US1561429A

US1561429A - Automatic train-control device

Info

Publication number: US1561429A
Application number: US516994A
Authority: US
Inventors: Gildersleeve Earl Jacob
Original assignee: ALFRED H BAWDEN JR
Current assignee: ALFRED H BAWDEN JR
Priority date: 1921-11-22
Filing date: 1921-11-22
Publication date: 1925-11-10
Anticipated expiration: 1942-11-10

Description

Nov. 10, 1925- il E. J. GILDERSLEEVE AUTOMATIC TRAIN CONTROL DEVICE Filed Nov. 21e.l 1921 2 sheets-snee: 1

. www M Nov. 10 1925. 1,561,429

E. J. GILDERSLEEVE AUTOMATIC TRAIN CONTROL DEVICE Filed Nov. 22. 1921 Le sheets-Sheet 2 Patented Nov., lll, c

EARL, Javea er een' @me esmaltes or ora-reame ro Meer? i Bewaar, @a Pese Mese am @Tonarm memoriam@ Driller,

lpplcationled November 22, 1921. Serial No. 516,994.

To @ZZ 11i/tom it may concern.'

Be. it. known that L'EARL JACOB GILBER- snnnvn, a citizen of the United States, resid- Vingat Maybrook, inthe county of Orange and4 State of Newv York7 have invented certain new and useful Improvements in Automatic Train-'Control Devices, of which the iiolloiving'isia specification. Y

This invention relates to improvements in automatic train control devices and particularlyto a device for automatically applying' the brakeson a train inv case the operator ot the train ignores a stop signal.

The invention includesan electrically operatcd valve adapted to release the air in the train line and 'permit'v the brak/esito be applied7 independently ot' the engineers valve, when theY circuit through the valve operatingr means is closed which occurs whenv a signal is in the stop position. A time element is interposed inan auxiliary circuit through the electrically operated valve for holding the valve in operative position for permittingl the application of the brakes and which automatically breaks the circuit after the train has stopped to' permit the parts to be returned to the inoperative or position perinittino' the releaseA of the brakes.

i 'lfhc invention further includes a means interposed in the main circuit through the electrically 'operated valve for openingr the circuit and preventing operation of the device when the engineer-s valve is operated at the proper time,

The invention is entirely automatic in operation, is simple in construction and operation, and may be located in any conveniont place on the locomotive.

Other features and objects and the details of construction are particularly pointed out in thefollowing description and claims.

4In the drawings:

Figi 1 is a view showing several of the devi-ces in section and showing diagramiiiatically the connections between them, the parts beingin the position'when the train is in motion. 'i

2 isa sectional view ot the three-way valve for controlling tliefapparatus.

' Sis aside'elevation o the contact derriedotlie locomotive. itisa"sectioil-ral vli" of the Contact ne 4,- ge:

" which rui-uns nected with the brake operatingr means (not shown) and through Which the air governmg the operation of the brakes passes, controlled byr the engineers val-ve 2. The main reservoir! for supplying airto the train line is indicated generally at '3 and is'connected by a pipe 4l with" the' engineers valve 4to admit air to the train line pipe for releasing` the brakes. This structure is the usual structurenov in use on railroad trains and forms no part of the present invention. As is usual the pressure in the. main reservoir is always in excess of the pressure in the train line pipe'. Y

5 indicates a three-Way valve, having a body portion 6 formedv with an inlet passage Z connectedvvith themai-n reservoir by a pipe 8, a radial passage 9 connected by a pipe l() to a train line control valve 11, and an exhaust passaeje 12 open to the atmosphere. A. stem 13 is rotatably mounted in the body and carries the valve disk 14 provided With port 15v always open to permit air from the main reservoir to pass through and hold the plate aQ'ainst the body. In one position of the valve plate the port 16 formed therein permits the passage of air to the pipe 10 and train line control valve 1l. and inthe other position of the valve plate a recessed portion 17 establishing' communication between the radial 'passage and the eX- haust to permit the exhaust of air in pipe 1() and valve 11 as will. be described. A

lever 18 is secured to the Stem for operating` valve disk and a Cover 19 permits access to said disk.

