US1242665A - Automatic train-control mechanism. - Google Patents

Description

W.. T.. ECRoYD. AUTOMATIGTRMN CON'TBOLMECH'ANISM..

'vAPLlcA'rioN FILED JUNE 1 5. 1 914,

. Patented 0G-f; 9,-1917.

4 SHEETS- SHEET 3.

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INV-EN TOR.

A TTORNEY- power of a' steam or electric locomotive or WALTER TAYLOR, l,E crtosm, .or ivrUNcY, PENNSYLVANIA..

AUTOMATIC TRAIN-CONTROL ivriicHANIsM.

` speeiaeatioa f Letters Patent.

Application led J une 15, 1914. kSerial No. 845,188.

To all wko/n. #may concern:

Be it known that I, 'ALTER TAYLOR novo, a citizen of the United States, and a resident of Muncy, county of Lycoming, State of Pennsylvania, have invented certain new anduseful Improvements in Automatic Train-Control Mechanism, of which thefollowing is a full description.

The object of the invention is to provide a. device operative to so control .the motive train,yand the pneumatic brake mechanism thereof, that the speed of said locomotive or 'train will be automatically reducedupon the event oftheir being driven past a caution signal. Another' object of the device is to auto"- i matica-lly apply the air to the brake mechanism in 'a manner exactly similar to that .the same as, or similar to, the engineers mined point and after a employed by, an experienced `engineer in bringing a train to a partial or full stop.

To accomplish the first result, it is the object of the device upon passing a caution signal to shut oli'l a portion of the-steam pressure and simultaneously shift a valve, either valve from running position, to service position, and thence to lap position.

To completely stop the train, upon passing a danger signal,.the.steam` is partially shut off and the "alve` above mentioned, is shifted from running position to service position, thencey -to lap position. `The steam is then completely shut off and the said valve is shifted at predetermined intervals of time from lap position to service position, and thence to holding position, at which point the air brakes bring the train to a full, though gradual, stop and substantially without jarring.

Another object is to provide such a mech-- anism in conjunction with distinct audible A. signals, to designate the time and manner of operation of the device, z'. e., whether being danger sign operated on thei passing of a caution or a A further object is to provide dampened disk motors for operating the various mechanisms, contact disks .revolved thereby, Aand means for adjusting the contacts on said disks, to predetermine the time of changing the positions of the brake valve.

In this connection, another yobject is to provide means for automatically stoppingk the operation of said motors at a predeterpredeter-mined` period of operation.

,of rails; to provide means for indic is automatically operated.

Other lobjects are to provide meansV for indicatingvthe dangero g an open switch; the breaking ofany Aof the principal moving parts of the locomotive operating mechanism, etc.

A still further object is to Aprovide an opi erating mechanism adapted to be carried by the locomotive, and an improved track membei` so positioned and shapedv as tooperate said mechanism, the latter, however, being shieldedfrom any and all other objects which may be on or adjacent to the track.

Another object is to provide va yselective locomotive Contact member, the extent of the operation of which .is varied depending upon the elevation of a track tripper device, in t-urn operated by and simultaneously with .a neighboring semaphore, or other signal.

Various further objects of the 'invention are hereinafterfully brought out in the fol- Patentea oet. le, 'i911 y lowing specilication, reference being had to the accompanying drawings, in which--Figure l 1s a general diagrammatic view ofthe locomotive steam and air operati-ng circuits v and mechanisms; Fig. .2 is an enlarged frag-` mentary detail view of a portion of a. locomotive including the control'operatingA track mechanisms; Fig. 3 is a detail view of the steam valve; Fig.`4 is a transverse view of the same; Fig. 5 is a side elevationof aflo- `comotive to which the invention is. applied;

