US1221309A - Automatic train-control system. - Google Patents

Description

E. W. .GORSUCH.

AUTOMAIIC TRAIN CONTROL SYSTEM. APPLICATION FILED DEC. 11, 1915'.

Patented Apr. 3, 1917.

6 SHEETS-SHEE l' I E. w. GORSUGH. AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED DEC- ll, I HS Patented Apr. 3 1917.

'6 SHEETS-SHEET 2."

|||||l IHHII mnnnmklmmum.

ME mm m w mm mm, WWW. u c.

-E. W. GORSUCH.

AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED DEC- H. 1915. 1 l ,3U9, Patented Apr. 3, 1917.

6 SHEETS-SHEET 3.

lllliml v w n W177i I;

E. W. GORSUCH.

AUTOMATIC TRAIN CONTROL SYSTEM. APPLICATION FILED DEC-11,1915.

6 SHEETS- SHEET '4.

11%;! L3U9, Patented Apr. 3, 1917.

E. w. eoasupn. AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED DEC- 11; I915. 1 21 ,3U9' Patented Apr. 3, 1917.

' 6 SHEETS-SHEET 5 ms "ohms PErsRs co.. mqowurunv. wAsmluG ION; o c

l-W. GORSUCH. AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED DEC. "{1915.

Patented Apr. 3,1917.

6 SHEETSr-SHEET 6.

1,4: namus Pzrzns co PNOTO-LITND.. wasnmcmu. n. c.

g i l r s arra ea:

ATM

AUTOMATIC TRAIN-CONTROL SYSTEM.

Specification of Letters Patent.

Patented Apr. 3, 1917.

Application filed December 11, 1915. Serial No. 66,284.

To all whom it may concern:

Be it known thatI, EDWIN TV. GoRsUoH, a citizen of the United States, residing at the city of Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Automatic Train-Control Systems, of which the following is a specification.

This invention relates to improvements in automatic train control systems, one object of the invention being the provision of an electro-mechanical mechanism carried by the train and controlled through mechanism along the right of way and controlled si multaneously with the train signal, whereby the train will receive a caution signal, when two blocks to the rear of a train, and a danger signal when ocoupyingor entering the block just to the rear of that occupied by the previous train.

To carry this to the desired end, there is disposed along the track, what I term a the caution rail 16 in block C to be conwhich when the signals are at clear will be connected in a circuit, which will be closed by the train carried device, thus restoring the train carried device toclear .conditions, while on the contrary, should such rails be placed in an open circuit, due to a caution or danger position of the train signal, the caution and danger rails will not form an energized circuit when the train carried devices engage the same, and thus caution will be indicated in the cab, or the train will be brought to a halt by the danger condition. This apparatus is designed to be used with the usual closed circuit signal apparatus now in use by most railroads, and in conjunction therewith auxiliary circuits are provided so that the signal in the block occupied will control the danger stationary rail in the block to the rear, and the caution rail two blocks to the rear. The apparatus carried by the train is preferably supported at both sides of the tender, one being the danger shoe and the other the caution shoe, the danger shoe being adapted to operate train venting, and also power controlling devices, such as the throttle upon steam engines and the controller upon electric engines, while the cantion shoe controls merely a signal in the cab, to indicate to the engine man what he should do on entering each block.

To more fully understand the present in vention, attention is invited to the accompanying drawings, in which Figure 1 is a diagrammatic view of three blocks of a block signal system, the signal circuits for the occupied block, and the train carried circuit of the approaching train in the caution block being shown.

Fig. 2 is a side elevation of a tender truck with the shoe and valve carrying mechanism in side elevation, one rail for operating the shoe also being shown.

Fig. 3 is top plan view of the caution shoe controlled mechanism, with the cau tion signal device in diagram.

Fig. 3 is a sectional view through the signal.

Fig. 4: is a section on line kfii of Fig. 8.

Fig. 5 is a sectional view of the eleotropneumatic device as'shown in Fig. 4-, the electro-magnet being dee'nergized.

Fig. 6 is a section on line 6-6 of Fig. 4.

Fig. 7 is a section on line 77 of Fig. 3.

Fig. 8 is a top plan view of the danger shoe controlled mechanism.

Fig. 9 is a section on line 99 of Fig. 8.

Fig. 10 is a diagrammatic view of the danger mechanism and its connection with the train pipe, and throttle control.

Fig. 11 is a perspective view of the shoe per 36.

Fig. 12 is a side elevation of the rail for actuating the shoe.

Fig. 13 is a top plan view thereof, and

Fig. 141 is a detail view of the valve that prevents the train from being automatically stopped, should it be moving at a slow rate of speed.

