US1306380A

US1306380A - Automatic train control system

Info

Publication number: US1306380A
Authority: US
Publication date: 1919-06-10
Anticipated expiration: 1936-06-10

Description

w. K. HOWE.

AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED APR. 1. 19m.

1,306,380. lulvntwl Junu H), 191$).

. I E g I //V VE N TOR ATTORNEY WINTHROP K. Eow 0F noo'HEs'rEn, NEw YonK, ssIe oR r0 GENERAL RAILWAY SIGNAL coMrANY, 0F GATES, NEW YORK, A coRronATroN oENEw YORK.

AUTOMATIC TRAIN-CONTROL SYSTEM.

Be it known that I, WI THROPK; HowE, a citizen of the United States, and a resident of the city of Rochester, in the county of Monroe and State of New York, have invented new and useful Improvements in Automatic Train-Control'System's, of which the following is a specification. 3

This invention relates'to automatic train control systems, and more particularly to such systems in which the communication between a vehicle and the track upon which it travels is accomplished by the electrical cooperation of a contact shoe or similar device carried by the train with contact rails or ramps located at suitable points along said track. The invention also relates to those automatic train control systems in which the operation of the system depends in some wayupon a moving part operatively connected to the wheels of the vehicle. I 1

In the automatic train control systems having the characteristics above stated'it is desirable to make suitable provision whereby the motorman or engineer wlll be immediately advised of any failure of. the mechanism .to operate properly, whether this-failure is due to unavoidable breakage, im-

proper adjustment or some other cause; and

this invention has for its objects-to devise a simple and; .relia-ble-means for verifying the proper performance of certain of the parts of the system and for immediately in.-

forming the motorman or engineer of any failure of these parts to operate properly.

Other objects and advantages w1ll appear as the description of the invention progrosses, and the novel features of the invention will be' particularly pointed out in the appended claims.

In describing the inventlon in detail, reference is had to the accompanying drawing, in which is illustrated the referred physical embodiment of theinvention, and in which the singlefigure is a diagrammat c vlew of the parts of a system for automat1callycontrolling railway trains suitable for illustrating the features and characteristics of,

this invention and the manner of its application, these parts of the train control system, as well as the devices embodying the invention, being shown in a simplified form and arrangement, more with a view of making clear the features and characteristics of the invention rather than with a view of showing the exact shape, construction and Specification of Letters Patent.

' being understood that Patented June 1o, its.

Application filed April 1,1916. Serial No. 88,363.

from an alternating generator 4 along the line wires 5 and 6. Since the devices and electrical connectionsassooiated with each block are thesame, these devices and connections willbe given the same reference characters for the respective blocks with distinctive exponents added thereto. Adjacent to one end of each block, preferably the exit end, is located a track transformer 7, the primary of which is connected across the line wires 5 and 6, and the secondary of whidh is con,- nected across the track rails 1 and 2 by conductors 8 and 9. At the other end of each' block a track relay 10 of suitable construction, capable of responding to alternating current, is connected across the track rails 1 and 2by conductors 11 and 12, said track relay 10 having armatures 13 and 14 represented according to established convention. Associated with each block and located preferably near the entrance thereto is an insulated ramp R of suitable construction, which is arranged to cooperate with the con-.

tact shoe hereinafter described, carried by the vehicle, and which forms one terminal of the controlling partial circuits which are supplied with current from the ramp trans former 15 associated therewith, the primary of said transformer 15 being connected across the line wires 5 and 6. The connections to the secondary of the transformer 15 and the controlling partial circuits will not be described in detail, since these connections and said partial circuits will be fully set forth hereinafter in the description of the operatlon.

Thevehicle is shown diagrammatically as comprising a pair of front wheels 16-16 connected by an axle 17, and 'a pair of rearwheels 181.8- x nnected by .an axle 19, it

are connected by the frame of the vehicle as represented bythe side bars 20. The contact shoe may be supported in any suitable said axles 17 and '19- shoe 22 is 'a rod 25v of suitable insulating material carrying contact fingers 26 and 27, said rod 25 being larger than the shoe 22 so as to engage the upper face of the bracket 21 and. limit the downwardmovement ofthe shoe 22. I y

In certain kinds of automatic train controlsystems thev operation of the system is dependent in some 'way upon a part (1 iven by the wheels ofthe vehicle as it movesalong the track, this part being, for instance, a

device for indicating the speed at which the vehicle is .;traveling, Or a device for indicating or registering the distance traveled by the vehicle from a predetermined point. Such a train control apparatus connected to the wheels of the vehicle is shown conventionally in the drawing and designated by K.

