US1673501A - Automatic train-controlling apparatus - Google Patents

Description

June 12, 1928. 1,673,501

G. W. EDWARDS I AUTOMATIC TRAIN CONTROLLING APPARATUS Filed April 17. 1922 Sheets-Sheet 1 N o l" o is i ill llllHllllll mum? m g: mak.

A TTORNE Y.

June 12, 1928.

v G. w. EDWARDS V AUTOMATIC TRAIN CONTROLLING APPARATUS Filed April l7. 1 4 Sheets-Sheet 2 YNVENTOR.

. "ATTORNEY.

June 12, 1928. 1,673,501

G. W. EDWARDS AUTOMATIC TRAIN CONTROLLING APPARATUS Filed April 17, 1922 4 Sheets-Sheet 3 1 N VEN TOR. 714

A TTORNE Y.

J11ne12, 1928. 1,673,501

G. W. EDWARDS AUTOMATIC TRAIN CONTROLLING APPARATUS Filed April 17. 1922 4 Sheets-Sheet 4 I N VEN TOR.

A TTORNE Y.

CAD

Patented June 12, 1928.

UNITED STATES Gnonen newness, as street, orrro.

AUTOMATIC rnnimcournotnme nrrnmr'rts.

Application filed April 17, 1922. semi No. 3360; o

My invention relates to, automatic train controlling apparatus, and has to do with the provision of novel control devices which,

cdopeiatingwith the air brake equipment of the train,'. will not only positivelycontrol and stop the train in: conditions of extreme danger but which will stop also, in normal operation, effectually and automatically stop the train within definite safety limits from any danger or block point. It also results in important safety measures in that the train is positively protected at all times from danger of rear end collisions.

My invention has to do primarily with the provision of means for positively releasing the air in the air brake system of a train so as to insure a positive stopping of a train at a safe distance from anypoint of danger. This is'accomplished by means of very simple and compact structures which comprise electrically controlled means carried by the train and operated by striking a charged ramp or third rail, means for auto matically charging said rail in the'event of tracli or closed block danger, and governor controlled means also carried by thetrain for charging a fourth and third rail system. The third rail in all cases in preferably connected to a current supply only in case of track or train danger or the stopping of the train by a closed block. K

. One of the objects ofmy invention is, the provision of a solenoid operated valve which is adapted to be easily connected to the air brake system of the train and which is electrically connected to the truck wheels and to a trolley also carried by the train and so arranged that when the trolley 7 strikes a charged third rail, or a third rail connected with a source of current supply, the solenoid will be so energized as to positively operate the valve. The result is that thetra'in will be positively stopped whenever thistrolley strikes a third rail that is connected with any source of current supply and also with a rail of the main track. v

A further object of my invention consists in providing dilerentia'l area surfacesftor my solenoid operated valve, ancl'which will cause this valve to remain normally closed due to pressure from the brake pipe system, and which will be positively opened bya'ctuati'on of the solenoid core, the saidvalve being so designed that when once opened it i l i i oi until m ni al y lb d-i I will this cagsetlie train will b epositively stopped I and will remain at a standstill until the e g ne scends iro n the train to the ground to a ua ly s the alve ndu h sl e e e the brakes. l urtherinore, I have provided or someone from the train-deevery automatic stoppingof the train due i to t e op atio o th s l ioi va v v.

A still furtl ler object of my inyention has to do with the provision of a switch or contactor in connection with a regular track switch and which is so arranged as to con I nect a, third r'ail and a track rail with a current supply whenever th e switch is open for any cause whatever, but whichwill disconnect the third rail from the cnrrentsup ply whenever the switch is, closed. A In this case,,itwill be evident that the third rail will be charged and the train stopped whenever the switch is accidentally left opener whenever the switch is broken or is forced open by reason of pebblesor other common a s-.y A I t it Another object of inyinvention consists in providing acontactor, similar to the track switch co nt'afctor but which is preferablyconnect'ed with the regular track semaphore system, and which is-so arranged esto connect the track rail and inappropriately placed third rail with a source of current supply whenever arseinaphore or, a multiple semaphore system IS in clo'sedhblock or danger position' This source of current supply may be a single sourceofcurrent supply for any number of semaphoresignalsortrack switch contactors within limited vicinity.

