US1299945A - Automatic train control. - Google Patents

Description

w. K. Howe. AuoMAncTRAIN CONTROL.

APPLICATION FILED MAR. l2, 1 9i5.

l QQQQLQ Patented Apr. 8,1919.

E Lela le Wim/8858.'

WWW/#Mq By ,ff f .Armen/Ey reason of the following circuit: one terminal of secondary 131, Wire lil, armature 152, Wires 16, 17 and 25, armature 211, Wires 34 land 2Q, relay 21, Wire 22, ramp 10, any Ine- 5 tallic connection between ramp 10 and rail 2, track rail 2 and Wire 23 to the other terniinal of transformer 131.

A train consisting of two cars, one designated by A and the other by B, has been illustrated as being upon the track'way. The automatic train control apparatus carried vby each of the ears or vehicles of the train is illustrated diagrammat-ically and designated by the numeral 30, since the particular construction of this train control apparatus forms no part of the present invention and may take any suitable form consistent with the utility and functions of the systcn'i herein shown and described. The train control apparatus is so constructed as to be inactive when energized and to assume automatically its active controlling condition when denergized. This train control apparatus 30 on each car is controlled by a relay 29 having two separate windings; and when either Winding of this relay 29 is energized, its armature 55 is attracted so that current is supplied to the apparatus 30 from a battery 54;, thereby restoring the apparatus 30 to its inactive condition, or maintaining it in that inactive condition, as the case may be.

Where a. number of cars, each equipped with automatic train control apparatus and controlling devices in accordance with this invention, are coupled together into a train, continuous conductors or bus lines 36, 37 and 53 are provided extending between these cars. The bus lines 36 and 37 are battery bus lilies, being connected to a battery 35.

Normally, While the train is traveling between the ranips above mentioned at the entrances to the blocks, and While safe traflic conditions ahead prevail, one Winding or" the relay 29 on each vehicle. is normally energized by a normally closed stick circuit which may be traced as follows: connuenc- ,ing at the bus line 3G, conductors 38 and 39, shoe. contacts slit-Jil, conductor 42, armature of the relay 29x conductor 44, lower Winding of the. relay 29, and conductors and 4C back to the other battery bus line 37. When a 'er passes a ramp, its shoe 31 raised to separate the contacts llll-41, thereby interrupting the stick circuit above traced and dcnergizing the lower Winding ot the corresponding relay 29. It this ranip is deenergized, neither of the windings of the relay 29 is supplied with current, so thatV its armatures t3 and 55 drop. The dropping of the armature e3 opens another break in lthe stick circuit above mentioned, so that this circuit will not be restablished when the shoe 31 leares the ramp and its contacts -lO---ll close. The dropping of the armature denergizes the train control apparatus 30 and renders it active to control the movement of the train.

lf the ramp engaged by the shoe 31 oit the vehicle is energized by some one of the partial circuits previously described, the relay 2S on that vehicle is supplied With current from the shoe 31 along conductor 56, through the relay 28 and conductor 57, through the ear wheels or frame of the Vehicle to the track rail, The energization of the relay 28, which occurs while the shoe of that vehicle is upon an energized ramp, attracts the armature 4:8 or" the relay 28 and establishes a circuit for energizing the upper winding of the corresponding relay 29, this circuit being traced as follows: commencing at the battery bus 36, conductors 38 and 47, armature 43 of the relay 28 in its upper position, conductors 49 and 50, upper 'Windin el relay 29 and conductors 51 and 46 back to the other battery bus line 37. lThis energization of the upper Winding of the relay 29 is suiiicicnt to attract its armatures 43 and 55, either raising them to the upper position or maintaining theni in that position, as the case may be, regardless of the fact that the lower winding of this relay is denergized by the interruption oi its stick circuit. Thus, when the vehicle passes an energized ramp, its train control apparatus 30 is restored to its inactive condition or maintained in that condition. When the relay 28 on any one of the cars of a train is energized, it not only energizes the upper winding ot' the corresponding relay 29, but alsol the upper winding of the relay 29 on each of the` other cars, since the raising of the armature 48 of anyrela'y 28 connects the bus line 36 to the bus line 53, and the upper windings ot the several relays 29 are connected in multiple across the bus lines 37 and 53. For example, when the relay 28 on the first car shown on the drawing is energized trom the trackway circuits, the raising` oiVl its armature 43 connects the bus line 3G to the bus liuc 53 by conductors 38 and 4,7, armature 4S and conductors 49 and 52, so that .-ul'rent is supplied to the relay 291 on each rear car by a circuit which in the case of the rear car illustrated may be traced as iollons: conunencing at the battery bus line 3h. conductors 3S and ei7, armature 48, comluciors 49 and bus line to rear car conductors 52 and 501, relay 291, and conductors 51 and 461 tothe other battery bus line 37. ln this way, the train control apparatus 30 ou each oi the cars ot a train will be autoumtically 'restored to the inactive condition, \\.'heuever the shoe on any one of these cars in contact With an energized ramp.

