US1362376A - Means for automatically controlling trains - Google Patents

Description

C. W. WARD.

MEANS FOR AUT OMATICALLY' CONTROLLING TRAINS.

APPLICATION FILED MAY7,19I9.

1,362,376. muted De. '14, 1920.

11: All? M4151 VALVE 1-57'EAM Ll/YE A m A4 V mmwam oFFE.

CHARLES W. WARD, DETROIT, MICHIGAN.

MEANS FOR AUTOMATICALLY CONTROLLING TRAINS.

To all whom it may concern:

Be it known that 1, CHARLES WV. WARD, a citizen of the United States, residing at Detroit, county of \Vayne, State of Michigan. have invented a certain new and useful Improvement in Means for Automatically Controlling Trains, and declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to means for automatically controlling the speed of a loco-" motive, and for causing it to stop under danger CODClItlOIlS. by applying the brakes.

My invention 1s especially designed to rev,spond to and operate on that type of electrical energy derived from apparatus simi- ,lar to the standard wireless telegraph apparatus, and utilizes the sparking propensities of th1s current as a medium for its operation. As there are several COIIIbIIIZL' tions of wireless telegraph circuits known g to the art, I do not wish to limit myself to any one in particular but will adopt the circuit showing the highest efficiency in producing a continuous sustained oscillation sufiicient to charge an area which is in this case the ground between the running rails for the distance ofone block of signals used on railways which is approximately one mile. It is however necessary in this connection to utilize one rail as the regular aerial capacity, grounding the other side of the circuit as usual.

My invention is based on the fact that the type of energy created by apparatus described heretofore will charge another capacity when such capacity is brought into close proximity. to it. The amount of charge is discernible by the spark created and my invention provides one or more spark plugs set in an ordinary small sized gas engine to utilize this spark by causing it to ignite the explosive charge the com- 1 bustion chamber or chambers of the engine.

As; one side of the spark plug is grounded on the frame of the engine, it also. is

"grounded on the locomotive which in turn is in contact with the rail in circuit with the high frequency generator. A capacity is therefore created and connected to the top connection" of the spark plug through Specification of Letters Patent. Pat t d D 14 1920 1919. Serial No. 295,296.

fective in their cooperation to produce theresults stated and will appear more clearly when described in connection with the accompanying drawings.

Figure 1 is a side elevation of a locomotive with the cab in section showing diagrammatically a gas engine, a steam tur bine, a rotary air brake valve, and governors for controlling the operation of the valve.

F 1g. 2 is a diagrammatic view showing on a larger scale, the rotary air brake valve, governors for controlling the operation of the valve, gas engine and steam turbine for operating the valve, and the means for providing electrical energy.

Fig. 3 is a sectional view, partly diagrammatic 0F thev rota ating means actuating the'valve.

Fig. 4 is a detail view showing the co operating stops which serve to prevent a reverse movement of the sleeves of the rotary valve.

Referring now to the letters of reference placed upon the drawings A denotes a relatively small gas engine of ordlnary construction and having its ignition circuit controlled by wireless in a manner to be herein more fully described, the gas engine being fitted to the shaft of a steam turbine B for closing the exhaust ports of a rotary air brake valve Cand rotating it a predetermined distancepreferably 120 in order that the locomotive D may operate, but at a relatively low speed not to exceed a certain limit.

E indicates the fly wheel of the gas engine mounted on the shaft, and F is a flexible or other shaft connection between it and a governor G provided with a rack bar G, the rackpbar being adapted to actuate the train of gears G and S for operating the sleeve I of the valve C, the predetermined rotation of which determines the speed allowed.

Fitted outside the sleeve 1, and free to turn on it is a similar sleeve H controlled by a governor J, and the gear T, this gear in turn being actuated by the running wheels W of the locomotve D through the air valve and co6per-.

flexible shaft K, or other suitable means.

The position of this sleeve H denotes the speed attained.

Upon openinovalve L steam is admitted to the turbine fi and thereby the gas engine and valve sleeve I are actuated. By regulating' the delivery of steam to the turbine the gas engine will only operate fast enough to cause the valve sleeve I to rotate 120;

valve are together when the steamy turbine and locomotive are both at rest ;when the steam turbine is running the port P, in valve sleeve I moves 120. As soon as the locomotive is moving fast enough to cause the port P in valve sleeve H to overtake the port P in valve sleeve I, the air controlled by this valve mechanism is allowed to exhaust to atmosphere causing an applcation of the brakes. 4

However, should the gas engine receive a spark through the rail from high potential apparatus indicated diagrammatically at M, its speed will pick up and the port P in valve sleeve I will be advanced beyond 120, preferably 360, will not be overtaken by port P, in the sleeve valve H, until the locomotive has attained a predetermined high speed, whereupon a reduction in speed will occur if the valve has been so regulated.

