs cmz, niss'oonr, A oonronarron' or DELAWARE *rRAcxwAY "DEVICE Original application filed October 12, 1928, Serial No. 312,025, and in Great Britain February 9., 1928. Divided and this application filed February -17, 1930. Serial No. 428,957.

the permanent magnets diagonally with respect to the trackelectromagnets whichare also arranged diagonally with respect to the track in asymmetrical relationxto the permanent magnets as regard sthe line parallel to,

the direction of runningof the trainsgthe poles of each electro-magnet lying in the same plane at right angles to the track as the corresponding. poles ofthepermanent magnet so that by energizing the'elefctro-magnet in an appropriate way an armature in a magnetic circuit passingcentrally over the magnetic system will be unaffected. i

The features of the invention will be'better understood by referring to the accompanying drawings, which illustrate one method of carrying the invention into eiiect as applied to systems employin thevacuum brake system oi control. although the invention is not limited to this type of system but is equally applic'able'to the compressed air system. of control, and that various detail modifications could be made without d'epartingfrom the spirit of the invention In the drawings, Fig. 1 illustrates a section of track showing thearrangement of the track elements and controlling circuits therefor. Figs Q, 3 :4, and 5 illustrate the brake controlling apparatus on a locomotivejand across sect-ion of the track, the track magnetfor giving the partial brake application or caution signal being illustrated alongside the track magnet for giving a full brake applicationjfor the sake of convenience, although it will be understood that only one of these magnets norm ally would be seen in any cross sectiong of We with like poles adj aeent toeach other,

it will beun derstood that trackway is shown with one rail 50 divided into blocks, the other rail 51 being continu ous. A permanent magnet or inductor AI is shown at the entrance to one section, this permanent magnet being'made up of aplupermanent magnet the first electro-magnfet or inductor BI is shown, said electro-magnet being constructed of a number of electromagnets 1n parallel arranged as in the draw,

ing. These two magnets are located between the rails at theleft-hand side of thetrack with respect to the normal direction mo tion of the locomotive, The second electroma'gnet or induction CI is arrangedsimila'rly but at the right-hand side of the track. This latter electro-magnet, which is effective only at stop or danger signals, is of peculiar construction in that a number of permanent magnets are arranged in the form of a series while the same number of electro magnets are similarly arrangedand super-imposed on the permanent magnets in such a mannerth at when energized the polar ties of the permanent magnets and the polarities oft-he electrospect to the track. Wh'en de'energi'zfed, however, the'permanent magnets alonefare cf fective to lllflllQIlCflStlCll an armature.

The permanent magnets can conveniently bebar magnets; as shown more clearly in Fig. 3 where PM'represents one of the permanent magnets. The .electro magnet EM with its exciting coil EC passes underneath the permanent magnet PM, as shown, and

is provided with pole pieces PP at the ends 7 which extend upwards to the plane in which the permanent magnets lie. The magnets are conveniently enclosed in container C of non-magnetic material, as shown.

a Referring nowrto Fig l sa sectionioi the The electro-magnets of the inductors BI and CI are preferably energized only when a locomotive is passing. This is conveniently effected by providing ashort insulated rail 49, between the sections of the rail 50, which section is electrically bridged through the wheels and frame of a passing locomotive to complete the energizing circuit when the signal track relay or the like is conditioned at clear. The respective inductors B1 and C1, it should be understood, are so positioned with respect to rails 49 that the receivers AR and BB properly co-operate with El and C1 while the locomotive bridges across the insulation to complete the respective circuits for B1 and O1.

Referring to Figs. 2, 3, a, and 5, a brief description of the apparatus on a locomotive will now be given. It consists of two magnetic pick-up devices or receivers AR and BB located side by side which are adapted to be influenced by magnetic impulses received from the inductors located along the track. Receiver AB is normally adapted to be operated when a locomotive is passing track apparatus in a clear or caution condition, while the receiver BB is non ally adapted to be operated when a locomotive is passing track apparatus in a danger condition; their respective functions, however, may be completely reve "sed by the operation of the reversing valves Eve and RV?) when the locomotive is running tender first. The construction of the receivers AR and BR is substantially identical, receiver BR being complementary to receiver AR, so that when the locomotive is running tender first, re ceiver BR will operate in exactly the same relative manner as receiver All and vice versa. The receiver AB is arranged to operate each time the locomotive passes over an inductor A1, to initiate a brake application and to operate a whistle valve so that a warning indication is given to the engineman every time so that he will knowthat he has passed over an A inductor such as A1. A partial brake application valve is also provdied which tends'to operate when the locomotive passes a deenergized B inductor such as 131, a full brake application valve being provided to operate when passing a c eenergized C inductor such as C1. An acknowledging lever AL is provided which .when depressed neutralizes the effect of the partial brake application valve. A releasing ejector valve REV of well-known type and two reversing valves-Eva, RVb, are pro vided, the latter being operated by a single operation when the locomotive is running tender first.

