US1535241A

US1535241A - Train-control mechanism

Info

Publication number: US1535241A
Application number: US713786A
Authority: US
Inventors: William B Murray
Original assignee: MILLER TRAIN CONTROL CORP
Current assignee: MILLER TRAIN CONTROL Corp
Priority date: 1924-05-16
Filing date: 1924-05-16
Publication date: 1925-04-28
Anticipated expiration: 1942-04-28

Description

April 28, 1925.

W. B. MURRAY TRAIN CONTROL MECHANISM Tiled y 1924 4 Sheets-Sheet l April 538, 1925.

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W. B. MURRAY TRAIN CONTROL MECHANISM Filed y 1924 4 Sheets-Sheet 5 Mull!!!" abhor 11 M April 28, 1925.

. 1,535,241 w. 13. MURRAY TRAIN CONTROL MECHANISM Filed May 16. 1924 4 Sheets-Sheet 4 Patented Apr, 2d, 1925.

UNITE W'ILLIAIET B. IvI'UBEirY, O3? DANVILLCE, ILLINOIS, ASSIGNOR TO THE MILLER TRAIN CONTROL COBPOBAIION, OF S'il-LUITTON, VIRGINIA, A. GORFOEATION 0F VIRGINIA.

TRAIN-EUN'ERUL MECHANISIUI.

Application. filed-May 16, 1924.

1 0 all/whom it may concern:

Be it known that T, "WILLIAM B. him-mar, a citizenoli the United States, residing at Danville, in the county of Vermilion and State of Illinois, have invented certain new and useful Improvements in 'Train-Gontrol liiechanisln, of which the following is a specification.

This invention relates to train control mechanism, and is an improvement over the construction disclosed and claimed in my prior Patent No. 1,431,025, granted October 3, 1922.

In the train control apparatus described in the said prior patent, there is provided a pressure actuated device or pressure motor connected to the engineers air bralre valve lever, which device is normally retained in an inoperative position by means of a balanced pressure. A magnet valve is ar 'anged in the outlet from the pressure cylinder, which valve is normally in open position but is adapted to be closed by the magnet when the train passes an energized ramp and current furnished to the magnet. The apparatus :turther comprises a shoe carried by the train and adapted to contact with inclined ramps arranged on the roadway, the shoe being provided with a valve arranged in the outlet conduit which is opened upon each actuation oi the shoe, thus opening the conduit to the atmosphere when the shoe valve and magnet valve are both opened to apply the brakes and stop the train.

in the present invention, I provide an apparatus of the same general character having a magnet valve controlled by the energization and de-energization of the ramp in the same manner as the magnet valve of my prior patent and between the magnet valve and the pressure motor, there is interposed a second valve arranged ina local train circuit, which circuit includes a movable contact carried by the shoe and adapted to be hrolren upon each actuation of the shoe.

This eliminates the necessity of the conduit extending from the magnet valve casing to the shoe and permits the conduit to be opened to the a'tn'iosphere just beyond the second valve casing which is arranged adjacent the pressure motor cylinder.

Serial No. 713,786.

in the accompanying drawings, I have shown one embodiment of the invention. In this showing:

Figure l is a front elevation of a portion of a locomotive showing the invention applied,

Figure 2 is a similar view of the shoe,

Figure 3 is a similar view of the pressure motor and valves showing the arrangement ot the same in connection with the engineers air brake valve,

Figure l is a horizontal sectional view on line 4;- l of Figure 2, and,

Figure 5 is a diagrammatic view of a portion of a track showing the arrangement of track circuits.

