US1323250A - System for controlling- vehicles - Google Patents

Description

F. w. DANE.

SYSTEM FOR CONTROLLING VEHICLES.

APPLICATION FILED MAY 1. 1915.

1,323,250. Patented Dec. 2,1919.

2 SHEETSSHEET 1.

' F. w. DANE. SYSTEM FOR CONTROLLING VEHICLES;

APPLICATION HLED MAY 1. l9l5- Patented Dec. 2, 1919.

2 SHEETS-SHEET 2- FRANCIS W. DANE, OF HAMILTON, MASSACHUSETTS.

SYSTEM FOR CONTROLLING VEHICLES.

Specification of Letters Patent.

Patented Dec. 2, 1919.

Application filed May 1, 1915. Serial No. 25,239.

To all whom it may concern:

Be it known that I, FRANCIS N. DANE, a citizen of the United States, residing at Hamilton, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in Systems for Controlling Vehicles, of which the follow- Other and further objects will appear in the specification and be pointed out in the appended claims.

According to the preferred embodiment of my invention shown on the drawings the fixed signals and the train are connected up in the simplest manner possible, by means.

of a single rail of the track.

In the drawings,

Figure 1 is a wiring system for one embodiment of my invention;

Fig. 2 shows an adaptation of the invention to railways using electric block systems.

Referring to Fig. 1, S is a fixed signal having an upper or stop arm and a lower or slow speed arm. These signals are operated in many difi'erent ways but in this case they are operated automatically by electricity. A train passing the signal or entering that block automatically throws both arms into a horizontal position. Now

a train closely following the first train arrives at the signal but the engineman seeing the arms in danger position knows there is a train in the block he is about to enter, therefore he must stop and wait until he receives a slow speed signal or a proceed signal. As the first train moves by the second fixed signal the upper arm on the first signal automatically drops to a vertical position leaving only the lower arm in a horizontal position. The second train can now proceed at slow speed until it receives a proceed signal that is until it passes another signal having both arms in a vertical position, which means a clear trackway ahead. The lower arm of the first signal is controlled by the third fixed signal which means that when the first train passes the third signal the slow speed arm of the first signal automatically drops into a vertical position. The fatal weakness with the fixed signals is that everything depends on the human equation. If for any reason the engineman fails to give heed to the signal the train is liable tobe wrecked. This device works in cooperation with the fixed nals and is especially adapted for the automatic electric block. Wlienattached to a train it enforces the signals by automatically controlling the speed or stopping the train;

when danger is present.

In Fig. 1, 2 is a circuit-breaker under the control of the lower arm of a fixed signal orof a relay that controls this arm. This circuit-breaker isconnected up in such a way that it closes the circuit when the arm is in a vertical position to indicate a clear track and opens the circuit when the arm is in the slow speed or horizontal position. The wire 1 connects the circuit "breaker 2 in a line of rails XY. Insulators 4: which are interposed inthe line of rails XY, serve to insulate the short rail sections from the line of rails. the end of each block are short insulated rails 6 and 6A. Conductors 1A and 3A and circuit breaker 2A are similarly ar ranged to the parts 1, 2 and 3 but operate to correspond to the movement of th upper arm of the signal. The object of the circuit-breakers 2 and 2A is to connect and disconnect short rail sections 6 and 6A to the line of rails XY. Therefore when both of the fixed signal arms are in a vertical or clear position the two rails sections 6 and 6A are connected electrically to the rail sections KY, and vic versa. V

5 is a wheel of the locomotive riding on the track rail XY but insulated from the locomotive, said wheel being connected by a wire 7 to the generator 8 and-the battery 9. This generator is geared to an axle of the locomotive and should be provided with an automatic switch that will keep the storage battery 9 charged. so-that when the locomotive will be stopped the battery 9 is the source of energy to maintain the operation of the apparatus. 10 is a wire connecting the generator 8 and the battery 9 to a special made Adjacent relay 11 which has two armatures 15 and 17 provided with springs 15 and 17 which tend to draw them away from solenoid 11. A wire 12 connects relay 11 to the wheels 13 and 11-. 13 is the driving wheel of the locomotive in this case, and 161- the first wheel of the tender truck. As the wheels 5, 13 and l-l ride over the rail XY this circuit 5, 7, 8, 10, 11, 12 and 13 or 14 is normally closed as the current passes either from 5 to 13 or from 5 to 14 as the case may be. Thus 11 is normally energized holding armatures 15 and 17 in contact thus making circuits consisting of 18, 10, 8, 19, 20, 21, 22, and 15 normally closed and 10,

8, 31, 30, 29, 28 and 17 normally closed.

