US1877968A - Automatic train control system - Google Patents

Description

Sept. 20, 1932- w. H. REICHARD AUTOMATIC TRAIN CONTROL SYSTEM Filed July 14, 1928 INVENT R'. Wade H. fiemhard. 724W? his ATTORNEY Patented Sept. 20, 1932 UNITED STATES PATENT v OFFICELVTJYLG WADE H. REIoHARnor nocrmsrnn, NEW YoRK, Assreuon To GENERAL. RAILWAY SIGNAL COMPANY, or ROCHESTER, NEW YORK AUTOMATIC TRAIN ooivrnon SYSTEM Application filed my 14, 1928. Serial No. 292,654.

Thisinvention relates to automatic train control systems, and more particularly to .electroepneumatic car-carried apparatus for such systems. I I

In a train control system of the contlnuous inductive type, to which the present invention is more particularly applicable, it is necessary to provide against restrictions 1mposed due to a train passlng over cross-overs,

the permissive type, such as the proposed system, where the train may proceed 1n response to the manifestation of vigilance by the engineer, by operating a suitable acknowledging device, it is proposed to require such acknowledgment at repeated time intervals as determined by a pneumatic time measuring apparatus. p

More specifically it is proposed in accordance with the present invention to sound an audible signal a predetermined period of time'after a train has entered adverse territory, this interval of time being such that the audible signal is not sounded when atrain passes over a dead sectioni, to sound thisaudible signal for a predetermined period' oftime thereafter, to impose an automatic brake application if the engineer has not manifested his vigilance during the sounding of said audible signal, and to measure these intervals of time by pneumatic apparatus which depends for their proper functioning upon the venting of fluid pressure from reservoirs of predetermined capacities through restricted openings of a predeterminedsiz'e. Further, it is proposed to require the act of acknowledgment to take place after repeated time intervals which are measured by a similar pneumatic apparatus.

Other objects, purposes and characteristic features of the invention are in part obvious from the drawing and will in part be pointed out in the specification hereinafter.

In describing the inventionin detail reference will be made to the accompanyingsingle sheet of drawing, in which the car-carried and trackway apparatus ofv a train control system embodying the present invention hasbeen conventianally illustrated.

Y 'Traclcwa apparatus For the purpose of illustrating a complete system the simplified trackway apparatus of a portion of the system has been illustrated, which includes the track rails divided into blocks by insulating joints 2, of which the block I and the adjacent ends of two other blocks H and J have been shown. Since 1, the various blocks in automatic signal territory are the same it is deemed suflicient to describe the parts of certain blocks only, and

like parts of other blocks have been assigned like reference characters having distinctive exponents. At the entrance of each of these blocks is preferably provided a suitable wayside signal Z, which may be of -any suitable construction, and has been illustrated as comprlsing a semaphore signal. These Sig-- nals are controlled by track circuits inthe .usual manner, and the control apparatus therefore, except said track circuitshas for convenience been omitted. Each of the blocks includes the usual track battery3 and the usualtrack relay T. A transformer 4 is preferably connected in series with each of the track batteries 3 for the pur'posefof superimposing upon the direct current sup- Oar-carried apparatus On the car is contained a suitable polyphase relay CR, which has one of its Windings 10 connected to the winding of-one car element 11, and has its other winding 12 connected to the winding of another car ele-- by the amplifier A.

ment 13 through a suitable amplifier A. By this arrangement current is caused to flow in one winding of the relay in accordance with the flow of current in one rail of the track, and current is caused to flow in the other winding of the relay in accordance with current in the other rail of the trackway, these currents being however amplified Suitable means is also preferably provided whereby the currentin one of the windings of the relay is caused to be displaced in phase with respect to the cur rent of its corresponding car element so that a displacement of phase in the currents flowing in the main or control relay CR will r sult when the current flow in the two track rails are in phase, this in order to produce a torque in the main or control relay CR, which is preferably a relay of the inductive type'and requires such phasedispiacement to obtain the best results.

