US1519986A

US1519986A - System for train control

Info

Publication number: US1519986A
Application number: US671539A
Authority: US
Inventors: Stanley Vongo
Original assignee: Individual
Current assignee: Individual
Priority date: 1923-10-29
Filing date: 1923-10-29
Publication date: 1924-12-16
Anticipated expiration: 1941-12-16

Description

V. STANLEY SYSTEM FOR TRAIN CONTROL Filed 0 t. 1923 2 Sheets-Sheet 1 Jasmi 1 71 IN VEN TOR.

Dec. 1924- 1 ,5 1 9,986

v. STANLEY SYSTEM FOR TRAIN CONTROL Filed Oct. 1923 2 Shee s-Sheet 2 1N VEN TOR.

V .Sfanltj i atented Dec. 16, 1924.

UNITED STATES PATENT OFFlCE.

VONGO STANLEY. OF BURLINGTON, IOWA, ASSIGNOR OF ONE-HALF TO JOSEPH MILLER, OF BURLINGTON, IOWA.

SYSTEM FOR TRAIN CONTROL.

Application filed October 29, 1923. Serial No. 671,539.

To all arr/r0122 it may concern-.-

Be it known that I, VoNGo STANLEY, a citizen of the United States, residing at Burlington, in the county of Des Moines and State of Iowa, have invented certain new and useful Improvements in Systems for Train Control, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to a system for train control and it is an object of the invention to provide a novel and improved system of this general character wherein signals are arran ed within the cab of the locomotive and under control of a block signal or the like wherein the engineman can readily determine the condition relative to the block ahead.

It is also an objectof the invention to provide a system of this general character provided with novel and improved means whereby the train will automatically be brought to a stop in the event the train passes beyond a danger signal.

An additional object of the invention is to provide a novel and improved system of this general character whereby the train will be automatically caused to come to a stop in the event the rail of a trackway is broken as by an open switch.

The invention consists in the details of construction. and in the combination and arrangement of the several parts of my improved system for train control whereby certain important advantages are attained and the device rendered simpler, less expensive and otherwise more convenient and advantageous for use, as will be hereinafter more fully set forth.

The novel features of my invention hereinafter be definitely claimed.

In order that my invention may be the better understood, 1 will now proceed to de scribe the same with reference to the accompanying drawings, wherein Figure 1 is a diagrammatic View illustrating the train carried portion of the system as comprised in the invention as herein disclosed;

Figure 2 is an enlarged fragmentary detailed view partly in section and partly in elevation of one of the circuit closers as herein embodied;

Figure 3 is a diagrammatic view illustratwi ll ing the features of the system asosciated with the trackway;

Figure i is an enlarged fragmentary view partly in section and partly in elevation illustrating in detail the contact means associated with the semaphore;

Figure 5 is an enlarged fragmentary view partly in section and partly in top plan of the circuit closing means under control of a switch tongue or the like.

As disclosed in the accompanying drawings, T denotes a trackway divided as at i. into blocks and in close proximity to the meeting ends of adjacent blocks is a semaphore 2 operating in a well known manner. The semaphore 2 as herein disclosed, carries a yieldable Contact member 3 herein disclosed as grounded through the instrnmentality of the conductor a.

The supporting standard 4: for the semaphore 2 as herein disclosed, is provided with an arcuate plate 5 positioned adjacent to the semaphore 2 and provided with, the spaced contacts 00, g and 2. At a predetermined point in advance of the semaphore 2 the trackway T is provided between the rails thereof with the spaced contact members :20, 2 and .2, the contact member 02 being in electrical connection with the contact 00 through the medium. of a conductor 5, the contact y being in electrical connection with the contact through the instrumentality of the conductor 0 and the contact 2 being in electrical connection with the contact 2 through the conductor (1.

The contacts m, y and e are transversely spaced with respect to the trackway and are adapted to be engaged by the brushes m, 7 and .2, respectively, carried by the locomotive.

Suitably positioned within the cab of the locomotive are the signals 6, 7 and 8, each of said signals being herein disclosed as an electric lamp, the signal 6 being white, the

signal '7 being red and the signal 8 being green, said lamps when burning serving to indicate to the engineman the condition of the block ahead.

larried by the engine is a conductor 6 leading from a suitable source of E. M. F. and with which is associated a second conductor f suitably grounded as indicated at 9.