Now when the circuit consisting of 5, 7, 8, 10, 11, 12 and 13 or 14 is opened the relay 11 becomes demagnetized which allows the action of the springs on its armatures to break contact in one case and to break and make contact in another. Now the first time that 11 becomes demagnetized, armature 15 breaks contact and also makes contact at 16. but armature 17 cannot break contact as it is held in its normally circuit-closing position by trigger armature 27 of the electric magnet 25. Also when armature 15 is moved by its spring it is held in its new position locked by trigger armature 38 so that when 11 becomes energized again, 15 cannot return to its normal position. 1twill be seen that when armature 15 breaks contact that solenoid magnet 20 is demagnetized thus allowing spring 61 to open special air valve and when this armature makes contact at 16, it connects electric magnet 25 in parallel with 11 so that when 11 is again magnetized, 25 will also be magnet ized, thus drawing armature 27 against the action of its spring and unlatching armature 17 of the relay 11 so that when relay 11 is again demagnetized armature 17 will be allowed to be drawn away from its contact point by its spring, thus opening normally closed circuit consisting of parts 10, 8, 31, 30, 29, 28 and 17, which demagnetizes solenoid magnet. 31, and thus allows a spring 32 to open valve The electrically heated thermostats 22 and 29 are arranged in two circuits controlled by the armatures 15 and 17, said circuits being normally closed so that coils 22 and 29 have current passing through them and as they are heating coils, the contact points i5 and 53, are normally held in open position by means of the thermostats with which they are provided and which thermostats are exposed to the heat from coils 22 and 29. Therefore when the current ceases to flow through these heating coils th coils cool and cause the thermostats to contract and to move the Contact points 45. and 53 into circuit-closing position.

I will now describe the timed releasing mechanism. After the train has reduced speed or has been brought to a stop by this device it is impossible for the engineman to increase speed or to start the train until after a certain length of time, which depends upon the cooling of the thermostats. i7 and 38 are trigger armatures that hold armatures 15 and 17 in their abnormal circuit opening position. Therefore after relay 11 has been demagnetized twice in succession these armatures 15 .and 17 are held out of their normal positions by the trigger arinatures of the magnets 39 and 18 which are normally demagnetized, allowing springs 38 and 47 to draw their armatures 38 and 17 against 15 and 17 respectively. Now in order to place the apparatus in its normal state after its operation the triggers 38 and 17 must be removed in opposition to springs 38 and 4:7 respectively so that 15 and 17 will be free to return to their normal positions. In order to do this, magnets and 18 must be magnetized, this being done by closing hand switches 12 and 51. Immediately upon closing these hand switches 39 and 18 will pends upon the time it takes to cool the,

thermostat which can be adjusted to vary this time. Now th instant that the speed controlling device is set in operation, the current stops flowing through the heating coil 22. The thermostat cools and contracts and thereby moves switch d5 into closed position. This permits the operation of the release mechanism and permits the engine man to drive at any speed that he desires. Now the instant that the stopping device is placed in operation and the train brought to a stop the current stops flowing through heatinocoil 29. Thus the thermostat contracts and moves the switch 53 into'closed position, which in turn operates the release mechanism and permits the engine man to proceed. It will be noticed first, that the speed control mechanism is set in operation, then the stopping device is set in operation. rafter the train has been brought to standstill, both hand switches re and 51 should be closed to release the apparatus. hen the control only has been set in operation and the trains speed has been reduced, ;-r-. .'itch 4-2 only should be closed to release the apparatus. 1-1 solenoid magnet l3 when energized, opens 36 in opposition to a tension spring 62 and allows air under pressure to escape from the air cylinder 33. It will be seen that this magnet 413 is in circuit with u'iagnet 3?), and is therefore a part of the speed control releasing mechanism.