In these types of automatic train control systems it is desirable to detect the failure of any of the gearin connecting the train con trol apparatus and the wheels of the vehicle.

While the connection between the wheels of the vehicle and the train control apparatus K may take various forms, this connection is -illustrated in the drawing as comprising a worm 28 secured to the front axle 17 and meshing with a worm gear 29, which is fixed to the lower end; of a shaft 30 supported in suitable bearings, said shaft 30 connecting to the train control apparatus K. Operatively connected; with the shaft 30, but insulated therefrom, and constructed so as to be turned thereby, is a-shaft 31; and secured to this shaft 31 are two .contactrings or

disks

32 and 33 which have segments of insulation 36 'inserted in their peripheries and which are arranged tocooperate with

suitable contact brushes

34 and 35'. g

The failure of certain parts of the train controlsystemto operate properly may bebrought to the attention of the motorm'an or engineer in different ways, but according to the'particular embodiment of this invention illustrated, it is contemplated that the necessary information will be given the motorman or engineer by the lighting and -extinction of suitable electric lamps L and L, which may be colored differently or made distinguishable in any other suitable way.

The lamp L is intended to inform the motor man or engineer as tothe condition of the operating connection between the wheels of .the vehicle and the train control apparatus K, and also of the operating condition of the contact shoe 22, as will be explained more fully hereinafter. The lamp L is intended to inform the motorman or engineer of the operation of the track relays of the different blocks as the vehicle passes over them, and also, in a general way, of the traflic conditions ahead of the vehicle.

The automatic train control apparatus K, is governed by a control relay 40, having two armatures 41 and 42; and said control relay 40 in turn is arranged to be governed by a relay 43, having an armature 44.

Operation.

When the contact shoe 22 is .not in en gagement with the ramp R and the-parts of the system on the vehicle are in their normal position, the control relay 40 is normally energized by current from a'local source on the vehicle, as a battery 45, by a circuit which may be traced as follows: Commencing at the battery 45,-conductor 46, control relay 40,

conductors

47 and 48, armature 41' of the control relay 40 in its up er position, conductor 49, contact finger 2 of the shoe 22 in its lower or closed position, and conductors V 50 and 51 back to the battery 45.

When the control relay 40 is energized, the train control apparatus K is held in its nor-. mal oridle condition by current flowing in a circuit which may be traced as follows:

Commencing at the battery 52, which may be the same as the battery 45, conductor 53,

armature 42 of the control relay 40- in its upper position, conductor 54, apparatus K, and conductor 55 back to the battery 52.

When the shoe 22 is not in contact with the ramp R and is in itslower position. current isintermittently supplied to the lamp L along a circuit which may be. traced-as follows: 7

Commencing at the battery 56, which may be the same as the battery 45, conductor 57 lamp L, conductor 58, brush 34, contact disk 32, shaft 31, contact'disk 33, brush 35, conductor 59, contact finger 26 in its lower or closed positlon, and conductor 60 back to the battery 56. i

It canbe readily seen from the last traced clrcuit that if the o crating connection between the wheels of iilie vehicle and the train control apparatus K .is intact and is operating properly, the segments of insulation. 36 of

contact rings

32 and 33 will cause an intermittent interruption ofthis last traced circuit, thereby resulting in an intermittent lighting and extinction of the lamp L. If

this operating connection is defective or manently. In either case, the changefr'om the continual flashing to the steady light or darkness would be. quickly and readily 110-" ticed by the motorman or engineer. When incense ithe shoe 22 engages theramp lt,the contact finger 26 is raised and interrupts the circult for. lighting the lamp L,. so that the lamp L remains extinguished I temporarily during the time the yehicle is passing the ramp.

V To understand the control of the lamp. L

" and. the manner in which it informs the motorman or engineer of the operation of certain partsof'the system, it will be necessary to state briefly the operation of the trackwaycircuits and thecontrol relay 40 and the relay 43. Assume that the vehicleis in the-block A, andabout to enter the black 13,-the shoe 22 being in contact with the ramp R but the front (palr of wheels 1616 not having yet enters the block B; and further assume that the vehicle has been proceeding unrestrained by the train control apparatusK, and the control relay 40 is energized. When the contact shoe 22 engages the ramp R, it is lifted and the contact finger. 27 is operated, thereby interrupting the normally closed circuit hereinbefore traced for energizing thecontrol relay 40,-so that, un-

less current is suppliedto said control relay qby some other circuit, said control relay will i be deenergized and its armatures willdrop.

rent normally keeping it energized ;:and un.

less the control relay is maintainedenergized by some other circuit, the train control apparatus K will be set into operation and will remain effective until the train passes the next ramp.