Ihave furtherprovided means'forl sup it porting and pivoting the train trolley whereby the trolley, in case thetrain is going forward, will be so tripped bya charged thi'rd rail as to positively actuate the solenoid valve but whiclnin case the train isgoing backwards, will be tripped in',,thej opposite direction upon striking the third rail so as not to energize the solenoid. Forex ample, if a trainiin switching passes a third railconnected with an open semaphore this semaphore will be automatically changed to danger, position and the third rail charged, and when the train is backed up. past this charged third rail the trolley will be tripped into nonoperative position so as to allow the train to back past the third rail without setting the brakes. I

Still another object of my invention has to do with the provision of a series of fourth rails, preferably placed in between the third rail and the standard track rail, and governor controlled means carried by the train for connecting said fourth rails and a rail of the track with a current sup ply also carried by the train. Furthermore, I have provided fourth rails of '11 definite length and have so connected each of said fourth rails with a separate third rail andso placed with relation to its respective fourth rail'that when the fourthra-ll is charged by a current supply from the train thiscurrent will beconducted along the fourth rail and to the third rail for a suiiicient distance to energize the solenoid'and stop any oncoming train that would normally crash into the rear of said first named train. Thus, if a train is stopped at any place, for example, the station stop, or if a slow freight passes by a block whichis accidentally stuck, the third rails for a definite distance back of the train will be so successively charged as to positively stop any oncoming train that would strike this charged third rail.

Many other features of my invention will be apparent as this description progresses and will be brought out in the claims appended hereto. The various objects of my invention are preferably obtained by the structures illustrated in the drawings, wherein similar characters of reference designate corresponding parts, and wherein Figure 1 is a fragmentary side elevation of a locomotive andshowing a third rail, a pivoted trolley and a solenoid operated valve in proper relation to the trolley and the air brake system of the'train. 1

Figure 2 is an enlarged detail view showing my contactor mechanism for connecting a semaphore systemwith a source of current supply and with the track and the third rail.-

Figure 3 is an enlargedvertical sectional view of my solenoid operated valve showing the differential surfaces for normally keeping the valve closed and the toggle mechanism for opening the valve uponactuation of the solenoid core.

Figure 4:is a detail plan view showing my contactor mechanism controlled by a track switchfor connecting a third rail and a track rail with a current supply when said switch is open.

Figureli is a plan view of atrack provided with third rails and contactor mechanism for connecting the third rails with a current supply and also showing, in elevation, semaphore apparatus for operating the contactor mechanisms.

Figure 6 is a plan view of a standard nism to one arm of the switch and also show ing the manner of connecting the contactor contacts with a track rail and a third rail.

Figure 7 is a plan view of a standard track equipped with a series of fourth and third rails, and showing the manner of connecting the fourth rails with alternate third rails and also showing the manner of connecting a semaphore or switch contactor with a separate third rail and with the track.

Figure 8 is a diagrammatical end elevation of my governor controlled trolley mechanism as preferably attached to the rear end of a train and also showing the method of connecting the fourth rail with a current supply from the train.

In the drawings, my ii'iventionis shown as comprising a solenoid operated valve 1 connected through a pipe 2 to the air brake pipe system 3 of the train. This solenoid operated valve,as best shown in Figure 3, preferably comprises a casing 4 with an attached solenoid 5 and an orifice 6 for the reception of a stem 7 of the solenoid core 8. This solenoid stem 7 is slotted as at 9 to receive the joint of the toggle levers 10 and 11. The upper toggle lever 10 is pivoted as at 12 and the lower toggle lever 11 is pivotally connected to the top of a valve stem 13. The lower end of this valve stem 13 is provided with a valve 14 designed to be seated on the valve seat 15 of the casing land the upper end of this valve stem is provided with a plate 16 and an elastic disk or surface 17 preferably secured by the joint 18 formed by the casing 4 of the valve. This upper plate 16 is preferably of a larger area than the lower valve 14; whereby the compressed air of the air brake system entering through the inlet 19 will normally hold the valve 14 on. its seat by reason of the resulting differential pressure. The valve 141 when lowered by the inward action of the solenoid core 8 obviously remains open in this position until the solenoid stein 'T'is manually pulled outward.

The solenoid 5 is connected to a truck axle 20 by means of a connecling wire 21, as diagrammatically shown in Figure 'l. The other pole of the solenoid is connected to a contact finger 22 by means of a suitable con necting wire 23. This contact finger is insulated from and secured to an arm 24: suitably n'iounted to the engine frame and adapted to pivotally support a trolley 25. This trolley :35 is vertically adjustable by means of a turnbuckle 26 and so pivotally connected to the arm 24 that it will contact with and be swung back rearwardly by a third rail 27.

