US1291055A - Train-control system. - Google Patents

Description

Patented Jam 14, 1919.

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H. R. MAGUIRE.

TRAIN CONTROL SYSTEM.

APPLICATION FILED DE'CJG, I915- Patented Jan. 14,1919.

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- IT STATES PATENT oFFio-E.

HERBERT ROLAND MAGUIRE, or ATHERTQN, ounnnsnann ausrnanm.

res n-CONTROL SYSTEM.

T 0 all whom it may concern Be it known that I, HERBERT Roman MAGU'IRE, a subject .of theK-ing .of Great Britain, residing at Atherton, in the State of Queensland, Commonwealth of Australia, consulting engineer, have invented certain new and useful Improvements in Train-Control Systems, of which the following isa specification.

This invention has for its object the control, by electrical means, of signal and train systems whereby the human element iseliminated, or nearly so, and the controlling forces placed under the direct observation .of the station master. The initial cost of the installation is low and its working economical, as current will only be used when trains are within the electrical circuits.

In order to fully explain my said invention, reference is made to the accompanying drawings, in which,

Figure 1 shows portion of a signal post equipped with part of my. invention.

Fig. 2 is a perspective view of portion of the permanent way with mid-rail trip.

Fig. 3 is a sectional side elevation of the hip. I

Fig. a shows part of an engine provided with means for engaging the mid-rail trip and for actuating the air brake control.

Fig. 5 is an elevation of the air brake con trol lever and means for actuating same.

Fig. 6 illustrates in plan view the air brake lever and the actuating means in its normal position.

Fig. 7 is a similar view but showing the brake lever turned. v

Fig. 8 shows in perspective view the actuating rod and Z-shaped device for turning the brake lever, the rod being in engagement with the oscillatory engine trip rod.

Fig. 9 is a diagram of the electric circuits and apparatus used in my invention.

Fig. 10 is a vertical elevation of a modification ,of themeans for actuating the air brake with extra air valve in the train pipe.

.Fig. 11 is an enlarged view of the upper part of the selector cut out armature and make and brake points for the signal posts circuits.

Fig. 12 illustrates in perspective view the mid-rail trip and means for operating the signal mechanically from the same, and

Fig. 13 is a view, in elevation, of a signal and echanical .m eee erime a r it Specificationof Letters Patent; P atQnted Jan, 14 1 Q 19 Application filed December 16, 1915.' Seria-I No. 67,159. Y Y

According to my invention," I divide the line of railway between the home and starting signals or the two distant signals into sections, each section being insulated from the other in an electrical circuit thatcan be closedthrough the rails when a train comes into it. 'Each outer circuit may include a signal and a mid-rail trip adapted to be lowered with the signal when the circuit is completed and one Way of operating the signal arm electrically is hereinafter described.

Usually, the sections will be respectively arranged between the home signal and station, in the station, and between the station and the starting signal. On an approaching train entering the section C-D, which may be called a warning section, a circuit is completed across the rails, through the electromagnets 12 and 13,-thr0ugh selector magnet 14, the circuit breaker armature 15 and battery 17. The completion of this circuit causes a simultaneous movement of the arbreaking circuit of magnet .30 at point H.

The armature 18 is normally kept free of screw 19 by the spring 20. The closing of the circuit through battery A excites the electromagnets 21 on the signal post22 causing the armature 23 to rotate andlower the signal arm 24 that is housed in the frame 24* when at danger.

Referring to Fig.3, the electromagnet 1 is situated midway between the rails, to one of which it is wired, and is housed in a hollow metal chamber 25 thefloor of which can be inclined, as shown, to mount the magnet. Pivotally mounted above the magnet chamher at 26 is a casting 27 having an inclined plane surface which in its normal position comes somewhat above the railway level. The lower surface of the lid casting 27 acts as an armature and has attached a hood 28 that, inorder to prQtect the electromagnet from the weather, exends downward over the same, the hood hein lined with mild steel to assist the magnet c lines of force in overcoming the magnetic reluctance.

