US1204910A

US1204910A - Automatic train-control system.

Info

Publication number: US1204910A
Application number: US85762814A
Authority: US
Inventors: Adolph A Starke
Original assignee: JOHN ALFRED CABOT; RALPH DIKEMAN
Current assignee: RALPH DIKEMAN; JOHN ALFRED CABOT
Priority date: 1914-08-20
Filing date: 1914-08-20
Publication date: 1916-11-14
Anticipated expiration: 1933-11-14

Description

aw-M w A. A. STARKE.

AUTOMATIC TRAIN CONTROL SYSTEM.

7 PPLICATION FILED AUG.20. 1914. L filc Patented Nov. 14, 1916.

'3 SHEETS-SHEET WITNESSES mam/r03 w wm A. A. STARKE. AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED AUGJO. 1914.

n0 1 9 1 4 1 V O B d e t H e t a P l/Vl/EN TOR WITNESSES.

' A. STARKE.

AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED AUG.20, 1914.

Eatented Nov. 14, 1916 3 SHEETSSHEET 3- INVENTOR g mwm W 4 1 neer or motorman in running past a signal.

' eonora ADOLPI-I A. STARKE, OF NEW YORK, N. Y., ASSIGNOR F FOUR-TENTHS T0 JOHN ALFRED CAIBOT AND ONE-TENTH TO RALPH DIKEMAN, BOTH OF NEW YORK, N. Y.

Specification of Letters Patent.

AUTOMATIC TRAIN CQN TROL SYSTEM.

Patented Nov. 1a, was.

Application filed August 20, 1914. Serial No. 857,628.

To all whom it may concern of New York, in the county of Bronx and 9 State of New York, have invented certain new and useful Improvements in Automatic Train-Control Systems, of which the following a specification.

This invention relates to automatic train control systems, and isparticularly adapted for use in connection with a block signal system.

."It has been fouiid that in railway accidents, the trouble has been generally due to the carelessness or inadvertence of the engi- To overcome that, attempt has heretofore been made to provide for the automatic op- I 'eration of an emergency brake which exhausts the train line directly into the atmosphere and brings the train to a sudden stop,

1 which often causes considerable damage to p the train and injury to the passengers.

The present invention contemplates to provide a system whereby the movement of the semaphore arm to danger electrifies a conductor as a third rail which energizes electro-responsive means on the car to shut off the power and to operate the engineers brake valve to the service stopposition, thus securing'a gradual application of the brake with minimum shock. This also serves as a reminder to the engineer, so that in case he desires to apply the brake still further,

he is free to operate thehandle to the emergency stop position. In case the train does not stop' quickly enough with the application ofithe service brake, and the engineer .fails to ap'plythe emergency brake, means is provided for applying the emergency brake automatically. Before the engineer can release the' brake, if the semaphore is still set to danger, he must operatea separate switch to; break the circuit which had been completed-by the movement of the semaphore arm to danger position. Also, in case the emergency brake has been automatically operated, he has to reset the same to off position'before he can start the train. The various further objects and advantages'will more fully appear from the following detailed description and the features of novelty will be particularly pointed out in the claims.

Fig. 7 is a side view partly in section looking at the mechanism illustrated in Fig. 6 from'the left. Fig. 8 is a detail diagram illustrating the connection of the switch associated with the cutout valve for the air cylinder actuating the valve handle or" the service brake. View of the connections for the automatic valve for the emergency brake. Fig. 10 is a diagram of the short circuiting switch for themagnet used in the automatic throttle control.

The track is divided into a number tions or

blocks

1, 2, 3, etc, insulated from each other, each of which controls a movable danger indicating element, as a semaphore 4. I have shown, by way of convenience in illustration, each block as disposed in a circuit electrified by a source of current, as a battery 5, which, when a train completes the circuit between the rails, energizes an elec-' tro-magnet 6 to actuate the semaphore to a position indicating danger. When the semaphore is so actuated, it sets into operation means whereby a train entering the preceding block is brought to a stop, first by automatically turning oflf the power and applying the regular service brake, and then by automatically applying the emergency brake, should the train not stop within the required safe distance. Running along the track is a conductor, such as a third rail "1', separated into sections insulated from each other corresponding to the sections or blocks of the track. Each of these sections is electrified by a suitable source of current, as a battery 8 in a circuit controlled by a switch 9, which is closed when thesemaphore is moved to danger. The locomotive, steam or' electric or otherwise driven, carries a shoe IOcontacting the third rail, and when the switch 9 is closed by the sempahore completee a circuit from. the battery 8, which is of sec- Fig. 9 is a diagrammatic switch 12 "(normally closed), wire 13, electromagnet 16 controlling the throttle, wire 17, and thence to ground. Thus, the power is shut ofi, and the-service brake is applied to stop the train gradually, without shock. Iv will now first describe the mechanism for operating the service brake through the direct actuation of the engineers valve V.