Fig. 6 is a dia rammatic view of the sliding` contact; Fig.- is a -wiring diagram showing the connectionof the broken parts indieating device in the automatic train control circuit; Fig.Y 8 is a plan view cfa section of track showing the application thereto of the improved spread rail indicating device;

madeto Fig. l of the drawings, which gives a general idea of the various coperating mechanisms. whereby in a given position of a semaphore arm the steamland air brake mechanism carriedby a steam locomotive, or the electric current and air brake equipment on an electric locomotive or motor car The semaphore arm 20, of the sheet as being mounted upon the usual post 21, is adapted to'move upon the' shown at the basel tain the former in lupright position, but permitting the dev-ice as a whole to rock substantially freely. 0r, instead of the tri` per being `vieldingly maintained in a norma 0- sition by gravit-y alone, it may be suita lvl positioned by one or more resilient members y attached thereto. As Athe semaphore arm 2O enters therespective positions A, B and C, the shaft 23 revolves, to place the axis of oscillation of the tripper at the respective elevations A', B and C.

2q). Shown immediately above the tripper is` a portionof a frame 25a to which are .se-

vcured downwardly converging guards or fenders 26a, having parallel adjacent faces between which slides 'a member 27, pref- 25 erably made "f suitable insulating material and carrying` Contact members 28 and 28", said irst. member being operative to lslide upwardly upon being struck by one of the points 29 of the tripper, as the projection 30 thereof is forced to one side upon being struck'by one of the lguardsl 26, as the locomotive so equipped passes thereby.

Also carried by the frame 25a and inline with the upperiend portion of the plunger 27a/are two pairs of contacts 35 and 36, pivotally mounted and yieldingly maintalned in their jlowermost positions by pairs of springs 87l and 38, respectively, provided ,with means for adjusting the tension placed 40 uponthem'. In its lowermost position the tripper is easily cleared by the guards 26a upon/fay moving locomotive; in the inter mediate position one of saidguards strikesv tli'eprojection, 30 and rocks' the tripper so that the rear ointed portion 29 presses up- V,/ivardly and orces the member 27a into a position in which the metallicmember 28a ridges the gap between the contacts 35; and in its uppermost position the tripper is so rocked upon being struck by-one of the guaixls that one of the points 29 forces the p 27a upwardly until the gaps between both of the pairs of contacts 35 and 36 are bridged by the members 28 and 28,

member 55 respectively, said contacts vreturning to their normal positions upon the 'release ofl the member 27a by the tripper 25, or at a predetermined time thereafter.

Upon bridging the gap between the cauf 'A tion contacts eiu'rentfrom a source 40 energizes the electro-magnets 41, pulling downwardly upon the armature 42, andby virtue of the lever 43, forces the slotted link 44 upwardly, closing theknife-switch 45 and bridging the contacts 46 and 46, said 1,242,665v p 4 .Y

switch being maintained in closed position by the spring-pressed latch 47, and the link 44 returning. to its lowermost position by virtue of `the spring 48,'as soon as the current 'is broken at the contacts 85. 70 Theoperation ofthe switch' 45 closes an electric circuit from a source 49 through Wires 49", 49", 49", a knife-switch 50, and a common type of dampened disk motor 51, a motor provided with a `disk revoluhle between permanent-magnets, which latter carries upon its shaft a contact disk grounded through a source of-currcnt b v a wire 54 and revoluble in the direction of the arrow, said latter disk being provided With a main contact 55 and a secondary contact 56 out of circumferential alinement with one another, or located to engage the periphery and one side respectively of said disk. A buzzer 60 is shunted by wires 57 85 and 58 across wires 49l and 49h respectively. to sound during the operation of thel motor 51. The motor 51 having been started-is only stopped when the disk contact 56 and 68 carried by a lever-69, whiclrin turn carrles anv armature 70. Sald cooperation completes a circuit through coils 75, 'whichl draw.

downwardly upon an armature 76 and close 193.

a knifeswitch 77, normally maintained in open position by a lever 78 and .spring 79, but when once closed, maintained s'o by a spring-pressed latch 80.

