US1385059A - Train-controlling device - Google Patents

Description

F. C. WILLIAMS. TRAIN CONTROLLING DEVICE. APPLICATION FILED JAN. 9, 1917.

m wwo R 0 T N E V W A 1 TTOWNEEVE? Patented July 119 MEL m w F WITNESS UNITED STATES PATENT OFFICE FRANK C. WILLIAM S, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE SAFETY BLOCK SIGNAL COMPANY, A CORPORATION 015 DELAWARE.

TRAIN-CONTRDLLING DEVICE.

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Specification of Letters Patent.

Patented July 19, 1921.

Application filed January 9, 1917. Serial No. 141,355.

train controlling van stopping mechanism,

together with an auxiliary means for controlling the speed of a train at certain points, 7

as on grades or curves and the like; to pro vide a mechanism of this character which is automatic in operation and independent of 1 the control of the operator and to provide an electrically operated main train stopping and controlling apparatus with an auxiliary speed controlling mechanism therefor which includes common means controlled by the speed of the train for preventing the operation of the main automatic stopping and controlling mechanism when undesired, as in the case of a break in the third rail or main circuit, and for operating as a controlling means for the auxiliary speed controlling apparatus.

A further object of my invention is to provide an apparatus forautomatically controlling and stopping trains and an auxiliary speed controlling mechanism, each with a controlling member which is normally held inoperative by a positively energized element so that in. case of an accident or a lack of supply of energy to the system, the apparatus will operate to stop the trains or at most, permit the train to advance at a relatively slow rate of speed; to provide each of these automatic devices with an electrically operated brake valve controlling mechanism which is normally energized to prevent the application of the brakes, but which operates to apply the same and stop the train in event of accidental failure of the electric circuit.

More specifically, the object of my invention is to provide an electrically controlledvalve for applying air brakes to a' train either to stop the same or control the speed, dependent on the condition of the track in the blocks ahead of the train and used in conjunction with but substantially independent of the usual signal system with means whereby, it a mechanical break occurs in the main electrical circuit supplying energy to the motors of the train, a system of batteries is thrown into operation to prevent the actuation of the train stopping mechanism unless the automatic means which is controlled by the trains in the s stem is so arranged as topermit the application of the brakes.

In conjunction with this apparatus, my invention .comprehends an auxiliary automatically operated train controlling mechanism to limit the speed of trains on curves or wherever it is'desired atany point on the line wlthout in any way interfering with the operation of the automatic train stopping and controlling apparatus which is used therewith. 1

Further objects of this invention are to provide common means for controlling both the main train stopping or controlling mechanism and the auxiliary speed controlling mechanism, such as a speed responsive device 0r governor mechanism carried by the train and ada ted to make and break the circuit control ing both the air brake valve above referred to and also a contact shoe adapted to perform the double function of throwing into operation an auxiliary current supply in case of a breakv in a third rail, thereby insuring the proper action of the main train stopping and controlling apparatus and to cause a break in the auxiliary circuit controlling the auxiliary speed controlling mechanism. Further objects of my invention are to provide a common storage battery which may be used as the auxiliary supply of current for use at various times in controlling both of the automatic mecha nisms above referred to.

A further object of my invention is to provide a speed controlling or speed reducing mechanism operated by offsetting in any desired direction that portion of the third rail or trolley supplying current to the system located at those points where it is desired to operate the speed reducing mechanism.

It will thus be seen that an object of my invention is to provide a train e nipped with a device by the operation of which the train will be automatically stopped if a closed block is enteredby the train at a speed higher than a predetermined rate, with an additional or supplemental speed controlling device operable to gradually reduce the speed of the train when it is running at a high or excessive speed at predetermined portions of the track, namely, grades, sharp curves, approaches to draw bridges, or similar points, without applying the emergency brakes or operating or interfering with the automatic train stopping mechanism, and it will be further seen that my invention ineludesv two speed controlling mechanisms, one which maybe used to apply the emergency brakes and to cut off the power supply upon the happening of certain conditions, as, for example, an attempt by the engineer to enter a closed block'at a high rate of speed; and the other of which is operative to gradually apply brakes to slowly reduce the speed of the train if it is running at too high rate of speed at certain pointsof the line.

