US1510496A - Winthrop k - Google Patents

Description

Oct. 7 1924. I

W. K. HOWE AUTOMATIC TRAIN CONTROL SYSTEM Original Filed May l5.

Patented Get. 7, 1924.k

UNITED STATES PATENT OFFICE.

WINTHROP K. HOW'L, OF ROCHESTER, NEXV YORK, v.ASSIGNOR T0 GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK, A CORPORATION OF NEW YORK.

- yATJTOlVIA'lIC TRAIN-CONTROL SYSTEM.

Application led May 15, 1919, Serial No. 297,343. Renewed August 20, 1924.

To all 107mm t may concern:

Be it known that I, VVINTHROP K. Hown, a citizen of the United States, and resident of the city of Rochester, in the county of Monroe and State of New York, have 'invented a new and useful Automatic Train- Control System, of which the following is a specification.

This invention relates tok automatic train control systems for railroads, and more particularly to an. larrangement of trackway circuits for economizing the energy demanded from the track batteries, or the like, used in connection with the system. n

iisome types of automatic train control 4systems, it is necessary to supply `current under clear trafc conditions to the track- `way elements of the impulse transmitting means used to establishk communication from the-track -to the train.. For example, in systems utilizing electromagnets, or permanent magnets with deniagnetizing or neutralizing coils,-'as the impulse transmitting element along the track, it is necessary to supply current-to these magnets whenever it is desired to permit lartrain to pass without receiving a cautionary or stopping impulse. In some instances, the'amount of current required to maintain the trackway elements in the proceed condition is so great that the primary batteries, ordinarily `used in block signaling systems, are lmadequatefor this purpose, on account ofthe heavy current demand extending over long periods.

yOne of the principal objects of this invention is to devise an arrangement and construction of trackway circuits for automatic tra-in control systems, in which the energy required for the trackway elements is economized by cutting in the current supply only upon the approach of a train, or during its passage, so that the demand for current is temporary and exists only when such current is required. f

Other speciiic objects and features of the invention will appear hereinafter as the description progresses, and the novel fea:- t-ures willbe pointed out in the appended claims.,jv n k v' For the purpose of disclosing my invenl tion, I have illustratedin the accompanying drawing, in a simplified and diagrammatic way, some of the various vforms which the trackway circuits embodying my invention may take.

In describing the various modifications reference will be made to the accompanying dna-wing,y in which the reference character designate corresponding` parts in these-veral views, and in which:

Figures 1, 2 and 3 illustrate different modifications of a construction and arrangement of trackway circuits embodying the features of lmy invention; and Fig. 4l' is a diagrammatic view showing one form of a trackway element, together with the cooperating car carried element and associated control devices, which may be used in connection with the trackway circuits illustrated in Figs. l to 3.

ln the accompanying drawings, I have illustriated my system appliedto only two blocks; but it will be readily recognized by those skilled in the art that inpractice the same scheme and arrangement of parts would be associated witlrthe several blocks to constitute a completev system as required, and with such variations as special conditions may demand. i The various devices commonly used in ordinary block signaling are shown in aconventional manner; and since the various relays, contacts, and the like, associated with the various blocks, are the same, 'these devices and parts thereof will be given the same reference characters, with distinctive exponents added.

Referring to Fig. 1, the track rails 1 and 2 of the railroad track are divided -into blocks by insulating joints 3 in the usual and well known manner, the length of these blocks being, of course, selected to conform with the braking distances of the trains traveling over the track. EachV of these blocks is provided with the usual and well known normally closed track circuit, comprising a track battery 4 and a track relay 5. The usual fixed signals S, ordinarily employed in block signal systems, are shown conventionally; and for simplicity; the controlling'circuits for these signals have not been shown.