The operation of the whole system may be described as `tolloivs: lf the train consisting of the cars A and B approached the inlll) lessees sulating joint 3 when moving in the direcu tion of the arrow C, that is, in the normal. direction of traliic, when no train Was present upon the section SB in the direction of traliic, then relay 9 would have been enen gized, and, consequently, a difference of potential would have existed bet-Ween ramp ll and track rail 2f, which, as previously explained, would have energized relay 2S and would have thus caused the armatures ot relay Q9 ou cach car to he raised to the upper position, as shown, if they were not already in that position, so that the train controlling apparatus 30 on each car would have been energized; As the train progresses and the rst Contact shoe 3l carried thereby engages with the ramp l0, it the sections SB and SG are not occupied, t-he relay 28 is again energized to maintain the relay 29 energized and keep the train control apparatus 30 energized. This action would have taken place due to the fact that a metallic connection was made between ramp 10 and track rail Q, -which, as hereinbefore explained, would have caused relay 2l to become energized and its armatures 211 to be raised to the upper position, so that just so long the metallic shoe 31 of the car A rested upon the ramp 10 the relay 21 would remain energized, and a flow of current continue through relay 2S, so that even after the rst wheels of the car A passed the insulating joint 3 and denergized the relay 9, a lion' of current would still continue through the relay 28.

The relay 21 as used in this invention is for the purpose of preventing a car equipped as shown from causing its own train controlling mechanism as 30 from becoming denerg'iaed. by the entrance of the train itseliE into an unoccupied track circuit section. and it performs this function by closing` a shunt path about the track relay contact of the "ection which the train enters, in case, and only in case, a did'erence of potential existed between the ramp with which it is thc-n in contact and atrack rail, when the apparatus of the car i'irst'contacted the contact ramp.

rlhe utiliz tion of relay 2l for the purpose described, also requires that the contact ramp l() shall be of such length that the first shoe, as 3l, ot an approaching train to contact `with it must not break contact with it until the shoe of the next car of the train has contacted with contact rail l0, and, furthermore., that no shoe of the train, eX- ept the shoe ot the last ca.r,'inust loreali con.- tact with th contact ramp 10 until the shoe oiv the following car has contacted with contact ramp 10. This must loe so because in order to maintain the energization of relay Q1 after once being energized, there must coutume toeznst a metallic connection hetwecn the ramp l0 and rail 2, which in the' construction shown can only be made to exist by the contact of a contact shoe as 3l with a contact ramp as l0. That is, relay 2l may be considered a stick relay which is picked up by 'the contact ot the lirst shoe, as 3l, ot' a train with the Contact ramp 10, and is then maintained in its picked up condition by the continuing contact oi' that same shoe or a similar shoe.

The relay il must be tirst energized by shoes contacted with ramp l0 after relay 2l,-

became denergized, would be denergized and so act to control the-movement of the [rain` because such shoes would not Contact with ramp l() when a difference of potential existed between ramp l() and track rail-', because such difference of potential would be destroyed by the dropping of armature 91 of relay 9, caused by the entrance of the head end of the train upon the section controlling relay 9.

