US1064441A - System for vehicle control. - Google Patents

Description

J. T. GADE. SYSTEM FOR VEHICLE CONTROL. APPLICATION FILED JAN. 17, 1913.

4 441 Patented June 10, 1913.

COLUMDXA PLANOGRAPH CO-,WASHINGTON. D. 1:.

onrrnn earner ora ion.

JOHN T. (JADE, 0F ABCOLA, NET V JERSEY, ASSIGNGR 'IO FEDERAL SIGNAL COMPANY, A CORPORATION OF NEW YORK.

SYSTEM FOR VEHICLE CONTROL.

To all whom 2'15 may concern Be it known that 1, JOHN T. (lens, a citizen of the United States, and a resident of Arcola, county of Bergen, and State of New Jersey, have invented certain new and useful Improvements in Systems for Vehicle Control, of which the following is a specification, reference being had to the accompanying drawings, which form a part hereof.

This invention relates to vehicle or train control ystems and has for its object to eliminate certain dangers to railway tratlic which have lately impressed themselves upon the minds of the public and those actively interested in the installation of systems and apparatus of this character.

Recently it has been especially realized that many accidents upon railways are due to the fact that engine drivers, for one reason and another, pass the ordinary semaphore signal while in its danger position in disregard of tratlic regulations. It is found that such action of engine drivers is frequently due less to voluntary disregard of the signal than to failure to note or realize its danger indication. Heretofore, it has been proposed to meet this condition by providing train stops to positively and automatically stop the train when the engine driver passes or attempts to pass the signal in the danger or stop position. But a train stop is objectionable for reasons peculiar to itself. In the first place it takes from the engine driver his own control of his train under certain conditions and makes him liable to rely upon the automatic stop instead of himself to avoid accidents. This tends to lessen that feeling of responsibility, watchfulness and care which it is essential to preserve in the engine driver. Furthermore, the automatic stop is not well adapted to eiiicient conduct of traiiic where such traffic is carried on under the usual widely varying conditions of ordinary railway operation. A signal sometimes stands at danger when it is desirable for trafiic reasons that it be passed if this is done with full realization by the engine driver of his act. A stoppage of the train under such conditions by an automatic stop would serve no useful purpose but would be a hindrance to traffic.

In the present invention the control of the train is not taken from the engine driver but provision is made to make him exercise Specification of Letters Patent.

Application filed January 17, 1913.

Patented June it), 1913. Serial No. 742,592.

increased care against proceeding when travel is dangerous without full knowledge and realization of his act. It will be understood that travel is dangerous when conditions are such as those now usually indicated by the warning condition of a signal. In accordance with this invention, therefore, the automatic stop is eliminated and in its place there is provided a special alarm device designed to be automatically operated whenever the engine driver proceeds when travel is dangerous or when he enters a danger zone of the track, unless, having noted the danger condition of the track, he performs some act that will forestall the operation of the alarm device after having retarded or brou ht his car or train under control. If he has noted the danger to travel, on the track ahead, and finds it advisable to proceed, notwithstanding, he is at liberty to do so provided he performs some act that will cutout the alarm device from operation after he has retarded or brought his car or train under control. But if, with inattention and lack of watchfulness, he proceeds when travel is dangerous or into the danger zone, he will fail to attend to the cutting out of the alarm device and it will operate and thereby compel him, and preferably others, to realize what is taking place. The forestalling of the operation of the alarm device is effected through preventive means under the control of other provisio-ns which, when operated, serve to retard the vehicle or train. This alarm device is designed to be of such a distinctive character that it positively attracts the attention of the engine driver and also the train crew and passengers. Thus, the control of the train is left with the engine driver but he is induced to exercise increased watchfulness and is made to realize the consequences of his act when entering or about to cute a danger zone of the track. Means are also provided to prevent power being applied by the en- .gine driver to the vehicle for a predetermined time interval aft-er said preventive means have been operated. Thus, after the engine driver has retarded his vehicle and out out the alarm device in response to a suggestion or indication of danger ahead he must wait for a certain interval of time before he is at liberty to apply power to speed up his vehicle again. This arrangement provides an additional feature of safety. In the preferred arrangement a signal is employed to indicate to the engine driver when travel is dangerous and it is arranged to give its warning at the entering end of a track zone when travel in such zone is dangerous. It is obvious that the signal with which the alarm de ice is associated may be a full stop or a cautionary signal. In either case, when the signal gives its warning indication, it is to be understood that the track zone guarded by the signal is dangerous or is a danger zone as these terms are herein used.