The current substituted for the current which normally energizes the control relay 40 is supplied'along a circuit controlled by the relay 43; and the relay 43 in'turn is governed by the trackway circuits as fol lows If the block B is not occupied by an other train, the track relay is energized and its armatures are in their upper position, so that current is supplied fromthe secondary of the transformer along the track to the primary of the transformer T on the vehicle along a circuit which may be traced as follows:

. Commencingat one terminal of the secondary of the transformer 15, conductor 62, armature 13 of the track relay 10 in its upper osition, conductor 61, ramp R,- sh'oe 22, con uctor 65,- primary 37 of the transformer T, conductor 64, and thence by the axle 19 and the wheel 18 to the track rail 1,-

as follows:

conductor 64 and thence and along conductor 63 back to the other terminal of the secondary of the transformer 15. v

This current in the primary 37 of the transformer T induces a current in the portion 38 of the secondary of said transformer, and this induced current flows along conductors 66 and 67 through the relay 43. The relay 43 is designed such. that a certain amount of current is required to raise its armature 44, while less current is required to hold this armature 44 in its upper position if it is already there. The current in the primary 37 of the transformer T also induces a current in the portion 39 of the secondary of said transformer, and this in duced current flows along

conductors

70 and 71 through the lamp L It is apparent that the brightness of the lamp L is dependent upon the amount ofcurrent flowing in the primary37 of the transformer T; Under the particular conditions under discussion, the entire'voltage of the secondary of the transformer 15 is impressed across the terminals of the primary .37 of the transformer T; and the pa'rts'and windings are so constructed and proportioned, in a manner which will be apparent to those skilled inthe art, that the relay 43 will be energized sufficiently to raise its armature 44, 9

and-the lamp L will be brilliantly lighted. When the armature 44 of the relay 43 is raised, current is supplied to the control relay along a circuit which may be traced Commencing at the battery 45, conductor 46, control relay 40,

conductors

47 and 68,. armature 44 in its upper position and conductors 69 and 51 back to the battery 45. I j In thisway, although the circuit which normally energized the control relay 40 is.

broken, a substitute circuit for maintaining said control relay energized is established, this substitute circuit being dependent upon a difference of potential equivalent to the full voltage of the secondary of the transformer 15 existingbetween the track rail 1 and the ramp R. p i

As the vehicle progresses and its first pair enter the block B, the track relay 10 is shunted and denergized. If the block C is not .occupied by another train, current is supplied from part-of the secondary of the of Wheels 16-16 and the: axle 17 actually 1 a transformer'l5 to the primary 37 ofthe 12o transformer T along a circuit which may be traced as follows? Commencing at the. intermediate tap in the secondary of the transformer'15 conductor 7 3 armature 14 ductor 65, primary 37 ofthe transformer. T,

of the track relay 10 in its upper positlon, conductor 72, armaby the wheels and 1 30 axles of the vehicle to the track rail 1 and along conductor 63 back to the secondary armature 44 of the relay 43 is already in its upper position, this. induced,current is suflicient to hold this armature in its upper posi-' tion. The lower current induced in the secondary portion 39 of the transformer T causes the lamp L to grow dimmer, thereby advising the engineer or the motorman that the armature of the track relay 10 has dropped properly, and furthermore thatthe next block in advance, that is the block 0, is not occupied. v

If theblock C is occupied by a train'at the time the vehicle in question actually enters the block .B, the armature 14 of the track relay 10 will be in itslower position and the circuit previously traced and includinga portion of the secondary of the transformer 15, is interrupted so that the primary 37 of the transformer T has no current flowing therein, and consequently there is no current'in the

secondary portions

38 and 39. When the-current ceases to flow in the secondary portion 38 of the transformer T, the relay 43 is'deenergized and its armature 44 drops; thereby interrupting the substitute circuit for energizing the control relay 40; and since the shoe 22 is on the ramp R at this time and the circuit normally energizing thecontrol relay 40 is interrupted at the contact finger 27, the control relay 40 is deprived of all. current and its armatures drop. The

dropping of the armature 42 interrupts the circuit hereinbefore traced which normally energizes the train control apparatus K and maintains it in its idle condition,'and consequently the train control apparatus K is set into operation. When the current ceases to flow into the secondary portion 39 of the transformer T, the lamp L is extinguished, and since the motorman or engineer knows by reason of the fact that the lamp L is not lighted-that the contact shoe 22 has not left engagement with the ramp R, he is advised by the extinguishing of the lamp L at this time that the next block'in advance, that is the block 0, is occupied.