Having briefly described the apparatus on the locomotive and along the track, a detailed description of the operation of the same will now be given,

In the first place, it Wlll be assumed that a distant signal 1s at clear. Under this condition the first electro-magnet or inductor B1 will be energized when a locomotive passes over the insulated rail 49 immediately preceding. This energizing circuit extends from one terminal'of the battery associated with the distant signal; through the switch, closed by said signal in clear position; the rail section 49, the frame of a vehicle of the train, to the upper rail of the track and through the windings of B1 to the other terminal of the associated battery. The magnets of the trackway inductors are much more powerful than magnets 5, carried by the vehicle and, therefore, on passing over the inductor Al, the armature 2, which is polarized by the permanent magnet 55, of the receiver AR, will be operated to its alternate position. The magnetic flux passing from the inductor AI over the collector planes 1 and 1a will be such as to bring about this result. The magnet 5 will hold the armature in its alternate position after the inductor has been passed and until a stronger disturbing is received thereby. The polarized armature 2 in moving to its alternate position raises the valve 3 which is held on its seat against atmospheric pressure by means of the spring 6, the chamber a being connected to the vacuum chamber through orifice 29. When valve 3 is lifted, therefore, chamber at is immediately raised to atmospheric pressure as it is now connected to atmosphere through valve 3 by means of opening 61; chamber l leads through the reduced opening 59 to the chamber 60 behind diaphra m 8 of valve 7, so that atmospheric pressure in this chamber will cause the diaphragm 8 to collapse, open valve 7, and admit atmospheric pressure through openings 30 to the pipe. 9. Pipe 9 extends through the reversing valve RVa to pipe 10 and atmospheric pressure in space 14 behind the diaphragm 11 will now cause valve 12 to open and air will be admitted to pipe 41 extending to the vacuum chamber, through the whistle 13 which will therefore sound. The size of "he ports of the valves 7 and 12 in compari son with. the size of the port of valve 3 is such that atmospheric pressure will be almost instantaneously applied to the diaphragm 11 causing it to collapse, and consequently the whistle will sound practically at the same instant as valve 8 is opened. Pipe 9 is connected to the vacuum chamber through a restricted orifice 13 so that a rapid opening and closing of valve 3 will. cause a comparatively long opening of the valve 12, thereby ensuring that a clear warnim whistle is given at all speeds of the locomotive. On passing over the energized inductor B1 in which the polarity of the electro-magnet is reversed with respect to the inductor Al the polarized armature 2 is restored to its initial position, whereupon the valve 3 is closed. The closing of valve 3 allows the vacuum to be restored in' the pipes 9 and 10 and spaces 60 and 14 plication is made.

of valves-7 and 1'2',thereby closing said valves and effecting-the stopping of the sounding of the whistle 13.

When the locomotive is passing adistant signal at danger the inductor 131- will be deenergizedas no circuit is completed when the locomotive wheel bridges the short insulating rail 49'on account of the semaphore switch being openwhile the'sem'aphore blade is in danger position. On passing over the inductor A1 thepolarizedarmature2 will be moved to its alternate position and thevalve 3 opened, and the whistle sounded as before. In this case, however, the inductor B1 is deenergized, wherefore the polarizedarmature 2v remains in its alternate position and the whistle continues to sound. The/reservoir 15 is connected to the vacuum pipe 10 through the restricted orifice 16;;hence', after a predeterminedtime the vacuum indie-reservoir 151s reduced, and atmospheric pressure is ap-.

pliedLte the space" 62 behind: the diaphragm 17; Thisr-eduction of vacuum is gradual and is determined by the size of the reservoir 15 and the size of the restricted orifice 1'6. Usu- 3.8 does not open while valve '3 is opened when passing a signal-at clear as the time that valve 3is open is too shortto allow the vacuum in chamber 15 to be sufficiently reduced. If, however, valve 3 remains open, then after approximately 3 seconds, valve 18 will open and admit atmosphere through orifice 31 to the train pipe 19, so that a partial brake ap- The amount of reduction of vacuum in the train pipe is determined by the size of the orifice 31. As valves 3, 7 12, and 18 are now continuously open to atmospheric pressure, the whistle will continue to sound and the brakes will continue to be applied until an acknowledgment of the existing 4'' condition made and conditions are restored and the pipe 21 to the vacuum chamber. This inrush of air is sufficient to pull thepolarized armature 2 back to its initial position, thereby again causing the valve 3 to close and allowing valves 7 12, and 18 to close; then the whistle will cease to sound and the partial application of the brakes will cease.