The car-carried apparatus also includes an electro-pneumatic valve EPV, a pneumatic relay PR, a pneumatic brake valve PBV, an

Operation Function of the main relay. The main or control relay CR assumes its normal right hand position in which it has been shown when there is current flowing in the track rallsahead of the train toward the train 1n one rail through the axles of the train and away from the train in the other rail, thereby energizing the electro-pneumatic valve EPV 7 .through the following circuit: beginning at the terminal B of a suitable source of elec tric energy such as a battery, wire 20, contact 21 of the main or control relay CE, wires 22, 23 and 24, normally closed contact 25 of the reset switch RS, wire 26, winding of the EPV, wires 27 and 28, contact 29 of the air switch SAS, wire 30 to the common return wire C connected to the other side of said battery.

If there is no alternating current flowing in the track rails, possibly because the contacts 8 of the track relay ahead are open, the

track circuit is occupied another train ahead or the like, or the current flowing therein is too small to operate the relay CR, this relay will assume its de-energized con- .dition. If desired, the relay may be caused to operate to the left hand dotted position in response to the current flowing in the same direction in both track rails to obtain some energized and the electric acknowledging valve EAV is energized; It is not deemed necessary to describe specific train movements in describing the operation of the system, it being sufficient to point out how the apparatus functions under different conditions of energization of the main relay CR.

Dear sections. It is noted that with the electropneuinatic valve EPV energized, main reservoir fluid pressure may flow fromthe main re. erv-oir M1 (not specifically shown) through the upper valve 32 of the device EPV through the pipe 33, check valve 34, pipe '35, to the capacity reservoirlt' and the sylphon The pressure in the sylphon 36 causes the valves 37 and 38 to be held in their lower position against the force of the spring 39, so that main reservoir pressure may flow from the main reservoir MR through pipes 40 and 41, valve 38, pipe 42, check valve 43. pipe 44 to the capacity reservoir R and also to the sylphon 45. With pressure existing in the sylphon 45 the valves 46 and 47 are held in their lower position against the force of the spring 48, so that main reservoir pressure may also flow from tl e main reservoir MR through pipes 40 and 5O, through the valve 47, pipes 51 and 52, to the large cylinc of the brake valve actuator EVA. This brake valve actuator and the engineers brake valve EBV with which it is associated are more specifically described in the *iatent to Charles S. Bushnell, No. 1,628,- 454, granted May 10,1927;

V] hen the train, conventionally illustrated by the axle TR, passesfrom one clear block into the next cl ar block the control relay CR maybe de-energized for a short time by reason of the dead section associated at the junction of two blocks, by reason of stagger joints, or the like. This de-energization of the control relay CR niay'cause momentary de-energization of the device EPV, but by reason of the capacity of the reservoir R the de-energization of the device EPV will not cause suiiicient air to escape through the restrictedopening 34 of the check'valve 34 to permit actuation of the relay PR. In other words, the provision of the restricted opening 34 and the reservoir R delaysthe operation of the pneumatic relay PR to the desired extent, as determined by the volume of this rvoir and the area of this orifice 34 so as not to soundthe whistle-W.:: If. the train is moving very'slowly the whistle might possibly sound because of the reversing of relay PR,but'even if thlSzShOlllfl happen the delay. imposed by the reservoir R and-the restricted opening- 48 of the check valve 43 would prevent operation of the device PBV. Also, the ball in'thecheck valve 34 is provided to permit quickchargingof the reservoir R Re-energization of the control relay CR always eiiects re-energization of the device EPV so long as the contacts 29 of the stick air switch SAS are not opened, thus making the'device EPV a stick devicehaving a slow opening stickcontact 29. Y 1 r 1 Audible signals. Upon entranceot a train into a caution or danger block the vcontrol relayfCR. is de-energized for a suiticient periodto cause the'pneumatic'relay PR'tooperate in response to venting pressure from the sylphon 36. This causes air pressure to flow from the reservoir B through the restricted orifice 43 -through the valve 37 tothewhistle WV. ,The volume of the reservoir R and the area of the orifice 43 are so chosen that the whistle WV is soundedfor, say livefseconds (orany other suitable time interval) deemed sufficient timefor theengineer to manifest his vigilance." All of the air'vented from the reservoir B may be caused to flow to the whistle W or another atmospheric opening 59 may be provided if desired. Theball in thecheck valve 43 is provided to permit quick re-charging of the reservoir R upon restoration of thepneumatic relay ,PRto normal! Acknowledgment. The 1 sounding of the whistle or audible signal W advises the engineer that he is to manifest his vigilance by operating the handle 60 of the acknowledging valve AVito thefdotted position and back to the normal solid line position. If the engineer operates the handle 60 in this manner,