Associated with each block is a trackway element T, the function of which lis to transmit controlling impulses to passing trains, depending upon traffic conditions'in the next block in advance. ihe trackway element T illustrated is of the inductive type, and comprises (see Fig.V 4) ytwo side members 6 6, shown as angular in crosssection, which extend along the track sov parallel withi the track rails 1 and 2 Jfor a distance suitable for obtaining the desired duration of impulse; a cross-connecting core 7; and a coilxS on said core. In accorda-nce with this invention it is contemplated that the trackway element T will cooperate with a car carried element and associated control devices of the type requiring the coil 8 of the trackway element T to be'energized for clear traflic conditions, and to be deenergized under dangerous. tratlic conditions.

The desired control of the coil 8 of the trackway element T of each block is obt'a'ined byy any one of the three arrangements shown in Figs. 1, 2 and 3, the primary purpose ofthese various arrangements being t'o cut in the supply of current to said coil 8 only upon the approach or during the v passage of a` train. In eachinodificationthe the line relay L, ywhich has a controlling other terminal of said coil.

circuit including` a front contact of the track relay of the block next in advance.

Referring to Fig. 1, the energizing circuit tor the coi`l`8 of the trackway element T may `be ytraced as follows: commencing at one t'erminal of the coil 8, conductor 9, back Contact of vtrack relay 5, conductor 10, front contact of linere'la-y L,-conductor 11, track battery 12,* conductor 13 and back to the As the train enters each block, it shunts out the track relay 5 ot that block, 'and it the next block inIad-vance isnot occupied, the :front contact of the Vline 'relay L is closed, so that the circuit torenergizing coil 8 of the trackway ele-nient .in question `is established. In this arrangement, the trackway element T ofeach block-is located-in advance of the ins'ulating'joints 3 at the entrance to that block and at a'distance therefrom sutticient to permit theshunting of the ytrack relay 5 and to complete energization or' the coil .S before a train traveling at maximum speed reaches the trackway element T. 1t will y beobs'ervcd that the vcircuit for energizing in addition tov the front contacts of the line relay L, a circuit controller operated by a time element device G. This circuit controller, as illustrated diagrammatically, consists oi two resilient contact members 11i-1l adapted to be bridged or connected by an insulated contact button or block 15. The contact button 15 is carried by, but insulated from, the core 16 outa solenoid 17. The energizing circuit for the solenoid 17, readily traced on the drawing, includes the back contact oi lthe track relay 5 oi the corresponding block. Associated with the core 16 is some form of' a time-controlled mechanism adapted to retard the upward movement of said core, so that after the contact block 15 has been moved into contact with the membersr 11, this `electrical connection will be maintained for a predetermined interval of time and Ithe-n, upon continued movement oj said core, will be interrupted. As shown, this time controlled device comprises a dashpot cylinder 18 having a restricted inlet opening 19 in its lower end; and movable in the cylinder 18 is a piston 2O 'which is connected to the core 16 and which is provided with a flexible packing, or the like, tor preventing the passage or air thereby to the lower end of the cylinder, but permitting` free passage of air thereby from the lower end of said cylinder.

1n this arrangement shown in Fig. 2, when a train enters a block, it shunts the track relay 5 of that block and energizes the solenoid 17 of the time controlled device G. Immediately after the solenoid 17 is energized, the circuit for energizing the corresponding trackwa'y element T is closed at the contacts lll-14 and the contact block 15, and it the nextlblock in advance is not occupied, so that the line relay L is picked up, a circuit for the coil 8 ot said trackway element is completed. ln this arrangement, trackway element T is also located in advance of the insulated joints 2 at the entrance to"thefblock adistance suliicient to allow the closing oi the back contacts of the track relay, energization ot solenoid 17, closing the contacts let-14 and 15, and full energization of coil 8 ot the correspondng track'way element T before a high speed train reaches said trackway element. The time interval, for which the time controlled device G is adjusted, ispreterably made as short as possible, the minimum being such that a train, traveling at low speed, will have time enough to 'pass the trackwayelement before the contacts of said time-con trolled device open. It will be observed that this arrangement provides for cutting in the energy supply for the trackway element T only whenatrain approaches and is about to pass such trackway element, and

further, that such energy suppl is cut off as soon as there has been time or the train to pass said trackway element.