Each of the signals 6. 7 and 8 is com prised in a lamp circuit 10 connecting in till parallel with the main circuit as afforded by the conductors 6 and fand each of the circuits 10 is normally open. Each circuit 10 is normally maintained open by a sliding member 11 of 'fibr'e or other suitable insulating material supported *forrequisite movement by a guide bracket 12. The member 11 has disposed therethrough a plug 14 of conductive material and with which is adapted to engage the spring contacts 15 at opposite sides of the member 11 and interposed in the line '10. Normally, the member 11 is in a position whereby the plug 1% is tree of the Contact members 15 and thus breaking the lamp circuit but upon moven'ient of the member 11 -in one direction the plug lt is brought into a position, Figure 2, to vpermit said contacts 15 to engage the plug 1 1 whereby'the lamp I circuit is closed. 'One end portion ot the member 11 is provided with a metallic'head 16 which, upon energizing of the adjacent magnet- -17, is caused to move the aneniber 11 to effect the desired closing ot a lamp circuit and upon manually breaking said lamp circuit as through the medium of the switch '18, the resultant file-energizing of the magnet 17 will result in dropping of the member 11 whereby theplug 14'is moved into a position "free of the contacts 15. After a lamp circuit has been'brolten by opening the switch 18, said switch is then closed. The circuit for each of the mag nets '17 comprises a leg 9 in electrical connection with the conductor 6 and a leg 7L in electrical connection with the line 10.

lVhen the semaphore is in its lowered position or in a position to indicate the following blockto be clear, the contact memher 3 carried by the semaphore 2 engages the contact {a so that when the brush :0 comes into Contact with theconductor a circuit will be closed through lilIBQQIIdUClQOI b and through the branch line 2', said branch 2' leading from the brush to the line l0. The circuit is then continued through the line 10 to the conductor 6. The closing of the circuit results in the energizing of the :magnet 17 associated with "the lamp (3 whereupon the circuit 10 for the lamp 6 is closed through the plug 14; and contact members 15.

It the semaphore 2 is in a position of caution, the circuit for initially energizing the desired magnet 17 will be completed for the green light through the-conductors (1 (Z' and brush a and when the semaphore is in danger position the circuit for the lamp 7 will be closed through the conductors (land 0.

In relatively close proximity to the semaphore 2 and positioned between the rails of the trackway T are the spaced contact members 19, 20 and 21, the contact 1.9 being in electrical connection through the line m with the line d, the contact 20 being connected through the line n with the line 0 and the contact 21 being connected through the line 0 with the line b. The contact members 19, '20and '21 are of such 'length that when the train comes to a standstill when the semaphore is in danger position, the brushes y, z and m are in contact respectively with the contact members 19, 20"and '21. Bythis means when the semaphore 2 changes its position either to caution or clear, the circuits will be properly closed sothat thelamp's6or'8 will be caused to give ther'equi'site indication to the engineman. I

I also provide means whereby the train will automatically be caused to come to stop in the event the train passes by the semaphore 2 when -in danger position and as herein disclosed such arrangement com- .pris'e's a branch pipe 22 in commu'nication with the line 23 of the air brake system and which pipe 22 opensto the atmosphere but is normally closed by the valve 24. The valve 24 as herein disclosed, is of a swinging type and 'is directly I supported by the frame The valve 24' is "maintained in closed position with respect to the branch 22 through the *instrumentalit of'th'e fuse 26 connected at one end portion "to th'e frame'25 and at the oppositefe'nd poi "tion to an adjustableblock '27, said block '27 being adapted to be "adjusted in -orchato prope-rlyset "the fuse 26 throughthe instrumentali'tyot th'e s'crew'28. Thefuse 26 is interposed in a circuit afforded by the conductor a and'the'br'anch p in electrical connection with'thec'onductor f. The line 1) however is normally opened through the medium of the spaced contacts 29 but is adapted to be closed by the movablefcontact member '30 positioned in relatively c'lose'proximity to the contacts 29.

The contact member 3O'co1'nprises 'a rod slidably supported' by a'block 31, said contact member intermediate its ends having disposed therearoun'd an annular groove in which engages an end portion of a sliding arm 33 whereby the contact member 30 is normally held in open position. The arm 33isflprovided with a metal head or the like adj'acent to the electro magnet 35. One leg r of the operating circuit and the magnet 35 is in electrical connect-ion with the condi'ictor a and the second leg .9 is in electrical connection with a shoe 36.

When the'tra'in passes by'a danger block or beyond the semaphore '2 the shoe '36 will engage a Contact member 37 in electrical connection with the conductor 0 through the medium of'the conductor t and with the semaphore 2 in danger position a circuit will 'be closed to energize the magnet 35 whereupon the arm 33 will be withdrawn from working engagement with the contact member 30 and said member 30 will be forced by the spring 38 into proper engagement with the contacts 29 closing the circuit tln-ough the line p. The force of the circuit through the line 7) will result in the breaking of the fuse 26 whereupon the air pressure within the brake system will unseat the valve 24 resulting in such reduction of the pressure to cause the brakes to be automatically set and the train brough" to a standstill.

I also disclose means whereby the train may be automatically brought. to a stop in the event a rail of the trackway becomes broken as by an open switch. As particularly illustrated in Figure 3 I provide at a point in advance of the switch A a contact member 39 positioned to be engaged by the shoe 36, said contact member 39 being in electrical connection through the medium of the conductor '1) with a stationary contact member 40, with which engages a contact member 41 movable with the switch said member 41 being grounded through the medium of the conductor 'w. hen the switch A is closed the contact member 41 is free of the contact 40 but upon opening of the switch A the

contacts

40 and 41 come into engagement whereby the contact member 39 is grounded so that when the brush 36 comes in contact therewith the magnet will be energized to release the arm 33 from the contact 30.

