US1703826A - Train control - Google Patents

Description

Feb. 26, 1929.

R. C. LEAKE TRAIN CONTROL Filed Sept. 11, 1924 mu .u .M E @o v S y-- s n :n .I A u A F .v9 m0 n? 2 L W Y mm m 3. 3 @n B bm I I. lo' lmlo ||.I..HV.| m

Patented Feb. 26, 19.29.

vUNITED STATES 1,103,826' PATENT OFFICE.

Y RICHARD C. LEAKE, OF ROCHESTER, NEW YORK, ASSIGNOB T GENERAL RAILWAY SIGNAL COMPANY, OF ROCHIIS'IER,` NEW YORK.

TRAIN CONTROL.'

This inventionk relates to automatic-train control systems, and more particularly to aprotected cut-out device for such systems.

Itis generally conceded that any train control system, regardless of how Well lit is constructed, will at some time or other fail me chanically or electrically so that the brake control device thereof must be such that it` may be cut out by the engineer' so that he can complete the run. In the majority of train control systems heretofore proposed, the apparatus for applying the brakes oonsists Vof apparatus pneumatically operated, and the present invention relates more particularly to a pneumaticcut-out device. It is not considered safe to merely require the engineer' to break a seal when he places the cut-out device in its active position; and in accordance with the present invention it is proposed to provide means for applying the brakes Vunlessthe engineer operates a suitable manually operable means atleast oncein a predetermined. interval of time, and to provide audible means for advising the engineer i `when this interval of time is about to elapse.

Also, in'order` thatthe engineer may bel con-Y stantly remained that the automatic system has been cutout of service and that the responsibility for the safety of the train is wholly in his hands, it is proposed to provide an indicating means showing that the system is cut out and to locate this indicating means at a point in the cab where the engineer Will frequently look during the ordinary operation of his train. As shown, this indicating means is associated with the usual pressure gauge of the air-brake system.

y Other objects, advantages and characteristic features of the present invention will appear as the description progresses. V

. In describing the invention in detail, reference will he made to the accompanying drawings in which Figure 1 shows al simle type of pneumati- 15 cally operated automatic brake applying mechanism adapted tobe used in practically any type oftrain control system,.together with means embodying the present invention Vforcutting outthis mechanism; Y Fig. 2 is a sectional elevation of the time clement device forming part lof the cut-out apparatus shown inFig. 1, this section being taken on a line 2-2 inrFrig. 1 looking in' the direction of the arrows; andr f v Fig.' 2 illustrates indetal the changeable of the piping arrangement of the usual airA 10 and in turn the valve 8 move upwardly, thereby allowing pressure to escape from the exhibitor of indicator shown in Fig. 1 which is located back of the dial of the air-brake pressure gauge.

In order to show how the cut-out device of the invention may be employed in a train V'control system to prevent an automatic brake application by reason of failure of suchsystem,l a very simple type of application va v e AV has been shown,together with a portion brakesystem to which it isconnected.

This application valve AV comp-rises a casing or cylinder 1 inV which aV slide valve 2 is moved back and forth by a piston 3, normally held in its extreme lefthand osition by a compression spring 4, this cylin er having a cap 5 on the end Vthereof which limits the movement of the piston 3 in its travel lupon an automatic brake application. The slide valve 2 is held against its seat by main reservoir pressure ,supplied through pi e 6; land this air pressure flows to the right and side of the piston 3 throughthe leakage hole or port 7. Under normal conditions, Vmain reservoir pressure exists on both sides ofthis piston 3 and it is moved to the position shown by the spring 4, because main reservoir pressure is confined in the portion of the cylinder to the right of piston 3 under such normal `conditions' by the Yvalve 8 of an electro-pneu- LAmatic valve EPV, this valve normally l held closed against the pressure of a spring? by an armature 10 attracted downwardlyv y currentflowing in a winding 11. Upon de-V energization ofthe winding 11, the armature right hand sideof piston 3 through .pipe 12 and the exhaust 13v to atmosphere.V VThe dis.- charge throughthe valve YEPV is larger than I the leakage port 7, and hence the pressure on the right hand lside of piston 3 Will ,drop- Y quickly, thereby causing this piston tol-move f' to its extreme right hand position.,