This third rail 27 is of such construction that it will preferably extend above the standard rail 28 and is desi ably located outside of the standard rail as clearly shown in Figures 1 and 8'. The base of the third rail 27 is secured to the ties of the track in the usual manner and the ends of t-lietop of the rail are preferably chanifered a's at 29 in order to lessen the impact when the trolley 25 strikes this third rail. The third rail is also of such height that it will swing the trolley 25 rearwardly so as to make a positive contact With the contact finger 22, and the third rail is of a sufiicient length that the trolley will be held in this tripped position long enougli toinsure a positive energi'zinir of thesolenoid and actuation of the solenoid core 8. In the backward movement of the train the trolley 25 will again strike seinaphore post 34;, and comprises two contactor posts 31 and 35 which are held in upper position by means of the springs 36 acting on the contactorheads 3"? and 38 oi the contacts 31 and 35, the contacting head 37 being connected to the battery 30 and the third rail 27 and the contact head 38 being connected to one of the standard rails 28 ot the track; Located above the two contacts 31 and 85 and adapted to be vertically reciproeated Within the casing of the eontactor is a switch arm 39. This switch arm 39 is preferably insulated as at 40 and is provided with a guiding i'od ll and a spring 4-2 tending to position the si'vit'charm 39 down against the contact heads 37 and 38. Gonneeted to this switch arm 39 and extendiiig downwardly through the base of the con tact-or 32 is an operating rod 43. This rod 43 extends downwardly from the contactor and connected to the semaphore signals a l by means of a pivoted rod -15 and a joint 46. The rods 45 are so connected to the semaphore signals as that when the signal isjin danger or li'oriZont-al position the rod 43 will pull the switch arm 39 down against the contact heads 37 and 38.

In the use ofniult-iple semaphore signals, they are only designed to stop atraiii When all the signals are in horizontal or danger position. As shown in Figure 5, in the case of a single semaphore the joint or collar 46 is secured to the rod 43 so as to positively connect the contact heads. 37 and 3 8 in the danger or red position and to break this contact when a semaphore is swung around to yellow or green position, the lettersPR;

Y and G in Figure 5 denoting red, yellow and green respectively; In the case of the multiple semaphore system the oints 46 are preferably ino'yable on the shaftes and or danger posit-ion; Thus, it any one of the multiple semaphores" 44 are turned to the Cil'lltiO'liOl' safety positions Y or (CG) the switch plate Will be raised to break the contact between: the contact heads Wand 38. Theoperatingrod 43 is preferably of a nonconducting material or may be suitably insulated from the switch bar J As shown in Figures 4 and 6, the contactor may be arranged in a hori'z oiital position at a point adjacent one of the points of a traclfswitchhl). An operating arm 48 is connected t'othe knife bar 39 and extendshorizontally through the base of the" con'tactor to a definite point just inside the rail 49. This rod 48 is so positioned that the switch point 50 when in closed position willniove the rod a suflicient amount to disconnect the contact heads 37 and 38 but which is also so positioned that when the switclrpoint 50 is for any reason open just enough to cause any danger toa train pass in}; over the switch, the bar 48'ivill released a sufficient distance to" allow the spring 42 to press the knife ba 39 against thecontactingheads 'l and 38 and thus cause the rail 28 and the third rail 27 to be connected with a source of current sup- P Y j In the operation of this automatic train control a paratusjin connection with the semaphore signal being thrown to danger or closed block positiony the operating rod 4 3 otthe contacto'i 32, Figures 2and 5, will be drawn down to' its lowest position to'form a contact between the Contact heads 37 and 38, and thus conn'eet the third rail 27 and the track rail 28 with a common source of current supply 30. In case an oncoming valve 14 thus releasing theair in theai v brake system and setting the brakes. Furthermore, this inward movement of the solenoid core will caus'e a seal 66 attached to the stem 7 to be severed or broken, thus requiring the eng neer to inake'al report e2:-

plaining' the stopping of the train and the reasons therefor. f i I In the operation of the automatic train control apparatus in connection with the track switch controlled contactor 32, it for arm 48 of the contactor will causethe switch arm 39 to be pressed against the contact heads 37 and 38. This closing of the circuit between the contact heads will connect the third rail 27 and the main rail 28 with a commonsource of current supply 30 so that the trolley 25 of the oncoming train will strike the third rail 27 and will likewise complete the circuit through the solenoid operated valve to positively release the air brake pressure and stop the train.