Referring to the drawings, the reference numeral 1 designates the casing of an engineers air brake valve of usual construction which is mounted on the vehicle at any suitable point, preferably in the engineens cab. 1h. shaft (not shown), extends through this casing and is provided with a lever 2 to permit revolution of the shaft to open or close the valve and apply the brakes. This lever is provided with a handle portion The control apparatus forming the subject mat ter ot the present invention consists of a cylinder 4; which is closed at its lower end and is provided with a port 5 for the introduction of air or other fluid under pressure. is shown, this port connnunicates with the top or the cylinder through a transverse port 6, These ports are adapted to be connected to a source oi? fluid under pressure, such as the air reservoir of the vehicle, by means of a pipe 7. The upper end of the cylinder is closed by a head 8, which is provided with a central. boss 9. A. piston 10 is arranged within the cylinder, and this piston is provided with a piston rod 11, extending through boss 9. The piston rod is adapted to be surrounded by suitable packing 12, held in position by a packing gland l3 and a packing nut M, which engages threads formed on the exterior of the boss 9. The inner end of the boss is surrounded by a suitable strip ot packing 15. A bracket 16 is supported on the top of the cylinder and this bracket is adapted to support a steel roller 1'4, mounted on a. pin 18. A chain 19 preferably termed of steel, is connected to the piston rod. The chain may be connected to the piston rod in ar y suitable manner but, as shown, tl e piston rod is irovided with a longitudinal slot at its upper end and one end of the chain is arranged therein and adapted to be maintained in position by means of rivets or other suitable fastening elements. A drum 21 is secured to the shaft of the air brake valve and the other end of 10 the chain is adapted to be secured to this drum. The drum is provioed with a flange L torznlng a guide or guard tor the chain is t rranged adjacent; the This valve casing Jr valve casing 26 inner.

main inlet passage 2?,

pressure motor cy is provided with a comn'iunicatlng with port 28 extending through the cylinder i all to the bottom of meeting through a is provided witu a ii gasses from the the bottom LO noriced oressure 1n the cvlin ie valve asing is provided with a pa hav 11g pening therein come bottom or t pri'ivided w 1 h a 52 in the i i 1e opening is adapted to be engaged by :1 var valve is provider. with a oepending stem 35, .Xtendlng in the bottom 36 of the It is likewise provided with ILXV vtending stem 37, adapted to a lon inal open ng in a va casing.

l the valve de with a i when the mags "l e trig :he valve stem 35 i r the valve to tile closed position shown in l igure ot the drawir The secondary magnet valve, correspond- :ig o the magnet valve sh wn in my prior patent, .l i ire ca aranged its i provided 2: at he botto communicating inlet pass an opening d5. This opening is with a \ZllVi seat 5%, adaoted to be engaged by a valve 47. The valve 47 is provided with 21 depending stem 48 passing through the bottom 49 ot' the valve cating and. adapted to be engaged by a core 50, ot a magnet 51. The upper end of the valve is likewise provided with a stem adapted to be received in an opening in a boss 53, formed on the top of the valve casiig to form a guide for the valve. The secondary alve casing is provided with an outlet passage 5 h communicating with a pipe 55 which is open to the atmosphere.

A shoe '56 consisting of a substantiall cylindri *al member is mountec on the vehicle nd insulated tl'ieretrom. As shown. (see Figure l) a bracket 57 secured to any convenient part of the vehicle and the shoe is provided with flanges 58 by means of which it is secured to the taco oi the l: racket. flanges are provided with slots tor the reception of bolts (30 to permit vertical adjustment ot' the shoe. Suitable insulation (ll is arran ed between the bracket and the shoe. The main portion ot' the shoe is provided with a central opening 62 which is reduced in cross section adjacent the bottom, forming shoulder 63. 5k movable member 64, in the form of plungen is mounted in the lower portion of the cylinder and this movable member or plunger provided with a flat plate {35 on its lower end, having flanges o6 formed on its opposite sides. A plate 67 oi? hard metal is arranged 'ietween these fla iges and held in place by means of bolts 68. The )lun er is orovided with a longitudinally extending p -ning (5!) communicating with a reduced opening i extending to the bottom of the plunger and havinga ball valve Tl arranged therein. This ball valve is i; rmallv retained in en gagernent with its seat by means of a spring 7 one end of which engages the fiat plate (3 oi the shoe proper. The interior oi the cylinder is connected to the brake pipe b means oi a pipe 7?; and it will be apparent that it the lower portion oi. the shoe be 'omes disconnected, the tension on the spring 72 is released. opening the alve and permit- I: exhaust iron:

ting the air or other fluid to the brake pipe.