I When the slide valve 2 assumes its operated m0 righthand position, it blanks the port'leading yto a'pipe 14 which normallysupplies main I reservoir pressure to the,Vl engineers brake valve, thus cutting off main reservoir pressure fromthe enrineers bra-ke valveeand the 105 feed valve, preventing the engineer from opposing or preventing the automaticbrake ap- 'plicatiouy A cavity15`in the slide valve?,

with thi's'valve in its operated position, connects a pipe 16 leading to the Bual brake 111|V 2li) .f bac-kund forth.l Thevalve 9.0 is shown in the ivitliv afpipe l17, The pipe 17 connected to L atmosphere normally through' a cavity 18iii the casing of thecut-out valve CO, a port 19 through said'valve, pipe 33 and an adjustable restricted orifice 34, The restricted orilice 21j is Vintended to producetlie restricted rate ot' brake pipe venting required for a service ap-'S plication, as distinguished 'from an emer-v gency application. I Y It should be understood that the simple constructionoiibrake applying valve V'sliown v y is merely typical of some suitable brake ap- Y plying mechanism constituting the last device in an operative chain of a speed control 'or 4stop system y:land since the particular construction 'of this application valve vT i foi'iiis'noessential part ol'V the presentinvention, no attempt V has beenA made to illustrate Aor describe various additionaliteatuies'of coiistruction, siicli as predetermined reduction devices, equalizing discharfe pistons,- aiid the like,` which would be employed to advantage in practice;

.In the siiiipliied torni ol' cut-out valve CO liandleto facilitate its manipulation, is sup- Y portedv in' a' casing'ivitli suitable gaskets and packii'igs, `together with ports and cavities, so that various pressure connections are made and broken as this valve or slide is sliiited jiiormal inactive VoifcutJ-iii.'posit-ion, land may ibi" lbe sealed or locked'in this'position as indicated by Vthe seal 21, or .may be equippedfwitli a key lock,` counter, or similar means designed l operation of this valve Without detectiloii-V j :Intlie'iiorrnalposition of valve 20 shown, a ltree,passage for venting offtlie brakepipe is proi'fided from pipe lthrough cavity lS'aiid@ 4port 19 to the pipe 233i. the valve 2O lo' the right, vto its active' orient to prevent Upon movement of ogutfpositioin main reservoirpressure is supp. plied trompipe-j29Qtlirougli'a port 22'to the Y pipe'll leadingto the engineers brake valve,

Y Y `so that, even if the application valve AV is'iii tliebrake applying positionfdue to some me? 'clianical'or electrical tailureof the train con" t'rol equipment, main reservoir pressure is still supplied to `'tlie' engineer-s brake valve,

permitting' tliebrakes tobe released and lian- "d'led manually iii the usual ivay.

.'hen theeii out'the trainrolitiol equipment onaccount audible signal continually, ivliileftlielequipment fis cut out, `might serve tliis purpose, a

special indicatingvm'eansjis provided by vthis invention.' This [indicatingl Aii'ieaii's should f Of'soine lel'ect,it isillesirable that the 'engineer should be' kept'coiistantlyad'vi al ot this conditionand can not fail to recognize'tliat'klie must'` controlliis train Without. the aid vorv siipvervlsion',of'the automatic train control system. "While tl'ieringing of a bell or similar belocatedv-atsoine point in they enginees iii'eer'lias been obliged to 'cut' cab VWhere lie is sure toV see it, either in direct line with .his vision while looking out of the cab Window or in some other place Where lie will `frecpieiitly Ilook. Vln the particular embodiment of the invention illustrated, the indicatingV means is assoeiated With the usual air v pressure gauge of the air-brake system on the assumption that engineers Jfrequently look at this gauge in performing Vtheir ordinary duties.' In the sim- Apliiied construction shown, the `front plate-ot the gaugeG isvpartly cutaway to leave tivo sector vshaped,openings 23; Aand behind this front plate is pivotallysupported an indicating Vdisc (see Fig'. having two'sectors colored redor other-wise made distinguish-A able in a marked manner.` This indicating disc Ellis connected by a link 25 to the end of Va Bourdon tube A26 of the usual typefand construction. TWhen the cut-outvalve 2O isV moved lto the riglitliand eut-out position, Vthe pressure from ,tlie 'main reservoiiis supplied from pipe 29 through port 2T and pipe '28 tol the Bourdon Atube '26, thereby expanding'tliis tube in the usual ivayand rocking' the disc 2i 'to bring the colored portions opposite the openings :23,tliereby giving an arrestive and distinctive indication. YVflie'nr the `cut-out valve 20- is in the cutein position shown, the

Bourdontube 26 is exhausted through a cavity i,

and port 32, andcontractsY toV expose the plain portions of the disc 24." @bviously,-otlier sie types Vand constructionsl of indicating means y :could be employed for thejsame purpose.