In the arrangement shown in Fig. 3, the energizing circuit for the coil 8 of each trackway element T associated therewith and protecting a particular block includes the front Contact of an additional relay 2l connected inseries with the track battery 4 of the block next in the rear. This relay 21 is so constructed and adjusted that it will not pick up upon the current flowing when the track circuit is not occupied, but will pick up when a train enters the track circuit, or when it reaches some intermediate point inthe block, on account of the increased flow of current due to the lower resistance of the train shunt. Thus,'in this arrangement the energy supplied to thev trackway element protecting each block, as

the block B, is cut in sometimevafter the train enters the block neXt in the rear, as

the block A, and is cut off when such train leaves said block in the rear. yIn thisl arrangement the trackway element T may be located at any desired point in `the rear of the entrance to the block corresponding thereto and which it protects and may be controlled throughthe front contact of the track krelay of that yblock as well as the track relay of the block next in advance.

e Variousl forms of car carried elements re-` sponsive to the trackwayk elements herein-v before described, may be employed, and likewise, various types of control devices and automatic train control means governed by saidkcar carriedfelement may be used. The construction of parts and arrangements of circuits illustrated in Fig. 4 is, therefore, merely illustrative of a car equipment suitable for use with the trackway element T. Referring to. Fig. 4, the car carried element L comprises a magnetic yoke Y having pole pieces 22. Coils 23 are carried on each leg of the yoke Y, and are connected in series with kthe battery 24, av check relay 25 and the primary of a transformer 26. The secondary'of said transformer26 is connected in circuit with the windings of a control relay R, preferably of a type respon` While the car or train is traveling between v signaling points, the `current from the battery `24 passes through the coils 23 and magnetizes the yoke Y with a polarity, such as indicated in Fig. 4. Under clear traffic con-v is such that the side members 6 6 of saidy trackway element have a polarity, as indicated in Fig. 4, opposing the polarity of the pole pieces of the yoke Y on passing cars. Consequently, under clear traffic conditions, when the car passes a trackway element, the reluctance of the magnetic circuit through the yoke Y is not materially altered, at leastnot enough to cause operation of the relay R. Under dangerous trafiic conditions, however, the coil 8 of the trackway element T is open-circuited, so that said trackway element presents in effect a magnetic bridge or loop for the yoke Y on a passing circuit through the yoke Y on the passing car is greatly changed, thereby resulting in changing the amount of magnetizing cur rent flowing through the coils 23 and through the primary of the transformer 26. This change in current in the primary of the transformer 26 induces a current in its secondary, thereby picking up the control relay R and deenergizing the E. I). V. or other train control device. The check relay 25 as- Thus, the reluctance of the magnetic sures the integrity of the circuit for energizing the coils 23; and if this circuit should become broken, or the battery'24 depreciate, the check relay 25 would cease to hold up its armature 29 and would interrupt the circuit for the E. P. V., thus producing an automatic operation of the E. P. V., or other train control device.y tosignify that the sys-v tem is out of order. The transformer- 26 and the relay R are preferably constructed in a self-contained unit, all of the parts being of a substantialand sturdyy construction such that no breaking or failure of parts is likely to occur.

In disclosing my invention, simplified and diagrammatic forms of illustration) yhave been employed, and no attempt has been made to show the exact construction preferably employed in practice. Obviously various modifications may be made in the construction illustrated, and other parts and devices may be added in order to make a more complete system, all without depart-Vk ing from my 1nvention.f I desire to have it understood, therefore, that the specific embodiments shown and described aremerely illustrative of my invention, and do not eX- haust the various modifications and adaptations ofthel underlying ideaof means constituting my invention.