The apparatus for generating high potential current preferably comprises an Oudin resonator of well-known construction and having the usual sliding adjustment for tuning the circuit into resonance. In order thatthe engineer may determine the atv tained speed, a rotatable dial N is provided actuated by the rack bar G.

It will be obvious that should the wireless energy be cut off from any cause, as for example by a train in the block ahead actuat ing the track circuit,which in turn controls the wireless apparatus-the gas engine would be instantly deprived of the spark ignition and would consequently slow down to steam turbine speed which would. cause the governor G to retard port P of the valve sleeve I until it would register with port P in the sleeve H permitting the air in the brake pipe to escape, thereby causing the brakes to be applied. It will also be evident that if the flexible shaft K or other connection between the running gear of the locomotive and the governor J should break at a time when the gas engine had carried the port in the sleeve 360 or one complete revolution, the locomotive would be stopped, because port P in valve sleeve H would fall back to normal inoperative position at which point the ports P, P/would regisbrakes.

'The construction of the rotary valve C is such that the port P in the sleeve I cannot move clockwise past the ort P in the sleeve H due to theaction'o the stops X and Y, but may travel in a counter-clockwise direction.

This insures holding the ports open when I is caused to back up relatively to II when the high potential generator is thrown out of circuit. L denotes a tubular shaft, supported in bearings O, O. R indicates a hollow shaft lodged within the shaft L, fitting airtight therein. Keyed to the shaft R is a gear S, and secured to the shaft L is a gear T on one end of the shaft R, and revolving with it is the valve sleeveI and secured to the shaft L is the valvesleeve H, inclosing the valve sleeve I. Z indicates a rubber hose connected with the hollow shaft R by at suitable flanged coupling U, and through "which air maypass into the valve sleeve I. V is the valve body from which extends an exhaust pipe Z to atmosphere. Itwill now be evident that air in the. pipe Z may flow through hollow shaft R into sleeve I,

through ports P, P, into valve body V,

thence to exhaust pipe Z, to atmosphere, when the ports P P of the respective sleeves H and I are in registration :-but when ports P P are caused to move away from each other through the actionof the governors (ir and J the valve will be closed against the escape of air.

In operation, the Oudin resonator M is normally in circuit, but may be thrown out of circuit by a danger condition arising in the block head, such as by the presence of a train in that block, or the resonator may be thrown out of circuit by a suitable manually OI1tI'OllQCl switch, thecircuit forthis purpose being known and forming no part of the present invention. The high frequency current from the coil of the resonator circuit is impressed upon the rail through connection M From the rail the current is carried by conductor l\ 8 (which may be the frame of the locomotive) to the frame of the gasolene engine in the cab. The spark plugs of the engine are grounded thereon in the usual manner and that electrode which is out of the metallic circuit, or is insulated from the frame, is connected directly to a capacity indicated at M which may be rendered variable by reason of a suitable tuning inductance. indicated in the drawings. By reason of the difference of potential existing between the engine frameand the capacity, a spark will be induced across the electrodes of the spark plug to kindle the combustive mixture in the engine cylinder. In practice, it is contemplated that the usual timing mechanism be employed in the circuit, in a massacre The current induced in the capacity will be dissipated in a form of electroinductive or,

wireless Waves.

. I'Vhile I have described my invention as applied to the automatic control of trains, I do not wish to limit its use to any particular form of vehicles for it may be used on steam locomotives, electric locomotives, for controlling the speed of electric, subway, or surface cars.

Having thus described my invention what I claim is 1. In an apparatus of the character de' scribed, a valve for controlling the air line of an air brake mechanism, an internal combustion engine adapted to control the valve, and automatic means to vary the speed of rotation of the engine to effect control of the valve.

52. In an apparatus of the character described, a valve for controlling the air line of an air brake mechanism, an internal combustion engine, an auxiliary driving means adapted to cause said internal combustion engine to operate at a predetermined speed, and means for causing the internal combustion engine to operate at full speed through the operation of the ignition means of said engine.

3. In an apparatus or the character described, comprising a rotary valve for controlling the air line of an air brake system, a gas engine, an auxiliary driving means comprising a steam turbine connected directly to the engine shaft, means for causing said gas engine to operate at full speed under its own power, a governor to indicate the speed of the gas engine adapted to operate the rotary valve, whereby the air may be exhausted from the air line to set the brakes.

t. In an apparatus of the character described, an internal combustion engine, a speed controlled governor operated through the engine, a valve actuated by the governor, whereby it is maintained at a predetermined position by the speed of the engine, a steam turbine for turning the engine at slow speed to eilect a partial movement of the valve, and means for operating and controlling the i gnition system of said engine to effect an increase of speed to maintain the valve at a predetermined operating position.