According vto the presentv` invention, the 'f engineer is required to VVtake appropriate ac- Vtion .at frequently?recurring intervals of time iii orcer 'to prevent an autoinaticbrake application ivhile the ciit-oiit'deviee COis in its 'cut-out or operative position.V Thi's'not only serves to prevent t'liel engineer forgetting that theA train control apparatus is cut out, out

also automaticallystops the train if the en-V ige throughl apipe 3.0 and a largrefexhaiist port Y 31, unless the engineer repeatedly manipui lates theV time `controlled 'jd'evice vor timing mechanism T to keep *thisv exhaust` port 31 fclosed; "llie port 31 isintended Vto exhaust the .brake pipe: at Suche vhighfrate'tliat the 'engineer cannot rechargerfifast eiioughto pre-v vent anapplicati'on. y i r The time controlled device vffcomprises a supportinisiframe or CasingV 35, in one end l of which is journaled a hollow shaft or spindle 36. The bore 1n this spindle 36 is square, or some other expedient employed, to afford a Vslidable but non-rotatable connection to the long hub 37 of a gear 38. The spindle V36'is held against endwise movement in its bearingin-the casing 36 by a flange 39 and a collar 40 held in place by a set screw. Ink

cylindrical spring housing 43 and within this' housing is a heavy spiral or coil flat spring 44, siinilar'to a clock spring, which is secured atits outer end to the casing 43 by a' bolt or rivet 45 and at its inner endto the hollow spindle 36 by a similar fastening member 46. In the top of the casing 35 is abearing pin on which is rotatably mounted an escapement wheel 51, which has integral therewith a long pinion 52 meshing with the gear 38. Pivotally supported on fa fixed stud 53 is a pallet 54 engaging the teeth of the escapement wheel 51, this pallet carrying a pendulum-like weight-'55 and acting to retard rotation of the escapement wheel 51, pin 52, and gear 38 in either direction.'v

- `Alsofixed to the shaft 41 is a ratchet wheel 56; and supported on the casing 35 is a pawl 57, pressed by a spring 58 into engagement with said ratchet wheel (see Fig. 4). Thispawl and ratchet permit clockwise rotation "1 of the shaft 41 but prevent counter-clockwise rotation. Integral'with the hub of the ratchet wheel 56, or otherwisexed to the shaft 41,

Ais a stop 59 arranged to engagea project-ing lng or stop 60 on the face 0f the gear 38.

Below the gear l38 is pivotally supported :LT-shaped lever, having an upright arm 6]. and sidewise extending arms 62 and. 63. The

upright arm 61 carries a roller 64 arranged to be engaged bythe tace ofthe gear 38. One

extending arm62 is pulled downward by ay `spring 65, suitably anchored at `one end,

aga-inst the fixedV stop 66.Y This Aextending arm 62 when raised, as shown, engages the down by a spring 68 .and close the exhaust port 3l. The other extending arm 63 is arranged-to engage the cam shaped end of an ari n 69 operating a valve wli'icln'when opened, supplies air pressure or steain'to a suitable whistle XV. I

The parts ol the time controlled device T are shown in thevinactiveoi run-down positiointhe valve 67 being open. 7hen the han` dle 42 is turned in aclockwisedirection, the sp'iing'housing 43is` likewise rotated; and