Switch -7 t closes an electric circuit through m5 -a battery 81, `wires82 and 83 and coils 84 which vlatter pull upon an armature-85 and 'thus operate a` lever 86,- carrying a ratchet 87, )adapted to operate aV suitable, recorder; 88. Said lever also, through a link 89, bell 110 crank lever and slotted lever 91, operates alever 92and valve disk 92 ofa special form of valve 93, to' partially stop the .passage of steam therethrough. -Siinultancq ously, a link 97 rocks a lever 98,-.normall v 115 positioned by a spring 99, said lever in turn operating a .link 100,v provided with a slot 101, receiving a pin 102 on the lever 108, preferably of an auxiliary air brake valve 104, said lever 103 assuming the position in- 120 dicated by theline designa-ted as service. The lever A86 also, by a slotted -link 105.

' raises a knife-switch 106 to engage Fthe contact 107 and, being held in that positon h v pletes an electric `circuit through wires ,.109

:and 110, knife-switch 111. battery V112 and dampened disk motor 113. the latter carrying upon its shaft a disk 115, provided with a projecting contact :117,` normally in the 130 Just before the motor stops the u 'contact 55 cooperates with a contact shoe ypfa'aaoa Sheva-fi in Figjf'l, but revolutie in .a clockwise direction successively into'. the

lil-0.

positions shown inthe dotted. lines. As the motor 113 revolves, the contact 117 'engages the yielding contact .119,4which may be set as desired circumferentially of 'said disk,

and closes an electricV circuit throu h ythe grounded battery, disk 11.5, contact 11 contact 119, wire 121 and grounded coils 122, which latter pull downwardly upon the armature 123 andoperate'a lever 124 and link 125, provided with va' slot 126, engaging the 'pin 127' on ythe valve lever 103, to 'shift the latter-to the position indicated bythe line designated lap, the rst movement of said valve lever having raised the armature 123 l from thecoils k12 y'Afterthe disk has made acomplete revo-y lution, the ,contact 117 engages the springvpressed Contact shoe 128 and by thewire 128V lenergizes the magnet coils 129, drawing downwardly upon the armature 129 land automatically opening the switch 111 in'the'motor 113 circuit, said llast switch being maintained open bythe spring-pressed latch'llla.

If' the. semaphore is set at caution as the locomotive and train pass the same, the

operationy as above described, takes place, and` upon the Completion thereof the individ'ual parts remain in the respective'A posif tions indicated, a decreased amount of lsteam still passing to the cylinders, while the air 4has beenjfrst applied at service to the diminution of the speed has taken place or brakes on the locomotive, and then at lap to the brakes upon both the locomotive and any cars which it may be drawing. To reset t-he apparatus,l either after a complete.

magnet. coils 138,` grounded at the other side.

Thus', the full lupward movement .`of the plunger 27a on energizing the'coils 138, operates the armature 139 to rock the lever 140,

which is maintained inthe yposition shown by the spring-pressed latch 141. The rocking of the lever 140 on the pivot 142 actu- Aates a link 142?, to close a` knife-switch 145, and alsoby'a link 147',rocks the contact 1-18 upon a pivot 14:9 to the position shown, l

where it is adapted to cooperate with the contact 117 as -the latter revolves. The movement of the link 147, through the. bell crank lever 150 'and link 151, rocks a contact 152 upon a pivot'153 into the position shown. wires 155 and 156 to wires 49a and 49" for 4 a purpose hereinafter described..

lThe contacts 152 and `148, having been,

The switch' 145 is connected by lmoved into positions shown, the diskcon l tact 117, after leaving 'the contact 119,' en-l gages the former.152 land through a wire- .,160 operates the magnet coils1.61,.attract.

ing the armature 162, which rocks the spring-set lever '163b'v a sectional link 164, and by a link 166 vprovided with a slot 167, surrounding a pin`168 on the air valve lever -103, shiftsl the same vfrom lap to service position. yOne section ofthe link 164. is providedf'with a slot '165, throughfwhich projects alpin 166 Fig'f on a Lever,.1672.' i l ,.10 after the attention of the-engineer has been operating a valve diskl located within A directed by the buzzer, that is,during the single revolution of the disk 52 and before the steam valve 93 'and provided with' an.-. laperture 169. The movement ofthe lever the coperation of the contacts 55 and 68, a- 167 completes the closure .of the' steam passuitable push button or'spring-switch 130 is sagew-ay.ffthrough said valve as begun by.