The Ytrain line control valve 11 is of any desired construction, here shown as a cylinder having a double piston 20l adapted to reciprocate therein, The pipek 10 enters the cylinder. at one end thereof permitting the air passing therethrough to act against'one end of the piston. A branch pipe 21 con nects the other end .of the cyinder with the train line pipel so that the `air in this pipe \villfact'against the opposite enelV ef-- the pisten. Theende .theeylnder adjacent pipe y21 is provided Ywith LI-i eXhLllfS Qpll Q; 22 closed a valve projeQtOn Q3 ,01,1 th@ IJSGD- A ven-tf port 2.4L permits. the exleut. .Ofi le kine' between Athe doable eisten.

hentlie three-.Way rely@ is' in the LS pestion above mentioned, airk will pass "to the valve 11 `and'"torce the double. piston 20 11; "fo thatthe'valre pr eetienp vill ltlO Cil

hold the exhaust opening 22 closed, so that air pressure may be maintained in the train line pipe for releasing the brakes. In the second position the three-way valve opens the upperend of the cylinder to the atmosphere and the pressure in the train line pipe pushes piston 2O up allowing the train line air to exhaust for applying the brakes of the train.

The operation of the three-way valve is controlled automatically. A solenoid 24 is mounted adjacent the three-way valve and the core 25 has reduced end portions mounted for reciprocating movement in bearings 26, and lever 18 is connected as indicated at 18 with the core and adapted to be moved thereby. The shoulder 25 formed by the reduced portion at one end and a collar 27 which may be adjustably secured on the reduced end provide stops to limit the movement of the core by engagement with the bearing. A coil spring 28 is mounted on the other reduced end, engages between the shoulder formed by the reduced end and the bearing for normally forcing shoulder 25 against the bearing, which operates the three-way valve so that the main reservoir pressure will act on piston 2O of the train line control valve. `When the solenoid is energized the valve is held in the second-mentioned position permitting the air in pipe 10 and against upper end of the piston to exhaust. In this position a contact arm 29 closes a'pair of contacts 30 in a cir` cuit to be described.

` One terminal of the solenoid is connected by a circuit 31 to contact makers 32 which may be mounted in any convenient manner on the locomotive, one contact maker beinpl mounted on each side thereof as shown and adapted to engage a third rail 33 mounted parallel to the track 34 near a signal tower 35. The signal arm 36 is adapted to close contacts 37 when in the stop signaling position which completes the circuit 3S :from the third rail 33 to the track 34. The other terminal of the solenoid is connected to one terminal of a battery 39 by a circuit 40- through the circuit breaker 41, the operation of which will be described. The other terminal of the battery is grounded on the en gine as indicated at 42. When the signal 36 is in the stop position and the contact maker 32 passes over the third rail 33 mak ing contact therewith the solenoid will be energized ifthe circuit breaker 41 is closed.

Circuit breaker 41 is of the fluid operated type, a cylinder 43 having a piston 44 mounted on the piston rod 45 slidable in the end walls of the cylinder and carrying a contact plate 46 adapted to close the circuit through a pair of contact points 47 mounted in one end wall of the cylinder and governing the circuit 40'from the solenoid to the battery. A pipe 48 connects the end of the cylinder adj aeent the contact points through a reducing valve 49 with the main reservoir 3 for admitting a predetermined reduced pressure of air to the cylinder. The other end of the cylinder is connected by a branch pipe 50 with the train line pipe 1. The pressure in the train line pipe and against the piston 44 is greater than the reduced pressure on the other side ot the piston when the brakes are oit so that the piston will be moved and held by the train line pressure to hold the contact plate 46 against the contact points 47 keeping the circuit closed. It the engineer operates valve 2, to exhaust the train line pressure for applying the brakes, the reduced pressure will then be greater than the train line pressure and piston 44 will be moved so that plate 46 will move away from contacts 47 and prevent operation 01"' the whole device as will be presently described. A valve 51 is placed on the side of the piston containing reduced pressure air for permitting the excess pressure developed during the return movement of the piston to close the contacts, to escape, the valve being adjustable, so the pressure may be set slightly above the pressure ot' the reduced pressure air.