Further objects-of the invention will appredetermined pear from thespecification and claims.

I Referring to the drawings, Figure 1 illustrates diagrammatically one form of my invention and Fig. 2 represents a modification in which the electrical energy is s'uppliedby an overhead trolley.

Referring to the drawin s, there is illus trated a partial block A, a lock B and partialblock C of a railway line in which the tracks 1 and-1' are separated by insulated Sections 2. The third rail 3 supplies electrical energy to the system and a short third rail section 4 is insu ated from the adjoining sections of the third rail by insulation 5.

" The automatic signaling and train controlling-and stopping-mechanism and the signal operating and controlling mechanism includes the transformer 6 shown for blocks A and B provided with leads 7 and 8 to the tracks 1 and 1 respectively in each block. The usual signal relay magnet 9 with leads to the tracks 1 and 1 as shown, is provided with an armature 10. The transformer 6 may be used to supply current through the armature 10 and contact point 11, and lead 13 to a switch magnet 14 which is designed to operate in connection with an automatic signal and train control and stopping mechanism. A lead 15 extends from the magnet 14to the transformer 6 and it is notedthat each transformer 6 is located at one end of a block While the switch magnet, 14, is operatively connected to the third rail near the end of the block. A feeder 16 supplies current to the third rail in block B. An armature 20 is controlled by the switch magnet 14and a lead 21 connects the armature 20 in series with the main third rail section 3, will be disconnected therefrom, and consequently, the automatic train sto ping or controlling mechanism, will be t ereupon put into operation. This actual operation of this mechanism is caused by reason of the fact that, if a train is in block A, the current from the transformer 6 in that block will be short-circuited through the train from the signal relay magnet 9, thereby causing the armature 10 to drop, thus breaking the current from the transformer 6 through the switch magnet 14, thus causing the armature 20 to break the connection between the short insulated section 4 of the third rail and the remaining section of the third rail in block B TlllS break in the supply of current to the train may be utilized as above indicated to operate a brake mechanism to either stop the train or limit 35 the speed thereof. 1

A suitable mechanism for automatically applying brakes to the train or permittingthe train to proceed at a very slow rate when the section 4 is dead or out of series with the other third rail section 3 as above described, together with means for preventing interference with the operation of such automatic devices should an accidental break in the third rail supplying current to the system occur comprises the following mechanism.

The train is provided with the third rail contact shoe 23 which supplies current to the motors of the train through a lead 24, a switch 25, lever 26, lead 27 and controller 28 which is connected by a lead 29 to the motor 30. A lead 31 connects the motor to the ground in any suitable manner as to the car trucks 32. This circuit constitutes the main propulsion circuit for the car.

The car is also provided with a compressed air reservoir 33 and a train pipe line 34 which normally supplies compressed air to the brakes to retain the same inoperative and is adapted, when the air is exhausted therefrom, to cause the application of the brakes. The train pipe 34 is provided with an automatically controlled valve 35 having a piston 36 located in a cylinder 37. 11 A pipe 38 connects the cylinder 37 with an electromagnetic air valve controlling mechanism 39 which comprises a casing 40 providing a chamber 41 and having a valve 42 located therein. A passage 43 1s connected 120 to the chamber 41 and a pipe 44 connects the chamber 41 with the air supply reservoir 33. The air pressure normally holds the brake valve 35 in the cylinder 37 closed by reason of the fact that the valve;42 in the 125 electromagnetic controlling mechanism39 is normally held in raised position, as indicated in the drawings. A second valve 45 is located in casing 40 Whichhas an exhaust port 46 controlled by the valve 45. A stem 130 t emes the exhaust closed.