From the foregoing it can be seen that the lamps L 'and L are controlled in such a wa as to enable the motorman or engineer to te 1 whether or not the gearing connecting the train control apparatus K and the wheels of the vehicle is in Working order. He is also able to tell by the extinction of the lamp L as his train passesa ramp that the contact shoe22 is properly adjusted so as to engage the ramp and hasbeen operated properly. Also, the motorman or engineer [is able to tell, as his train passes from one block into another from the lamp L that the track relay of the block just entered has dropped by reason of the fact that the lamp L isfirst lighted brilliantly and then dimly; and the lamp L serves to impart the additional information of whether or not the next blockv in advance isoccupied. -The constant recurrence of the lighting and extinction of. the lamps L and L becomes quickly familiar to the motorman or engineer, so that he will immediately detect any failure of the parts controlling these lamps to operate properly; but it is apparent that, if desired," various forms of automatic devices responsive to the same cycle of making and'breaking circuits and decrease of the flow of current therein may be used instead of the lamps L and L Although I have particularly described the construction of one physical embodiment of my invention, and explained the operathereon; means operatively connected to the Wheels of the vehicle for governing said apparatus; a circuit; a circuitcontro'lling device actuated by said-means and ,periodi-' cally interrupting said circuit; and an indicating device included in said circuit.

2. In an automatic train control system,- in combination: automatic train control apparatus on a vehicle including a movable part operatively connected to the wheels of the vehicle; traflic controlled-means partly on the vehicle-and partly along the track for governing the operation of said apparatus; an indicating. device on the vehicle re.- sponsive to the movement "of said part; and another indicating device governed by said trafiic controlled means.

3. In a train control system, in combination: a track; a vehicle adapted to travel. on said track; train-control apparatus 'on the vehicle; means operatively connected to the wheels of the vehicle for governing said apparatus; a circuit; a circuit controlling device actuated by said means and periodically interruptingsaid circuit; means on the vehicle and traffic controlled means along the track arranged in cooperative relation for governing said apparatus means operated by the cooperation of said last mentioned means for interrupting said circuit; and an indicating device included insaid circuit.

trolled partial circuits along the track including sources of current of different voltages; means on the Vehicle and located along the track in cooperative relation for establishing electrical communication between the partial circuit on the vehicle and the partial circuits along the track; and an indicating device responsive to the flow of ourrent in the partial circuit on the vehicle.

5. In a train control system, in combination: a track divided into track circuit blocks; a vehicle adapted to travel over the track; a contact rail associated with each block; partial circuits associated with each block and terminating at the corresponding contact rail and at a track rail; said partial circuits including sources of current of different voltages and being governed by the track circuit of the corresponding block; a contact shoe arranged to make electrical contact with said contact rails; a partial circuit on the vehicle terminating at said contact shoe and at the wheels ofthe vehicle; traincontrol apparatus on the vehicle governed by the partial circuit thereon; and an indicating device responsive to the flow of current in said partial circuit on the vehicle.

6. In a train control system, in combina tion: a track; a vehicle adapted to travel on said track; train control apparatus on the vehicle; means operatively connected to the wheels of the vehicle for governing said apparatus;' means -for automatically controlling said apparatus; a circuit; a circuit controlling device actuated by .said first mentioned means for periodically interrupting said circuit; and an indicating device included in said circuit.

7. In a train control system, in combination: .a track divided into insulated track circuit sections; a vehicle adapted to travel on said track; means forcommunicating between said vehicle and said trackway comprising a circuit controlling device; train control apparatus on the vehicle automatt cally governed by said means and operatively connected to the Wheels of the vehicle; a circuit automatically controlled by said means; other circuit controlling means actuated by said apparatus for periodically interruptin'g said circuit; indicating means included in said circuit; and other indicating means, governed by said first mentioned means, selectively responsive to the presence of a train on said track circuit sections.

