US1140356A - System for vehicle control. - Google Patents

Description

J. T. CADE.

SYSTEM FOR VEHICLE CONTROL.

APPLICATION men 001. 4. 1912.

1,14%560 Patented May 25, 1915.

: l WITNESSES I I VIM/T0 m i y I THE NORkIS PETERS CO. PHOTO LITHOH WASHINGION. D C

- train is not taken JOHN '1. OADE, OF ARCOLA,

NEW JERSEY, ASSIGNOR TO FEDERAL SIGNAL COMPANY,

CORPORATION OF NEW YORK.

SYSTEM FOR VEHICLE CONTROL.

Specification of Letters Patent.

Patented May 25, 1915.

Application filed October 4, 1912. Serial No. 723,852.

T all whom it may concern:

Be it known that 1, JOHN T. CADE, 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.

This invention relates to vehicle or train control systems and has for its object to eliminate certain dangers to railway traffic 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 traflic regulations. It is found that such action of engine drivers is frequently due less to a voluntary disregard of the signal than to a 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 efficient conduct of trafiic where such traflic is carried on under the usual widely varying conditions of ordinary railway operation. A signal sometimes stands at warning indication when it is desirable for traffic 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 trafiic.

In the present invention the control of the from the engine driver but provision is made to make him exercise 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 by the consent of or in conjunction with some other person that will forestall the operation of the alarm device. 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 by the consent of or in conjunction with some other person that will cut out the alarm device from operation. 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 cause others, and preferably him also, to realize what is taking place. The cutting out of the alarm device is effected through operative means under the control of other provisions, one of which may be operated by the engine driver and the other by another person, as for example, the conductor. This alarm device is distinct in its action or appeal from that of the bell, whistle or other signal usually carried on a train or vehicle, being designed and arranged to attract the attention of occupants of the vehicle or train other than the vehicle operators, such as the engine driver and fireman of a steam locomotive or the motorman of an electriccar or train. The alarm device is also preferably designed and arranged to attract the attention of such operators of the vehicle or train in addition to that of the occupants, such as the passengers and such as the train crew other than the op erators. 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 actwhen entering or about to enter a danger zone of the track. 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 entrance end of a track zone when travel in such zone is dangerous. It is. obvious that the signal with which the alarm device 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 (lan ger 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 devicenor any special type of signal. This alarm device may be stationedon the trackway 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 alarmdevice.

The invention is shown in one of its various embodiments in the accompanying drawings. 7

Figure 1 is a diagrammatic representation of'the system. Fig. 2 is a side elevation showing a car on which is mounted a treadle for cutting out the alarm device and an electrical controlling device therefor.

through wire 8, solenoid 'trackway connected,

eferrlng 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 inthe former ofwhichfis the track magnet 4, and in'the latterof which is the track magnet 5.

6 is a signal'of the semaphore type located on thetracl'nvay 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 extends from, generator 7 9, wire 10, contact 12 of magnet 14,

point 11, contact finger and-wire 15 back to generator 7.

16 and 17 are two contact rails on the respectively, by wires 18'ancl 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 6. Magnet 23 is normally energized by a circuit which includes generator 7, wire 24, 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, wire 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.

through wire arranged to be connected by the contact'31 circuit is normally 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 or otherwise. It is here shown in the form of an electrically operated gong, the circuit for which extends from generator 7, 28, contacts 29, 30, which are on the semaphore blade when the latter is in danger position, thence through wire 32, gong 27, wire 33, contact point 34, 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 open at three points, namely, at contacts 29, 30, at contact finger 35. and at contact finger 38. Contact rail 17 is connected with wire 25 through wire 50, contact finger 5lof magnet 5, contact 52, wire 53, contactfinger 54 0f magnet 23, contact point 55 and wire 56.