On passing a home signed at clear the electro-magnets of the inductor C1 will be energized over a circuit similar to that traced for inductor B1, and consequently as like poles of the inductor C1 are encountered at the same time by the two collector planes of BR" wiil not be affected.-

1 If,now, the locomotive passes a home sig nal at danger, the electro-magnets in the inductor C1 will be deenergized, because the circuit of the electro-magnets of 01 will be'open at the semaphore switch, so that now the collector planes of the receiver BR will encounter poles of opposite polarity on the inductor of C1 dueto'the rearpart of one collector plane being opposite one pole .while the front part of the other collector plane is opposite a dissimilar pole and vice versa. The ,polarizedar-mature 2a of the receiver BR Will therefore be moved to its alternate position in a similarmanner to the operation of armature 2 of the receiver AR, and will operate valve 3a which admits atmospheric pressure to the chamber behind the diaphragin of valve 7a. Valve 7a will, therefore, open and admit atmospheric pressure -tothe pipe 9a, which extendsto the space 64- behind the diaphragm of the full brake application valve 23. Atmospheric pressure in this space 64 will causediaphragin 38 to collapse, and valve 23 to open, whereupon atmospheric pressure is admitted to the train pipe 40, throughorifices39, toefiect full automaticbrake' application. This automatic brake application cannot be released until a-certain time has elapsed afterthe ejector valve has been operated by the engine man. The existing air-brakes handle is connected to the special releasing ejector valve REV. When the brake handle is moved'to the on position, the reservoir RAis con nected over pipe 25 to the vacuurnchamber.

The reservoir Rh is, therefore, exhausted aft .er a period detern'n'n'ed by the size of the oriates the releasing lever BL thereby opening the valve 37; In consequence, the reservoir RA is connected through releasing valve 37, reversing valve RV7),and pipe 27 to the opening 28.' Hence, there will-be a sudden rush of airthrough theopening 28 through the pipe 27, reversing valve RVb, releasing valve 37, to the reservoir RA. This rush of air is suflicient to pull the polarized armature 2a to its initial position, whereupon valve 3a is again closed and the automatic application of the brakes is released, control being now entirely inthe hands ofthe engine-man; The opening 28 of the releasing pipe 27 is so proportioned that the polarized armature 2a cannot *be'pulled back to its initial position until the predetermined degree of vacuum has been produced in the reservoirRA.- Also, the duration of the efi'ectivesuction applied to armatureQa is limited to thecapacity of the reservoir RA owing to the restriction of the opening'26'; therefore, it is impossibleto give a prolonged pull at the suction outlet 28 to the armature 2a. The engine-man, therefore, after receiving a full automatic brake application, must, in order to effect the release of this application and to keep the locomotive under his own control, first put his brake valve handle to the on position and then depress the releasing lever of the valve 37 after the requisite time has elapsed.

lVhen now a locomotive is running on the track tender first, the engine-man will operate the reversing valves RVs and RVb which are connected to the reversing gear on the locomotive. The operation of these valves, as will be readily seen from the drawings, completely reverses the pipe connections to the two receivers AR and BB and to the operating valves 12, 18 and 23, so that when the locomotive is running under these conditions the functioning ot the control system w'll be exactly the same as has already been described for forward running with the difference that receiver BR takes the place of receiver AB in controlling the clear and caution conditions, while receiver AR new controls the danger conditions.

An arrangement is also provided whereby when a locomotive is required to back, for instance out or" a station, against a stop signal, the inductor G1 at said signal is energized over a home insulating rail 52, independenhy of the signal, so that the inductor Cl does not influence the receiver BR to initiat-e a brake application, the locomotive being allowed to back under the control of the engine-man and independently of the home position wayside signals, the circuit extends over the rail section 52, the associated battery, the windings of C1, through the rail section adjacent 52 and through the frame of the locomotive back to rail section 52.

It will be appreciated that a control system has been devised which is very simple in construction and extremely rugged, being dependent for its operation entirely on pneumatic means, with the exception of the mag netic pick-up arrangements, and that to those skilled in the art many detail modifications could be made without exceeding the scope 016 the invention.

What is claimed is:

1. In a trackway device having utility in a train control system, a permanent magnet and an electro-magnet a ranged in the form of an X, the said electro-magnet when energized being eiiective to render in-ettective the field of said permanent magnet.

2. In trackway device having utility in a train control system, a plurality of bar permanent and electro-magnets so arranged that the midpoints of the respective permanent and electro-magnets cross each other.

3. In a trackway device having utility in a train control or cab signal system, two magnets arranged in the form of an X; one

of said magnets being effective, upon energization, to render inefi'ective the field of the other.

4. In an electromagnetic structure having utility in a train control system, a plurality of erectromagnets placed at right angles to each other each with one of its poles adjacent one of the poles of another, a plurality of permanent magnets placed at right angles to each other, said electromagnets and permanent magnets being also arranged at right angles to each other.

5. In a magnet structure, a plurality of magnets each of Which has one or both its poles adjacent a pole of other of said magnets depending upon the position of the magnet in the structure.

6. In a magnet structure, a permanent magnet for operating a device brought within the field of said magnet, and an electromagnet so arranged with respect to said permanent magnet that the magnetic flux path of the electromagnct is at substantially right angles to the path covered by the flux transmitted by the permanent magnet, the energization of said electromagnet in the proper direction being eitective to tend to operate said cevice in the reversed direction to that which the permanent magnet tends to operate said device, so that when the electromagnet is so energized the operation of the device by the permanent magnet is prevented.

In Witness whereof, I hereunto subscribe my name this 22nd day of January, A. D.

ALFRED E. HUDD.

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