Vhat I claim as new and desire to secure by Letters Patent, is ze* 1. In van automatic train control system for railroads having tracks which are rdivided into blocks each provided with a normally closed track circuit, the combination With` a trackivay element associated With each block and located a short distance in advance of the entrance thereof, aI timecontrolleddevice associatedvv'ith each trackWay element andset into Aoperationby the shunting of the track relay of the corresponding block, said device having normallyopen contacts and an energizing circuit for saidV 4 trackway element including a local battery and said normally opencontacts, whereby said energizing circuit is automatically closed and then opened by said time controlled device after it has operated for a predetermined time.

2. In an automatic train control system adapted for railroads divided into blocks having normally closed track circuits andvotl the type in Which a normally deenergized track element is located near the entrance to each block and is provided With a normally open circuit for energizing it, a -circuit controller for opening and closing a break in said circuit, and electrically operated time controlled means set into operation by the dropping of the track relay of the corresponding` block for actuating said circuit controller, said means acting to close the circuity controller quickly, then open it after a predeterminedtime, and then hold it openso long as the track relay controllingit is' dropped.

3. In an automatic train control system or' thetype specilied in claim 2, the `combinationl with the circuit controlling the track element, of automatic time controlled means set into operation by the entrance of a train into the corresponding` block for closing a break in saidcircuit for a short timeonce While said block is occupied.

Ll. In an automatic train control system of the type specifiedV in claim 2, the combination with the circuit for controlling` the track element, of electrically operable time controlled means set into operation by the entrance of a trainv into the corresponding block for quickly closing a break in said circuit and then opening the break after a predetermined time, said track element being located a short distance in advance of the entrance to its corresponding block sulicient to allow time for the track rela-y to drop and the time controlled means to close the circuit before a fastmoving train reaches said track element, the time for Which said time controlled means is adjusted being substantially as long as that required for aslow moving train toreach the track element.

thev movement of said element, time. con-V trolled means for regulating` the rate of movement of saidelementin one direction, and electromagnetic *inea-ns for moving said element for its lentire rangev of movement.

6. In an automatic train control system for railroads having tracks divided into blocks each provided With a .normally closed track circuit having a track relay, a trac-k element associated with each block, a circuit for each track element adapted when open to place that element in its active stopping condition, and normally deenergized time controlled means associated With each track element andset into operation by the dropping of the trackrelay of the corresponding block, said means acting to break said circuit after the lapse of a predetermined inv terval of time following the initiation of the operation of said means and to main tain such break so long as its controlling track relay is deenergized.

7. In an automatic train control system for railroads having tracks divided into blocks each provided Witha normallyclosed track circuit having a track relay, a track element-.associated Witheach block, slow acting means adapted when set into operation to place said track element at once in its inactive condition provided the next block in advance is not occupied and to maint-ain such condition for .a .predetermined 'time only, and a Vcontrolling circuit for said means governed by the Vback contact of the track relay of the corresponding block;

8. .In an automatic train control system for railroads having tracksY divided into blocks each provided With a normally closed track circuit, a track ele-ment associated Vwith each blockvand having a coil, said track-element assuming its inactive condition when cur-rent Hows through saidcoil, slow acting means associated with each track element and adapted when changed to its ultimate condition to interrupt the supply of current to the coil of that tract element, and. means responsive to the shunting of a-track circuit adjacent to the track element for causing the slow acting means to change slowly to its ultimate condition and to remain in that condition sol long as that track circuit is shunted.

9. In an automatic train control system for railroadsl having tracks divided into blocks eac-h provided Witlra normally closed track circuit, a track element located at a distance in advance of the insulated joints: at the entrance'to each block, said track element having a coil WhichI causes the elementtoA assume its inactive condition when current flows inithe coil, and timecontrolled means associated with each track element and set into-operation by the shunting of' the trackcircuit of the corresponding block Vfor interrupting the supply of current to the coil CTl of the track element after a predetermined time and ior maintaining such interruption so long as that track circuit is shunted.

