US1319015A - Planoctraph co - Google Patents

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US1319015A
US1319015A US1319015DA US1319015A US 1319015 A US1319015 A US 1319015A US 1319015D A US1319015D A US 1319015DA US 1319015 A US1319015 A US 1319015A
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block
train
rails
contact
battery
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically

Description

E. A. LAUGHON.l
TRAIN CCINTROL SYSTEM.
` APPLICATION FILED ocT. II, IQIII.
Patemed 0@I.1L I,1919.`
5 SHEETS-SHEET l.
'ri-I2 COLUMBIA PMNOGRAPI! C0.' WASHNGTGN, D. C.
l E. A. LAUGHON. TRAIN CONTROL SYSTEM.
APPLICATION FILED ocT. II. I9Ia.
Patented Oct. 14, 1919.
5 SHEETS-SHEET 2 E. A. LAUGHON.
TRAIN CONTR-0|; SYSTEM.
APPLICATION FILED ocT.||.19|n.
Patented Oct. 14, 1919.
f y f l @11 Tus commun PLANdxkpH co., wAsmNcmza, u. c.
ffnung i E. A. LAUGHQN.
TRAIN CONTROL SYSTEM.
APPLICATION FILED ocT.ll.191a.
5 .SHEETS-SHEET 4.
Patented Oct-14,1919. t
E. A. LAUGHON. T RMN coNmoL SYSTEM.
uw l 9 1 4. 1 Lb C 0 d B m nw D... nm m.. r.. c 0 D E H N o U A c U Dn DI 5 SHEETS-SHEET 5.
mLaS-wvemtoz kan..- IN I s.
EUGENE A. .LAUGHoit or noANoKE, VIRGINIA,
TRATE-CONTROL SYSTEM.
Specification of Letters Patent.
Patented oet. 14, 1919.
Application filed October 11, 1918, Serial No. 257,738.
To ZZ lwhom it may concern:
Be it known that I, EUGENE A. LA'UeHoN, a citizen of the United States, residing at Roanoke, in the county of Roanoke and State of Virginia, have invented 'a new and useful Train-Control System, of which the following isa specication.
The present invention relates to improvements in train control systems and, more especially, to improvements in the systems set forth in my prior patents, Numbers 1,177,954, issued to me April 4, 1916, and 1,191,087, issued July 11, 1916.
The main object of the invention is the provision of an electrically operated system, by means of which a train within a block will set signals at the opposite ends of other blocks, to warn approaching and following trains.
Another object of the invention is the provision of means for preventing an approaching train Jfrom leaving a block until the train which is being approached has reached a predetermined distance from the approach1 ing train.
Another object ofthe invention is the provision of means for automatically stopping a train under certain conditions of danger.
The invention also contempla-tes generally improving the construction and enhancing the utility of train control systems.
With the foregoing and other objects in view, which will appear as the description proceeds, the invention resides in the com bination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment .of the invention herein disclosed can be made within the scope of what is claimed without departing from the spirit-J of the invention.
Practical embodiments or' the invention are illustrated in the accompanying drawings, wherein Y Figure l is a diagrammatic view showingv a portion of the system as installed in two adjoining blocks;
Fig. 1A is a similar view showing the remainder of the system as installed in one orf the blocks shown in Fig. 1 and in an adjoining block;
Fig. 2 isa diagrammatic view showing a modification of the system, adapted for use on a double track system;
Fig. 3 is a view. partly n elevation and partly in section illustrative of the installation ina locomotive;
Fig.. 4 is a View in 'elevation of the locomotive wheel; i
Fig.v 5 is a sectional view taken on the line 5 5 of Fig. 4;
Fig. 6 is a diagrammatic view of the brake valve operating mechanism;
Fig. 7 is an enlarged top plan view of the valve operating mechanism;
Fig.l 8 is a view vin side elevation, partly in section of the same;
Fig. 9 is a sectional view taken on the line 9 9 of Fig.l 7
Fig. 10 is a view in elevation of a relay for closing the circuit to the motor for oper= ating the valve of the air brake system;
Fig. 11 is a plan view of a latch for holding the relay armature.