The invention may be embodied in various forms. It is not restricted to any special type of alarm device nor any special type of signal. This alarm device may be stationed on thetrackway or it may be located on the engine or at other points on the train. Nor is the invention to 'be restricted to any special means for controlling or operating the signal or alarm device.

The invention is shown in one of its various embodiments in the accompanying drawings.

Figure 1 is a diagrammatic representation of the system. Fig. 2 is an enlarged view showing a vehicle on which certain devices of the system are carried. Fig. 3 is an enlarged sectional view of a circuit closing device.

Referring now to this particular embodiment of the invention, as shown in the drawings, 1, 2 and 3 are track sections insulated from each other, track sections 1 and 2 being provided with the usual track circuits in the former of which is the track magnet 4, and in the latter of which is the track magnet 5.

6 is a signal of the semaphore type located on the trackway at the entering end of track section 1 and arranged to stand normally at safety. The signal is shown as operated by a solenoid 9 or other type of motor, the circuit of which is normally closed and -ex tends from generator 7 through wire 8, solenoid '9, wire 10, contact point 11, contact finger 12 of magnet 1%, and wire 15 back to generator 7 16 and 17 are two contact rails on the trackway connected, respectively, by wires 18 and 19 with contact points 20 and 21 which are normally in electrical connection by means of the contact 22 carried on the blade of the semaphore (3. Magnet 23 is normally energized by a circuit which includes generator 7, wire 2%, contact rail 17, to which it is connected, wire 19, contacts 21, 22 and 20, wire 18, contact rail 16, wire 25, connected with contact rail 16, magnet 23,

ire 26 back to generator 7. It will be seen that this circuit is closed when the semaphore is in safety position and broken when the semaphore is in danger position.

27 is an alarm device preferably located on the trackway in proximity to the semaphore 6. It may be embodied in various forms and it may address itself to the intelligence in any suitable manner, audible or otherwise. It is here shown in the form of an electrically operated gong, the circuit for which extends from generator 7, through wire 28, contacts 29, 80, which are arranged to be connected by the contact 31 on the semaphore blade when the latter is in danger position, thence through wire 32, gong 27, wire 33, contact point 3 1, contact finger 35 of magnet 23, wire 36, contact point 37, contact finger 38 of track magnet 5 and wire 39 back to generator 7. This circuit is normally open at three points, namely, at contacts 29, 30, at contact finger 85 and at contact finger 38. Contact rail 17 is connected with wire 25 through wire 40, contact fin ger il of magnet 5, contact d2, wire 13, contact finger 44C of magnet 23, and contact point 15.

46 is a car traveling on the track in the direction of the arrow. Mounted on the car 46 is a treadle 47 arranged to operate a shoe 4S capable of bridging'the contact rails 16 and 17 and thereby connect them electrically together. Connected with the treadle is an arm 49 which operates a link 50 having a slot 51 through which passes a pin on the lever This lever controls the motive aower or brakes, or both, of the vehicle or train and must be first pulled back to retard the vehicle or train before the shoe may be depressed. The shoe 44 is normally elevated above the contact rails and is designed to be depressed into contact therewith by the engine driver on the car t6 but he is unable to perform this act until the lever 52 has been pulled back to retard the car. It will be seen that the lever 52 may be operated independently of or without de pressing the shoe 47.

