US1689253A

US1689253A - Oscae a

Info

Publication number: US1689253A
Authority: US
Publication date: 1928-10-30
Anticipated expiration: 1945-10-30

Description

Oct. 30, 1928.

1,689,253 0. A. ROSS 244 I 48 I 47 I2 ammtoz Women Patented Oct. 30 1928 UNITED STATES PATENT OFFICE.

OSCAR A. ROSS, OF NEW YORK, N. Y., ASSIG'NOR- T0 GENERAL RAILWAY SIGNAL COM- PANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

AUTOMATIC TRAIN-CONTROL SYSTEM OR THE LIKE.

Application filed April 20, 1921, Serial No. 462,801. Renewed April 19, 1927.

My invention relates particularly to that division of automatic tram control known as the means for obtaining the indication from the right of way to a vehicle, or moving train and has for its more prominent objects the production of a simpler, more er- .ticicnt, and more reliable means for accomplishing the result desired.

My invention relates more particularly to the class of means for obtaining the indication from the right of way to the train known as inductive systems; namely, where the indication is given from the right of way to train by means of induced current as said train passes over one, or more of the inductors on the right of way.

As systems of this kind operate on what is termed the open circuit principle it is necessary to check the presence of the inductors and inductive means influenced thereby, including all wires, circuits, etc. involved in successful operation of such a system. One aim of my invention is to entirely check the integrity of such apparatus and circuits whereby it is assured they will be in proper place and in proper operative condition at all times.

All the above and other objects sought are attained by the system which, for purposes or specific illustration, is shown in the ac companying drawings, in which;

Fig. 1, is a diagrammatic View of a section of a roadway equipped with the circuits and apparatus involved in indicating inductively to a moving train, or vehicle.

Fig. 2, is also a diagrammatic view of the circuits and apparatus carried by a train, or vehicle which is adapted to co-operate with the circuits and apparatus illustrated in Fig. 1.

None of the several appliances employed 1n this system, are, need be of any special, or

unusual form, or construction, but for a more ready understanding ofthe system and of its operation, a preliminary description of the devices, or appliances employed may be appropriate.

Referring to Fig. 1, the rails 11, form a railway system of which blocks, A, B, and G, are shown insulated by insulating oints 22. Each block is equipped with a track battery such as 2A, and 2B, or their equivalent and track relayssuch as 813, and 3C, or their equivalent. Relay 3C, is arranged to operpied by a train as X1, signal 12C, will be at stop as shown. Further, through influence of signal 120, signal 12B, is made to indicate caution as shown. 14A, and 14B, are inductive devices composed of a suitable magnetic core, each pole of which is secured to the opposite track rails 11, but suitable means such as insulation may be inserted to prevent short circuiting of the track circuits.

Said devices are supplied with suitable windings, such as 15, as shown.

Referring to Fig. 2, X2, represents a. vehicle, or train of which only one pair of wheels and an axle are shown. Located on said wheels and axle and surrounding the axle is coil 16, which may be called an inductive device or a receiver or an inductive receiver arranged in such a mannerthat any magnetic flux passing through said axle will effect or induce an electric current in said coil 16.

Also located on the vehicle is relay or electro-magnetic device 17, of suitable coil and core, with its armature arranged to operate contact lever 18. Also located on the vehicle is relay 19, operating lever 20. Also located on the vehicle and controlling the brakes thereof is the electro-pneumatic valve EPV. This may be any of the well-known forms of train controlling devices operating to control the speed of a train, preferably of the construction as illustrated in Patent #1,072,507 granted to me Sept. 9th, 1913, and is known as the stick type, that is, after the circuitcontrolling the valve is opened eX- ternally, the action of the valve in operating to stop the train also maintains said circuit open at a point remote from the point where it is initially opened. Latch 46, pivoted at 49, is adapted to allow armature 18 to rise but prevent its lowering to close the circuit until key operated stop 47 has been rotated normally the following track circuit is maintamed:

N art-indicating circuit.

From battery 2B, wire 22, track rail 1, wire 23, relay 3B, wire 24, lever 8,

wires

25, 26, coil 15, wire 27, lever 9, wire 28, rail 1,

wires

29, 30, lever 7, in upper position, wire 31, returning to battery 213. With this circuit established, relay 3B is energized and if signal 1215, were not influenced by signal 120, it would show clear. The amount of energy through relay 3B, is comparatively very small due to inherent conditions existing in a track circuit and which is known as leakage. For example it is well known that in average track circuits only a small percentage of the energy imposed upon the energy end is delivered at the relay end. Under these conditions the small amount of energy passing through the inductive device, as 1 121, is not suiiicient to magnetize its core to an extent that will induce an operative current in the cab circuit of a train as X2, while it is passing even at maximum speed, and as will be more fully hereinafter described.