A timed circuit breaking device 52 governs an auxiliary circuit 53 which is closed primarily by the Contact arm 29 engaging contacts 30, which keeps the solenoid energized ait'ter the main circuit above described is broken by the contact maker leaving the third rail or the circuit breaker 41 breaking the circuit. This timed circuit breaker has a cylinder 54 in which a piston 55 is mounted for reciprocating movement, adapted to be moved downwardly by a coil spring 56 en circling the piston rod 57 which carries' at the lower end an insulated plate 5S. A pair ot contacts 5S) are engaged by the plate in its upper position and for a certain distance in the downward movement thereof and having the wires of circuit 53 secured thereto. A branch pipe 60 from the train line pipe 1 is connected te the bottoni et the cylinder tor admitting train line pressure 'for pushiirg` the piston up against the action of the spring. Then the train line air is permitted to exhaust for applying the brakesthe decrease in air pressure allows this piston to bc `forced down by the spring which will open the auniliary circuit By providing a valve for governing the ex` haust of air from. this piston the movement thereof may b-e timed and vthe circuit 5) opened at a predetermined time desired. A projection 61 is adapted to close .the passage 62 to the pipe 60 and prevent a coninlete exhaust' oi'' the air from the cylinder. The purpose of providing this timed circuit is to maintain the operation of the device automatically until the train has been brought to a complete standstill, the time to compel the stoppingvarying` on dil'lerent trains, it taking passenger trains Which travel at a high speed a longer time to be stopped than 'freight trains, for instance. Itis to be understood thatvthe auxiliarycin cuit and the timed circuit breaker Will not function unless the main circuit 'functions lirst to prin'larily operatethe solenoid so that contacts 30 Will be closed.

he con-tact maker 32 above described is shovn in detail in Fig. 8. A casing 63 havinga cover removably secured thereto carries insulated contacts 64 with which circuit 3l connected and protects the contacts .against injury or short circuitingg' on the en- `eine. A contact arm 65 is insulatedfrom and pivotally mounted in the casing, carrying; a roller 66 in the lower biturcated end adapted to engage the third nail, and the upper end has a spring contact member 61T thereon adapted toengage one ot the contact plates G41 when the roller rides on the third'rail. The contact arm will operate with the engine going either Way vwhich is obvious from the construction, and variations iny the height oit the third rail will be compensated for by the spring contact 67.

Most trains ot' the present day carry a complete electrical generating,- outtit and battery 39 is adapted to be floated in on the generatin.' Which will keep it fully charged, but in the event of the generator heine; disconnected, the battery insures the operation ot the device. As the generator system and the manner oi1 floatinga a battery in on the line 1Well known and commonly used no illustration is deemed necessary in connection with this invention.

lif'hen the engineer ot a train running` along' the track and approaching' a stop "nal, seeing' the sional, operates the valve to the train line air pressure, the n'alres 'will be applied, the releasing` of the i' 'ain line air pressure will reduce the pressure in circuit break fl-l so that the reduced pressure air will. lorce the piston down and break the main circuit to the solenoid. As the contact uralter 39 engages the third rail, which is preferably located near the signal closing the circuit from the signal, cuit breaker il being open prevents 1 n ol* the device.

l3nt `when the engineer Ylaila to observe or diobeys the signal, circuit breaker el is in closed position, so that when the contact inaler the third rail the ina-in circuit through the solenoid Qfl is energized,

oomatiug core and lever 18, Which rot: s the valve plate, connecting pipe l0 v: th the exhaust thus permitting piston 2O to nieve up and the train line air pressure to enhaustapplying the brakes. As the core moves to the limit of the stop collar, plate 2) closes the contacts 30, closing` the auniliary circuit through the. timed circuit breaker which holds the three-Wayvalve in the second-v positionuntil the air exhausts from the bottoni portion of' cylinder 54E 1alloiving spring 56 to push the piston down farcnough to breal; the circuit.

Bv this time the train will have come to a iiull stop, the engineer having no control over theY operation of the device.

'lhe main circuit is broken when the contact inalfer leaves the third rail.

Then the auxiliary circuit is broken, core 25 will be returned-to its normal position by spring` 28 operating the three-Way valve, and,I air from the main reservoir will operate piston 20 to close the outlet opening` to the train line air. To start the trainv again the engine-er operates valve 2 to. permit air from the main reservoir to enter the train line pipes for releasing` the brakes. This air ivi-ll enter cylinder 5e, push piston up against the tension of the spring, and cylin; der l5- pushing` piston i4 up' soV that platedo engages contact points 4:7, 'resetting thel arpparatus automatically ready for a repeater opera-tion.

rlhus it will be seen that a simple elli cient and automatic d'evice is provided which occupy but little space and can easily be applied to any locomotive noivi-n use,

lt is also to be observed that chan-ges in the details ofV construction may be -made Without departing fromY the spirit and scope ot this invention.