lf a train such as one composed of the cars A and ll should pass the contact ramp l() when a. train were present upon the section SC controlling' relay 1.5, then the brake controlling' mechanism 30 of the cars of the train would be denerg'ized and would act to control the movement ot' the trainybut if at the time the train reached contact. ramp 33 the preceding; train which had been on the section SC controlling' relay l5 had moved ofi' from that section, then it would b'e proper to momentarily renergize the brake controlling' mechanism 30 on the train, thus restorincl it to normal condition so that it the preceding train were in the section ahead of the section SC controlling' relay l5 when the train. composed ot cars A and ll contacted ramp 32 by means of a shoe, as 3l, then the brake controlling mechanism 30 would again be (le-energized, and starting' from normal condition would again act to control the moveulent of the train in exactly the same way that it did when the train passed the ramp l0. While the brake controlling' mechanism 30 may take various forms suitable for use in connection with the track- Way controllingcircuits embodying this inventiomthese t-raclivay controlling circuits have special utilityand advantages when used in connection with brake controlling mechanism ot' the cyclic type, such as shown and described in the patent to P el. Simmen, 1,150,309, Jaugust 17, i915. @n account of the controlling unctions performed bv the for shouting said first named two ramps at the entrance to each block, as the ramps ll and l0, these respective ramps may be conveniently termed restoring ramps and initiating ramps.

Although applicant has shown ramps 1l and 33 distinct and separate from ramps 'l0 and 32, it is to be understood that such a preferred and not an absolutely necessary con struction.v By separating the ramps any undesired effects resulting from the tlow of propulsion current to the ramps is avoided where electric propulsion is used for the trains.

Although l have vparticularly described t-hel construction ot one physical embodiment ot my invention, and explained the operation and principle thereof; nevertheless, l desire to have it understood that the form selected is merely illustrative, and does not exhaust the possible physical embodiments of the idea ot' means underlying my invention.

lVhat l claim as new and desire to secure by Letters Patent oi the United States, is

l. ln an automatic train control system, in combination: a trackway divided into electrically isolated sections; a source of current connected to the rails of each section and a translating 4device connected to the' rails of each'section forming track circuit sections; ramjps, one associated with each track circuit section; a partial circuit for each ramp including said ramp, a source oi current7 a circuit controller governed by the translating device of the track circuit section immediately ahead of the ramp, a, relay, and a track rail: 'a train; means on the train to complete .sa-id partial circuit and so energize said relay: a circuit for sliunting said circuit controller including another circuit controller controlled by said relay which is closed by'tlie cncrgization ot said relay; and means on the moving vehicle for controlling the movement thereof controlled by the last named means.

ln an automat-ic train control system, in combination; a trackvvay divided into track circuit sections each including a translating deviceI and a source or current; rampsA` one positioned at the entrance to each track circuit section: a partial circuit for each ramp including said ramp, a source of cur rent, a circuit controller governed by the translating device of the track circuit section immediately ahead ot the ramp.r a circuit controller controlled byy the translating device of the section ahead of the last named section, a` relay. and a track rail: a train; means on the train to con'iplete 'the partial circuit and so energize said rel y; a circuit y circuit controller including another circuit controller governed by said relay which the energization of said relay; and means on the moving vehicle for controlling the igaeaeae movement thereof controlled by the last named means. i

3. ln a system for protecting railway traffic, in combination: a track divided into track circuit sections each having a track relay; a contact rail associated with each track circuit section; a conductor leading to each contact rail; a circuit controller included in said conductor and opened when the corresponding track relay is denergized; a normally open shunt for the contacts of said circuit controller; and means for closing said shunt, said means being initially dependent on said circuit controller being closed and after its initial operation being etiective to maintain said shum. closed so long as current flows in said conductor.

al. In a system for protecting railway traf" lic, in combination: a track divided into track circuit sections each having a track relay; a contact rail associated with each track circuit section; a conductor leading to each contact rail; a circuit controller included in said conductor and opened when the corresponding track relay is denergi'zed; a normally open shunt for the contacts of said circuit controller; a translating device in` eluded in said conductor; and a second circuit controller for closing said shunt which is governed by said translating device and Which is closed when said translating device is energized.

5. In a system for protecting railway traftic, in combination: a track divided into track circuit sections cach having a track relay; a contact rail associated with each track circuit section; a conductor leading to each contact rail; means controlled by the track relay of the corresponding section for opening a break in said conductor when that track relay is denergized; means ior closing said break inv said conductor; and electro-re sponsive means included in said conductor betvveensaid first mentioned means and the contact rail for operating said last mentioned means when and so long as there is current flowing through said contact rail to a track rail.

G.. In a system lfor protecting railway traflic, inl combination: a track divided into track circuit sect-ions each having a track relay; a contact rail associated with each acarrear device associated'with each track circuit section; a controlling cireant for each device governed by the corresponding track circuit section and interrupted when thatv track A ing track circuit section.