air pressure'is first caused'to flow from the 1 favorable trafiic conditions ahead, and the trainwill be brought to a stop by the automain reservoir MR to the acknowledging reservoir and'is thenfcaused toflow from the acknowledging reservoir '61, through pipe 62, valveAV, pipe 63, valve 64 now in its raised position because of the deenergization of relay CR, pipe'65, to the acknowledging air switch AAS, thereby causing closure of the contacts 66, and reapplication of current to the device EPV through a circuit readily traced in the drawingand including the wires 67 and 68. Upon the reapplication of current to the device EPV this device EPV and the pneumatic relay PR will be restored to normal thus preventingoperation of the pneumatic brake valve PBV and an automatic brake application. In order to require successive manifestations of vigilance by the engineer, and in order to prevent the engineer misusing, as by tying down, the acknowledging device, the pipe is also'connected through a restricted orifice R0 to atmosphere which device BO includes an adjustablevalve 7 O which is adjusted to provide the desired time intervalbetween successive acknowledging .acts and which is held in its adjusted position by a seal 71. In other words, the 'sizefof the. orifice through the device R0 and the volume of the acknowledging reservoir 61 are so arranged that the air switch AAS is held closed for, say two minutes (or any other. suitable interval of time), after which the engineer is required to again operate the handle 60 to its dotted position and back to its normal position to prevent a brake application. The engineer need of coursenot operate the handle 60 until the device EPV has been de-energized and has caused thepneumatic relay PR to respond and effect the sounding of the whistle W. V

The electrically operated valve EAV is employed to prevent the engineer taking advantage of the acknowledging device before the main relay GR is ale-energized, and if desired this .valve EAV may be omitted.

Reset. If the engineer should become incapacitated orshould for some other reason not manifest his vigilance at all or should Will not only cause operation of theengineers brake valve but Wlll also cause the opening of the contact 29 of the stick air switch SAS.

.As soon as this air switch has been operated to open its contact 29, the device EPV cannot be restored by closure of the contacts 6.6 in responseto acknowledgment by the engineer, nor by restoration of the control relay CR 'to normal in response to a change to matic brake application as just explained. With the train broughtto-a stop the engineer or fireman may alight to the ground and depress the push button of the reset switch RS, which push button 75 is so located that it is only accessible from the ground. Upon depression of the push button 75 closing the contact 81, and providing the control relay GR is energized to normal or with the relay CR deeneregized or reversely energizedand with either the brakes applied and the contacts 76 closed or the acknowledging reservoir charged with the handle 60 in the normal'position, the device EPV is i e-energized through one ofthe-following circuits: (1)