In order to release the air supply from the train pipe line 34 through the valve 35 and at the same time cut off the switch 25, thus breaking the supply of current to the motor,

a pipe 67 is provided extending from the valve 35 to a cylinder 68. The cylinder 68 contains a piston 69 and a rod 70 is connected to the piston and the switch lever 26. The cylinder 68 is provided with a series of suitable openings 71 adapted to permit the exhaust of the air from the pipe when the valve 35 is opened. The piston 69 is thereupon moved to the right, as shown in the drawings, by the action of the air and at glge same time the rod 70 opens the switch The car or train also carries a speed responsive device or fly ball governor 50 which is connected in any suitable manner to the train. The governor, as illustrated, comprises an ordinary shaft 51, fly balls 52 provided with links 53 connected to the shaft 51 and also with links 55 which are connected to a sleeve 56. A hearing 57- is provided for supporting the shaft 51. A metal block 58 is carried by the sleeve 56 and is provided with a contact point 59 and contact plates 60 and 61 insulated from the block 58 by the insulation 62. A stationary contact point 63 is adapted to be connected with either of the plates 60 or 61 dependent on the position of these plates relatively thereto, which position is controlled by the governor and consequently by the speed of the train. A lead 64 for grounding the governor spindle is connected to the car wheel 32 and as shown is connected with the lead 31.

When the train is moving normally at high speeds and there is no break in the line, the electromagnet 49 is energized to hold the armature 48 and hence the valve 42 raised by a current shunted from the main supply at 66 through a resistance 66' to the contact plate 61 and finger 63 and leads 63 and 88 to the magnet 49, thence to ground through the leads 87 to the governor spindle 51, leads 64 and 31 to trucks 32.

The train is also supplied with a storage battery and a set of secondary lights adapted to be thrown into operation to energize the magnet 49 when the main supply of current is cut off and hence is unavailable for the purpose as when a break occurs in the line. The storage battery is indicated in the drawings by the numeral 72, the secondary lights by 73 and a lead 74 connects the storage battery through the lights 73 to the stationary contact finger 63.

There is also a third independent supply of current which may be utilized under certain conditions in :my automatic train control device which comprises a supply line 75 which may receive its current from the second car of the train, for example. A lead from the line 75 connects the lights 76 to the contact plate 60, as shown in the drawings, and this connection is also intended to supply a current to the electromagnet 49 when the train is operating at a predetermined slow speed as the contact plate 60 falls into contact with the finger 63 and when the main supply of current through the contact shoe 23 is shut off.

The apparatus for throwing the storage batteries 2 into action if the main supply current is broken, comprises a movable contact point 77 on the contact shoe 23 and a lead 78 connects the same to the batteries 72. A stationary contact point 79 is provided with a lead 80 which connects the point 79 with a relay magnet 81 which in turn is provided with a lead 82 to the battery 72. An armature 83 is provided for the relay magnet 81 and a lead 85 connects the point 84 with the battery 7 2. Normally, the

contacts '77 and 79 are disconnected as shown in the shoe located in contact with block B, but if a break occurs in the third rail, the shoe 23 falls, and with it the contact 77. This connects the contacts 77 and 79 and thus the relay magnet 81 is energized through the battery 7 2, lead 78, contacts 77 and 79, lead 80, magnet 81, lead 82. This action immediately throws the battery 72 into circuit with the electromagnet 49 by reason of the raising of the armature 83 and connecting the same with the point 84 of the battery lead 85. The circuit from the battery through the electromagnet 49 is thus completed by way of the lead 85, 85, contact point 84, armature 83, leads 86 and 87 to the magnet 49 and from the magnet 49 through the lead 88 to the lead 74 through the secondary lights 73, hence to battery 72. In this manner it will be seen that even though a break occur in the third rail, the electromagnet 49 will be energized by the battery 72 to hold the valve 42 in raised position and hence prevent the application of the brakes to the train.