8. In a train control system, in combination: a track divided into track circuit blocks; a vehicle adapted to travel over the track; a contact rail associated with each block; partial circuits associated with each block and terminating at the corresponding contact rail and at a track rail; said partial circuits including sources of current of different voltages and being governed by the track circuit of the corresponding block; a

contact shoe arranged to make electrical contact with the contact rails; a partial circuit on the vehicle terminating at said shoe and at the wheels of the vehicle; train control apparatus on'the vehicle; a relay for controlling said apparatus; a circuit for said relay including a contact controlled thereby which is closed when the relay is energized; means responsive to the flow of current in the partial circuit on said vehicle for controlling said relay regardless of its electrical condition; and indicating means responsive to the flow of current in said partial circuit on said vehicle and to the presence of a train on another of said'track circuit sections.

9. In a train control system, in combination: a track divided into track circuit blocks; a vehicle adapted to travel over the track; train control apparatus on the vehicle; means operativelyv connected to the wheels of the vehicle for governing saidapparatus; means for communicating between the track and said vehicle; a relay 95 governed by said last mentioned means for automatically controlling said apparatus; a circuit; circuit controlling means actuated by said apparatus for periodically interrupting said circuit; indicating means included 100 in said circuit; and other indicating means governed by said communicating means.

.10. In a train control system, in combination: a track divided into track circuit blocks; a vehicle adapted to travel over said track; train control apparatus on the vehicle; means operatively connected to the wheels of the vehicle for governing said apparatus; means for communicating between the vehicle and the track; and means governed by said last mentioned means for indi= eating the operative condition of said com municating means and of said apparatus.

11. In a train control system, in combination: a track divided into track circuit blocks; a vehicle adapted to travel over said track; train control apparatus on the Vehicle; means operatively connected to the wheels of the vehicle for governing said apparatus; a partial circuit on the vehicle; 121) traffic controlled partial circuits along the track including sources of current of different voltages; means on the vehicle and along the track for establishing electrical communication between the partial circuit on 125 the vehicle and the partial circuits along the track; a relay for automatically controlling said apparatus; a pickup circuit for said re; lay controlled by the partial circuit on the vehicle; a holding circuit. for said relay con:

trolled by said second mentioned means; in-

dicating means controlled by said partial ing a circuit controller having a plurality of circuit controlling positions; train control apparatus on the vehicle; means operatively connected to the wheels of the vehicle for governing said apparatus; controlling circuits for said apparatus governed by said shoe; ramps located at intervals along the track for operating said shoe having their electrical controlling condition dependent on the extent of occupied track in advance thereof; and indicating devices responsive to the operation and electrical condition of said. shoe.

13. In an automatic train control system, in combination: automatic train control apparatus including a moving part and having its predetermined operation dependent upon the movement of said part; and indicating means on the vehicle adapted to give a distinctive and an arrestive indication so long as said part is in motion and automatically cease to give such indication when said part ceases to move.

14. In an automatic train control system, in combination: automatic train control apparatus on a vehicle, including a moving part and having its predetermined operation dependent upon the movement of said part;

and visual indicating means disposed in the cab of the vehicle and governed by said moving part, said indicating means having a distinctive appearance only so long as said part is in motion.

15. In an automatic train control system, in combination: automatic train control apparatus on a vehicle including a shaft connected to the wheels of the vehicle and moved in accordance with the movement of said wheels; a circuit, means operated by said shaft for periodically interrupting said circuit; and a safety device included in said circuit and responsive to the periodic interruptions thereof.

16. In an automatic train control system, in combination: a railroad track divided into track circuit blocks each having a track relay; a ramp located at the entrance toeach bloc means controlled by the track relay of the corresponding block for modifying the electrical condition of each ramp when the wheels of the train enter that block; a contact shoe carried by the vehicle and adapted to cooperate with said ramps, said shoe remaining in electrical contact with each ramp until the vehicle has entered the corresponding block; a partial circuit on the vehicle energized by the current supplied from said ramps; and means responsive to the flow of current in said partial circuit for indicating the change in the electrical condition of said ramps as the vehicle passes them, whereby an indication is obtained inthe cab to show theoperation of each track relay.

17. In an automatic train control system, in combination: a track divided into blocks each provided with .a track circuit and a track relay: impulse transmitting means at,

the entrance of the vehicle into that block;

and indicating means'on the vehicle acting to indicate the change in the controlling condition of the impulse transmitting means of each block incident to the operation of its track relay by a passing vehicle.

18. In an automatic'train control system,

in combination: a track divided into blocks each provided with a track circuit and a track relay; an impulse device at the entrance to each 'block' having its controlling condition changed by the operation of the track relay of that block; a circuit on a vehicle influenced by the controlling condition of said impulse devices both prior and subsequent to the entrance of the vehicle into the corresponding block; and an indicating device on the vehicle governed by said circuit.

WINTHROP K. HOWE.