Assume now that a train, as X1, occupies block C, thereby shunting out relay 36, causing its contact levers to fall to back contact as shown. Under these conditions relay 3B, is energized by a circuit, including the coil 15, of inductive device 14B, in the following manner; from battery 2B, wire 22, rail 1, wire 23, relay 3B, wire 2%, lever 8,

wires

25, 26, coil 15, of inductive device 1 in, wire 27, lever 9, wire 28, upper rail 1, wire 29, lever 6,

wires

45, 32, coil 15, of inductive device 1415, wire 33, lever 5, wire 3%, returning to battery 213. It will be noted that in the last named circuit the integrity of windings 15, of both inductive devices 1421, and 1 115, are checked, as should the circuit of either be opened, relay 3B, would be ole-energized.

Assume now that a train, as X2, enters block B, traveling in the direction of arrow l/V. Since train X1, has placed inductive device 148 in series with battery 215, through action of relay 30, as the wheels and axle carrying coil 16, bridge rails 11, of block 13, said battery 2B, is short circuited through said wheels and axle forming the following circuit:

Indicating track circuit.

From battery 2B, wire 22, rail 1, wheels and axle of train X2, upper rail 1, wire 29, lever 6, wire 32, coil 15, of inductive device 1 :13, wire 33, lever 55, wire 34:, to battery 2B. In this manner a large current is sent through the coil 15 of inductive device 1413, and said current increases rapidly as said train X2, ap proaches said inductive device 14:13, and is maximum just as the coil 16 passes over coil 15. Under these conditions coil 15 of inductive device 14B, induces a strong magnetic flux in its core, and as wheels and axle of train X2, pass over said inductive device a complete ma netic circuit will be formed momentarily through the core, rails, wheels and axle. This circuit is immediately broken as the wheels pass by said inductive device. I In this manner a strong current is induced in coil 16, dependent upon the speed at which the said train is traveling. The path of said current is as follows:

Gab operating circuit.

From coil 16, Wire 35, checking relay 19,

wires

36, 37, valve EPV, wire 38, lever 18,

wires

39, 40, cab relay 17, wire 41, returning to coil 16. It will be noted that the inductive device MB, is placed some distance in advance of signal 120. This distance should be such that if the engineman has obeyed the caution signal and brought the speed of the train, X2, to 20 miles per hour or less, then an automatic application of the brakes will cause its stopping on or before reaching signal 12C. The tension of spring aSattached to lever 18 will be so adjusted that when a train as X1 passes over an inductive device, as 14B, at a speed in excess of 20 miles per hour, the armature 18 will be raised suffn eiently to latch over latch l6. Therefore should a trainman violate the caution signal 12B, and attempt to maintain maximum speed through block B, any speed in excess of 20 miles per hour when passing the inductive device as MB will cause relay 17 to operate and apply the emergency brakes to the train, such emergency application being of such a character that said train will be stopped before reaching signal 12C, even if it be traveling at maximum speed. Latch 4:6 prevents the closure of the circuit controlled by 18 except after a manual operation of 17.

As the last described circuit is on the open circuit principle, it becomes necessary to check the presence and integrity of all wires, apparatus, etc; therefore the following circuit is maintained:

0c?) checking circuit.

From battery 21, wire 12, lever 20, wires &3, 39, lever 18, wire 38, valve EPV, wires 37, ll, returning to battery 21. It will be noted this circuit can be opened through two sources, the lowering of lever 20, which would be caused by an opening of the circuit containing the coil 16, or by raising of lever 18, which would be caused by current of a substantial amount passing through relay 17. Therefore should a wire break, or should the'circu it be otherwise opened, relay 19 would be deenergized thereby operating valve EPV, and stopping the train, calling attention to such defect in the circuit.

As stated above the armature 20 is included in the circuit through the valve so that if armature 20 drops the valve will be opened loo cause in order to energize relay 19 so that its armature will be in the upper position it is necessary to maintain a circuit from battery 21 through the coil 16 as follows: bat tery 21, wire 36, relay 19, wire 35, coil 16, wire 41, relay or electromagnetic device 17, Wire 40, also wire 43, armature 20 and wire 42 to the other side of the battery 21. This last described circuit is a part of the means for checking the integrity of the vehicle carried devices, and operates equally with the circuit through the valve as a detector of circuit integrity and when there is a lack of integrity an operation of the valve or train control device will be caused.

The invention as I have indicated, does not depend upon the use of any specific form of apparatus for accomplishing the functions and purposes hereinbefore set forth.