In describing the details of this invention, the same will be considered under the topics of track apparatus and train carried apparatus.

Tracie apparatus.

Referring to the drawings, the numeral 11 designates the battery of the usual closed circuit signal apparatus with traflic in one direction only, the same being at the far end of the block, there being here shown three blocks A, B and C. The signal 12, and the apparatus associated therewith is only shown at block A, as it would be duplicated in the other blocks. The signal operating electrical device 13, is connected to the rails at the near or entrance end of the block,

so that when the block is occupied by the train T, same will be deenergized and the signal will fall to danger, causing the switch let, to be closed, and also simultaneously closing the switch 15. lVhen the switch 1 1 was closed, the caution rail 16 of the block C, was connected with'the' ground 17 through the conductor 18, the battery 19, the conductor 20, the switch 14, and the con- I ductor 21. The rail 16 is insulated from. the ground and 'traiiic rails, so that the proper circuit to be later described will be closed when the rail 16 is engaged by the train cariied'apparatusf- The switch controls the flow of current from the battery 22 to the dan er rail 23' which is thus connected to the ground 24, through the conductor 25, the battery 22, the conductor 26, the switch 15 and the'conductor 27.

. Thus the simultaneous closing of the switches ll and15 by the signal 12 causes the caution? rail 16 in block C to be connected to the battery 19, While the danger rail 23 is connected to the battery 22.

Train carried apparatus The train carried apparatus comprises the eautlon mechamsm and the danger mechan1sm,wh1ch are mounted so that the i shoe'mechanism of each will be upon oppovmetal than the plates 40.

site sides of the tender truck 28.

The caution mechanism, includes a platform or supportingbase 29, which is carried by brackets or other suitable hangers 30,'for attachment at any convenient place,

' but here shown as connected to the left hand side of the tender truck 28. The removable strips 31 of hard paper fiber or other suitable material are employed to permit the platform to be adjusted to regulate the desired distance the same is to be above the respective rails 16. i

The bolts 32 support the rail contacting member 33, there being employed the sheet "34 of insulating material and the bushings 35, so that there can not be a short circuit.

any Wear thereon maybe taken care of, and

when. the bushings are worn too much, new ones can be substituted without renewing the plates 40. r

The v.twvo platesfid in top. plan are in reality U-shaped, the wearing member ll 1 being connected the, ends thereof, which have welded or otherwise connected thereto the U-shaped valve operating member at. This member 14: extends above and in reality straddles the reduced end of the platform 29, while there is mounted through the platform the two rods =15, whose lower ends are pivotaily connected to the plates 40, a spring 16 being mounted upon each rod and incased by the cups 17 invertedly mounted upon the platform and through which the end of the red at slides as the shoe 33 moves up and down. These springs hold the shoe against undue vertical reciprocation or Y swinging due to the swaying and road action of the train.

Mounted upon the upper face of the platform and insulated therefrom by the sheets 18 of insulation, is a casting 49, which is provided with the two parallel double chambered portions 50 and 51. In the lower chamber of the portion 50 is mounted a piston valve 52, held upwardly by the coiled spring 53, the train line pipe 54 being connected to supply air to the lower end of such chamber, to pass through the ports 55. The stem 56 is mounted for sliding movement in the bore 57 of the partition 58, and is provided with the longitudinal grooves 59, which when the valve 52 is in normal position admits air into the upper chamber beneath the flexible plunger casing 60, to be directed through the port 61 to the pipe 62, where it is led through the pipe 63 to the chamber 64 of the caution signal casing In this chamber 64 is mounted a paddle 66, which is operably connected through the shaft 67 to the signal arm or pointer 68, which may or may not be connected to an audible alarm, such as an electric bell or whistle, or light a caution lamp, as may be found desirable.

The upper end of the upper chan'iber 69, is closed with an apertured plug 70, in which is slidably mounted. a pin 71, which rests upon the upper end of the stem 56, so that the member 41- will engage the same and normally hold the parts in the position as shown in Fig. 7, the spring exerting a tension to push the same upwardly and cut-0E communication between the upper and lower chambers.

The member or portion 51, comprises a lower chamber 72, which has a port 73 in the lower end in communication with the ipe 63 through the pipe 7-l, the spring 75, normally holding the apertured plunger 76, and its stem 77, upwardly, so that no communication is had between the chambers 72 and 78. This stem is provided with ports 7 9, which permit air to flow through the opening 80 of the partition 81, in the flexible diaphragm casing 82, a port 83 being open to the atmosphere. The pin 83, carried by the plunger head 84: abuts the upper end of the stem 77, and under normal conditions is flush with the top of the casting 49, so that the member 44 when in the position as shown in Fig. 7 will not contact the same and depress the plunger 76.