The shoe is adapted o engage a ramp T l moui ted on a suitable supporting member 7;

and retained in position by suitable clan1ping men hers 76. i v' hen the shoe engag the ramp, the plunger 6 moves upwardly into the cylinder. The upper end of the plunger is profded with enlarged portion 7? which is adapted to engage the shoulder 63 to limit its downward movement. Beyond the enlarged portion the plunger is reduced and threaded to receive a nut 78. This nut is provided with a central opening adapted to receive a stem or rod 79. The rod is provided with a collar which engages the upper face of the nut 78 and a spring 81 is as i arranged above this collar. A cylindrical member 82 is arranged on top of the cylinder 56 and insulated therefrom by means of a strip of insulation 83. The upper end of the spring 81 engages the bottom 8 1 of the cylinder 82. The stem 79 extends through the bottom of the cylinder 82 and is provided with a collar 85 adjacent its upper end. A ring 86 Ofli insulating material is arranged above this collar and retained in position by a nut 87. A strip of contacting material 88 is arranged around the insulating material. The insulatii'ig member 89 is arranged in the cylinder wall and this insulating member carries a pair of contacts 90 arranged diametrically opposite each other and adapted to be engaged by a ring 88 of contacting material. These contacts are mounted on bolts 91 extending to the exterior of the cylinder through an insulating material and serving as conductors. One of the bolts is adapted to receive a lead wire 92 connected to one terminal 93 of the primary valve magnet. The other terminal 9% of this magnet is provided with a lead wire connected to a binding post 96, arranged on the cylinder 82. The other bolt 91 is connected to a wire 97 which extends through a metal tube or pipe, as shown in Figure 2 of the drawings,

and is connected to one terminal of a source of current 98. As shown, a fuse 99 may be arranged in this lead wire. The other terininal of the source of current is provided with a lead wire 100, connected to the tube 101 in which the wire 97 is arranged. The wire 102 is soldered to the tube, as at 103, and this wire is connected to a second binding post 10%, arranged on the cylinder. The secondary valve magnet'is provided with a terminal 1.05 connected to the shoe by a wire 106. The opposite terminal of the magnet is grounded, as indicated in Figure 5 of the drawings.

In Figure 5 of the drawings, the arrange ment of ramps and the connections to form the necessary circuits are diagrammatically illustrated. As shown, the trackway is formed of a plurality of rails in the usual manner and the rail sections are separated by insulated joints 106 to form blocks A, B. and C. The signal is arranged at the en trance to each block, in the usual manner, adapted to be controlled by the track circuit and this signal is connected to a ramp arranged at braring distance in front of the entrance to the block to control the train. as shown, a track circuit is formed by means of lead wires 107 and 108, which are con nected to the two rails of the track and to a source of current 109. A track relay 110 also connected to the rails by lead wires 111 and 112. It will be apparent that a circuit normally exists in the block C when there is no train in the block or no disconnected rails, opened switches, or other lDl'Qftl-Lfi in the track which would form a break in the circuit. The track relay 110 is adapted to control a signal. circuit which includes a source of current 113. As shown, signal wires 1L1 and 115 extend along the track and the source of current 113 is connected to the wire 1141 by a lead wire 115. The wire Hal-[serves as a ramp control wire and is connected to ramp relay 110 by a branch wire 117. The ramp relay is provided with a lead wire .118 which is connected to a movable contact 119 arranged adjacent the track relay and adapted to be influenced by the track relay. The contact 119 is adapted to be influenced by the track relay. The contact 119 is adapted to engage a lead wire 120 which is connected to a signal relay 121. A movable arm 122 is arranged adjacent this relay and this arm is connected to a pivoted signal 123 by means of suitable connections 124. hen the arm 122 is attracted by an energized relay, the signal is maintained in the upper or clear position, as shown in full lines in Figure 5 of the drawings. When the relay is deenergized, a spring 125 is adapted to swing the lever on its pivot and lower the signal to a danger or stopping position, shown in dotted lines. The relay connected to wire 115 by a wire 126 and the wire 115 is connected to the source 01 current by a wire 12?.

The ramp 74-. is arranged in advance of the entrance to block C, and this ramp is connected to a source of current 128 by means of a wire 129. A movable contact 130 is arranged in this connection and is adapted to be controlled by ramp relay 116. The opposite side of the source of current is connected to one of the rails by a wire 131.