I will now show the operation of the air cylinders. Whenthe solenoid magnet 20 sired to release the apparatus,valve 23 is automatically closed and valve 36 opened allowing the fluid in 33 to pass out and the throttle of the locomotive to be opened to increase speed if the engineman prefers.

When the solenoid magnet 31 is demagnetized a spring opens valve 32 thus allowing air to pass from pressure tank, by the way of pipe P through valve 32 by the way of pipe Cl to cylinder 3311 thus forcing outward piston 34A which in turn closes the throttle wholly and when the piston 34A is forced outward to its full stroke the air pressure passes out by the way of pipe L1 to the air braking system thus applying the air brakes on the train and bringing the train to a stop.

' It will be observed that the progress of the train is automatically controlled from the section in advance of the train. It will he observed that the use of the controlling magnets normally energized is especially advantageous, inasmuch as a failure of the apparatus to work properly would deenergize the magnet and stop the train. In other words errors would be on the side of safety.

It is to be understood that the present invention is applicable to cars propelled by electricity or any other motive power. It is also to be understood that the device is not limited to the precise details in struc ture or. arrangement herein specifically shown and described. These may be widely varied without departing from the scope of the invention.

Referring to Fig. 2 the apparatus is shown attached toa locomotive that isriding on a trackway equipped with an electric automatic block signal system. A is the insulated wheel, B, the battery, C, short insulated rail, D, drive wheel, G, generator, I and L mains of the local circuit, M, solenoid magnet, P, air supply, R, relay, T, signal, V, special air valve, W, tender truck Wheel, X, pipe to control throttle. This drawing only shows important parts of the invention and how attached to locomotive.

leferring to Fig. 1, I will now explain how the apparatus will work. Suppose both arms of the fixed signal S are in danger'position. therefore 2 and 2A will be opened thus 6 and 6A are insulated from other rail sections by the insulators 4: and hence no current can pass through them. Now we will suppose that an engineman does not obey the dangerbut passesthe signal, there fore the wheels of the locomotive will pass over 6 and 6A. This drawing shows the 10- comotive in a position with insulated wheel 5 riding alone on insulated rail 6 therefore the current in 5 passes into 6; but in this cannot reach either 13 or 1 1 insulators & are between the two rails neither can the current reach 13 by way of 1, 2 and 3 as the circuit-breaker is open. Therefore this normally closed circuit consisting of 5, 7, 8, 10, 11, 12 and 13 or 14 is opened and 11 is demagnetized only for a short time as the train is moving and after 5 passes from 6 the circuit is maintained between 5 and 13 or 5 and 141 by way of XY. Now the demagnetizing of 11 for that short time allows the armature 15 to bedrawn' back by its spring but armature 17 cannot be drawn back by spring as trigger armature 27 is in the way therefore circuit 10, 8, 31, 30, 29, 28 and 17 still maintains its normally closed condition, but circuit 18, 10, 8, 19, 20, 21, 22 and 15 is opened as 15 breaks contact. Therefore valve 23 is opened by its spring and air pressure passes 23 from P through C to 33 forcing 34 outward and partly closing the locomotive throttle thus reducing the train speed. At the same time that 15 is released and drawn back armature 38 looks it in this new position; thus when 11 is again magnetized 15 cannot be drawn back into its normal position. When 15 is released it makes contact at 16 thus placing magnet 25 in parallel with 11. Now the locomotive wheels have passed from 6 toward 6A thus the circuit 5, 7, 8, 10, 11, 12 and 13 or 14 has been closed as both 5 and 13 are riding on the rail and current is passing between them, therefore 11 is again placed in'its normal state of being magnetized also 25 is magnetized drawing 27 away f'roml? so that when 11 is again demagnetized 17 will be free to act. Now the locomotive wheel assumes position over 6A similar to the position that they were in over 6 that is with 5 riding alone over 6A, and the current cannot pass either to 13 or 14 neither can it pass to 14 bv wav 1A. 2A and 3A as 2A. is open and therefore the normally closed circuit conthus forcing outward 3M1 which in turn closes the throttle of the locomotive and then the air passes out of 38A by way of L1 to the braking system, thus stopping the train.