I also find it of advantage to provide means whereby the light 7 may be caused to burn in the event the train is broken or separated as by an open switch, and as herein disclosed the contact member y is in electrical connection through the medium of the contact member 10 with a second stationary contact 12 with which the contact member also engages when the switch is open toeffect the desired grounding of the circuit as the brush y comes into engagement with the contact y to initially energize the magnet 17 associated with the light 7 From the foregoing description it is thought to be obvious that a system for t rain control constructed in accordance with my invention is particularly well adapted for use by reason of the convenience and facility with which it may be assembled and operated, and it will also be obvious that my invention is susceptible of some change and modification without departing fron the principles and spirit thereof and for this reason I do not wish to be understood as limiting myself to the precise arrangement and formation of the several par herein shown in carrying out my invention in practice except as hereinafter claimed.

1 claim z- 1. A railway control apparatus comprising, in combination with a trackway, a contact positioned adjacent the trackway, a ground line leading from the contact, a circuit closer interposed in said line comprising a stationary contact and a movable contact, said movable contact constituting the semaphore of a track signal, a main circuit carried by the train, a lamp circuit connected in parallel with the main circuit, a normally open switch interposed in the lamp circuit, an electro-magnet for moving the last named switch into closed position, and a shoe carried by the train for engagement with the track contact, a leg of the operating circuit for the electro-inagnet being connected with the line of the main circuit and with the line of the lamp circuit, said line of the lamp circuit being also connected to the shoe.

2. A railway control apparatus comprising, in combination with a trackway, a contact positioned adjacent the trackway, a ground line leading from the contact, a circuit closer interposed in said line comprising a stationary contact and a. movable contact, said movable contact constituting the semaphore of a track signal, a main circuit carried by the train, a lamp circuit connected in parallel with the main circuit, a normally open switch interposed in the lamp circuit, an electro-magnet for moving the last named switch into closed position, a shoe carried by the train for engagement with the track contact, a leg of the operat ing circuit for the electro-magnet being connected with the line of the main circuit and with the line of the lamp circuit, said line of the lamp circuit being also connected to the shoe, and a switch operating independently of the first named switch interposed in the lamp circuit.

3. A railway control apparatus comprising, in combination with a trackway, a contact positioned adjacent the trackway, a ground line leading from the contact, a circuit closer interposed in said line comprising a stationary contact and a movable con tact, said movable contact constituting the semaphore of a track signal, a. main circuit carried by the train, a lamp circuit connected in parallel with the main circuit, a normally open switch interposed in the lamp circuit, an electro-magnet for moving the last named switch into closed position, a shoe carried by the train for engagement with the track contact, a leg of the operating circuit for the electro-magnet being connected with the line of the main circuit and with the line of the lamp circuit, said line of the lamp circuit being also connected to the shoe, and means operating to ground the track contact upon breaking of a rail of the trackway.

a. In combination with the air line of a pneumatic brake of a train having a branch for communication with the atmosphere, a

lit)

train eontrolcomprising a valve 'fornormally' closing the branch against communication with the'atmosphere, a fuse 'for holding the valve in closed position; a normally 6 opencircuitin which therfuse is interposed,

automatically -opei'atecl means for closing saidcircuit, and adjustable means co'acting With'the fuse for setting-the same.

5. ilnicombination with the air line of a -11) pneumatic brake of a tr'ain'having a branch 1 1 one end portion secured to-the valve, an adjustable block to Whichthe opposite end portion of the fuse is connected to; hold the valx e in closed position, -a-,norma-lly --open circuit in which th fuse is'interposed, and

means for closing said: circuit.

6. In combination with the air line of apneurnatiobrakeof a train having a branch for communication withthe-atmosphere, a train control comprising a "valve for non inally closing the branch'against communication With-the atmosphere, a fuse for holding the valve in closed ;posit1on, adjustable means ceacting with the fuse for" setting the same, s a normally open circuit in which 7 the fuse is interposed, -a;1n'ovable contact :member forclosin*g"saicl, circuit, means for maintaining saidlmovablemontactdn open position, and coacting inea'ns 'o'arrieolfby "the train and :the tnac lrway for releasing the holding means --fo'r-the movable contact.

-7. In combination Withethe air line of a p neumatic" brake of a train I havinga; branch for connnunication With theatmosp'here, a train :contiol icomprising a valve for normally closing the branch against communication with-the-atmosphere, a fuse for holding the Valve in closed position, ustahle means coacting with the fuse 7'ior settingthe same, normally o-pen; circuit iii-Which the r tusezis interposed, sa movable contact member for closing said, circuit, means-for maintaining said movable contact in open posi- -tio11,-a semaphore, anclmeans coacting with the sem-aphore when in ,OllBwPOSitlOIl to render inoperativesaid -last named means.

In'testi-mony whereof I hereunto a ffix my signature.

"VONGO STANLEY.