The auxiliary mechanism whereby the speed of the train may be limited at any desired points on the line, as on grades or curves where excessive speed is likely to be attained and is likewise dangerous, com prises an auxiliary electromagnetic valve mechanism 89 which is similar to the electromagnetic valve controlling mechanism 39 heretofore described and comprises'a casing 90 providing a chamber 91 which is connected by means of a pipe 92 ,to the supply pipe 44, connecting the reservoir 33. With- 1n the casing 90 is a valve 93 similar to the valve 42 and a passage 94 connects the chamber 91 with an air pipe 95 connected thereto for controlling the air in the train pipe line 34. The valve 93 is provided with a stem 99 and a second valve 100 is connected thereto to control the exhaust passage 102 which connects with the passage 94. An armature 103 is connected to the valve 100 and is controlled by an electromagnet 104. The electromagnet 104 is energized by the battery 72 and is connected thereto by a circuit in which are located two automatic make and break devices which cause the operationof my automatic mechanism for controlling the speed on grades or the like. Suitable mechanisms for accomplishing these results comprise a lead 105 connecting the magnet 104 with a contact 106 on the contact shoe 23 and a lead 107 connects the lead 105 with the stationary contact point 107 which coiiperates with the governor control contact member 59. Th magnet 104 is also provided with a lead 108 which connects with the lead 85 to the battery 72. The contact 109 is provided with'a lead 110 to a lead 111 which connects the contact plate 59 to the battery lead 78. At any desired point in the line where it is desired to limit the speed of the train, an offset portion of the third rail is provided which may be at any angle to the third rail and plainly shown at 3 in block B. It will thus be seen that this oflset portion may operate to raise the contact point 106 away from a stationary contact point 109. The governor also provides means for controlling the contacts 59 and 107. It will be also seen that the circuit energizing the electro-magnet 104 which is supplied by the current from the battery 72 is provided with two cutoffs, one controlled by the shoe 23, by reason of the contacts 106 and 109, and the other controlled by the governor 50 by reason of the moving contact late 59 and the stationary contact point 107.

It is thought the operation of my auxiliary train controlling mechanism will be clear from the foregom and it is evident that the arrangement of the contacts controlled by the governor is such that when the contact shoe 23 strikes the offset portion of the third rail although the circuit to the electromagnet 104 is thus broken, no current will be supplied from the battery'72 to the electromagnet 104 unless the trainat this time is not moving at a predetermined rate at which the governor 50 will raise the contact point 59 from the contact late 107 and thus the battery circuit supp ying energy to the electromagnet 104 will be broken both by reason of the shoe breaking the contacts 106 and 109 and the governor breaking the connection between the contacts 59 and 107. In event of a break on both the contacts 106 and 109 and 59 and 107, the magnet 104 will be deenergized and the air pressure on the valves 93 and 100 will cause the same to drop and release pressure from the pipe 95 and piston 97, permitting the valve 98 to also drop and the supply in the tram pipe line 34 may be gradually released through the exhaust pipe 105. If the train, when shoe 23 strikes ofi'set portion 3', is moving at a slow enough predetermined rate of speed, the governor will be lowered so that points 59 and 107 are in contact, and even if the contacts 106 and 109 are broken these contacts 59 and 107 complete the circuit through the batteries to the magnet 104 and therefore prevents the application of the brakes.

In the modification shown in Fig. 2, electrical energy is provided through a trolley 113 which is provided with a ralsed portion 114 corresponding to the raised portion in the third rails heretofore described. A suitable contact 115 is adapted to normally connect with the trolley pole 116 and corre sponds to the connection between the contact 106 and 109 on the shoe 23 heretofore described. As the trolley pole 116 comes in con- .tact with the raised portion 114, the connection at 11-5 is broken and the device will then operate exactly as heretofore described in connection with the breaking of the contacts 106 and 109 .by reason of the shoe 23 coming in contact with the raised portion of the third rail.