The magnet 14 serves to set into motion means whereby compressed air may be utilized for performing the shifting operation. The compressed air is taken from tank 18 which may be the same storage tank used for supplying the air for'the brakes. A cylinder 19 is mounted at a suitable position adjacent the brake valve handle, in which cylinder slides a piston 20 having a piston rod 21- connected thereto. At opposing sides of the piston are formed respectively chambers 22 and 23 communicating through

conduits

24 and 25 with a source of air'pressure, as the air tank L8. The pressure in the chambers normally is substantially balanced and the piston 20 is thus normally held by a spring 26 against a shoulder or stop 27 formed in the interior of the cylinder. Then the magnet 14 is energized, a plunger 28 is retracted against the tension of a spring 29 opening an exhaustvalve 30, thus reducing the pressure in the chamber 23. The piston is thereupon forced to the right, its rod 21 striking the head 31 of the rod 32. The latter is connected by a link 33 to the brake valve handle V, and thus the latter is operated to the service stop position. A suitable spring 34 is disposed about the rod 32 at the interior of the casing 35, abutting an interior shoulder 36. This spring serves as a bumper to relieve the impact and to take up the inertia of the moving rod 32 at the end of its travel. lVhen the piston reaches the end of its stroke, it operates a valve 37 against the force of a spring 38 to close the admission of the compressed air through the conduit 24 into the chamber 23, and thus prevents any escape of air through the open exhaust valve 30. A suitable bumper 39'is connected to the valve 37 and takes up the shock arising through the impact of thepiston. This bumper may conveniently be formed with a head 40 extending into a cup 41 formed in the valve 37, on either side of which head are disposed the springs 42. Should the engineer desire to release the brakes, while the semaphore is still at danger, as for backing or the like, he closes a cock or valve 43 disposed in the conduit 25 and thereby shuts off the pressure from the chamber 22. At the same time, the circuit through the Winding of the electromagnet is broken through the switch 12* previously described, this switchbeing opao-e910 28 which operates to close the exhaust valve 30 of the chamber 23, as will be clear from the previous description, and open an exhaust valve 45 for the chamber 22, as follows: Pivotally mounted upon the plunger 28 is a hook 46, the nose of which 47 is impelled upward by a spring 48, seating in a socket formed in the plunger and engaging the tail 49 of the hook. When the magnet is energized, as previously described, the nose 47 of the hook snaps under an interior shoulder 50 formed on a standard 51 ex tending outward from the valve 45. Then, when the magnet is deenergized and the plunger is projected by the spring 29, the hook 46 engaging the valve 45 carries the same with it against the tension of springs 52, which normally hold the valve 45in position to close the exhaust from the chamber 22. It will be understood, of course, that the spring 29 is more powerful than the springs 52 and will readily overcome the resistance of the latter. As the air from the chamber 22 is exhausted through the opening of the exhaust valve 45, the spring 26 returns the piston 20 to its normal position against the shoulder 27. The admission valve 37 is then immediately returned to open the chamber to the pressure of the air tank. Just before the piston hits the shoulder 27 it strikes a bell crank lever 53, to which is connected a rod 54 extending out of the cylinder into the path of the tail 49 of the book 46. The rod 54 thus turns the-hook about its pivot, so as to free the valve 45, permitting the spring 52 to return the valve to position wherein the exhaust is closed. Simultaneously with the automatic application of the service brake,- the energizing of the magnet 16 sets into operation means for automatically shutting oit the power. I have illustrated diagram-.

matically a throttle lever 55 operated by compressed air introduced into a cylinder 56.

Referring to Figs. 1, 5, 6, and 7, the magnet 16 when energized operates the plunger 57, turning the lever 58 about its fulcrum to lift the valve stem 59 of valve 60. The latter connects at its mouth 61 with the source of pressure, as, for instance, the air tank 18, and introduces the compressed air into the cylinder 56 through the port 61. The piston 62 working in the cylinder 56 is forced to the right (Fig. 5), and through its rod 63 connected with the bell crank 64 mounted upon the lever 55, releases the rod valve 60 to close,

the ground.

spring 67, and further movement of the pis ton carries the lever 55 over into position at which the power is shut of Any air which may be in the cylinder in front of the piston escapes freely through the vents 67 Whereas the vent (SS behind the piston is closed by the flap valve 69 which lifts auto matically with thein'rush of air into the cylinder behind 'tl e-piston. As soon as the piston has reached the end of its stroke, as indicated in dotted lines at '62, past the vent 67, the airbehind the piston escapes and permits the flap valve (59 to drop, again opening vent 68. At the same time the magnet 16 is short-circuited to permit the preventing the escape of compressed air.

