US1681013A

US1681013A - Automatic train control

Info

Publication number: US1681013A
Application number: US525508A
Authority: US
Inventors: Ross Oscar Arthur
Original assignee: General Railway Signal Co
Current assignee: SPX Corp
Priority date: 1921-12-28
Filing date: 1921-12-28
Publication date: 1928-08-14
Anticipated expiration: 1945-08-14

Description

1,681,013 0. A. Rose AUTOMATIC TRAIN CONTROL Ailg. 14, 1928.

2 Sheets-Sheet Filed Dec'. 28.

Aug. 14, 1928.. 1,681,013 o. A-. ROSS AUTOMATIC TRAIN CONTROL Filed Dec. 28 1921 2 Sheets-Sheet 2 Patented Aug. 14, 1928.

UNITED STATES PATENT "OFFICE.

OSCAR AB THUR ROSS, OF NEW YORK, N. Y., ASSIGNOR T0 GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

AUTOMATIC TRAIN CONTROL.

ApplicationfiledDecember 28, 1921. Serial No. 525,508.

. My invention relates more particularly to lpparatus to be applied to inductive forms of automatic train control, as, forexample, is disclosed in my prior Patent #1,399,796 dated'Dec. 13, 1921, and has for its more prominent object the production of simpler, more economical and rugged devices. Another object of my invention is to produce apparatus which will not'occupy space other than that ordinarilyoccupied on the track way of a rail road. a Anotherobject is to provide means to detect the absence, or misplaeement of any of the apparatus employed. v

Another object is to provide suitable attachment of the track member to the rails whereby the creeping or other movement of the rails will not interfere with the proper functioningof thedevices employed.

Whereas it is obvious that those skilled in the art may make modifications not departing from the spirit of my invention, I have shown my preferred form in the accompanying drawings,in which Fig. 1, isa part plan,

part sectional view ofniy invention as applied to a track way and ayehicle; F'g. 2, a part plan, part sectional view taken on line D-D of Fig. 1; Fig. 3, is also a part plan, part sectional view taken on line Ef-E,

of Fig. 1; Fig.4, is :a plan view taken on .1

line FF of Fig. 1;. Fig; 5, is an enlarged plan view of part of the magnet coreof the track element; Fig. 6, is taken on line G-G of Fig. 5, and Fig. 7, on line I-I-H of Fig. 5. Fig, 8, is a more detailed plan view of the magnet core of the vehicle element and Fig. .9, is a plan view on; the line J-J of p 8. Referring in detail to the various figures in which like numerals refer to like ferences in the several drawings, Z is the track element comprising magnet core 1, on which is mounted magnet coil 2,11avingleads 33, clamped to external leads k1, by connectors .55. External leads 1-& enter throughconduit 6, secured to plate 7, suitably secured to end block 8, oftrack element Z. Magnet core 11, and its coil 2, are, with the exception of coreends 9-4), completely housed by top and bottom plates 10 and 11,

side plates

12 and 13, and'end blocks 8 and 14, all of which are held together by suitable bolts and screws, as 15-15. ,The magnet core 1, and coil 2, are not only located and braced by the core ends '9-9, passing through top plate 10, but 1616, and 1717. All the plates and blocks forming the housing and braces for core 1, are of non-magnetic material.

To facilitate making connections to leads 33 of coil 2, a compartment 20, formed byblocks 18 18, 19, and top and bottom plates 10, and 11, isprovided, a hole 21, fitted with a-cover 22, being also provided through which suitable tools may be inserted for making connections.

.Track member Z is preferably designed to take up the space usually occupied by a railroad tie and is placed under the rails 24:-24, the core ends 9 9 pressing firmly against the under sides of said rails, but electrically insulated. therefron'l, by 1nsulations 25 25. The firm pressure of core ends 99, against the bottom of rails 247-2 1,

is obtained through springs .26, seated in yokes 27, which yokes are secured to rails 22t, by clamps 2828, said clampsbeing also by blocks arranged so that when bolts 29-29, are

tightened, the track rail 2%, yoke 27, and

clamps 28 28 become a solid member actmg as a saddle on each rail, in which member Z 1s held through spr ngs ,2626, the

upper ends of which impinge on the plates.

30 secured to the bottom plate 11,

To economically produce the magnet core v the laminations thereof are assembled as shown byFigs. 5, ,6, and 7, each of the alternate .laminations 32, abutting the end laminations 3 k; and end laminations 33, abutting laminations 31.

y The vehicle element Y,con1pr1ses magnet core 40, havingdetachable core ends 41-41, onv which are n'iounted magnet coils 4-.242, having leads 43 13, connected at 44, and leads l5al5 connected to any well known plug connector 16, the removable portion 1", separatingon lineC-C. Saidremovable portion .47, forms the terminus of conduit 18, clamped to engine frames 49, by bracket 50, clamp 51', and bolts 52. Vehicle -1nagnet core 10, and coils 42-42, with the exception of core ends 53*53, are also entirely housed by top and bottom plates 54 and 55, side plates56-56 and end blocks 5757. 'T he protrusion of core ends is limited by the extensions 5858, see Fig. 9) of core ends 41.

i All the space within members Y and Z,

not occupied by essential parts, is filled with fill insulating compound 60, through apertures (39-69. This does not apply to compartments and 59. For the purpose of illustrating the several parts clearly this compound is assumed to be transparent.