10. In an automatic train control system for railroads having` tracks divided into of the track relay of the corresponding block for interrupting the'supply of current to its coil after a predetermined lapse of time and for continuing such interruption so long as said track relay is deenergized.

11. In an automatic train control system for railroads having tracks divided into Lblocks each'provided witha normally closed track circuit, a trackelement for each block having a coil adapted when current flo-ws therein to place the elementin its inactive condition, slow acting means changeable to an ultimate condition and adapted when in itsultimate condition to interrupt the supply of current to the coil of the corresponding track element, and means controlled by a track circuit adjacent to each track element for causing the slow acting means associated y therewith to change kto its ultimate condition and to remain in thatcondition so 'long as that `track circuit is occupied. n

12. In a train control system for railroads a track element having a coil, normally deenergized electrically operable slow acting j means adapted when venergized to change slowly to an ultimate condition and continue in thatr condition so long as energized, said slow acting means acting in its ultimate condition to interrupt the iiow of current to said coil, and energizing circuit for said coil,

j a circuit for energizing the coil, time controlled means set into operation by a train onk a track circuit adjacent to the track ele-` ment fory opening said energizing circuit after a predetermined interval of time and for maintaining that circuit open so long as said adjacent track circuit is occupied.

14. In a train control system for railroads having track circuits with track relays, the combination with a track element including a `coil adapted when energized to place the 'track element in its inactive condition, an

energizing circuit lfor said coil, normally de-energized slowy acting circuit controlling` means adapted when energized to close a break in said circuit at konce and to open it after a .predetermined interval of time, and a control circuit for said slow acting means governed by the back contact of a track relay adjacent to the track element.

15. In a train control system for railroads provided with blocks each having a normally closed track circuit, the combination with the track element adjacent to the entrance to a block and having a coil, an energizing circuit :tor the coil, time controlled means adapted when operated to close the energizing circuit Vquickly and after a predetermined interval of time to open that circuit and hold it open,

and automatic means for causing operation of the time controlled means when the track circuit oi said block is occupied.

16. Ina train control system for railroads having blocks provided with track circuits, the combination with a track element near the entrance to a block, an energizing circuit for the track element governed by the track circuit of the block next in advance of said block, and slow acting means operated by the presence of a train in said block for opening the energizing circuit after a predetermined time and for maintaining it open so long as said block is occupied.

17. In a train control system for railroads having blocks provided with track circuits, vthe combination with a track element associated with a block for governing train movement in that block, said track element having a coil adapted when energized to place the element in its inactive condition, an energizing circuit for the coil, means governed by the track circuit of the block next in j advance of said block for governing the energizing circuit, and time controlled means governed by a track circuit adjacent to the track'element for independentlylopening its energizing circuit after a predetermined time and for maintaining it open so long as said adjacent track circuit is occupied.

18. In a train control system for railroads having blocks provided with track circuits, a track element associated with each block, a tratlic controlled energizing circuit for each track element, and slow acting means responsive to the shunting action of the wheels and axles of 4a train adjacent to the track element for independently interrupting its energizing circuit after a time sufficient for the .front end of the train to pass the track element and :tor maintaining interruption of said circuit so long as any .part of the train is adjacent to the track element.

19. In a train control system for railroads having blocks, a track element associated `with aV given block and comprising a magneticcorc Aand a coil thereon, a battery, an energizing circuit for theV 'coil including the battery and having a normally open break therein, and automatic means' for closing the break in said circuit upon the approach of a train to the track element and for opening that break after a time, said means maintaining said break open until the train has passed the track element regardless of the length of the train.

2O.l In a train control system for railroads having blocksprovided with track circuits, a track element located a distance in advance of the entrance to each block, an energizing circuit for each track element, a relay governedv by the trackcircuit of the block next in advance of the corresponding block for controlling said energizing circuit, time controlled meansv for independently opening thev energizing circuit after a predetermined time, and'means governed by the track circuit of said corresponding block for operating the time controlled means Vonce only circuit and then open it after a predetermined time, said means ivhile energized after a lapse of said time maintaining the circuit open, and a controlling circuit for the slow acting means including a Aback contact of a track relay adjacent to he track element.

