US1437326A

US1437326A - Automatic train-control system

Info

Publication number: US1437326A
Application number: US446291A
Authority: US
Inventors: Albert M Thompson
Original assignee: Individual
Current assignee: Individual
Priority date: 1921-02-19
Filing date: 1921-02-19
Publication date: 1922-11-28
Anticipated expiration: 1939-11-28

Description

'M. THOMPSON. AUTOMATIC TRAIN CONTROL SYSTEM,

APPLICATION FILED FEB-'19, I921- Patented Nov. 2-8; 1922.

2 SHEETS-SHEET I.

w 4M Y I INVENTOR.

y md/ ATTORNEY.

fim Tho/7272 01 A. M. THOMPSON. AUTOMATIC TRAIN CONTRO SYSTEM.

APPLICATION FILED FEB- I9. 192l- Patented Nov. 2 ,1922.

. 2 SHEETS-SHEET 2.

INVENTORi a system which is positive inaction and Willautomatically stop a train-by applying-the Patented Nov. 28, 1922.

arr stars ALBERT THOMPSON, OI CHICAGO, ILLINOIS.

AUTQIiIATIQ TRAIN-CONTROL SYSTEM.

Application filed February 19, 1921. Seriallilo. 446,291.

To all whom it "may concern.

Be it knownthat' I, ALBERT M. THOMP- soN, a citizen of the United States, residing at Chicago, in the countyof Cook and State of Illinois, have invented new and useful Improvements in Automatic Train-Control Systems, of which the following is a specification.

This invention relates to automatic train control systems of the electrictypedesi-gned to eliminate accidents in railway travel and an object of the invention is to provide a brakes when it reaches the danger zone relative to a second-train.

Another object of the invention is the construction and arrangement of apparatus in circuits in such mannerthat ahigh voltage current will always be established to overcome high resistance underfdanger conditions to render active the apparatus for closing'the throttle lever and applying the air brakes of a train.

Another object of the inventionis to provide electrical means moving a predetermined distance for stopping the train and locking the mechanism in this position as longas danger conditions exist sothat the mechanism can not be returned to safety position by the engineer until danger conrangement and "connection of apparatus whereby high-frequency current is maintained at all times andto directthe flow of said high-frequency current -in-a-di-reetion to actuate train stopping mechanlsm upon;

' 1s'pos1t1oned upon the locomotive to pass a train entering a danger block.

Other objects o'fthe inventionwill appear in the following detailed description andin the accompanying drawings wherein Fig. 1 is a wiringdiagram of the entire system. a

Fig. 2 is a frontelevation of the cab carried instruments.

Fig.8 is a diagrammatic view illustrating the switch 20, magnet 19 will be cut out of one manner of operating the-throttle lever and the air brake valve.

Again referring tothe drawing illustrating in a diagrammatic manner one construction of my invention the numeral 1 designates a trac-kway divided into the usual blocks A,B and C. For the purpose of illustration the letter A designates advance block, 'theletter B idanger block, and the letter O caution block.

The numeral 2 designates the usualtrack battery supplying current in the usual mannor to the semaphore signal and also supplying current to a partial-track circuit 3 including the solenoid 4-. Fromthis construction it will beseen that when the axle Fbridges the rails of a'block, current will be short circuited from battery 2 to the partial circuit 3 thereby deenergizing solenoid 1 allowing the core or plunger 5 to gravitate. The numeral 6 designates the third rail section of the proper length and arranged at'the entrance of each block and heavily insulated from the ground. Attention is called to the factthat the third rail 6 of a length to continue to cooperate with rod 17 afterthe train has been stopped. Ailever 7 is pivotally mounted and has a connection with the-plunger 5 so that when the solenoid is de-energized the lever will swing into engagement with a portion of the-rail section-(Sand asthelever is ground ed, as illustrated at S current may readily pass from the rail section to the ground.

The solenoid, lever, andstem 9 are arranged in a-suitable housing so as to be protected from the'elements and thereby assure proper I electrical connections at all times.

The train carrymgmechamsm now to be 1 'dQSGI'lbfiCl 'COD-SIStS of an induction 001110,

- the primarywinding 11 of which is arranged in a primary circuit 12 including a current-generator shown at 13. The'secondary winding- 14': is arranged ina secondary circuit 15 that has one terminal grounded upon the train as indicated at '16 and its other terminal connected to a rod 17 that circuit and magnet 23 thrust into circuit.

{It will also be notedthat by continuouslydriving the generator 13 current will pass continuously through the primary .coil

which will induce high voltage in the secondary coil 13 with the result that when the third rail 6 is grounded in the manner heretofore stated current will pass from the rod 17 to the rail 6 and to ground establishing a flow of current through the magnet 19 for controlling operation of suitable instruments hereinafter described. Magnet 19 controls closing of the switch 24 arranged in a motor circuit 25 that includes a motor 26 and a source of current 2?. The signal 28 is bridged across this circuit.