45 provided and by suitable Wires is connected the movement of the lever 92 and disk 92'-, 'HQ to thecoil 11-1',loat tery 131, coil 80', coil 67 said slot 16T permitting the 'seturn fof. the

' coil 47, coil`131, vcoil 132', coil 108 and link 164 to normal position without moving back to switch 130.., These coils attract their. the lever 167. f' respect-ive armatures-111280, 67, 417, solenoid v The contact. 117, continuing,.- upon vits core 1311, similar co1 l. ;1 .32, and armature'108, course, encounters the contact. 118,' which 11 5 and permit the attached springs to throw action operates a .pa-irl of Amagnet'c'oils 173 the respective sWi-tchesfinto the respectively through a wire 174, attracting the'armature .opposite positions. 175 (raisedby-the 'lastpiev'ious movement g Magnets 131 and132,` alsoin circuitwith `of the lever` 103),.' rocking lthe lever- 176, the switch v` and-battery.13. 1, operate .'link 177, lever` 178, and link l179,'the last 120 simultaneously, to Qp'enthe steam'',valve.93,- vbeing provided with a' slot 180` through previously closed as'hereinbeforedescribed i which a pin 181.nthe valve lever 103 When a semaphorezis set at" d'anger,? and passes. The movement o f 'thesefpai-'tsshifts a locomotive is driven therepast, the tripper said last-named v lever `'from service to device being in the position. A.as' shox\-'n, holding position` which 4eventuallybrings 125 the plunger 27*l is raised until the metallic the locomotive and` train to a `ful-l Astop.

' cap 28a bridges the' gap between.. 'thel con- Tl1ere are ce1-tam tunes 4whenon account tacts 36, 'while the sleeve 28brid-ges the gap Abetween the .contacts 35. f. Although this a5 bridging of the `gaps is but momentary, t h `e f to4 maintain an entire block between, then'i. 13,#`

fofheavyy trani@l it is neces'sa.r v\ to run consecutii e\tra1ns' so close that 1t 1s impossible BEST AVAILABLE COP" r' such cases, assuming that tlie-eiigineer tion signal, or the entire setting of the brakes on' passing a danger signal. Such a device also permits an engineer to take his train cautiously p'ast a signal set against himV for the purpose of approaching close to a wreck, adisabled train, etc., or'pass a signal known to be incorrectly positioned.

This device comprises the ordinary engi- .neer`s brake valve 185, handle or lever 186, and contact members vcomprising two insulated segments 18T and 188, withua suitable spring-pressed contact or brush 189 carried` by said lever. Then said -lever is at running position, the brush 189 lies betweenl said segments and to prevent the `setting of the brakes on passing a caution signal, said lever is moved .very slightly tojivard holding position indicated by line H, Fig. 1, but not far enough Vto change the v combination of registering ports within the valve. By this movement, the brush contacts with thesegment 187, causing a current from a battery 190 to pass through wires p 192 and 193 to the magnet coils 195, and

raise the armature 70, shifting the contact 68 out of the path of the movingcontact. 55, and thus preventing thevv operation of' the magnets 75, 84, etc.-

ihen as before stated, `it is desirable to permit a train, possibly already runningat a low rate of speed, to pass a danger signal, the lever 186 of the engineers valve may be moved slightly toward4 release 'position indicatedby the line R, Fig. 1, 'inV which case the brush 189 contacts with the ysegment 188, causing an electric current to pass from a battery 196, through wires 197 and 198, and magnet coil 199, which attracts the spring-pressed latch or armature 141 and prevents the lever 140 from remaining in rocked position and settingthe contacts f 148 and 152, etc.