Under normal conditions, the parts are in the position as shown in Figs. 4 and 7, the electromagnet 85, whose electrical connections will be set forth later on, being energized each time that the plate 41, con- 10 tacts a rail 16 that is properly connected to its battery 19. The energization of the electromagnet 85 attracts the pivoted armature 86, which is provided with the socket 87, to slidably receive the lower end of the rod 88, which is normally held upwardly by the spring 89. Hingedly connected to the upper end of the rod 88, is a block 90, which, if the electromagnet was not energized when the plate 41 engaged a rail, 16,

29 due to a caution condition, the rail not being connected with the battery, will be moved. by the spring 91, upon the top of the plunger 84, and be thus interposed between the lifted member 44, so that when the member 44 descends, the block 90 will be engaged, and thus the plunger 84 will be pushed upon to in turn push the valve 76 downwardly and permit air to escape from the lower chamber 72 through the port 83 to the atmosphere. At the same time, as the member 44 is held from engaging the pin 71, the spring 53 will be free to act and will cut-ofi. the flow of air from the lower chamber of the portion 50, and

the air in the segmental chamber 64 will exhaust and the pointer 68 will fall to indicate a caution condition.

The engine man will then proceed through the block, and when the member 41 engages to the next rail 16, if it should be connected to its battery 19, the electromagnet will be energized, and the armature will be attracted to remove the block 90, out of the path of the member 44, which upon descending will open the valve 52, and permit air to flow to operate the pointer 68, while the spring will close the valve 76.

The danger mechanism is somewhat similar and is mounted in a like manner so at the opposite side of the truck, the platform 29, carrying a similar shoe mechanism, but having a casing 92, which is provided with the two communicating super posed chambers 93 and 94. The plunger apertured valve 95 is mounted in. the lower chamber, and carries the stem 96, which is constructed similar to the stem 77, a diaphragm casing 97 being connected thereto in the upper chamber 94 while the spring 6c 98 normally holds the valve upwardly and closed. The lower end of the chamber 93 is in communication with the train pipe 99, throii gh the pipe 100, While the exhaust port 101, is connected through a pipe 102 either to the atmosphere or to the cylinder 103,

of the throttle operator 104, which in turn is provided with an exhaust to permit the air under pressure to be vented and thus actuate the air brake system and bring the train to a halt, when the valve 95 is de- 70 pressed by the member 44. The throttle operator is merely indicative of any device that will operate the throttle lever 105, so that as the air brakes are operated to put 011 the brakes the power will be cut. The throttle lever 105 is all merely indicative of any form of control for the power, as for instance a controller for an electric engine or car, as the present apparatus is applicable to both steam and electric traffic. A casing or dome 106 is adapted to cover both the mechanisms carried by the plat forms 29 and 29, thus keeping out as much dirt as possible, and preventing any tampering with the parts. The electromagnet 85 and the block and all the corresponding parts that are used in the caution mechanism have been primed, to reduce the description thereof, and to prevent confusion, and they there 90 fore operate in a similar manner, the valve being normally closed, as the member 44 does not normally contact the plunger 84, the valve being opened when the block 90 is interposed between the member 44 and-the 95 plunger 84, and due to the passage of a rail 23, that is disconnected, due to a danger condition, from the battery 22. Thus when this does occur, that is when the block ahead is occupied, the valve 95 is depressed and air entering the chamber 93 from the train pipe is vented to the atmosphere and the train is brought to a halt, the rail 23 being sufficiently long to permit the train to be brought to a halt before the contact member 41 has left the rail 23, so that when the train ahead has left the block ahead, the rail 23 will be connected to the battery, so that the electromagnet 85 will be energized and attract the armature 86, and remove the block 90 from below the member 44, and permit the spring 98 to close the valve 95, after which the train can proceed. If so desired, a valve may be interposed within the pipe 100, to permit the engine man to take control of his train, or the armature may be operated by another circuit, so should the train have proceeded beyond the rail 23, the

air brake system can be restored, and the train proceed.

The circuits carried by the train, one for the caution and the other for the danger electromagnet, are identical, so that the description for one will suflice for both.

A conductor 107, in any appropriate manner is connected to the member 44, and the electromagnet 85--85, while the conductor 108 is connected to the engine frame, with an audible alarm 109, so that the bell will 130 ring .each time a charged rail 16 or 23 is en gaged by the member 41, and thus notify the engineman that the system is in operable condition.