22. A device for governing the supply kof current to the track element of automatic train control systems so as to economize in the energy required for said elements com prising, abiased movable element, circuit controlling means closed when the element is moved part Way from its'biased position and maintained closed until the element nearly reaches its ultimate position, means Jfor retarding the movement of the element from' its biased position but permitting quick return to that position, and electroresponsive means adapted when energized to cause movement of the element from its biased position to its ultimateposition.

23. In a train control system, the coinbination With a track circuit, a track element having a magnetic core and a coil thereon, a battery, a circuit including the battery and coil, said circuit having a normally open break therein so that no current Hows in the coil, and means responsive to the shunting of said track circuit `for closing the break in said circuit for predetermined time only oncel While said trac-k circuit is shunted.

24:. Ina train-control system, the combifnationivith-tivo adjacent blocks eachhaving a trackvcirciit,*a track element loca-ted a 4distance-inadvance-of the entrance to the rea-r block, said track element having a coil and being placed in its inactive condition when current flows in the coil, and automatic means governed by both of the track circuitsA for supplying current to the coil of the track element as soon as a train enters the rear block provided the forward block is not occupied, said means maintaining such supply of current for a limited time only regardless of the length of the train.

25. In a train control system having blocks provided With track circuits, a track element located a distance in advance of the entrance to each block, said track element having a coil and assuming its inactive condition. When current flou/'s in the coil, a local battery for each track element, andV automatic means effective When a train'enters a block to supply current to the corresponding tra-ck element from its battery provided the next block in advance is not occupied, said means automatically interrupting such supply of current after a predetermined time suflicient lor the front end of the train to pass the track element and also continuing such interruption until the train jleaves said corresponding block.

26. In an automatic train control system forY railroads having tracks divided into blocks each having a normally closed track circuit and including a normally energized track relay; a track element. near the entrance to each block comprising a core of magnetic material having a coil thereon; a circuit for said coil including a normally closed contact controlled by the track relay ofthe next block in advance; and a time controlled device set into operation by the deenergization of the track relay at the entrance to a block for controlling the circuit icor the track element at the entrance to the corresponding block.

27. In an automatic train control system for railroads having tracks divided into blocks each provided with a normally energized track relay, a track element associated with eac-li block and located to affect suitable receiving means on a passing vehicle a short distance after said vehicle enters said block, said track elementhaving a Winding and assuming its act-ive stopping condition unless said Winding is energized, a source of current and normally open circuit for energizing said Winding; and. means inc-luding a time controlled circuit controlling device for closing said energizing circuit and for thereafter opening' said energizing circuit after an intervening interval of time, said time controlled device being electrically operated and normally cle-energized, and an venergizing circuit for said time controlled 'device including a back contact of the track relay of the corresponding block.

2S. In a' train control system of theintermittent inductive type for railroads having tracks divided into blocks each provided with a normally energized track relay, a track element for each block located a distance in advance of the entrance to that block and adapted to transmit inductively a control influence to a passing vehicle, said trackelement comprising a core and a coil thereon and assuming its active'stopping condition unless said coil is energized, a normally open circuit for controlling the energization of the coil of each track element, and means including a slow acting circuit-controller in said circuit automatically opened an interval of time after deenergization of the track relay of the corresponding block for first closing said circuit upon the entrance of a train into the corresponding block and for thereafter device near the entrance to each block a short distance in advance thereof, said track device assuming its active stopping condition unless energized, a source of current and a normally open circuit on the trackway for energizing each track device, and means controlled by the track relay of the corresponding lolock for first closing the energizing circuit of said track device after an interval of delay and for thereafter opening said circuit regardless of the length of the train after a further interval of delay.

WINTHROP K. HOVE.

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