In connection with this train control and third rail system, I have provided cooperating apparatus for automatically preventing rearcnd collisionof two trains. Preferably positioned between a standard rail 28 and the third rail 27 1 have provided a series of fourth rails 51 as clearly shown in Figures 7 and 8. These fourth rails 51 are of a definite length, preferably aboutfifteen hundred feet, and are separated from each other only by a sufficient space to break contact between them. Separate third rails 52 in alignment with the aforementioned third rails 27 are preferably arranged at points opposite the breaks in the fourth rails. Looking in the direction of the arrow, each fourth rail is connected bymeans of a wire 53 to a third rail 52 which is preferably positioned at the first fourth rail intersection to the rear of said fourth rail. By inspection ofv Figure 7, for example, it will be apparent that a fourth rail 51 is connected by means of a wire 53*. to a third rail 52.

Adapted to ride on the successive fourth rails is a trolley 54 preferably carried by a rear coach or caboose 55. This trolley 54 is preferably connected and pivoted by means of arms 56 and 57 to a sliding collar 58. This sliding collar 58is connected to a suitable governor 59 and is adapted ,to slide on a vertical governor shaft 60, which is r0- tated byrotation of the truck axle 61 and by any suitable connecting means such as a belt 62 and bevel gears 63. The coach or caboose ispreferably provided with double trolleys 54 so that one of the trolleys 54 will always be operable to contact with the fourth rails 51 irrespective of direction or position of the coach or caboose. Truck wheels 61 and the trolleys 54 are connected by suitable wires to a source of current supply 64. carried by the train. The governor 59 may be adjusted for different kinds of trains and so designed that when the train is running below a certain speed or has stopped the trolleys 54 will either ride or rest upon a fourth rail 5]. and thus connect its respective third rail 52 with the current supply 64. This governor may also be disdispenscd with or adjusted so that the trolley 54 will ride on the fourth rails at all times. I

and protect the train at all times.

In the operation of the automatic train stopping mechanism as controlled from the train itself, a stopping of the train for any reason or the slowing down of the train below, a definite fixed speed will cause the trolley 5st to be lowered against a fourth rail 51. This lowering of the trolley against the fourth rail will connect the fourth rail 51 and its connected third rail 52 and the track rail 28 with a common source of current supply 64 carried by the train. In case the train is at a standstill a single fourth rail 51 and 1ts respective third rail 52 will be charged so that the trolley of any oncoming train Wlll strike the charged third rail 52 ,and thus complete the circuit through the solenoid 5 to operate the solenoid valve and thus release the air pressure and stop the train. Inthe case of a relatively slowmoving train each successive fourth rail and its respective third rail will be successively charged as the rear of the train is passing It will further be understood that the fourth rails will always be placed on one side of the track and that in case of a single track system third rails will also be placed on the opposite side of the track, tocontactwith the trolleys of any train moving in the opposite direction, and connected with the fourth rails as by means of a wire (55 as shown inFigure 7 It will also be understood that each fourth rail may be connected to a respective third rail and positioned a definite distance in front of the fourth rail, so as to positively prevent any danger of a head-on or rear-end collision of trains advancing or backing up in opposite dircctlons.

It will be seen that I have provided a novel and very simple type of train control apparatus of a very rigid and compact construction and adapted to positively control It will further be noted that my contactor switch may be easily connected with and operated by any normal track switch and so designed as to positively charge a third rail if for any reason the track switch is open and which will automatically disconnect the third rail from the source of current supply when the track switch is normally closed.

It will further be noted that this contactor may lJB-CODIIGCtQCl with any standard semaphore system and is so constructed and designed as to positively charge a third rail and thus positively stqp the train in case the engineer passes by a semaphore when itis set at closed block or danger position. i

It will further be obvious that with my apparatus all trains properly equippedwill be operated with positive and automatic safety at all times and will be positively stopped by any dangerous track condition or closed block irrespective of'weather con ditions or human control. It also will be obvious that after a train is once stopped by my automatic apparatus the engineer cannot again start the train until hehas descended to the ground and manually restores the solenoid valve to its normal position.

Having thus described my invention, what I claim is: i

1. In a train control system, the combination of a solenoid operated valve to effect setting of the brakes, a third rail and a track rail connected with an open circuitanda pivoted trolley carried by the train for completing the circuit from the third rail to the track rail when the. circuit is closed, said trolley being so pivoted to the train that the train may back up past said charged third rail without completing the circuit.