48. in a system for protecting railway trafc, in combination: a tracki divided into track circuit sections 5 a contact rail located adjacent to the entrance to each track circuit section; a; partial circuit associated with each' contact rail for creating a difference of potential between that contact rail and a track rail; means controlled by the corresponding track circuit section for governing said partial circuit;` a second contact rail associated with each track circuit section and located in advance 03: the first mentioned contact rail with respect to the normal direction of traiic; a partial circuit associated with each second contact rail for creating a diiierence of potential between that second contact rail and a track rail; and means controlled by the corresponding track circuit section and the track circuit section next in advance thereof for governing said last mentioned partial circuit.

9.ln an automatic train control system, the combination with. a track divided into blocks, of tvvo separate impulse transmitting devices located adjacent to the entrance end ot each block and each having an inactive and an active controlling condition, means associated With one of said impulse devices of each block tor causing that device to have its active controlling condition when the corresponding block is not occupied, and means associated with the other of said impulse devices of each block for causin that device to have its active controlling con ition when the corresponding block and also the next block in advance thereof are not occupied, the iirst mentioned impulse device of each block being located in the rear of the other with rcspect to the normal direction or' traffic so as to be encountered first by a passing train.

10. In an automatic train control system, the combination with a track divided into track circuit blocks each having a track relay, of tWo separate impulse transmitting de -f vices located adjacent to the entrance end of each block', a controlling circuit for one. of the impulse devices of each block including a front contact of the track relay of the correspondingJ block, and a controlling circuit for the other of said impulse devices of each block including a front contact of the track relay of the corresponding): block and also a front contact of the track relay of the block nent in advance thereof, the lirst mentioned impulse device of each block being located in the rear of the other with respect to the normal direction ot tratiic so as to be encountered iirst by a passing train.

11. ln an automatic train control system, the combination with a track divided into blocks, ot separate restoring and initiating impulse transmitting' devices located adjacent to the entrance end of each block, the initiating impulse device being in advance of the restoring impulse device With respect to the normal direction of traiiic, means dependent on traiiic'conditions in the corresponding block for controlling' the restoring impulse device at the entrance thereof, and means, dependent on tratlic conditions in both the corresponding block and the next block in advance thereotl for controlling the initiating impulse device.

12. ln an automatic train control system, the combination with a track divided into blocks, of separate restoring and initiating impulse transmitting devices located adjacent to the entrance end ot each block and each having an energized and a denergized controlling condition, the initiating impulse device being in advance of the restoring im'- pulse device, an energizing circuit for each restoring impulse device responsive to traflic conditions in the corresponding block, an energizing circuit for each initlating impulse device responsive to traic conditions in the corresponding block and also in the next block in advance thereof, and means dependent on the last mentioned circuit for maintaining the corresponding initiating impulse device in the same controlling condition during the passage of a train thereby.

13. 1n an automatic train control system, the combination with a track divided into track circuit blocks, oi' a train including a number ot vehicles each similarly equipped,

, means Jfor transmitting impulses from the track to the train including an element carried by each vehicle and track elements located one adjacent to the entranceend of each block, a controlling circuit -for each track element, means for causing a break in said controlling circuit When the corresponding block is occupied, and means initially dependent on the continuity of said controlling circuit for maintaining it closed independent of said means so long as an element on any one of the vehicles .coperates with the corresponding track element.

14. In an automatic train control system, the combination with a track divided into blocks, of a train including a number of vehicles each carrying a contact shoe, a ramp located adjacent to the entrance end of each block and longer than the distance between any two successive contact shoes of the train, a partial circuit associated with each ramp,

circuit controlling means governed by the track circuit of the corresponding block for causing a break in said partial circuit when said block is occupied by any part of a train, and means initially dependent on the ioiv of current in said partial circuit for maintaining the continuity thereof independent of said circuit controlling means so long as current is caused to How in said partial circuit by the cooperation of a contact shoe with the corresponding ramp.

l5. In an automatic train control system, the combination with a track divided into blocks, of tWo separate impulse devices at the entrance to each block, means for causing the impulse device first encountered by a passing-train moving in the normal direction of traiiic to indicate safety when the corresponding block is not occupied, means for causing the other impulse devices last encountered by a passing train moving in the normal direction of traiiic te indicate safety when both the corresponding block and the next block in advance are not occupied, automatic train control apparatus on a passing train for regulating the movement thereof and having a tendency to assume. its operting condition, said apparatus being adapted when set into operation to continue in operation until restored, and control means on the train normally preventing the operation of said apparatus but acting under the iniuence of said impulse devices to continue such prevention or allow said apparatus to operate depending on Whether said impulse devices indicate safety or danger respectively, said control means also acting when the train passes an impulse device inl dicating safety to restore said apparatus if it has been previously set into operation.