In operation, air flows through the pipes T and ports 5 and (S to the top of? the cylinder 4. Sufficient air passes through the restricted port 30 in the piston 10 to equalize the pressure on the top of the cylinder and the conduit passages 27 and 28 are filled with air. The apparatus is then in condition 101 operation, the valve S 1 being normally retained in closed position by current from the source of current 98 and valve a? being normally in the open position shown in Figure 3 of the drawings. As the vehicle approaches a bloclr, the movable por tion of the shoe engages a ramp and is raised, moving the contact ring 88 upwardly out of engagement with the contacts 90. This moves the valve 34: to an open position. It the ramp is deenergized, inoicat ing a danger position, the magnet 51 re mains deenergized and the valve remains open, prmmitting air to tlow from the bottom or the cylinder 4 to the atmosphere through the pipe The piston is then forced downwardly by the pressure on its upper surface, pulling the chain 19 down wardly and operating the engineers air seat brake lever to apply the brakes. As soon as the shoe passes off the ramp. the circuit oi the primary magnet valve 39 is rc-estahlislied and the valve llclosed, permitting the pressure to build up in the bottom of the cylinder and pe uniting the parts to assnnie normal position whereby the handle 3 of the air brake lever may be operated to close the air brake valve. This permits the engineer to release the brakes before the train comes to a dead stop, or it the tracks are slippery and the brakes have been applied suddenly, which frequently locks 1e wheels and causes skidding, it permits he engineer to release the l'irakes and then up plv them more gradually.

When a train approaches a clear signal,

the ramp 7+. energized and the hoe picks up current which is conveyed to the magnet 51 through the wire 1%, en gizing the magnet. The complete circuit is indicated in Figure 5 of the drawings. the current passes through the vehicle to the rail and thence to the source o't current .28 through the wire 131. When the SGIODQEU magnet; is energized, the core 51 is raised, raising the valve 1. into engagement with the 'alve This cuts otlf comn'iunication between the lower end of the cylinder and the atmosphere and the raising of the movable. portion of the shoe merely momentarily deenergizes the primary magnet without applying the brakes. It will be seen that the valve. at? is normally in danger position and that a positive action, the ener ization of magnet 51, is necessary to permit a vehicle to pass a ramp. Further, any break in the apparatus will also cause an application of the brakes. The arrangement of the lead wires 92 and 9 on the cylinder 82 is such that rurrent is prevented from passing to the magnet 39 it a short circuit should occur. In case 01 a short circuit, current will flow from wire 9? to the bolt 91 and will then return through the cylinder 82, wire 102 and pipe 101 to the source ot cur rent without passing through the magnet 39. This will inn'nediately cause the valve 34 to assume an open position between ramps, and as the valve 4'? is always in an open position between ramps, the lower end of the cylinder will be open to the atmosphere.

The signalling mechanisi'n disclosed is of the usual type. The entrance to each block is provided with signalling mechanism as shown, and each block or track cut is provided with a track circuit. For simplicity, the track circuit of block C alone is shown in the drawings. 1V ith a clear block and no open switches, broken rails, or other disconnections, current normally flows from a source of current 109 through wire 107, one rail, wire 112, relay 110, wire 111, the other rail, and wire 108 to the source of current.

1,535.:Aii

Thus, the track relay 11( is i'u'nfmally ener- ;i:;ed when a clear block exists. it a train enters the block, the current is short cir cuited through the wheels and axles ot th train, deenergizing the relay. The cont 119 of the signalling circuit then moves out ot engagement with the lead wire 12( and the signal drops to the danger position flown in dotted lines in Figure 5 of drawings. When the relay 110 is energized current flows "from the source oi" current ll-l through wires 11%. 115, and 11, to the ramp relay 116, then through wire 118, ontact 115 wire 12), relay 121, wire 1%, wire 115 and wire 12? to the source (it current. it will thus be seen that when the signal is in clear position, the ramp relay is energized, attracting the contact 130 and closing the ramp circuit.