Associated with the lever 52 are means to prevent power being applied by the engine driver to the vehicle for a. predetermined time interval after the treadle 47 has been depressed to cut out the alarm device. This means may be embodied in various forms and variously arranged. In the present instance, the link 50 has an extension 53 carrying a shoulder piece 54 arranged to be engaged by the core 55 of the solenoid 56. This solenoid is energized by a circuit 57 having a switch 58. This switch is arranged to be closed by a mercury flask 59 pivotally mounted on a bracket 60. This flask is arranged to be tilted to and fro on its pivotby means of the link 61 connected at one end to the arm 49 and at its other end with the lever 62 connected with the flask. lVithin the flask is a body of mercury 63 adapted to flow from one end of the flask tothe other through an orifice 64 in a partition 65 which divides the flask into two chambers. At one end of the flask is a resilient diaphragm 66 carrying a stud 67. In the normal position of the parts, as shown in the drawings, the flask is tilted up so that the mercury rests at the bottom of the flask. ll hen the treadle is pressed down the flask turns on its axis so as to bring the stud into contact with the switch 58. The mercury then runs through the orifice G l to bear against the diaphragm 66 and thereby thrust outward the stud 67 so as to close the switch 58. The arrangement is such that the switch does not close until substantially all of the mercury has passed through the orifice Get to bear against the diaphragm. Thus, a substantial and predetermined interval of time must. elapse afterthe treadle has been depressed before the switch 58 is closed. This time interval may be varied by chang ing the size of the orifice Get or in other ways. By the arrangement described, it will, therefore, be seen that after the lever 52 has been pulled back to retard the vehicle and the treadle 17 has been depressed to forestall the operation of the alarm device, lever 52 cannot be immediately pushed over to apply power to the vehicle because solenoid core 55 has engaged shoulder piece 5% thereby locking lever 52 in its backward position. Solenoid 56 must first be energized to release link 50 before the lever 52 can be pushed over and this cannot take place until sufficient time has elapsed for the mercury in the flask 59 to pass through the orifice 6i and efiect the closing of the switch 58. lVhen this operation of the mercury flask has taken place, lever 52 is unlocked and may then be pushed over to apply power to the vehicle.

The operation of the system is as follows: ll hen the train approaches and passes the semaphore 6 while the semaphore is in safety position, the alarm device does not operate because when the train reaches track section 2, it merely deenergizes magnet 5 and closes at contact linger 38 only one of the three breaks normally in the circuit of the alarm device 27 heretofore pointed out, and because when the train passes on to track section 1, it merely deenergizes track magnet thereby breaking the signal circuit and permittin the semaphore to drop to danger position. ,l "hen the train has passed beyond track section 1 and the track portion guarded by the signal, the signal returns to safety position with the circuits and devices in normal condition. If the signal is in danger position and the'engine driver, having noted this fact, desires to pass the signal notwithstanding its danger indica ion, he must first pull back his lever 52 to bring his train under control and thereby release his treadle. lVhen the treadle has been thus released, the engine driver then depresses the shoe 48 into connection with contact rails 16 and 17. This closes the circuit of the magnet 23, which was broken at contacts 20. 21 and 22 when the signal moved from safety position, and thereby keeps the circuit of the alarm device open at" contact finger 35. lVhen the train proceeds on to track section 2, it deenergizes track magnet 5 and drops contact lingers 3S and 41. Magnet 23 is so constructed as to have a slow release so that, when the train passes off of section 3 and on to track section 2 and beyond contact rails 16 and 17, contact finger l1 will have dropped before contact lingers and ll are able to drop. By this arrangement, magnet 23 remains energized when the train is on track section 2 and the alarm device is cut out by the break in its circuit at contact finger 35 and re nains cut out. ll hen the train is on track section 2, the circuit of magnet 23 may be traced from generator 7, through wire 2%, contact rail 1?, wire d0, contact finger 41., contact point 42, wire as, contact finger ea, contact point 45, wire it magnet 23, wire 26 back to generator 7. Thus, the operation of the alarm device may be prevented by the action of the engine driver after he has retarded his train. If, however, the signal is at danger and the engine driver fails to note its indication, he will fail to see that the alarm device is cut out and without having depressed the shoe 48, will pass on to track section 2. Under this situation, the magnet 23 will be deenergized because the semaphore 6 has broken the circuit of this magnet at contacts 20, 21 and 22 by its movement to danger position. This causes two of the breaks in the circuit of the alarm device, namely, the break at contact huge 35 and the break at contacts 29, 30.

When, therefore, the train having passed on to track section 2 deenergizes track iagnet 5, and drops contact finger 38, it closes the remaining break in the circuit of the alarm device and the latter is set in operation.