1Wh at I claim is:

l. A train stopping device including a train line control valve` communicating With and governing,- an exhaust from the train line pipe, a three-Way valve for controlling` the operation of the .first-mentioned valve, having communication With a main air reservoir and the tirstementioned if'alve and normally admitting main reservoir air to said' valve, ay solenoid hanfuigzi` a movable core connected With the three-Way valve, normally held in one position, and adapted to more the three-way valve tov permit the exhaust ot' air in the first-mentioned valve and allow the operation thereof to open the exhaust from the train line when the solenoid is energized, a main circuit, adapted to be closed for energizing the .solenoid at a predetermined tinie, and an auxiliary circuit adapted to be closed subsequent to the operation of the main circuitto maintain the solenoid. energized a predetermined period of time.

2. A train stopping device including a train line control valve communicating with and governing an exhaust from the train line pipe, a three-way valve for controlling,- the operation of the first-mentioned valve having communication with a main air reservoir and the first-mentioned valve and normally admitting main reservoir air to said valve, a solenoid adapted to operate said three-Way valve when energized, to connect the inst-mentioned valve With an exhaust for allowing the said valve to open the exhaust from the train line, a main circuit connecting the solenoid and adapted to be closed for energizing said solenoid under predetermined conditions, an auxiliary circuit through the solenoid adapted to be energized subsequent to the initial energization of the main circuit, and a time element interposed in said circuit. for maintaining the circuit closed and the solenoid energized for a predetermined length of time.

3. A tain stopping device including a train line control valve communicating with and governing an exhaust from the train line pipe, a three-way valve for controlling the operation of the first-mentioned valve having communication with a main air reservoir and the first-mentioned valve and normally admitting main reservoir air to said valve, a solenoid adapted to operato said three-Way valve when energized, to connect the first-mentioned valve with an exhaust Jfor allowing the said valve to open the exhaust from the train line, a main circuit connecting the solenoid and adapted to be closed for energizing said solenoid under predetermined conditions, an auxiliary circuit through the solenoid adapted to be energized subsequent to the initial energization of the main circuit, a timed circuit breaker interposed in said auxiliary circuit, and a connection betiveen the train line pipe and the timed circuit breaker for admitting air from the train line thereto to effect the timing thereof.

Il. A train stopping device including a train line control valve communicating with and governing an exhaust from the train line pipe, a three-Way valve :tor controlling the operation ot the iirstnnentioned valve, having communication With a main air res-- crvoir and the first-mentioned valve and normally .admitting main reservoir air to said valve, a solenoid having a movable core connected With the three-Way valve, normally held in one position, and adapted to move the three-Way valve to per mit the exhaust, of air in the inst-mentioned valve and alloiv the operation thereof 'to open the exhaust from the train line when the solenoid is energized, a main circuit con-- necting lthe solenoid and adapted to be closed for energizing said solenoid under predetermined conditions, an auxiliary circuit through the solenoid, a pair of coifitactf's in said auxiliary circuit adapted to be closed by the core upon its initial movement by the solenoid after the solenoid is energized for closing the auxiliary circuit, and a 'timed circuit breaker for maintaining the solenoid energized for a predetermined length of time.

5. A train stopping device including a train line control valve communicating with and governing an exhaust from the train line pipe, z.. solenoid adapted when energized to operate said valve to open the exhaust from the train line, a main circuit connecting the solenoid and adapted to be closed under predeterniined conditions for initially energizing the solenoid, and an auxiliary circuit having a time-controlled circuit breaker therein for maintaining the solenoid energized a predetermined length of time.

A. train stopping apparatus including a train line control valve governing an exhaust Vfrom the train line pipe, elco trical means for operating said valve to open the exhaust from the train line under predetermined conditions, means controlled by train line air pressure for maintaining the operation of said electrical means until a predetermined reduction of pressure in the train line is reached, and an engineers brake valve independently governing the train line air pressure, whereby the operation of the engineers valve subsequent to the operation of the train line control valve by said electrical means will restore the train line air pressure for resetting said electrical means and said controlling means for subsequent operation.

7. A train stopping apparatus including a train line control valve governing an exhaust from the train line pipe, a solenoid operated under predetermined conditions for opening said valve, a circuit breaker iu circuit with said solenoid and directly gov@ erned by train line air pressure for maintaining the operation of said solenoid until a predetermined reduction in said air pres`- sure is reached, and a second circuit breaker in circuit Wit-h said solenoid governed by train line air pressure i'or preventing operation of said solenoid when a reduction of said air pressure has occurred previous to the existence oi' said conditions.

In testimony whereo'tl T. a-iix my ture.

EARL JAQUE GLDERSLEVE.

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