Wire 20, contact 21, wires 22 and 23 (2) wire 67, contact 66, wires 68 and 23, (3) wire 77, contact 6, wire? 8 and then through the wire 24, normally closed contacts 25 of the reset switch ,RS,-wire 26winding of the device EPV, wires 27 and 80, normally open con tacts 81 of the reset switch RS, wire 82 to the common return wire C connected to the other side of he battery containing said terminal B. This re-energization of the device EPV eventually closes contact 29 of the air switch SAS after which the push button 7 5 may be released. In this connection it is desired to point out that the contacts 25 of the reset switch RS will not open until after an interval of time as determined by suitable retarding means, such as the dash pct 79, after the push button has been depressed, this in order to permit the circuit ust traced to be closed for a suflicient interval of time to eii ect re-closure of the stick contact 29 of the air switch SAS. The brake airswitch 13213 has its contacts 7 6 closed when the en gine-and tender brakes are fully applied and is provided so that no acknowledgment is required when the train is standingon a siding or is in a round house with its engine arakes manually applied. This brake air switch comprises a cylinder connected to the brake cylinder and having a piston spring pressed to the position shown to hold the contacts 76 open, which piston is operated to a position to close contacts 76 when an adequate bralrc application has been made. This 'fea ture also relieves the engineer of the duty of wiring an acknowledging act when entering a caution block with the brakes manually applied, at least until the train has been brought to a stop, after which if the brakes are released acknowledgment is necessary to prevent deenergization of the device EPV.

Applicant has therefore provided comparatively simple car-carried apparatus in which a pneumatictime element device is employed to prevent the requirement of acknowled ment and prevent the sounding of the acknowledging warning signal W when a train passing over a dead section, has provided a pneumatic time element device for allowthe engineer a predetermined interval of time during which he may manifest his vigilance by acknowledgment after the warning whistle W has started to sound, and has further provided a pneumatic time element device which fixes the frequency at which the acknowledging act should be repeated, in combination with the necessary influence connnunicating and control apparatus for controlling the pneumatic car-carried apparatus. Although the system has been shown rather conventionally and many of the elelents thereof have been shown rather specifically it is desired to be understood that he particular illustration of the invention has been selected to facilitate disclosure of tie underlying principles thereof, and that the particular showing has not been selected for the purpose of illustrating the scope of the invention, and it is further desired to be understood that various changes, modifications or additions may be made to adapt the invention, to the particular system to which it is to be applied, all without departing from the scope of the invention except as demanded by the scope of the following claims. What I claim as new is: r 1. An automatic train control system comprising, a vehicle carried control relay con- .trolled in accordance with traffic conditions ahead of said vehicle, an electro-pneumatic valve, brake control means controlled by said electro-pneumatic valve, contacts closed only when said brake control means is in its inactive condition, a circuit for said electropneumatic valve including said contacts, conenergized, means for shunting said latter contacts 1f the engineer has manifested his v1g1lance, and other means for shunting said latter contacts if the brakes have been man-.

ually applied.

2. An automatic train control system comprising, an electro-pneumatic brake control means on a railway vehicle, including pneumatically operated contacts controlled pneu-i matically by said electro-pneumatic means, a relay controlled in accordance vwith trafic conditions aheadot said Vehicle for controlling said electro-pn'eumatic brake control means through a circuit including said pneumatically operated contacts, and a supplemental circuit for energizing said electropneumatic brake control means including said pneumatically operated contacts and other contacts closed only if the engineer manifests his vigilance at repeated time 7 intervals.

brake control means including said pneumatically operated contacts and other contacts closed only if the engineer manifests his vigilance at repeated time intervals, and adjustable means for determining the length of said time intervals.

4:. An automatic train control system comprising, an electro-pneumatic valve on a railway vehicle including pneumatically operated contacts, a relay controlled in accordance with traffic conditions ahead of said vehicle for controlling said electro-pneumatic valve through a circuit including said pneumatically operated contacts, and a supplemental circuit for energizing said electropneumatic valve including said pneumatically operated contacts and other contacts @80 tacts closed only when said control relay is closed only if the engineer manifests his vigilance at repeated time intervals, adjustable means for determining the length of said time intervals, and means for allowing anthorized persons only to change the adjustment of said adjustable means.