Referring to the drawings by characters of reference In carrying out the invention, the railway is divided into a series of main blocks, indicated at A, B, C, D and E, and between the mainblocks are provided short auxiliary blocks A', B', C and D respectively. The
blocks are composed of traiiic rails 1 and 2,
and the rails of the main blocks are sepa= rated from those of the auxiliary blocks by means of insulation 3.
At the corresponding end of each main block, and situated between the traiic rails 1 and 2, is av pair of contact rails 4, while at the other end of'each main block is 1ocated a similar pair of contact rails 5. -A` source of electrical supply, such as the battery 6, is providedv for each main block, and the poles of the respective sources of electrical supply are connected to thetraiiic rails 2 and 1 by means of the line wires 7 and 8, respectively. Y
A source of electrical supply, such as the battery 9, is provided for each auxiliary block, and the poles of the respective batteries are connected to the traflic rails 2 andH 1 of the auxiliary blocks by the wires 10 and 11, respectively. e
AtV the correspondingV end of each mainv block is situated a, semaphore 12, the arm of which is provided with a bridging contact lpiece 13. EachV semaphore is provided with an electrically actuated operating device 14, one terminal of which is connected by the connector or' wire 15 to the traiic rail 2 of the main block vwhile the other terminal is is adapted to engage a pair of terminals, g
and It, when the semaphore arm is lowered or set to danger, one of which is connected by -a wire 17 to one' of a pair of contact rails 4, while the other, fr, is connected by a wire 1S to the' other of the' pair of contact rails. It will be noted that the wires- 17 and 18' are connected to the Vpair of contact rails 4 which are positioned inthe main block adjoiningthe block in which the semaphore 12 is positioned.-
Interposed in the lin-eV or wire 18 is an armature 19 which is normally held by an electro-magnet 20, the terminals ot'- which are connected by the wires 21 and respectively, with thetraliic rail-s 1 and ci anv auxiliary block. The electro-magnet 20 will be normally energized by current from the battery 9 flowing through wire 10, rail 2,- wire 22, electro-magnet 20,. wire21, rail- 1 and wire 11 to the battery 9. l'Vhenthe electromagnet 20 is de'e'nergized, aswill be hereinafter explained, the armature 19 moves to bridge' terminals m and n which are respectively connected by the wires 21 and 22 with the rails ,1 and 2 of amai'n block.
Each main 'block isprovid'ed with an electroimagnet4 23, the terminals ot' which are Connected by wires 24 and 25 withy the rails 2 and 1, respectively. kCurrent will, therefore, normally flow from? the battery 6, through Awire 7, rail 2, wire 24, electromagnet 23, wi're,25, 1ail 1 and wire S to the battery 6, thus keeping the magnet normally energized.- Each mainv block is also provided with Aan electro-magnet 26, the terminals of which are .connectedto the wires 27 and28 to the rails 2 and 1respectively; This magnet is also normally energized by `current lflowing. from the battery 6, through Wire 7, rail 2, wire 27, electromagnet 26, wire 28, rail 1, and wire 8 to the battery 6.V
Each electro-magnet23 normally holds an armature 29 in contact with the terminal of :r wire 30,- which is connected toY one pole of the battery 9, and the armature 29 is connected through a line wire 31 with one terminal of an electrically actuated op'erating device adapted to operate the arm of nal of a wire 39 which is: connected to the' other pole of the battery 9; 1t will be noted that the electro-magnets and 26 which control the circuit -just described to one-battery 9` have their terminals connected to the traflic rails of adjoining main blocks. From the `foregoing it will be apparent that the circuit from the battery 9 through the electrically actuated device 32 will 'be normall;v closed, and the arm of the semaphore will be held in elevated or clear position.
Thev arm of each semaphore 33 is provided with a bridging piece 34 adapted to bridge the 'terminals r and s when the arm is lowered to danger position. The terminal f1 is connected by a wire 35 to one of the rails 5 of the pair of contact rails. The other rail 5 of the pair is connected by the wire 36 with the terminal a. A gap is formed in the connecting wire 36 which is normally bridged by an armature switch 40, held by an electromagnet 41. The terminals ot' the electromagnet 41 are connected by wires 42 and 43 with the rails 2 and 1, respectively, of an auxiliary block. The electro-magnet 41 would then be energized by current flowing from the battery 9, through wire 10, rail 2, wire 42, magnet 11, wire 43, rail 1 and wire 11 to the battery 9.