WVhat I claim is 1. In a system of automatic train control, in combination; an inductive receiver; a source of current; a relay, including a controlled circuit controller; an electro-n'iagnetic device; means connecting the source .of cur rent, the receiver, the relay, the electro-mag netic device and the circuit controller in a series circuit and means controlled by the electromagnetic device for controlling the train.

2. In a system of automatic train control, in combination: an inductive receiver; a source of current; a relay, including a controlled circuit controller; an electromagnetic device, including a controlled circuit con troller, means connecting the source of current, the receiver, the relay, the electro-magnetic device and the circuit controller in a series circuit; an electro-magnetic train control device; means connecting the train control device, the circuit controller of the electro-magnetic device, the circuit controller of the relay and the source of current in a series circuit and means to inductively aiieot the receiver.

3. In a system of automatic train control, in combination: an inductive receiver; a source of current; a relay, including a controlled circuit controller; an electro-magnetic device, including a controlled circuit controller; means for locking said last mentioned circuit controller in one position and manually releasing it to another position; means connecting the source of current, the receiver, the relay, the electromagnetic device and the first mentioned circuit controller in a series circuit; an electro-magnetic train control device; means connecting the train control device, the circuit controller of the relay, the circuit controller of the electro-magnetic device and the source of current in a series circuit and means to inductively affect the receiver whereby the circuit controller of the electro-magnetic device is moved to locked position and the train control device is deenergized. I

4. In an automatic train control, in combination: a trackway; a train control device;

an electro-magnetic device for controlling said control device, whereby an energiza tion thereof causes the train control device to act to decrease the train speed; an inductive receiver; means on the trackway for inducing a current in said inductive receiver and means connecting the inductive receiver with the electro-magnetic device, said means including a device for detecting integrity whereby it is rendered safe to depend upon an energization from the trackway to decrease the speed of a train.

5. In an automatic train control, in coinbination: an inductive receiver; means for inducing a current in said inductive receiver; means for utilizing the said current for con trolling the speed of a train; a source oi cur rent and electro-magnetic devices and electrical connections therebetween including the receiver whereby the induced current may flow in a circuit not including a source of current, but a current flow through the receiver is maintained to check the integrity of the receiver and the electrical connection.

6. In a system of automatic train control, in combination: an inductive receiver; a source of current; a relay having an armature controlling a make and break contact; an electro-magnetic device having an armature controlling a make and break contact; an electro-magnetic train control device; means connecting the source of current, the armature and make and break contact of the relay, the armature and make and break contact of the electro-magnetic device and the electro-magnetic train control device in a series circuit; and means connecting the receiver, the electro-magnetic device, its armature and make and break contact controlled thereby, the electro-magnetic train control device, the relay and the receiver in a series circult. c

7. In asystem of automatic train control, in combination: an inductive receiver; a source of current; a relay having an armature controlling a make and break contact; an electro-magnetic device having an armature controlling a make and break contact; an electro-magnetic train control device; means connecting the source of current, the armature and make and'break contact of the relay, the armature and make and break contact of the electro-magnetic device and the electro-magnetic train control device in a series circuit; means connecting the receiver,

the electro-magnetic device, its armature and make and break contact controlled thereby, the electro-magnetic train control device, the relay and the receiver in a series circuit, and means connecting the source of current thereby, the receiver, the electro-magnetic device, the make and break contact controlled by the armature of the relay and the armature of the relay in a series circuit.

8. In a train control device, in combination: an inductive device including a coil; a train control device; a relay including an armature; two circuits, one including the train control device and the other including a coil of the inductive device the relay and the relay armature and means included in said circuits whereby a lack of integrity causes an operation of the train control device.

9. Car-carried apparatus for automatic train control systems comprising, a car-carried impulse receiving coil for receiving impulses from suitable spaced trackway devices; normally energized electro-magnetic brake control apparatus Which if de-energized efiects an application of the brakes oi the train; an electro-responsive device connected in circuit with said impulse receiving 0011 for actuatmg said brake control apparatus, which device if momentarily actuated remains in its actuated condition until restored by separate means; and other means for checking the integrity of the circuit including said electro-responsive device and said impulse receiving coil.

10. Car-carried apparatus for automatic train control systems comprising, a car-carried impulse receiving coil for receiving impulses trom suitable spaced trackway device;

normally energized electro-magnetic brake control apparatus which if de-energized effects an application of the brakes of the train; an electro-responsive device connected in circuit With said impulse receiving coil for actuating said brake control apparatus, which device it once actuated remains in its actuated condition until restored by separate means; and a relay normally energized and including in series a source of current, its own front contact, said impulse receiving coil and said electro-responsive device, for checking the integrity of such circuit, whereby momentary lack o1 integrity Will be checked.

OSCAR A. ROSS.