5. An automatic train control system com prising, a vehicle carried control relay normally. energized in response to current in the track rails flowing in accordance with traiiic conditions ahead of said vehicle, an electroneumatic valve, brake control means controlled by said electro-pneumatic valve, contacts closed only when said brake control means is in its inactive condition, a circuit for said electro-pneumatic valve including said contacts, contacts closed only when said control relay is energized, means for shunting said latter contacts if the engineer has manifested his vigilance, and other means for shunting said latter contacts if the brakes have been manually applied.

6. An automatic train control system con prising, an electro-pneumatic brake control means on a railway vehicle, pneumatically operated contacts controlled pneumatically by said brake control means, a relay normally energized in response to current in the track rails ahead of said vehicle-for controlling said electro-pneumatic brake control means through a circuit including said pneumatically operated contacts, and a supplemental circuit for energizing said electro-pneumatic brake control means including said neumatically operated contacts and other contacts closed only if the engineer manifests his vig ilance at repeated time intervals.

7. An automatic train control systemcomprising, an electro-pneumatic brake control means on a railway vehicle, pneumatically operated contacts controlled pneumatically by said brake control means, a relay normally energized in response to'current flowing in the track rails ahead of said vehicle for controlling said electro-pneumatic brake control means through a circuit including said pneumatically operated contacts, a supplemental circuit for energizing said electrdpneumatic valve including said pneumatically operated contacts and other contacts closed only if the engineer manifests his vigilance at repeated time intervals, andadjustable means for de termining the length of said time intervals.

8. An automatic train control systemv comprising, an electro-pneumatic brake control means on a railway vehicle including pneumatically operated contacts, a relay controlled in accordance with traiiic conditions ahead of said vehicle and depending for its energization upon current flowing in the track rails for controlling said electropneumatic valve through a circuit including said pneumatically operated contacts, and a supplemental circuit for energizing said electro-pneumatic valve including-said pneuto said reservoir and at other times connectsaid reservoir to said cancelling means, adjustable means for venting fluid pressure from said cancelling means, and means for locking said adjustable means, whereby the frequency of operation of said manually operable means required to maintain said cancelling means active may only be adjusted by an authorized person.

10. An automatic train control system comprising, an electro-pneumatic brake control means on a railway vehicle, pneumatically operated contacts controlled pneumatically by said brake control means, a relay normally energized in response to current in the track rails ahead of said vehicle for controlling said electro-pneumatlc brake control means through a circuit including said pneumatically operated contacts, a supplemental circuit for energizing said electro-pneumatic brake control means including said pneumatically operated contacts and other con tacts closed only if the engineer manifests his vigilance at the repeated time intervals, and another supplemental circuit for energizing said electro-pneumatic brake control means including contacts closed only if the brakes have been manually applied.

11. An acknowledging device comprising, cancelling means responsive to predeter mined pressure, a source of fluid pressure, a reservoir, manually operable-means for at times connecting said source of fluid pressure to said reservoir and at other times connecting said reservoir to said cancelling means, adjustable means for venting fluid pressure from said cancelling means, and means for locking said adjustable means by a breakable seal, whereby the frequency of operation of said manually operable means required to maintain said cancelling means active may only be adjusted without penalty by an authorized person.

12. An automatic train control system comprising, a car-carried relay controlled in accordance with traffic conditions ahead of the car, an electro-pneumatic valve, pneumatic apparatus pneumatically controlled by said electro-pneumatic valve having contacts associated therewith which are opened a predetermined time after said electro-pneumatic valve. is deenergized, a circuit for energizing said electro-pneumatic valve including contacts of said relay and the contacts of said pneumatic apparatus in series, and an auxiliary circuit for said electro-pneumatic valve including the contacts of said pneu- Inatic apparatus and contacts closed only When the brakes are fully applied in series.

In testimony whereof I aflix my signature.

/ WADE H. REIOHARD.

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