A pair of wheels 44 of the locomotive have annular contact members 45 secured thereto in* any suitable manner, as by means of flanged rings 53, which are secured tothe respective wheels by rivets or otherwise, and the members are insulated from the wheels by the insulation 52.. These contact members are positioned to engage the contact rails 4 and 5.
A pair of brushes 46 rest upon the respective contact members 45, and one of the brushes is connected by a conductor 47 with one pole of a battery 50, which battery is carried by the locomotive. r1he other brush 46 is connected by a conducto-r 51 with one terminal of an electro-magnet the other terminal of which is connected to the other polc of the battery 50. From this it will be seenA that, when the contact members 45 are in engagement with the rails '-l, and the arm of the semaphore 12 is in danger position so that the bridging piece 13 engages the terminals g and 7L, current will flow from the battery 50 through the conductor 47, one brush 46, contact member 45, rail 4, conductor 17, terminal g, bridging piece 13, terminal 7L, conductor 18, the other rail 4, contact meinber 45, brush 46, conductor 51, and electromagnet 52 to the battery 50. This will energize the electro-magnet to operate a switch v53, the purpose of which will be explained.
It is also apparent that, when the contact members 45 are in engagement with the contact rails 5, and the arm of the semaphore 33 is set to danger so that the bridging piece 34 engages the terminals and a, current will ioiv from the battery 50 through the conductor 47, brush 46, contact member 45, contact rail 5, conductor 36 and armature 40,
terminal s, bridging piece 34, terminal 7, conductor 35, the other rail 5, contact member 45, brush 46, conductor 51 and electromagnet 52 to the battery 50. This will also energize the electro-magnet 52 to attract the armature 53.
lV hen the terminals g and 7L are bridged by the bridging piece 13, or the terminals r and s are bridged by the bridging piece 34, as just described, and the contact members 45 come into contact with the rails 4 or 5, respectively, the electrically operated mechanism on the locomotive will be set in motion.
Interposed n the conductor 51 is an electro-magnet 52, which is adapted to attract, when energized, yan armature 53, which acts as a switch to close a shunt circuit from the conductors 47 and 51 to the motor 48. A. pilot light 54 may also be connected in shunt with the conductors 47 and 51, as seen most clearly in Figs. 1A and 2, for the purpose of indicating whether' or not the current is flowing, and the battery in proper working condition, since any interruption of the current will cause the pilot light to go out.
The motor 48 is provided with a shaft 55 which extends from the motor in one `direction, and which is threaded throughout the major portion of its length, as indicated at 55. The shaft 55 is housed in a hollow boxing 56 which may be formed integral with the motor casing, .and the shaft extends longitudinally of the housing and has its outer end suitably journaled therein. The housing 56 is opened at its upper face and has opposed grooves 58 formed longitudinally of its sides, which grooves are adapted to receive the longitudinal edges of a slide 59 with a close sliding ft.
The slide 59 is formed with an aperture 57 in which is movably mounted a block 60. The inner or lower end of the block 60 is formed with a groove 60 adapted to receive the shaft 55 and threaded to engage the threads 55 of the shaft so that, as the shaft rotates, the block 60 will be caused to travel longitudinally thereof, and, with it, the slide 59. The block 60 is formedv with an upstanding stem 61, surrounded by a coiled compression spring 62. The stem 61 projects through an aperture formed in a yoke 63, which is secured to the slide 59, and the compression spring is confined between the yoke and the upper face of the block 60 so as to keep the block firmly seated on the threaded portion 55 of the shaft 55. As will be understood, this structure allows the block 60 to be manually raised from the shaft 55 so that the slide and block may be moved to desired positions.
- For the purpose of easily raising the block 60, the stem 61 is apertured at its upper end to receive a pin 64, which extends atright angles to the stem and overlies the bifurcated end of a lever 65, which lever is fulcrumed in the bifurcated upper end of a standard 66, secured on the slide 59. The
the train. The vent valve 7 O is in communi- 5 cation throughthe pipe 71 with the air tank 72, in the usual manner. From this it will be seen that, when the motor is operated to rotate its shaft, the slide 59 will, through the engagement of the block 60 with the threaded portion of the shaft 55, be drawn inwardly toward the motor, thus rocking the lever arm 69 against the force of the retractile spring 73, which spring is connected to the lever arm and serves to retain it in normal position, to open the vent valve 70 and allow air to escape through the vent pipe 74, thus setting the brakes of the train.