When the circuit through coil 13 is closed, magnet 12 is excited and causes the lid 27 to be drawn down or canted to the position when the circuit is broken the lid will return t its. 1.1 r: i1al danger nesitien by g ty;

its tail piece being made especially heavy for the purpose.

A second electromagnet 29, similarly placed and operated, is situated in the section E-F and will hereinafter be referred to.

When the train passes into section DE, which I call the danger section, the magnets of circuit breaker 16 are energized and break the before-mentioned circuit in C,D, or the circuit pertaining to EF if same has been made by a trainentering it, deenergizing the magnets 13 and 12, or 29 and 30 as the case may be, and causing'both the signal arm and the mid-rail trip 27 to return to the danger position by gravity.

On the train going out of DE into EF, the other warning section, the circuit is completed through magnet 29, coil 30, coil 14 of the selector, armature 15', and battery 17: such action causes the attraction of armature 31 to magnet 30 and the circuit of signal post 32 to be closed through battery B. Simultaneously with the excitation of the magnet 30, the magnet of coil 14: of the selector attracts armature 42 and breaks the circuit of coil 13 at point J.

It will be seen that as a train enters asection it will, if the line is clear ahead, cause the signal immediately ahead and the midrail trip to be lowered to permit the train to proceed. Having passed the signal and gone out of the section the signal will be again placed at danger in a'self-acting way, as before explained, thus protecting the train.

If the current fails through a broken rail or wire or from any other cause the trip plates and signals will remain at danger.

W and Y are fouling points on a loop line, and if a train passes over either of these points the danger section is automatically locked against an incoming train.

The system can be extended and applied to all switching operations in connection yvith the danger section on the main through When a train is on the danger section DE the plates and signal arms in the warning sections can not be lowered by any human agency. To enable an engine to pass the magnets at 12 or 29 when at danger, such. as when shunting or in other necessary circumstances, the driver on being advised to advance cautiously, will raise the trip rod 33 in the engine to clear the trip plate 27, This he may doby virtue of the slot 34 in the rod, but when released it will-fall again to its normal position.

The rod 33 is pivotally hung in the engine and its upper end is forked and engages a finger 35 on the lower end of a connecting rod 36 loosely rotatably mountedin suitable brackets on and parallel with the train pipe 37. On the upper end oi rod 36 is a 2- shaped double lever 38 adapted to engage the lever or handle 39 of the air valve. The

lever 38 is given a rotary motion through thefinger 35 and the oscillations of the engine trip rod 33 which, being long enough to engage the mid-rail trips of the magnets 12 and 29, is swung on impact therewith as shown by dotted lines. Should a driver pass a signal and trip at danger the rod 33 will engage the trip plate 27 and be rocked thereby causing the brake valve to I be opened.

An alternative method is to provide the air pipe 37 with a valve 39 and-handle 40 adapted to be engaged by the forked end of the rod 33 and thereby to be moved to and fro as the rod oscillates. The pivotally mounted rod is kept normally vertical by virtue of the springs 41 hearing againstit below its pivotal mounting the tension of by an incoming train upon a section, the signal upon the other warning section can not be altered by a train coming into that section as the selector will have permanently interrupted the circuit of that section, as previously explained. The second incoming train will therefore be stopped by its signal. I

The selector is composed of two magnet coils 14 and 14? one in series with each warning circuit; so arranged, the magnets can control both warning sections 0-D and EF by means of the two-way armature d2 pivotally mounted and suspended equidistant from the pole faces, the coils being in independent circuits through the circuit breaker armature. By such an arrangement, the warning section circuit which is closed first by a train coming into it, causes the current to the other warning section to be cut off immediately through the select-or, thereby enabling the signal and trip plate in that warning section to remain at danger.

Fig. 11 is an enlarged view of the upper endof the armature 42 showing the contact points H and J with metal contacts between insulation L7.