40, 41 and 42 are three cars of a train traveling on the track in the direction of the arrow. Mounted on the car 40 is a treadle 43 arranged to operate a shoe 44 capable of bridging the contact rails 16 and 17 and thereby connect them electrically together. Connected with the treadle is an arm 45 which operates a slide rod 46 associated with the solenoid 47." When this solenoid is deenergized, its core drops into any suitable manner, audible.

a recess in the slide rod and thereby locks it from movement and prevents the depression of the shoe 44. 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 40 but he is unable to perform this act until the solenoid 47 is energized to unlock the treadle. The energization of the solenoid.

47 is designed to be under the control of some person other than the engine driver... solenoid is shown as lncluded 1n a circuit 49 extended back to For this purpose the car 42 whereon is located a switch 48 in cluded in this circuit. The operation of this switch 48 may be under the immediate care of the conductor or other designated member of the train crew. When this switch 48 is open, the shoe 44 is locked against depression. But .when this switchis closed, solenoid 47 is energized and the contact shoe 44 unlocked so that it may be dedevice 27 heretofore pointed out, and. be-.'

cause when the train passes on to track section 1, it merely deenergizes track magnet 4, thereby breaking the signal circuit and permitting the semaphore to drop to danger position. When 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 indication, he calls upon the conductor or other person to close the switch 48 and thereby unlock the shoe 44. l/Vhen the shoe has been thus unlocked, the engine driver then depresses it 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. When the train proceeds on to track section 2, it denergizes track magnet 5 and drops contact fingers 3S and 51. 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 51 will have dropped before contact fingers 35 and 54 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 remains cut out. When the train is on track section 2, the circuit of magnet 23 may be traced from generator 7, through wire 24, contact rail 17, wire 50, contact finger 51, contact point 52, wire 53, contact finger 54, contact point 55, Wire 56, magnet 28, wire 26 back to generator 7. Thus, the operation of the alarm device may be prevented by the conjoint action of the engine driver and the conductor. 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 44, 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 finger 35 and the break at contacts 29, 30 to be closed. When, therefore, the train having passed on to track section 2 deenergizes track magnet 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. Thus 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.

The invention may be associated with a signal standing normally at danger as well as with one standing at safety; also with a signal located on the vehicle as well as on the trackway and also with 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.

Of course, it will be understood that instead of having the engine driver operate the treadle 43 and the conductor operate the switch 48, the arrangement may be reversed to provide for the engine driver operating the switch 48 and the conductoror other member of the train crew operate the treadle 43. In this modified arrangement, the location of the switch 48 and the treadle 43 will, of course, be reversed.

I claim: u

1. In a vehicle control system, the combination of an alarm device distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device; means for preventing the operation of the alarm device; and provisions for controlling said means, said last mentioned means and said provisions being under the operative control of different persons.

2. In a vehicle control system, the combination of an alarm device distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occu pants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device; means operable from the vehicle for preventing the operation of the alarm device; and provisions for controlling said means.

3. In a vehicle control system, the combination of an alarm device distinct in its action from that of the signals usually car ried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device; means for preventing the operation of the alarm device; and provisions on the vehicle for controlling said means.

4. In a vehicle control system, the combination ofan alarm device distinct in its action from that of the signals-usually carried on a vehicle or train and designed and arranged to attract the attention of .occu- 3 pants of the vehicle or train other than the operators thereof; vehicle controlled. means for operating the alarm device; means operable from the vehiclefor preventing the operationof the alarm device; and provisions on the vehicle for controlling said means. V

5. In a vehicle control system, theeombination of an alarm device located on the trackvvay; vehicle controlled means for operating the alarm device; means operable from the vehicle for preventing the operanal is in a predetermined condition of indication, said alarm device being distinct in its action from that of the signals usually carried on a vehicle or train and designed V and arranged to attract the attention of occupantsj of the vehicle or train other than theoperators thereof; a track circuit con- ;trolling said alarm device; means for preventing the operation of the alarm, device; and provisions for controlling said means, said last mentioned means and said provisions being under the operative control of different persons.