It will thus be seen that I have provided an automatically operatin auxiliary mecha nism whereby the speed 0 the train may be controlled independently of the operator of the train at any desired point in the line, together with means for automatically operating a suitable train controlling or stopping mechanism even in the event of any marks which may occur in the third rail or main supply of current to insure the operation of my automatic mechanism as intended, and, furthermore, by reason of the governor construction 50, the shoe 23 and the batteries 72, with the cooperating contacting mechanism, I have provided common means which operates to control both of these features, namely, the control of a train on grades or curves and the throwing into action the auxiliary current supplying means 1n event of a break in the main current supply.

Although]: have illustrated my invention in detall, it 1s apparent that various changes in the mechanism may be made without departmg from the scope of my invention as pointed out in the appended claims. It is clear that any form of valve mechanism for controlhng'the application of the brakes to naoae the train may be used equally as Well as that shown in the drawings and described in the specification.

Having thus described my invention, what I claim and desire to protect by Letters Patent of the United States is:

1. In an automatic train controlling mechanism, the combination of means for stopping and controlling the speed of a train, a main electric circuit for supplying energy for propelling a train, a shunt circuit connected to said main electric circuit for supplyingenergy to said first mentioned means to normally maintain the same inoperative, auxiliary means for automatically controlling the speed of the train at certain points in the line, an auxiliaryelectric circuit therefor and common means for substituting said auxiliary circuit for said main circuit and for controlling said auxiliary train controlling means.

2. In an automatic train controlling mechanism, the combination of means for stopping and controlling the speed of a train dependent on the presence or absence of trains in an adjacent block, a main electric circuit for supplying energy to said train for propulsion thereof and to said first mentioned means, auxiliary means -for automatically controlling the speed of the train at certain points in the line, an auxiliary electric circuit therefor and common means for substituting said auxiliary circuit for said main circuit and for controlling said auxiliary train controlling means, including a speed responsive device and a contacting member engaging the main energy supplying means.

3. In an automatic train controlling mechanism, the combination of means for stopping and controlling the speed of a train in one block of a system from the adjacent block thereof, main energy supplying means, for propelling said train and for normally supplying energy to said stopping and controlling means, normally restrained auxiliary means for gradually controlling the speed of the train at any desired point in the line, auxiliary energy supplying means for controlling said last mentioned means upon a failure of said main energy supplying means and means for substituting said auxiliary energy supply for said main supply to control the main stopping and controlling means and for releasing said normally re strained auxiliary m.

i. In a system of train control, a series of blocks, electromagnetic means for stopping or controlling the speed of a train in a block from a block ahead of the train, main energy supplying means for operating the train and said electromagnetic means, auxiliary energy supplying means therefor operative upon a failure of said main supply and auxiliary means to control the speed of the train at certain points in the line including cont-rolling mechanism governed by the speed of the train and from the main energy supplying means.

5. In a train controlling mechanism, the combination of means for supplying energy for propelling a train, normally inoperative energized means for retarding the movement of the train when exceeding a certain predetermined speed, means controlled by the speed of the train for controlling said retarding means and means controlled by said energy supply for operating said retarding means if the speed is above a predetermined maximum.

6. In an electrically operated automatic train controlling and stopping device, the combination of means carried by the train and connected to the main current supplying line adapted to propel the train, means carried by the train and including a separate current supply to prevent the operation of the automatic stopping mechanism by a mechanical break in the main current supplying line and means adapted to eifect an oper-- ation of said second mentioned means to control the speed of the train on grades and curves.

7 In a system of train control, the combination of main energy supplying means for propelling a train, means for automatically stopping or controlling said train, means connected to said main energy supplying means for normally energizing said second mentioned means, auxiliary means including a separate energy supply for maintaining said means energized in event of a failure in the main energy supplying means, auxiliary means for controlling the speed of the train at certain points in the line, and common means for controlling said auxiliary energy suppl ing means and said auxiliary speed contro ling means.

In witness whereof, I have hereunto set my hand this 8th day of J anuar 1917.

FRANK C. WIL IAMS.

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