In the carrying out of this invention, provision has been made for detecting the breakage of any one of the principal parts of the locomotive operating mechanism and the axles and wheels ofthe cars comprising 'the train. `In Figs. 5, 6 and 7 are shown the location, construction and operation of the invention as applied to the locomotive, the exact details of construction not being essential, but the principle being as shown.

A ylever 210 is pivoted at 211 to any adjacent stationary member, while a head 212,

having a contacting surface 213, engages either 'rxtionally or otherwise, `one of Athe chief moving parts 214, under pressure of the tension spi-ing 215, the pivot 211'and spring being preferably mounted upon a block 216, and this in turn -being secured aglgfiinst movement. A Contact member .217

from by any suitable means 238.

is adapted to vibrate freely between two contacts 218 an'd 219, according to any possible irregularities of the part 214, but said contacts are adjusted so that any breaking or fracture of the part in question vwill move the lever 210 sufficiently to cause the contact member 217 to engage either one or the other of said statibiiary contacts.

This action causesa""fe`urrent from the battery 137 to pass through the wire 226, contacts, lever, wire 22T, wire 135 to ground, energizing the coils 138 and actuating the armature 139 to close the switch 145, to start the motor 51 andthe subsequent operation of the brake setting and steam closing mechanisms, as hereinbefore described, -when the device responds to the track tripper mechanism with a semaphore set at danger, except that. :the magnets 41 and switch 45 are not operated. Instead, current from the battery 137 operates the magnets 138 directly, closing the switch 145, .which by means of the wires 155 and 156 starts the motor 5l by current from the battery 228, the shunted bell 229 ringing and apprising the engineer of the operation.

Figs. 8, 9 and 10 illustrate a provision for lautomatically operating the locomotive mechanism hereinbefore described, upon the approach of a train toward a block or section of track in which there occurs one or lmore instances of spread rail orconvtiacted rail, the former existing when the distance between the rail 'centers becomes manner uponthe upper surface of the ties 231, upon each side of said rails there also being secured at regular intervals plates 232` providedwith upwardly projecting portions 233, terminating in diagonally uplwardly extending portions 234, said latter portions overhanging the'base ofthe rail 230 upon opposite sides thereof and extending to within a short distance-of the web of said rail. i With this construction any lateral movement of the rail, either- 'inwardly or outwardly for a distance even less than the breadth of the uppermost surface of. the rail, causes a positive engagementof said web with one ormore of said yportions 234 upon one side thereof. Both the rail and the .members 232 may be mounted upon sheets'of insulating material 235 for the purpose of better insulating the -same from the supporting ties, the spikes 236, 'which secure said members 232 in position, passing through apertures 237 in said members and being insulated there- BEST AVAILABLE COP" .liiirtliermoi-e, and las a imitter` of pre- ,.aution, at least the portion 23st of therespaotive lplates ".232f.isf shielded b v suitablel iiisulatingi'neans241, In the :forni shown.

iid means".conipiisesu'canopy' Qll, which secured. to 'the tie or rail above the ree'tire plates QBQ-and adapted to permit a Vith this construction, the

necting the saine is greatbv d iini1iislied.-

1A .contacting of one of the rails with one of the plates 232 causes a current ofelecf' t-ricitrtopass from-the batteri` Q42, 'through said contacting members. and the relay coils 247,3. attracting the armature S244 ane1 breaking tl'ie normallyA closed circuit from the.

batteri' 2475 and .through the signal operat.