T 1e warning produced by the operation of the alarm device is of so oistinctive a character that it is designed to attract the attention of the engine driver and also the attention of other membersof the train crew and the passengers so that the negligent act of the engine driver is known to other persons on the train who may operate the engine whistle or apply the emergency brake. It is this possibility of thus setting the alarm device in operation that is calculated to make the engine driver attentive and watchful of his signals so that he may not unknowingly pass a signal at danger position or enter a danger Zone.

After the vehicle has been retarded by pulling back lever and the treadle has been depressed to forestall the operation of the alarm device, lever 52 cannot be pushed forward to apply power to the vehicle until a predetermined time interval has elapsed due to the retarded energization of solenoid 56, as has been described in the foregoing. This requires the engine driver not only to retard his train before cutting out the alarm device, but requires him thereafter to wait a suitable interval before again acquiring speed.

The invention may be associated with a signal standing normally at danger as well as to one standing at safety. Also to a signal located on th vehicle as well as on the trackway and also to a signal whose indication is given otherwise than by changes in position.

The term danger condition of a signal or semaphore, as herein shown, means a cautionary or any condition other than safety, and may indicate that the train or vehicle should stop immediately or slow down or be prepared to stop.

hat I claim is 1. in a vehicle control system, the combination of an alarm device; vehicle controlled means for operating the alarm device; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

2. In a vehicle control system, the combination of an alarm device located on the tracltway; vehicle controlled means for operating the alarm device; areventive means to forestall the operation of the alarm device; retarding means for the vehicle con trolling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

3. In a vehicle control system, the combination of an alarm device; vehicle controlled means for operating the alarm device; preventive means on the vehicle to forestall the operation of too alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a preoetermined time interval after said preventive means have been operated.

4. In a vehicle control system, the combination of an alarn device located on the trackway; vehicle controlled means for operating the alarm device; preventive means on the vehicle to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

In a vehicle control system, the combination of a signal; an alarm device operable when the signal is in a predetermined condition of indication; vehicle controlled means for operating the alarm device when the signal is in said condition of indication; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

6. In a vehicle control system, the combination of a signal; an alarm device located on the trackway and operable when the signal is in a predetermined condition of indication; vehicle controlled means for operating the alarm device when the signal is in said conditionof indication; )reventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

7. In a vehicle control system, the combination of a signal; an alarm device operable when the signal is in a predetermined condition of indication; vehicle controlled means for operating the alarm device when the signal is in said condition of indication; preventive means on the vehicle to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

8. In a vehicle control system, the combination of a signal; an alarm device located on the trackway and operable when the signal is in a predetermined condition of indication; vehicle controlled means for operating the alarm device when the signal is in said condition of indication; preventive means on the vehicle to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

9. In a vehicle control system, the combination of an alarm device; vehicle controlled means, including a track circuit, for operating the alarm device; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

10. In a vehicle control system, the combination of a signal; a track circuit controlling said signal; an alarm device operable When the signal is in a predetermined condition of indication; vehicle controlled means, including a track circuit, for operating the alarm device when the signal is in said condition of indication; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

11. In a vehicle control system, the combination of an alarm device; vehicle controlled means for operating the alarm device; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means and operable independently thereof; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

12. In a vehicle control system, the combination of an alarm device located on the t-rackway; vehicle controlled means for operating the alarm device; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means and operable independently thereof; and means to prevent povver being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

13. In a vehicle control system, the combination of a signal; an alarm device operable when the signal is in a predetermined condition of indication; vehicle controlled means for operating the alarm device When the signal is in said condition of indication; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means and operable independently thereof; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

l t. in a vehicle control systennthe combination of a signal; an alarm device located on the trackwav and operable when the signal is in a predetermined condition of indi cation; vehicle controlled means for operating the alarm device when the signal is in said condition of indication; preventive means to forestall the operation of the alarm device; retarding means for the vehicle controlling said preventive means and operable independently thereof; and means to prevent power being applied to the vehicle for a predetermined time interval after said preventive means have been operated.

This specification signed and witnessed this 16th day of Janna y A. D, 1913.

JOHN T. (JADE.

Signed in the presence of Ion G. GILMORE, lVon'rrrINoToN CAMPBELL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, I). C.

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