From the foregoing description taken in connection with the drawings, "it is evident that with a system similar to the one herein set forth, caution and danger conditions-are so taken care of as not-to unduly delay trafiic, and y et at the same time, the greater part of the mechanism is carried upon the train, so that it is readily adjusted and repaired.

Where so desired, the batteries 19 and 22 may be carried upon the train, they merely being here shown diagrammatically, and

. in one form of installation.

Although the present apparatus has been illustrated in connection with an electric signal system, it is apparent that the switches at the semaphore can be operated mechanically,'and that the semaphore may be a me chanically operated one. 7 By mounting the shoes as here shown, the Wearing parts are easily adjusted and reneWed without discarding the major parts, thus rendering the up-keep of this system an important item, in that it is reduced to ,a minimum. lhe bridging element of the shoe, as shown in Fig. 11, may beformed integral with the shoe, by casting, welding or any" other desired manner, or it may be fastened otherwise. lhecylinder 110, which is connected in the venting pipe P leading to the throttle control, is provided with a piston 111, which under normal conditions, that is when the train is proceeding slowly in a danger zone, W1ll close the vent and prevent the escape of airand the consequent automatic stopping of the train, while should the train be moving at a greater speed, it will not interfere .with the automatic stopping, due the arisj mg of a danger condition. In other words,

ijfthe .train running at ten miles an hour reaches a danger zone, it will not be auto- 'matically halted, as at this speed or less, the engineman issupposed to have full control 1 of his train and can bring it to a halt in a very short distance.

What I claim, as new, is 1. In a train control system, the combina- 7 tion with a partial circuit along the right of way andincluding a rail parallel to the track, of a train carried mechanism, including train governing mechanism, a swingingly mounted member for engagement with the parallel rail, a valve under the control ofthe member and for controlling the train governing mechanism, a spring actuated block for interposition between the member and the valve, and electrical means including a partial circuit carried by thetrain for cooperation with the first partial'circuit for :holding the block in opposition to the spring.

2. A train control mechanism, including a support for attachment to a train, a swingingly mounted shoe carried thereby, a valve connected to the air-brake system of the train carried by the support, means carried by the shoe for operating the valve, a spring actuated member for disposition between the latter means and the valve, and electrically controlled means for holding the last member from between said means and the valve and for rendering the valve inoperative.

3. A train control mechanism, including a support for attachment to a train, a swingingly mounted shoe carried thereby, two valves mounted upon the train, said valves being mounted to operate alternately, means carried by the shoe for operating said valves, a train governing means controlled by said valves, and electrically controlled means for rendering one of the valves inoperative.

1. A train control mechanism, including a support for attachment to a train, a swingingly mounted shoe carried thereby, two valves, one of said valves being held open by the shoe and the other normally closed, spring and electrically operated means for disconnecting and connecting the other valve from and to the shoe, the first of said valves being connected to the air-brake system while the other exhausts to the atmosphere, and train governingmeans ope ably connected to said valves whereby at one time it is under pressure through the first valve and at the other time it is open to the atmosphere through the second valve.

5. A train control mechanism, including a support for attachment to a train, a swingingly mounted shoe carried thereby, two valves, one being normally open and the other normally closed, spring and electrically operated means for disconnecting and connecting the.last valve to the shoe, said latter means being normally electrically operated, and when spring actuated causing the shoe to be connected to the last valve so that the first valve is permitted to close and the last valve is opened, and train governing means controlled by both of said valves, said means being in normal condition when the first valve is open and being in abnormal condition when the second valve is open.

6. A train control mechanism, including a support for attachment to a train, a casing mounted upon the support and provided with two valves, one of said valves being open when the other is closed, an air pressure supply leading to one valve and the other valve being an exhaust valve, a pressure chamber in communication with both valves,

electrically operated pressure is admitted to the chamber and whereby when the latter means is spring actuated pressure is released from the chamber;

7. A train control mechanism, including a support for attachment to a train, a casing mounted upon the support, a valve mounted therein and operably connected to an air brake system, said valve being normally closed, a shoe pivotally connected to the support and provided with means for operating the valve, and an electrically and spring actuated block for movement between the s we and valve, whereby the valve is opened when the block is engaged by the shoe.

8. ii train control mechanism, including a support, a casing mounted thereon and pro rider, with superposed communicating chambers, the lower chamber being connected to an air brake system, and the upper chamber having an exhaust port, a valve for controlling communication between the two chambers and normally closing the exhaust, means mounted in the upper chamber for engaging the valve, a shoe swingingly connected to the support, cooperative means carried by the casing for interposition between the valve engaging means and the shoe, whereby when the said means is interposed between the two, the valve is opened by the shoe.