Referring more particularly to Fig. 2 the motor 26 is provided with smaller gear 29 meshing with a larger gear 30 which, in turn, is keyed to a shaft 31 carrying apitman wheel. 32. A pitman connects the wheel 32 to lever 34 that is keyed to a shaft 35. This lever 34 has a link connec tion 36 with the lever 37 that is connected by a link 38 to a stem 39 of an air valve 40. This air valve 40 is so arranged that when open, air will pass from the train line through the pipe 41 to the air motors 42 and 48 that are illustrated in a diagrammatic manner in Figure 3. These air motors have a connection 14 with the throttle lever 45 and handle 46 of the usual air brake valve. Keyed to the shaft 35 is a ratchet 4L7 with which co-operates the pawl 48, that is under control of the magnet 23. The numeral 49 designates a brake band co-opcrating with the wheel 32 to limit rotation of the wheel and this brake band which may be of any well known construction, is operated by electromagnet 50 arranged in the circuit 51 which includes a spring operated switch 52 and the battery 53. The numeral 54 designates a pair of normally spaced contacts that control the continuity of circuit 51 and are so tensioned as to automatically move into engagement with each other upon predetermined movement of the lever 37 as clearly shown in Fig. 2; in other words, when the lever 37 moves to position corresponding to an open position of the valve 40 the contacts will engage for operating the magnet 50 for braking further movement of the lever 32. Arranged in the path of movement of the lever 34 is any suitable form of indicator shown diagrammatically at 55. The stem 56 of this indicator is arranged to be operated when the lever 84 is fully thrown.

The apparatus just described is arranged in a box 57 having a hinged lid 58 which is sealed when the train leaves the terminal.

"When a train is in block A as indicated by the wheels 5 magnet 41 is rendered inactive which allows the lever 7 to ground rail 6. A train entering block B will cause the rod 17 to slide over the rail 6, and as rail 6 is grounded, current will flow through the secondary circuit energizing magnet 19 and closing the motor circuit. Motor '36, upon operating, shifts the mechanism in the box 57 for opening the valve and allowing the operation of the air motors to stop the train. After the mechanism has been properly operated the required distance the brake circuit is closed which renders the brake band 49 active. As, long as a train is in block A current will continue to flow through magnet 19 thereby continuing a flow of current through motor 26; to prevent this loss of current the circuit to magnet 19 can be interrupted by opening the switch 20 which throws same into engagement with contacts 22 and thereby closes the circuit 21 rendering magnet active. Magnet 23 attracts pawl 48 into engagement with the ratchet 47 and prevents the engineer from restoring the mechanism to normal position thereby allowing air pressure to act upon the motors and hold the throttle lever and air brake handle in stopping position. As soon as the train 5F leaves block A the solenoid 4 is again active which retracts the lever 7 from rail 6 and thereby the ground is destroyed and current is prevented from passing through the partial circuit 21 and thus the pawl 48 gravitates out of engagement with the ratchet 4:? and allows the engineer to restore the parts. Due to the arrangement of the recorder same will operate each time the train is automatically brought to a stop by my improved mechanism, thereby making a permanent record.

It is, of course, to be understood that to release the brake the circuit 51 is interrupted by manually opening the switch 52 which will be automatically moved to closed position when released, due to the fact that same is spring operated. At this point I wish to call attention to the fact that the air motors may be of any of the usual construction heretofore designed and therefore, the air motors are only shown in a diagrammatic manner.

lit is, of course to be understood that the various instruments may be constructed in various other manners than illustrated and may be electrically associated in other relations and, therefore, I do not desire to be limited in any manner except as set forth in the claims hereunto appended.

Having thus described my invention what i I claim is:

1. In an automatic train control, a control lever, electrical means for operating the lever, means operated by movement of the lever for arresting operation of its operat ing means, means for locking said lever in operated position, and elctrical means for releasing said locking means.

2. An automatic train control system comprising, a primary circuit including a primary winding, a secondary circuit including a secondary winding operatively associated with said primary winding-"electrical means for closing the throttle lever. and .operating the air-brake system of 3;.tffil11, and locking means stherefor, "both of said means being operativelyvassociated with said secondary circuit.

3. An automatic train control system comprising, a normally'open high voltage circuit adapted to be closed .underldanger conditions, means for cutting "off motive :power of a train electrically associated with said circuit, and means for interrupting said circuit and locking said means against return to normal position.