Referring to Figs. 6, and 10, the circuit throughlthe magnet may be shunted through contacts 70 situated at a Suitable position,

. as on the head of the cylinder 56, which contacts may be bridged by a block -71. attached or; formed upon the rod 63. The circuit through the

wires

15 and 17 is bridged across the block, and the magnet is thuscut out. In case it is desired at any time to.

lock the throttle'in oil position, a fork 72 may be provided having prongs which may pass through the vents 67 when the piston 62 has reached the position 62 This may be used to prevent unauthorized tampering with the engine. In case the service brake does notlopezrate to stop the train at a safe distance within the block, means is provided for an automatic application of the emer ency brake. Adjacent the forward end of each section of the third rail is provided a short rail section 78, which is energized together withthe third rail. The locomotive or car is provided with an. additional shoe 74 Which is adapted to strike the short sections 73 to energize a magnet 75 (Figs. 1 and 9) to trip an air valve 76,

exhausting the train pipe directly into the atmosphere, and thus applying full pressureupon the brakes. At the same time the circuit is completed through the magnet 16 to shut off the power, if this has not been accomplished previously through the third rail circuit. Thus, the circuit from the short fourth rail sections 73 goes from the battery 8 through the switch 9 operated by the semaphore, rail '73, shoe 74, wire 77, through magnet 75, wire 78,- which connects with the wire 15, and thence completes the circuit through the magnet 16, wire 17 to To visually indicate to the engineer that the third rail is energized, and therefore that danger is present, a lamp 79 may be n'ovidecl connected between the wire running from shoe l0 and the ground, which llghts up whenever the third rail is electrified. Also, it is desirable to provide an audible reminder to t e e gineer Whenever the valve 4:3 is shut ofi to trollingmagnet.

audible reminder maybe in the'form= of a bell 80, or some other audible signal operated by a separate battery or source of cur- -rent 81, the circuit of which is completed by contact of the conducting segment 82" of break the third rail circuit.

It will thus be seen thatl have provided a system whereby the power is shut ofi' and the service brake applied with certainty in case of danger.- The first application of the brake is similar to the ordinary application of the brake in service, and thus the shock usually occurring int-he application of automatic brakes hitherto. used is avoided.

permit the momentarystart/ingof the train when the danger signal isstill on; "lh1s the switch with the brush 83 whenever the valve 43 1S turned to shut oil the air and However, in case-the service brake for some reason or other fails topperate' or failsto operate with suliicient speed, an emergency brake is applied which is also connected with the power control v to make sure that the latter is thrown to off position, if it has not been soshifted previously. If the engineer should desire to start the train, as tor backing or for any other purpose, he

can do so by turning" a valve which cuts ofi thesupply of compressed air to the actu ating cylinder of the service ln-alre, and at the same timebreaks the circuit of its con- If the emergency brake has been applied, the engineer must also reset the trip valve to shut ed the compressed air before he can start the train. Every safeguard has'thus been provided to insure the stopping of the train and to prevent its inadvertent starting it the track 15 not clear.

bring the same to service stop position when the car runs into a block controlled by said movable means, an emergency brake valve, and means operating in conjunction with said current conveying means for actuating the emergency brake-valve after the service brake has been operated.

2. An automatic train control system comprising movable means responsive to the po sition of a train on a track, a third rail, means for energizing ti o same controlled by said movable means, a fourth rail section spaced along the track adapted to be ener- Having. thus described my invention 1' gized together with the third rail, electroresponsive rail to shin,

the engineers brake handle to l service stoppcsit on when the car runs intoeans energized by said third a block for which said movable means is set brakes at any point along the track whenthe train runs into a danger block, and separate means at spaced intervals along the track for controlling the emergency application of the brakes in case of failure or insuiiicient operation of the service brake.

ii. A train control system comprising in combination with the brakes, of a continuous third rail running along the track for controlling the service application of the brakes, and spaced fourth rail sections for controlling the emergency application of the brakes in case of failure or insuiiicient op eration of the service application of the brakes.

5. A train control system including two separate electro-responsive devices located at diiierent points on the car, respectively controlling the service and emergency application of the brakes, and independent electrical circuits for said electro-responsive devices, and means in connection with said electro-responsive devices for shutting off the power.

6.A train control system including separate electro-responsive devices located at different points on the car respectively controlling the service and emergency application of the brakes, and means for causing said devices to act to produce the respective braking operations according to the position of the train on the track, and means in con nection with said electm-responsivc devices for shutting off the power.

7. A train control system including two separate electro-responsive devices, respectively controlling the service and emergency application of the brakes, independent electrical circuits for said electro-responsive devices, and means controlled by each of said circuits for shutting off the power.

8. The combination in a train control system of two electroresponsive devices upon the train, in independent circuits, continuous means disposed along the track for acting upon one of said circuits when the train is at any given danger position along the track, means for acting upon other of said circuits when the train is at a different given position along the track, both of said means being rendered effective by a danger condition of the track ahead.

Signed at New York city, in the county of New York, and State of New York, this 27th day of July, A. D. 1914:.

ADOLPH A. STARKE.

Witnesses MAURICE Lnssnv, MINNIE S. MILLER;