2. In automatic train control apparatus, a solenoid operated valve for effecting setting of the brakes, a third rail, meanscarried by the train for connecting said valve and said third railand a semaphore operated contactor resiliently opposing the operation of said semaphore for normally connecting said third rail and one of the track rails with an open circuit and closing said circuitwhen the semaphore is at danger position.

3. In an automatic train control system, an electrically operated valve disposed in the air brake system of the train including a solenoid, a casing, a differential valve mechanism disposed in said casing, a core, and toggle mechanism connecting said core with said valve mechanism, said valve mechanism being held in closed position by the air pressure of the air brake system except, when said solenoid is energized.

i. In automatic train control systems, means operable by completing the circuit between a third rail and the track for setting the brakes, fourth rails of a definite length connected to said third rails and means carried by said train connecting with a current supply and adapted to contact with said fourth rails whereby said track and third rails will be connected with said current supply so as to positively stop an approaching train similarly equipped.

5. In automatic train control systems, means operable by completing the circuit be tween a third rail and the track for setting the brakes, fourth rails of a definite length connected to said third rails and means carried by saidztrain connecting with a current jsirp i an "a t d o eh 'a t "wi h sai fourth rails whereby saidQtrack and third rails will be mas age with said a mrest supply so .as'to positively stop an approach-- s t a frd t f .di atior sim larl equipped.

.6, In automatic train control systems, a. fourth rail, means connecting saidffou'rth .railwith a third rail, means carried by the train adaptedto strikesaid thirdrail and to set the brakes when and third rail'is charged, and-means carried by the train for connecting said fourth frail and said third rail with a current supply. I

7. In automatic train controlsystems a third rail, means carried by the train for contacting with'said third rail, means connected withsaid first named means for automatically stopping the train when said third rail is charged, fourth rail connected with said third raila'nd governor actuated means carried by the train for connecting said fourth rail and said third railwith a source of current. supply.

.SLIn automatic train control apparatus, means carried by a trainfor stopping the train .when'said means strikes a" rail and s me boa -re ie mai car ied by th t ain o co taining th c a gin 0 id l and an a d t eii l r Stopp ng mash ng t ain whe the Pe dTe sa first train drops below a predetermined limit. i

9. In automatic train control apparatus, means carried by a train for stopping the train when said means strikes a rail and 'means carried by the train for s0 controlling when the track and said third rail are in' circuit, and train carried means operable through said fourth rail for establishing a circuit between said third rail and said track. I

12. In combination with a train control system of a brake pipe; a casing, a connec tion between said casing and said pipe, a valve in said casing, toggle levers connected with said valve, means whereby the pressure within said casing will maintain said levers in either of their extreme positions, third rails, and means carried by the train and positioned to contact with said third rails for moving said levers.

13. In an automatic train control system, means carried by the train for efl'ect-ing set ting of the brakes, a third rail, means carried by the train for connecting said first named means and said third rail, a semaphore operated contactor effective to close ,a circuit between said third rail and oneof the traclrrails and a series of'semaphores connected to said contactor in such a manner that any one of said semaphores will be effective to open said contactor when in safety or cautious position.

14:. In combination with a train control system, a tack switch, a third rail, a contaetor actuated by said switch for control ling the connection of said third rail and said track rail with a current supply, and means carried by the train for contacting with said rail and adapted to conduct any current from said third rail to said t'ack when the train is going in one direction only.

15. Ina train control system the combination of a solenoid operated valve to effect setting of the brakes, athird rail and a track signature.

16. In automatic train control apparatus a solenoid operated valve for elfeeting setting of the brakes, a third rail, a semaphore operated contactor for electrically connecting said third rail and a track rail and means carried by the train for connecting said valve and said electrically controlled third rail, said means being so arranged whereby the train may back up past said semaphore operated third rail without actuating said solenoid operated valve.

17L'In automatic train control apparatus a solenoid operated valve for efi'ecting setting ol' the brakes, a track rail, a third rail, means for controlling the charging of said third rail and means carried by the train for contacting with said third rail to control the actuation of said solenoid, said means being adapted when moved in one direction by contact with the third rail to actuate the valve and whennioi ed in the opposite direction by the third rail to have no eii'ect on said valve. V

18.' A train control apparatus comprising automatically charged means positioned along the track and means carried by the train for contacting with said first named means to stop the train, said means being effective to stop the train when going in one direction only. i

In testimony whereof I hereby affix my ononsis W. EDWARDS.

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