The pressure in the upper portion 01' ll shoe cylinder 50, delivered through the pi] T l, forces the shoe proper downwardly in suring proper contact between toe shoe and the ramp. stated, the valve '51 is retained in position by the shoe proper and if the shoe proper becomes loosened or is broken oil, the valve will be unseated and the air exhausted from the brake pipe.

If desired, a positive stop valve 1 -32 may be connected to the bottom of the cylinder 51 by means 01 a pipe 133. The valve casing is provided with outlet openings 13 1, conimunicatin; with a passage 135, normally closel by a valve or plunger 136. A spring 37 engages a collar 138, formed on the valve support 139 and tends to force the valve to open position. The strength of the sprin is such that the pressure normally existing in the bottom of the cylinder will overcome it and retain the valve in closed position. As soon as the pressure is released from the bottom oi. the cylinder, the spring opens this valve, thus opening the bottom of the cylinder to the atmosphere through the passages 18-1 and the valve remains in open posit-ion until the projecting portion 139 of the valve stem is raised manually, or by other suitable mechanism to close the valve.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same, and that various changes in the shape, size, and a rangeinent of parts may be resorted to without departing from the sgirit of the invention or the scope oi the sol joined claims.

I claim:

1. In a train control system, a pressure operated device, an electrically operated valve to control the exhaust therefrom, means on the traclzway for opening said valve at spaced intervals, a second. electrically operated valve connected to the out let of said first valve, and means controlled 7 control by the track conditions to close said second valve during the period that the first valve is opened when the track is clear.

2. In a train control apparatus, a pressure operated device, a valve casing; communicating therewith, a valve arranged in said casing, a magnet controlling said valve, a normally closed circuit to energize said magnet and retain said valve in a closed position, ramps on the traclzway at spaced intervals, mechanical means engaging said ramps and adapted to break said circuit, a second valve conn'nunicating with the outlet of said lirst valve, a normally deenergized magnet controlling said valve, and electrically operated means controlled by the engagement of said mechanical means and said ramp for energizing said second magnet when the track is clear.

3. In a train control system, a track divided into blocks, a normally energized ramp arranged in advance o'l each block, said ramps being adapted to be deenergized by the presence of a train in the block, a pressure operated device mounted on the vehicle, a valve to control the exhaust from said device, a normally energized magnet adapted to maintain said valve in closed position, a local circuit on the vehicle connected to sald magnet, a shoe adapted to contact with the ramp, a movable contact arranged in said local circuit and connected to said shoe to break said circuit and open said valve when the shoe and ramp are in engagement, a second electrically operated valve connected to the outlet of said first valve, and electrical connections between said second valve and said amp to close said valve when the ramp is energized.

l. In a train control system, a track divided into blocks, a normally energized ramp arranged in advance of each block, said ramps being adapted to be deenergized by the presence of a train in the block, a

pressure operated device mounted on the vehicle, a valve to control the exhaust from said device, a normally energized magnet adapted to maintain said valve in closed position, a local circuit on the vehicle con-- nected to said magnet, a mechanically operated device engaging said ramps and adapted to break said circuit to open said valve, a second valve connected to the outlet of the first valve, a normally deenergized magnet controlling said valve, and means controlled by the condition of the ramp for energizing said magnet. and closing said valve.

5. A device constructed in accordance with claim 1 wherein said pressure operated device comprises a cylinder, means for sup plying fluid to one end oi said cylinder, and means to permit fluid to pass into the oppo site end of the cylinder to establish a balanced pressure therein.

6. A device constructed in accordance with claim 2 wherein said pressure operated device comprises a cylinder, means for supplying fluid to one end of said cylinder, and means to permit fluid to pass into the opposite end of the cylinder to establish a balanced pressure therein.

7. A device constructed in accordance with claim 3 wherein said pressure operated device comprises a cylinder, means for supplying fluid to one end of said cylinder, and means to permit fluid to pass into the opposite end of the cylinder to establish a balanced pressure therein.

8. A device constructed in accordance with claim l wherein said pressure operated device comprises a cylinder, means for supplying fluid to one end of said cylinder, and means to permit fluid to pass into the oppo site end of the cylinder to establish a balanced pressure therein.

In testimony whereof, I atliX my signature.

WILLIAM B. MURRAY.