It will be seen that when 17 broke contact, trigger armature 4C7 locked it in this position. Now the train has been brought to a stop and both wheels 5 and 13 are riding on the rail beyond 6A, thus current is passing from 5 to 13, therefore 11 is again magnetized but the armatures 15 and 17 are locked in an abnormal position by armature triggers 38 and 17 of the magnets 39 and 48. Now in order to get the apparatus in a normal state the engineman must close hand switches 42 and 51, 12 releasing speed control armature 15, and 51 releasing stop armature 17. V] hen armature 15 opens, the speed control circuit coil 2:2, which is in that circuit begins to cool and after a certain length of time which may be changed, the contact point a5 is permitted to be closed by its thermostat after which when the engineman closes switch 42, magnets 13 and 39 are magnetized, 39 drawing 38 to its core thus unlocking armature 15 and placing it in normal position which magnetizes solenoid 20, closes valve 23 and cuts oil the air supply from cylinder 33. lVhen 15 is placed in its normal state its contact at point 16 is broken thus opening the circuit including magnet 25 which places 27 in a position to lock armature 17 when it returns to its normal position. Now in closing 51 we release stop armature 17 and place the stop apparatus in its normal position. At the time armature 17 opens the stop circuit and demagnetizes coil 31 the coil 29 of the thermostat begins to cool off, therefore, in a short time contact point 53'is closed so that upon closing switch 51, magnet 18 becomes magnetized thus drawing armature 17 away from armature 17, and allowing it to move to its normal position, closing the circuit which includes coil 31, whereupon valve 32 is closed and shuts ofi air from cylinder 33A, and the braking system, so that the brakes are released and the throttle may be opened. There is sufficient leakage around pistons 3-1 and 34A to permit their being moved manually from operated to normal positions. Now that the whole apparatus is again in its normal state switches 51 and 42 can be opened and the armatures 38 and 47 will again move to their normal positions and be ready to lock armatures 15 and 17 when the apparatus is again set in operation. The magnet 13 also becomes demagnetized thus allowing the spring in valve 36 to close that valve.

Obviously, the stopping device may be employed alone, in which case the relay 11 would need only one armature 17 with one part of the time releasing mechanism. At the signal only one insulated short rail section 6A would be used and that under the control of the stop or upper arm of the fixed signal.

The apparatus described above may be used with any type of fixed signals, either to operate speed control or stop device or both together. It is also adapted to be used with short rail sections arranged along the trackway at places where there are no fixed signals but where it is advisable to reduce the speed of trains.

I claim:

1. In a system of the character described, the combination of a track including a rail having sections insulated from each other, a vehicle having two contact members traveling on said rail with their points of contact with said rail farther apart than the length of one of said rail sections, a conductor connecting that one of the rail sections with an adjacent section, said conductor being provided with a circuit breaker under the control of a block system, another contact member insulated on said vehicle to travel on said rail between the first mentioned contact members, controlling means for said vehicle having an electro-responsive device, a source of power, and conductors for connecting either of the first mentioned contact meme bers and said insulated contact member in circuit with said source of power and said electro responsive device, said electro responsive device having a switch, and means for locking said switch in one position.

2. In a system of the character described, the combination of a track including a rail having sections insulated from each other, a vehicle having two contact members traveling on said rail with their points of contact with said rail farther apart than the length of one of said rail sections, a conductor connecting that one of the rail sections with an adjacent section, said conductor being provided with a circuit breaker under the control of a block system, another contact member insulated on said vehicle to travel on saidrail between the first mentioned contact members, controlling means for said vehicle having a source of power, a circuit including said controlling meansand source of power, and a conductor for connecting either of the first mentioned contact members and said insulated contact member with said source of power and said control ling means, said circuit being provided with a magnetic coil for operating a switch, said switch having means for locking it in circuit breaking and circuit making positions.