,ing mechanism '246.- Tliis signal is so posi# tioned with respect to the dangerous section of track that a trainwili have suiicienttime and distante' within whiclrto be brought under complete control before approaching thel affected portionl ot tlie'track. It is to be noted that `the copei.ition ofthe rail and contact'plates can be so arranged las'to. settlie trip'per device in veither .-cautioii` or duiiffer'1)ositioii, the latter being preterre ,1" f

By placing -tliespread rail, contacts upon op site sides of switch-points, it is iossible to set a danger -signal and indilctly Iie track tripper device at aniv predetermined `distance. therefrom. Or, it has been found leiitiiel)v feasible to adjustthe Velevation' of a track tripperfiiiechaiiism at anv given distance avv-a3v jfroni aswitclipoint by means Otan)Y suitable rod '250, con# nected at its opposite ends to bellicraii-k levers 251 aiid'Q', operatedb)v the switch l enism, respectively.

tails essential to the eilicieiit 'operation of -my improved train control mechanism, and: itis to be noted that I do not confine myself tov manif small -aiid relatively unimportant details bf coiistiuctioii. the' invention residing broadl)v in a new method of coiitrollii'ig the steam and air appli ations on a locomotive and train. in a mai ier as iie-arly'as possible identicalv wit-li tha eii'iploved by anexperieiiced engin-eer vii bringingliis train either to a partial or full stop.-l `Certain' parts mai' bevineased as desired, to preijent anv fraudulent operation of the mechanism,

or chang@ in the. setting of the saine,"l j ysany of the train crew. Also in practice ithas l.iait-acting of saidrail 'and' pla-te portions infrcben eatln accidental connecting of these two' membersver v'253, and voperating said `t-ripper nieclia.v

been found that-iii most. of the instances shown on the" drawings it is preferable tov employl solenoids, instead of the electric` ma gnets.

` What l claim and desire tol protect. Ab v `Letterslatent ot1 .the United States is: r

' l. An automatic train .control mechanisi'in.

comprising an adjustable track 'f'ii'iember 'movable iiieiiiber carried b v a Flo comot and actuated lb v the' cooperation tlierei of said track member, an electric cii iit.

closedl b v said'v second member, a 'throttle valve, means controlled b v said circuit opr' erating on said ialveto decrease the steam pressure, a second velectric circuit andA 'abrake valve. said second circuit bein-g' iI1- eluded iii said means Vand operating to actua'te said "second 'valve to apply'the brakes; i:

Q. An automatictraiii control meclianisii'i,

comprising an adjustable track member, a

L movable .member carried by tlielocoiiiotive andfactuated b v the cooperation therewith of 4 said `track iiieinbei, an electriocircuit closed said second member, a vthrottle valve, iliieans controlled. by said circuit' operatingon said valveto decrease the steam pressure, a. second electric circuit, anda b 'ake valve, said second circuit being iiieluded in said means and operating to actuat@ 'said second'valve to partly apply the brakes, and said circuits being operative.

when the vadjustable'. track-member is iii ay l dili'erent-position to shutoff all of the operating steam pressure -andftoA fully apply the brakes. i

3. Thev combination with electric brake op- `erat-iiig means .mounted on a locomotive,l A

said .means 'including a circuit with a .pair

of spacedcontacts, of. a pliingercarryiiig a circuit closlei'"adapted' to engagesaid con'- tacts but normali;v out 4of contact therewith, guardsv at. opposite sides ofthe plungen-a rockerl tack. meinbero'peiated by said 105- yto 'adjust the position of said" rocker member'.

guards to actuate the plunger, and 'means et. Anautoinatic train control mechanism, i

comprising an air brake va-lvefhaving' a series of definitely arranged' positions including intermediate positions betweeii'its extreme positions, and electricl means .to shift the valve successively forward Aand valveis manually operated.v n Y lbackward from one'to others of said; posi'-- 1 tions through the entire series, as whensaid 1.15

my hand this neven-ar day of Manja.' n.,

`Viitnesses:

J.y STUART- Fiamma; El; Beers-i

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