To provide means for returning the slide 59 to normal position under the action of the spring 73, and thereby reset the valve 70 and place the parts inposition for again operating, a latch is pivotally secured between its ends to the slide 59, and is positioned so that its end will engage beneath the block 60, when the block is raised, to hold the block out of contact with the shaft 55. A spring 76 is provided for the purpose of forcing the latch 75 beneath the block. When the slide 59 has been retracted under the force of the spring 73, the latch 75 willcome into contact with the cam plate 77, which is secured on the side of the casing or housing 56, and be released from beneath the block '60, thereby allowing the block to again contact the shaft 55, under the action of the spring 62.
The modification shownin Fig. 2 is designed for use on a double track railway where traffic is only had in one direction on a track. In this instance it is only necessary to indicate following trains and, consequently, that portion of the structure hereto-l fore described which was intended forthe purpose of indicating a train approaching from the opposite direction is left out.
The operation of the system is as fcllows:
Assume the train T, in block D, as shown 'in Fig, 1A, to be moving in the direction of the arrow, andthe train T, in block B, to be moving in Lthe opposite direction, or in the direction of its arrow. When the train T entered the block D, the current from the bat-tery 6 of that block was slrort-circuited through the Wheels 44 and their axle so that current no longer flowedy threugh the conductors 15 and 16 and the electrically ac-v tuated operating device 14. This caused the arm of the semaphore 12 of the block D to drop to danger position, and bring its bridging piece 13 into contact with the terminals g and L, and connect the contact rails 4 of the block E for the passage of a current of electricity therethrough. This would effectually prevent a following train from leaving the block E, because its contact members 45 would come into engagement with the rails 4 and establish a closed circuit through the battery 50. thereby operating the mechanism, as heretofore described, to apply the brakes and stop the train. Zhen this circuit is made, magnet 52 becomes energized, but only remains so energized while the contact members 45 are in contact with rails 4. The Contact members 45 on a train running at high speed, however, would be in contact with rails 4 for only an instant, and the motor 48 would not have time to operate the vent valve before the train had passed over rails 4 and the magnet 52 had' become denergized. As soon as the magnet has become rie-energized its armature 53 will, of course, leave it, thus breaking the circuit from battery 50 to motor 48 and thereby causing the motor to fail to operate the vent valve 70 and stop the train. Tn order to prevent the motor from being stopped in this manner, armature 53 is provided with a latch or locking device, shown in Figs. 10v
and 11, whereby when the magnet 52 becomes energized it attracts its armature 53 and when said armature movesforward to the magnet the latch drops in behind said armature and locks it in connection with the magnet. Therefore, although the train may move over the rails 4 and magnet 52 may become deenergized. the motor 4S will continue to run until the latch is manually operated and armature 58 released and the circuit between 'battery 50 and motor 48 thereby broken.
When the train T entered the block D, it also, by short-circuiting the battery 6, deenergized the electro-magnet 26, thereby breaking the circuit to the electrically actuated operating device 32 and causing the arm of the semaphore 33 in block B to drop to danger position. This drop of the arm of the semaphore 33 will bring the bridging piece 34 into engagement with the terminals, r and .s to electrically connect the contact rails 5 of the block B. This would eectually prevent any train from passing from the block B toward the l,train T.
The train T also, upon entering the block D and short-circuiting the battery 6, caused the electro-magnet 23, block D to become de-v magnetized, thereby breaking the circuit from the blattery 9 through `the electrically actuated operating device 32 of the block C, and causing the arm of the semaphore 33 to drop and enga-ge the terminals 1' and s, and so put the rails 5 of this block in electrical contact and prevent a train from passing from the block C toward the train T.
As the train T passes from the block D its contact members 45 come into enga-gement with the contact rails 4 but, because the arm of the semaphore 12 of block C is elevated, the rails 4 are not in electrical contact and no current flows from the battery 50.