9. A train control mechanism, including a support, a casing mounted thereon and provided with superposed communicating chambers, the lower chamber having an inlet port for connection with an air brake system while the upper chamber is provided with an exhaust port, a valve mounted in the easing for controlling the flow of pressure through the chambers, means mounted in the upper chamber for engaging the valve, said means being normally flush with the top of the casing, a shoe swingingly connected to the support and having a portion disposed to rest above but out of contact with the valve engaging means, and an electrically and spring actuated means for interposition between the portion of the shoe and the valve engaging means, whereby said portion of the shoe will engage the same and through the valve engaging means actuate the valve.

10. A train control mechanism, including a support, a casing mounted thereon and provided with a valve casing provided with one port for connection with an air brake system and with a venting port, a valve mounted in the casing, means vmounted in the casing for engaging the valve, a shoe swingingly connected to the support, a reciprocatory block mounted to be placed between the shoe and the valve engaging means, a spring for moving the block in one direction, and an electrical device, which when energized moves the block in opposition to the spring.

11. A train control mechanism, including a support, a casing mounted thereon and provided with a port for connection with an air brake system and with an exhaust port, a power controlling mechanism operably connected with the exhaust port, a valve mounted in the casing, means mounted in the casing for engaging the valve, a shoe swingingly connected to the support, means carried by the shoe for movement to and from the last means, a reciprocatory wedge for movement from and between the shoe carried means and the valve engaging means, a spring for moving the wedge to said position, and an electrical device for moving the wedge in opposition to the sprmg.

' in a train control mechanism, the combination with an air brake system, a power controlling mechanism, and a partial electric circuit carried by the train, of a valve interposed between the air brake system and the power controlling mecha nism for venting the system and operating the power controlling mechanism, a shoe for operating the valve, said shoe normally being disconn cted from the valve, an armature and saring actuated wedge for interposition between the shoe and the valve, and an electroanotor in the partial circuit for normally attracting the armature and maintaining said wedge from interposed position, the arising of a danger condition causing the de inergization of the electromotor and permitting the spring to operate the armature and interposed the wedge to connect the shoe to the valve.

18. In a train control system, the combination with a partial electric circuit including a switch controlled by a semaphore signal system, and a ramp rail along the trackway; an air brake system, and a partial electric circuit including a movable contact shoe carried by the train; and a train governing means mounted upon the train; of means for controlling the train governing means through the ramp rail and shoe, including a valve normally open and supplying pressure from the air brake system to the train governing means, a second valve normally closed for controlling the exhaust from such train governing means, and an electro-mechanical means for controlling the alternate operation of said valves, whereby upon the arising of a caution condition the electro-mechanical means is mechanically operated to connect the exhaust valve to the shoe and permit the closing of the supply valve.

14. A train control mechanism, including a support, two valves mounted thereon, one being closed while the other is open, and one being a supply and the other an exhaust valve, an air brake system connected to the supply valve, pneumatically con trolled train governing means connected to both valves, a shoe normally connected to permit the supply valve to be open the eX- haust valve to be closed, a reciprocatory member for connecting the exhaust valve to the shoe, a spring holding the member in engagement with the exhaust valve, and an electrical device for holding the member in opposition to the spring.

15. A train control mechanism, including 7 an air brake system, a pneumatically controlled train governing means, two valves, one being connected to the an brake system to supply air to the train governing means and the other valve controlling the exhaust from the tram governing means, an operatmg means for each valve, and a shoe adapted to control said operating means to permit the opening and closing alternately the train governing means, avalve mounted in the two chambers of such first set for controlling the supply to the tram governing means, said valve normally bemg open, the lower chamber of the second set of superposed chambers being in communication with the train governing means to form with the upper chamber thereof the exhaust for the train'governing means, a valve mounted in the latter superposed chambers and normally closed, and a shoe adapted to cause the alternate operation of said valves.

17. A train control mechanism, including a casing provided with two valve chambers, one of said chambers being adapted to control the supply of air and the other being an exhaust chamber, two valves one mounted in each chamber, one for supplying being normally open and the exhaust valve being normally closed, two plungers one for operating each valve, a shoe swingingly supported and having a bridging piece to fit astride of the casing and normally engaging the plunger of the supply valve to hold it open, and means for interposition between the plunger of the exhaust valve and the bridging piece, whereby the supply valve is permitted to close and the plunger of the exhaust valve is depressed when the interposed means is engaged by the bridging piece.

In testimony whereof I aflix my signature.

EDWIN W. GORSUCH.

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

Washington, D; C.

Images