- 41-. An automaticztrain control system comprising, a. normally'open high voltage circuit adapted to be closed under danger conditions, means for cutting off motive power of a train electrically associated withsaid circuit, and means for'rendering said first means inactive and locking same against return to normal position as long as danger conditions exist and to immediately release said means under safe conditions.

5. In an automatic train control, a-control lever, electrical means for operating said control lever, atrack solenoid, means operated by energizing of said track solenoid to permit operation of said control lever operating means, means for locking said control lever in an operated position, electrical means for releasing said locking means, and means operated during movement of the lever to arrest operation of the'lever operating means.

i 6. In an automatic train control system, an engine carried generator, a primary circuit connected thereto, asecondary circuit, a control lever, electrical means for operating said control lever, means in said secondary circuit for controlling operation of said lever operating means, a double throw switch bridged in said secondary circuit, means for locking said control lever in operated position, and electrical means controlled by operation of said. switch for releasing said locking means.

7. In an automatic train control system, an engine carried generator, a primary circuit connected thereto, a secondary circuit, a control lever, electrical means for operating said control lever, means in said second ary circuit forcontrolling operation of said lever operating means, a double throw switch bridged in said secondary circuit, means for locking said control lever in operated position, electrical means controlled by operation of said switch for releasing said locking means, and means operated during movement of said lever to arrest operation of the lever operating means.

8. In an automatic train control system, an engine carried generator, a primary circuit connected thereto, a secondary circuit,

a control lever, electrical means for operating said c'ontrollever, means in said secondaryclrcuit for controlling operation of said lever operatingmeans, a double throw switch bridged in said secondary circuit, means for locking said control lever in operated position, electrical means controlled by operation of said switch for releasing said locking means, means operated-during movement of said lever to arrest operation of the lever operating means, and a regissolenoid, means operated by energizing of said track solenoid for controlling exciting of said lever operating means, a double throw switch bridged in said secondary circuit, means for locking said control lever in operated position, and electrical means controlled by operation of said switch for releasing said locking means.

10. In an automatic train control, a control lever, a motor, a pitman geared to said motor and connected to said lever for operating the lever upon operation of the motor, a brake for arresting rotation of said pitman gear, electrical means for operating said brake, and means operated by movement of said control lever for controlling energizing of said electrical means.

11. In an automatic train control, a control lever, a motor, a pitman geared to said motor and connected to said lever for operating the lever upon operation of the motor, a brake band for arresting rotation of said pitman gear, a solenoid for applying said brake band to the gear, and a circuit closer operated by operation of said control lever for controlling energizing of said solenoid.

12. In an automatic train control, a con trol lever, a motor, a pitman geared to said motor and connected to said lever for operating the lever upon operation of the motor, a ratchet carried by said lever, and an electrically operated pawl for engagement with said ratchet to lock said control lever in an operated position.

13. In an automatic train control, a control lever, a motor, a pitman geared to said motor and connected to said lever for operating the lever upon operation of the motor, a ratchet carried by said lever, a pawl for mgagement with said ratchet to lock said control lever in an operated position, a solenoid for operating said pawl to release said lever for movement, and manually operated means for controlling energizing 01 said solenoid.

14. In an automatic train control system,

an engine carried generator a primary circuit connected thereto, a secondary circuit, a control lever, electrical means for operating said control lever, means in said secondary circuit for controlling operation of said lever operating means, a double throw switch bridged in said secondary circuit, means for locking said control lever in operated position, electrical means controlled by operation or" said switch for releasing said lock ing means, and means operated during movement of said lever to arrest operation of the lever operating means, and a signal bridged in the control circuit of said control lever operating means.

In an automatic train control, a control lever, a motor, a Plblllilll geared to said motor and connected to said lever for operating the lever upon operation of the motor, a brake for arresting rotation of said pitman gear, electrical means for operating said brake, means operated by movement of said control lever for controlling energizing of said electrical means, and a signal bridged in the control circuit of said control lever operating means.

16. An automatic train control system comprising a primary circuit, a secondary circuit closed under danger conditions, a control magnet in the secondary circuit, a motor circuit under control of said magnet, mechanism operated by the motor for applying the air brakes in closing the throttle of a train, means for cuttingsaid magnet-out of circuit, and control means rendered operative upon action of said first means for preventing restarting of said mechanism to normal position when danger conditions exist.

17. An automatic train control system comprising a primary circuit including a generator, a secondary circuit rendered complete under danger conditions, a motor circuit closed upon closing of said secondary circuit, control means for regulating the operation of said motor, control mechanism having a drive connection with said motor, and a locking device manually operated for preventing the return movement of the mechanism to normal position when danger conditions exist.

In testimony whereof I afiix my signature.

ALBERT M. THOMPSON.