When the train T has passed from the block D, it enters the short, supplemental block C and causes a short circuiting of the battery 9 of that block. This will deenergize the electro-magnet 20, and cause the armature 19 to fall into contact with the terminals m and n and thereby, through the conductors 2l and 22, continue the short-circuiting of the battery 6 of block D and keep the arm of semaphore 12 of said block at danger position as long as the train remains in the block C. The short-circuiting of the battery 9 will also cause the electro-magnet 41 to be dema-gnetized and release the armature 40, thereby breaking the electrical contact between the contact rails 5 and allowing the locomotive to pass freely thereover.
The train T, when it entered the block B', short-circuited the battery 6 of that block causing the arm of the semaphore 12 of that block to drop to danger and establish electrical contact between the contact rails 4 of the block C, as heretofore described, thus preventing a train from ap preaching it from the opposite direction. The short circuiting of lthe battery 6 also demagnetizes the electro-magnet 23, causing the arm of the semaphore 33 to drop to danger, as heretofore described, thus preventing a train in block A from leaving the block and approaching the train T.
In the form sho-wn in Fig. 2, when the train T entered the block C the battery 6 of that block was sh-ort-circuited, causing the arm of the semaphore 12 of the block to drop to danger and establishing electrical contact between the rails 4 of the block D, as heretofore described. This efectually prevents any train following the train T from leaving the block D (not shown). Likewise the train T when it entered the block B, short circuited the battery 6 of that block, causing the arm of the semaphore 12 of that block to drop to danger and establish electrical contact between the rails 4 of the block C, thus preventing the train T from leaving that block. c
As the train T leaves the block B, travelioo ing in the direction of the arrow, it enters the short auxiliary block A and shortcircuits the battery 9 thereof, demagnetiz ing the electro-magnet 20, and causing the armature 19 to drop to still short-circuit the battery G of the block B and prevent the train T from leaving the block C until the train T has entered the block A.
From the foregoing it will be seen that the trains are effectually prevented from approaching each other, and the liability to accident is greatly reduced.
Having described my invention, -what I claim is new and seek by Letters Patent, is
l. A train control system including trat ic rails divided into main blocks, auxiliary blocks interposed between the main blocks and insulated' therefrom, sources of electrical energy connected to the traiiic rails of the respective blocks, pairs of contact rails for the respective main blocks and normally in open circuit, electrically operated semaphores for the respective main blocks and normally energized to hold their arms to clear position and denergized when the block is occupied to set the arm to danger position and close the circuit to the contact rails of an adjoining block, electro-magnets connected to the respective auxiliary blocks, and armature switches normally held by the electro-magnets and released when the auxiliary blocks are occupied to close a circuit to the traffic rails of the respective adjoining main blocks and denergize the semaphoresl of the respective blocks.
2. A train control system including trafc rails divided into main blocks, auxiliary blocks interposed between the main blocks and insulated therefrom, sources of electrical energy connected to the traftic rails of the respective blocks, pairs of contact rails for the respective main blocks and normally in open circuit, electrically operated semaphores for the respective main blocks and normally energized to hold their arms to clear position and denergized when the block is occupied to set the arm to danger position and close the circuit to the contact rails of an adjoining main block, electroelectrical energy of the respective auxiliary blocks, electrically operated semaphores in the respective circuits and normally ener gized to hold their arms in clear position, armature switches interposed in the respective circuits and normally held to'close the circuits, electro-magnets connected to adjoining main blocks, and normally energized to hold the armature switches in said circuits in closed position, second pairs of contact rails for the respective main circuits, block circuits for said rails, said circuits being closed by the denergization of the last mentioned semaphores, electro-magnets connected to the respective auxiliary blocks, and armature switches normally held by the electro-magnets and released when the magnets are denergized to break the respective circuits to the second mentioned contact rails.
3. A train control system including trafc rails divided into main blocks, auxiliary blocks interposed between themain blocks and insulated therefrom,sources of electrical energy connected yto the respective blocks,
v pairs of contact rails in the respective main blocks and normally electrically disconnected, normally energized means denergized when a main block is occupied to close a circuit to the Contact rails of the adjoining main block, and means denergized when an auxiliary block is occupied to break the circuit to said pair of contact rails in the adjoining main block and permit a train in the auxiliary Iblock to proceed in one direction.
In testimony that I claim the foregoing as my own, I have hereto aiiixed my signature in the presence of two witnesses.
EUGENE A. LAUGHON.
Witnesses:
MABEL FURROW, J. H. HALE.
Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents. Washington,`ID. C.
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