3. In a system for controlling the movement of vehicles, the combination with a vehicle provided with means for controlling the movement of the same, of track for said vehicle including a rail comprising a short section and long sections extending in opposite directions from the ends of said short section, said short section being insulated from said long sections, contact members mounted on said vehicle to travel on said rail, two of said contact members being spaced a distance greater than the length or said short section, another of said contact members being arranged intermediately of and insulated from said two contact members except by said rail, and an energizing circuit for controlling the operation of said vehicle controlling means, said energizing circuit when closed including said intermediately arranged contact member in circuit with one of the said two contact members, and a locally fixed branch connecting said short rail section toone of said long rail sections, said energizing circuit being provided with a magnetic coil, and a source of power, said magnetic coil operating a switch provided with means for locking said switch in circuit breaking and circuit making positions.

4. In a system for controlling the movements of vehicles, the combination with a Vehicle provided with means for controlling the movement of the same, an operating circuit for said controlling means provided with a switch, a device for releasably holding said switch in circuitbreaking position, block-signaling means, means under the control of said block-signaling means for operating said switch, an energizing circuit for said device provided with a circuit breaker, and a thermostatic coil connected up in the circuit for operating said controlling means, the circuit-breaker in circuit with said device being controlled by said thermostatic coil.

5. In a system for controlling the movements of vehicles, the combination with a vehicle provided with means for controlling the movement of the same, an operating circuit for .said controlling means provided with a switch, a device for releasably holding said switch in circuit-breaking position, block-signaling means, means under the control of said block-signaling means for operating said switch, an energizing circuit for said device provided with a circuit breaker, a thermostatic coil in circuit with said controlling means, a circuit breaker in circuit with said device and operated by said thermostatic coil, and a normally open switch also in circuit with said device.

6. In a system for controlling the movements of a vehicle, the combination with a vehicle provided with mechanism for partially reducing the speed of said vehicle and mechanism for stopping said vehicle, circuits for respectively operating said mechanism, each of said circuits being provided with a switch, and vehicle-controlled means for operating said switches, one of said switches having a locking device with an energizing circuit under the control of the ments of a vehicle, the combination with vehicle provided with mechanism for partially reducing the speed of said vehicle and mechanism for stem ing said vehicle, circuits for respectively operating said mecha nisms, each or said circuits being provided with a switch, and vehicle-controlled means for operating said switches, one of said switches being provided withlocking devices for open and closed circuit positions respectively, one of said locking devices having an energizing circuit controlled by the other switch, the other of said locking devices being provided with a circuit-breaker under the control of the operating circuit for the stopping mechanism, and said other switch being provided with a locking device having an energizing circuit under the control of the operatingcircuit for said partial stopping mechanism.

8. In a system for controlling the move ments of a vehicle, the combination with a piston for controlling the supply of power to said vehicle, of a cylinder within which said piston reciprocates, means for controlling the passage of fluid under pressure to and from said cylinder, including two coils, energizing circuits for said coils respectively, one of said circuits being provided with a switch and the other of said circuits being provided with a device. for controlling.

the movement of said switch, and vehiclecontrolled means for operating said switch,

one of said energizing circuits being pro-;

vided with a heating coil and the other of said energizing circuits being provided with a circuit-breaker with an operating thermostat therefor subject to the influence of said heating coil.

9. In a system for controlling the movements of a vehicle, means for partially reducing the speed of said vehicle, a coil for controlling the application of said means, another coil for controlling the release of said means, an energizing circuit for each 01 saidcoils one of said circuits being provided w1th a heating c011 and a switch, the

last mentioned switch having an energizing circuit controlled by the first mentioned switch.

10. In a system for controlling the movements of a vehicle, means for partially reducing the speed of said vehicle, a coil for controlling the application of said means,

another coil for controlling the release of said means, an energizing circuit for each of said coils one of said circuits being provided with a heating coil and a switch, the other of said circuits including a locking device for said switch and a circuit-breaker provided with a thermostat subject to the influence of said heating coil, a coil for operating said switch, vehicle-operated means for controlling the energization of the last men tioned coil, a stopping device provided with a coil and an operating circuit therefor including another switch adapted to be operated by the above referred to switch-operating'coil, and a locking device for the last mentioned switch having an energizing circuit controlled by the first mentioned switch, said last mentioned switch being provided with another locking device with an energizing circuit provided with a circuitbreaker and a thermostat for operating the same, and a heating coil for-said thermostat, included in the operating circuit for said stopping mechanism.

FRANCIS W. DANE.

Images