The invention may be used with signal arms of existing design and mountings, as shown in Figs. 12 and 13, by operating the semaphore mechanically from the trip plate 27 instead of the electrical means before described. The spindle 26 of the plate 27 is mounted in proper bearings and ,is extended laterally through the rail and provided on its outer'end with a miter wheel 43 that meshes with a like Wheel on the vertical signal rod 44: that is mounted on the signal post. At the upper end of the latter is a worm 45 in mesh with a worm rack' lG on the signal 24. As the plate 27 is rocked by the excitation or otherwise of the magnets below it, it Will impart its movements to the rod 44: and Worm and worm rack 46 thereby causing the signal to be moved.

Having now described my invention What I claim as new and desire to secure by Letters Patent is 1. In a railway train signaling system the combination of two warning sections and an intermediate danger section respec tively insulated, a normally open electric circuit associated with each of said warning sections adapted to be closed through an entering train, a signal device at each of said warning sections, auxiliary electric circuit closing means for operating said signals respectively through the instrumentality of said first mentioned circuits, and means associated with the danger section operable through an entering train to break the aforesaid circuits and effect to change the positions of the signals, substantially as set forth.

2. In a railway train signaling system the combination. of two warning sections and an intermediate danger section respectively insulated, a normally open electric circuit associated with each of said warning sections adapted to be closed through an entering train, a trip located in each of said warning sections normally in operative position and adapted to be rendered inoperative through the closing of said circuits, said trip adapted to engage with and actuate brake controlling means on passing trains; a signal device at each of said warning sections, auxiliary electric circuit closing means for operating said signals respectively through the instrumentality of said first mentioned circuits, and electric circuit closing means associated with the danger section operable through an entering train to break the aforesaid circuits and effect to change the positions of said signals and the trips respectively, substantially as set forth.

3. In a railway train signaling system the combination of two warning sections and an intermediate danger section respectively insulated, a normally open electric circuit associated with each of said warning sections adapted to be closed through an entering trai n, each of said circuits com- Gopies or this patent may be obtained to: nve cent: each, by addressing the Commissioner of Patents,

prising an electro-magnet; a gravity actuated trip located in each of said warning sections and having an actuating electromagnet in said circuit, said trips being normally in operative position and adapted to be rendered inoperative when the magnets thereof are energized through the closing of said circuits, said trips adapted to engage with and actuate brake controlling means on passing trains; a signal device at each of said warning sections, auxiliary electric circuit closing means for operating said signals, said auxiliary circuits comprising armatures for the magnets of the first named circuits and energizable thereby to effect the operation of the signals; and electric circuit closing means associated with the danger section operable through an entering train to break the aforesaid circuits and effect to change the positions of said signals and the trips respectively, substantially as set forth.

4:. In a railway train signaling system the combination of two warning sections and an intermediate danger section respectively insulated, a normally open electric circuit associated with each of said warning sections comprising a common battery, a single electro-magnet, a trip actuating magnet, and a common double electro-magnet'; each of said danger section circuits adapted to be closed through its respective single magnet and the double magnet by an entering train; said trips being normally held in operative position through gravity and adapted to be rendered inoperative when the magnets thereof are energized through the closing of said circuits; said trips adapted to engage with and actuate brake controlling means on passing trains; a signal device at each of said warning sections, auxiliary electric circuit closing means for operating said signals comprising armatures for the signal magnets of the aforesaid circuits and "operable thereby to effect the operation of the signals; and an electric circuit closing means associated with the danger section comprising an electro-magnet adapted, when energized, to break the aforesaid circuits and efiect to change the positions of said signals and the trips respectively substantially as set forth.

In testimony whereof I have affixed my signature in presence of two witnesses.

HERBERT ROLAND MAGUIRE.

Witnesses:

E. I. HOWARD, W. P. MONTGOMERY.

Wuhinghn, D. 0.

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