16. In an automatic train control system, the combination With a track divided into blocks, of a train including a number of vehicles similarly equipped, impulse transmitting means comprising an element on each vehicle adapted t0 coperate with elements along the track one at the entrance to each block, a control cirfiit for causing each trackway element to indicate safety when both the corresponding block and the next block in advance are not occupied, and means governed by the cooperation of the vehicle carried element with a trackway element and initially dependent upon the controlling circuit of said trackway element for causing it to continue its safety indication during the passage of the train thereby and irrespective of the entrance of such train into the corresponding block, whereby when the train passes a trackway element indi-` cating clear, each of the vehicles of the train will receive a clear impulse regardless of the entrance of the front end of such train itself into the corresponding block.l

17. in an automatic train control system,

Lamezia the, combination ivith a track divided inte blocks, of a train including a number if vehicles similarly equipped, impulse transmitting means comprising an element on each vehicle adapted to cooperate with elements along the trackway at the entrance to each block7 trackway circuits for causing each trackvvay elementto indicate safety when the corresponding block and thc next block in advance are not occupied, and means governed by said track circuits and responding to the coperation of a vehicle carried element with a trackivay element for causing said trackway elemcnt to maintain its existing controllingicondition during the passage of a train and irrespective of the presence of part of such train in the corresponding block.

18. ln an automatic train control system,

"the combination with a track divided into blocks, of a train including a number of vehicles each equipped with train control apparatus for regulating the' movement thereof and having a tendency to assume an operating condition, said apparatus being adapted when set into operation to continue in operation until restored, a restoring impulse device on the track at the entrance to each block, an initiating impulse device at the entrance to each block and located in advance of the restoring impulse device with respect to the` normal direction of traiiic, trackivay circuits for causing energization of the restoring impulse device when the corresponding block is not occupied and of the initiating impulse device when both the corresponding block and the next block in advance are not occupied, means governed by said trackvvay circuits for maintaining the initiating impulse device of each block in its existing condition during the passage of the train irrespective of the entrance of such train into the corresponding block, and con trol means on each vehicle normally preventing operation of its train control apparatus but acting under the iniiuence of said impulse devices to continue such prevention or allow' said apparatus to operate dependin on Whether the impulse device is energize or denergized respectively,l said Vcontrol means also acting when the vehicle passes an energized impulse device to restore said apparatus if it has been previously set into operation. A

19. In an automatic train control system, the combination with a track divided into blocks each having a normally closed track circuit, of an impulse deyice at the entrance to each block adapted to transmit controlling impulses .to passing trains, means for causing each impulse device to assume different controlling conditions in accordance with trafiic conditions in the corresponding block and the next block in advance, and means including a. stick relay for causing blocks each having a normally closed track circuit, of an impulse device at the entrance to each block adapted to transmit controlling impulses to passing trains, a control circuit for each impulse device governed by the track circuitef the block next in advance of the corresponding# block, a normally open break 1n said controlling circuit, means including a stick relay for closing said break during the passage of a train past the corresponding impulse device, and an energizing circuit for said stick relay governed by the track circuit of the corresponding block.

2l. n an automatic train control system, the combination with a track divided into blocks each having a normally closed track circuit, a train including a number of vehicles each equipped with automatic train control apparatus which are interconnected for simultaneous operation, an impulse device at the entrance to each block adapted to transmit controlling impulses to the passing vehicles of a train, and means responsive to traiic conditions in the corresponding block and the next block in advance for governing each impulse device, and means for causing each impulse device to be maintained in the same existing controlling condition during the passa e of a train thereby.

WINT BOP K. HOWE.

Witnesses SOPHIE LEvIN, GEORGE T. WHITNEY.

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