In an apparatus of the character described, a gas engine, a rotary air valve provided with an exhaust port, a governor for operating said valve actuated by the gas engine, another governor operated through the movement of the vehicle to indicate and control the speed of the latter, another rotary valve having an exhaust port acting in conjunctionvwith said first named valve and 0perated by said last named governor, whereby it may control'the speed of the vehicle.

6. In an apparatus of the character described, comprising a valve having an ex haust port, a gas engine, a steam turbine, a governor to control the valve, another valve having an exhaust port adapted to coordimate with the exhaust port of the first named valve, a governor for controlling said last named valve, both of said governors permitting their respective valves to return to their initial positions when the-governors are not in operation, and means for indicating the degree of movement of the valves, I

7. In an apparatus of the class described, comprising a rotary valve having an exhaust port, a gas engine, steam turbine, a. governor for said valve, a second rotary valve having an exhaust port, a second governor connected with the running gear of a vehicle, whereby the respective ports may be brought into register ata predetermined speed of the opera tion, said governors permitting the valves to return to their initial positions when the governors are not in operation.

8. In combination with a locomotive having an air brake system, a gas engine on the locomotive, a spark plug on the engine for effecting ignition, a steam turbine coupled with the engine, a speed controlled valve operated by the engine and turbine for effecting the operation of the air brake system, means including a circuit, external of the locomotive for causing a current to traverse the gap between the electrodes of the spark plug to effect the operation of the gas engine, said means having tuning means to bring the circuit into resonance.

9. In an apparatus of the character described comprising an ignition controlled gas engine having a spark plug with two electrodes for effecting the ignition, an auxiliary steam turbine for controlling said gas engine, means for causing currents to jump across the electrodes of the spark plug, said means being provided with tuning means, and a capacity out of metallic circuit with the said first mentioned means and in series with one electrode of the spark plug.

10. In an apparatus of the character described, comprising an ignition and steam turbine controlled gas engine, an electric ignition means therefor, and a tuned resonator circuit for impressing a high frequency current in the engine frame to cause the passage of the current through the ignition means.

11. In combination with a locomotive having an air brake system, a gas engine on the locomotive, a spark plug in the engine, a steam turbine coupled with the engine, a speed controlled valve operated by the engine and turbine for effecting the operation of the air brake system, means including a circuit controlled externally of the locomotive for causing a current to traverse the gap between the electrodes of the spark plug, said means having tuning means in circuit therewith.

12. In combination with a locomotive he.

ingan air brake system, a gas engine on the locomotive, a spark plug in the engine for effecting ignition, a speed controlled valve in the air brake system, an auxiliary driving means for the gas engine to turn it slowly to efi'ect a partlal actuation of the valve to running position to permit the locomotive to run slowly, a second speed controlled valve cooperating with the first to effect an application of the brakes when both valves are in a predetermined position, means controlled by the movement of the locomotive to actu ate said second speed controlled valve, and means controlled externally of the locomotive for inducing a spark across the spark plug of said gas engine to increase its speed of rotation.

13. In a railroad system comprising a metallic track and a vehicle on the track, means external of the vehicle for impressing a high frequency current on the track, a

ground wire on the vehicle terminating in one electrode of a spark gap, a capacity on.

the vehicle connected tothe other electrode of the spark gap, and means controlled by the passage of currents across the spark gapfor controlling the vehicle.

14. In a railroad system comprising a metallic track and a vehicle on the track, a capacity on the vehicle from which electromagnetic waves may be dissipated,- and means external of the vehicle for impressing a current of radiofrequency on the track whereby a difference of potential is maintained between the track and the capacity, and an internal combustion engine on the vehicle for controlling the operation of the vehicle, said internal combustion engine being actuated by a spark induced from the track into the capacity.

15. In a railroad system comprising a me tallic track and a vehicle on the track, a gas engine on the vehicle provided with automatic electric control, responsive to high frequency currents only, for elfecting the ignition of the same, other control means responsive to the speed of the vehicle and cooperating with said electric control means, and means external of the vehicle and in circuit with the rails for effecting the ignition in the gas engine.

In testimony whereof I sign this specification in the presence of two witnesses.

CHARLES W. WARD.

Witnesses:

S. E. THOMAS,

H. R. MARTIN.

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