Vehicle element Y is suspended from the vehicle, 01 which frame ilk-'19 forms a part, by the wash board brackets 6161, secured to said frame by bolts (i2(i2 passing through bracket (51, and plate 63, said bracket having serrated faces 6 1 meshing with corresponding serrated faces on bracket 65, attached to vehicle member Y, by bolts 6666. The purpose of serrated faces G l is to give adjustment to air-gaps 67-GT between the top of rails 2l2'-t and core ends 5353 and is accomplished by the removal and replacing of bolts (i8(38.

Vehicle X, is assumed to be travelling in the direction of arrow B.

In Fig. 5, the laminations are drawn much thicker than ordinarily employed in practice so as to clearly indicate their assembly. The

laminations

31, 32, 33, 34, are clamped into a unit forming core 1, by plates 7373 and bolts Tel-74, the nut of one of which is electrically insulated in any well known manner to prevent eddy currents as the flux surges through magnet core 1, when the vehicle element Y passes over it, and assuming that coil 2, is energized.

An important part of my invention is the location of coils 4212 on vehicle member Y. I have discovered that, to generate a maximum of current in the coils 42-42, with a minimum of current in the track coil 2, as the vehicle X passes over the track element Z, the coils 42-4E2 should be placed as close to the extremities of the magnet core ends as practical construction will permit. If the coils are located on the axle of the vehicle as shown in my prior patent above referred to a large magnetizing current is required in coil 2, due to the eddy currents set up in the axle which is of solid metal, and therefore, to those skilled in the art, is known to produce large eddy currents as the magnetic flux passes through it.

I have also discovered that due to vibration from passing vehicles the track element Z cannot be rigidly secured to the rails 21*24, for if so secured, the creeping and other movement of the rails will soon work it loose, causing poor magnetic contact with the rails. As the track circuit is the well known basis for operating automatic train control or other form of signalling, it is obvious that the magnetic core 1, cannot be welded thereto, as it would cause a short circuit.

Since in any inductive system, as for example as is disclosed in my prior patent above mentioned, it is necessary to check the presence of the vehicle member Y, I have provided the plug connection 46, one half of which is attached to member Y, and the other half to the vehicle X, through conduit 48 and bracket 50. Should any object on the right of way of the vehicle X, strike member or element Y, it would be moved in the direction indicated by the arrows i k-11, thereby causing coupling 16, to separate from its mating member 47, in this manner opening the circuit to coils 42-42. By reference to my prior Patent #1,399,- 796 dated Dec. 13, 1921, it will be seen that such an opening, of the circuit to the vehicle circuit will apply the brakes to the train, or vehicle, and if this occurs when t-rallic conditions ahead are favorable, the engineers attention is called to the absence, or partial dislocation of member Y.

lVhat I claim is: p

1. In a device of the kind described, a trackway having rails, a vehicle adapted to travel thereon, and an inductive member located on said track and adapted to influence the movement of said vehicle, in combination with means for resiliently locating said inductive member with relation to said rails.

2. In a device of the kind described a trackway having rails, an inductive member located on the trackway, a vehicle adapted to travel on said rails, an inductive member carried by said vehicle, and means carried by said vehicle and associated with said vehicle inductive member for effecting the stopping of said vehicle upon dislocation of said vehicle carried inductive member with respect to said vehicle.

3. As a train carried magnetic device, the combination of an elongated magnetic body having pole pieces at either end, of a container therefor having top and bottom plates, side plates and end plates firmly held together, and completely covering said magnetic body except adjacent the pole faces, and means for adjustably supporting said container on a train.

4. In an automatic train control device, in combination; a train; a magnetic body having a coil thereon having terminals suspended beneath the train; a separable two part coupling having the terminals of the coil connected to one part and controlling wires connected to the other part, the line of separation of said coupling being arranged in a plane transverse to the direction of motion of the train, whereby the dislocation of the magnetic body with respect to the train will part the coupling.

5. In an automatic train control system, the combination with a train; of an inductive influence receiving element consisting of a magnetic core having terminals suspended beneath the train, a coil on said core, a nonmagnetic casing carried by said train for housing said core and coil, and lead-out wires extending from said coil and through an opening in said casing; and a separable Hit) l Ill) two part coupling having the lead-out wires from said coil connected to one part and having the control wires of the train control system connected to the other part.

6. In car-carried apparatus for automatic train control systems, the combination with a car, a casing of non-magnetic material supported by said car, a core of magnetic material in said casing having its ends pro- 1 jec-ting through openings in the wall of said