:7. In a vehicle control system, the'combination of a signal; an alarm device operable When thesignal is in a predetermined condition of'indication; said alarm device being distinct in its action from that of'the sig:

nals usually carried on a vehicle or train and designed and arranged to attract theattention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device When the signal is in said condition ofindication; means for preventing the operation of the alarm vdevice; and provisions for controlling said means, said last mentioned means and said provisions being under the operative control of diiferent persons.

8. 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 alarmdevice When the signal is in said condition of indication; means operable from the vehicle for preventing the operation of the alarm device; and provisions for controlling said means.

9. bination of a signal; an alarm device operable When the signal is in a predetermined condition of indication; vehicle :controlled In a vehicle control system, thecomnseam means :for operating the alarmjdevice when theslgnal 1s 1n said condition of indication;

means for preventing the operation of the erable when the signal is ina predetermined cond tion of indication; vehicle controlled means for operating the alarm device When the signal is in said condition of indication; means operablefrom the vehicle for preventing theoperation of the alarm device; and provisions onthe vehiclefor controlling said means. v .11. In a vehicle control system, the combination of a signal located on the, track: Way; an alarm device operable When the signal is in a predetermined condition of indication, said alarm device being distinct in itsaction from that of the signals usually carried on a vehicle or train and designed I and arranged to attract the cupants of the vehicle or train other than the operators thereof; vehicle controlled sald provisions being under the operative control of different persons. 7

12. In a vehicle control system, the combiattentionof ocmeans for operating the alarm device When nation of a signal located on the trackway;

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; means operable from the vehicle for preventing the op eration of the alarm device; and provisions on the vehicle for'controllingsaid means.

13. In a railway control system, the combination of a signal guarding a portion of a track; a track circuit controlling said signal; an alarm device operable when the sig nal is in apredetermined condition of indication, said alarm device being distinct in its action from that of the signals usually carried on a vehicle or train and designed andiarranged to attract the cupants of the vehicle or train other than the operators thereof; a track circuit controlling said alarm device; means for preventing the operation of the alarm device; and provisions for controlling said means, said last mentioned means and said provisions being under the operative control of different persons.

14. In a railway control system, thecombination of a signal guarding a portion of a track; a track circuit controlling said signal; an alarm device operable When the signal is in a predetermined condition of indication; a track circuit controlling said alarm attention of 00- device; means operable from the vehicle for preventing the operation of the alarm device; and provisions for controlling said means.

15. In a railway control system, the combination of a signal guarding a portion of a track; a track circuit controlling said signal; an alarm device operable when the signal is in a predetermined condition of indication; a track circuit controlling said alarm device; means operable from the vehicle for preventing the operation of the alarm device; and provisions on the vehicle for controlling said means.

16. In a railway control system, the combination of a signal located on the trackway and guarding a portion of a track; a track circuit controlling said signal; an alarm device operable when the signal is in a predetermined condition of indication; a track circuit controlling said alarm device; means operable from the vehicle for preventing the operation of the alarm device; and provisions for controlling the said means.

17. In a railway control system, the combination of a signal located on the trackway and guarding a portion of a track; a track circuit controlling said signal; an alarm device operable when the signal is in a predetermined condition of indication; a track circuit controlling said alarm device; means operable from the vehicle for preventing the operation of the alarm device; and provisions on the vehicle for controlling said means.

18. In a vehicle control system, the com- G'opies of this patent may be obtained for bination of an alarm device distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device; means on the vehicle for preventing the operation of the alarm device; and provisions controlling said means, said means and said provisions being designed and arranged to be operated by different members of the vehicle crew.

19. In a vehicle control system the combination of an alarm device distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device; means on the vehicle for preventing the operation of the alarm device; provisions controlling said means said means and said provisions being designed and arranged to be operated by different members of the vehicle crew; and a signal controlling the operation of the alarm device.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

JOHN T. CADE.

Witnesses:

IDA G. GILMORE, WORTHINGTON CAMPBELL.

five cents each, by addressing the Commissioner of Patents,

Washington, D. G.

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