' since the inner end of the spring 44 is held Y against rapid movement by the escapenient mechanism which prevents the escapement wheel 51, pinion L52, gear 38 Vand hollow spin-` dle turning faster than a certain rate, the

spring 44 is wound up.' i Also, as the shaft 41 is turned, the gear 38 is moved to the right,

being advanced on the threads of the shaft 41'in`much the same way as the nut on a bolt is advanced when the nut is held from turning and the bolt turned. After the gear 38 has'moved endwise tothe right 'for a gear 38 has moved to its righthand extremel position, the stop 60 thereon engages the stopV 59 on the shaft41, preventing further relative rotation of said shaft and gear and preventing further rotation of the handle. The pawl 57 and ratchet wheel 56 prevent the return rotation of the shaft 41 in the counter-clockwise direction. 'The engineer turns the handle 42 as far as it will go and the device T is then in its wound up condition. After 'the winding operation is completed and in fact during that operation to a small degree, the escapement wheel 51 is being gradually turned at the slow rate permitted by the pallet 54, the spring 44 providing the driving force. .The gear 38 turnswith the escapement wheel 51, andwith the shaft 41 stationary at the end of the Winding operation,fsaid gear 38 moves endwise to the lef-ft; and afterthe lapse of a predetermined interval of time for which the device is designed, this gear 38 engages the roller 64and rocks theV T-shaped` lever;Y BeforeV the arm 62jis movedupward far enough to open the valve 67,-and thereby permit al brake application, the arm 63 engages the'arm 69 and sounds the whistle W, thereby advising the engineer that the time interval has nearly expired and that it is necessary for him towind up the applied. Y If the engineer is dead or incapacishort distance, the spring 65 pullsdown the tated, or for any,v other reason fails to wind up the-device T `soon enough, Vthe valve67 is el and the brakes are a lied. i f .stein of a valve 67, adapted to be pressed Qpen t pp v Yoften as the time interval for which the device is set'. This tiineiuterval may be sev- Yeral minutes or less than a minute, as desired. 'i It will also be observed that the engineer' cannot defeat the purposes of the device by fastening the handle 42, sinceV the device operates upon continued movement of the handle 42 in the same direction rathenth'an by a' forward and backward movement. It v is, Aof course, to be understood that the vital operating parts, except;I the handle 42,- are intended to be enclosed in practice 1n asuitable locked or sea-led 'casing beyond the access of 'theiengifneer...-` Y Y f .I-norder to simplify the illustration and explanation of the invention, no particular means :for controlling the valve EPV has g been shown, but it should ybe understood that this valve BPV is intended to be included in a inormallyclos'ed circuit which is interrupted automatically by 'a suitable car-carried apparatus at the time it is desired to produce :an automatic brake application. The particular .type otcar apparatus lfor controlling the valve EPV is not material to the` present invention and may take `various forms, beingV an lautomatic.stop, lspeed control system, or

Vany/other flormol an automatic train control ...'system, broadly considered.. Also, it should be understood that, byssiniple 'adaptations or inodilications, ivliiclivvill be apparent to those :skilled in theart,.other forms of brake control apparatus may .be used in connection -Witilithecut-out v:device embodying this invention, ins-teadol the application valve APVshoWnf Y i. Y j

Having. :shown and 1 described `rather y:simple brake applying mechanism, together i ivi-th. a .rather specific form of cut-outdevice, Y itis desired to. Ibe understood that this has i .-beendone to iacilitatethe description of the invention, rather than forj the purpose of disclosing the exact structure preferably employed. in practice, andthat various changes,

\ nio'di-licationsand additions may be made to adapt theinven-tion to the particular tra-in contr-ol or vbrake applying mechanisms in connection-with Which it is to be used, withlout'departing from vthe scope ofthe-invention, or idea of means underlying the same.

' VWhat is claimed as new and is desired, to

be secured by Letters Patent is i Y 1,;In -an automatic train; control system, 1 .tlrecoinbination with an Iair-brake system, ot automaticallyYH controlled' mechanism coni-trolled from the trackivay for producing a Lbrake: application', and av cut-out device AtorA :preventing suclibrake application independentlyof the condition `of said mechanism,

",saidfcut-out device being ellective only il VVmanually,'operated repeatedly at less Athan a delinite:predetermined interval of time.

l -2. In atrain control system, the combination with the usual systemv ol' air-brakes havin0r a brake )i )e an autoinaticall i elec- 2.- v 7 l Ytrically4 controlled ,brake controlling valve acting to cause venting of the brake pipe and thereby producea bra-lie application, and

manually operable means for preventing such venting ol the brake pipe independently ol the'V position of said'brale controlling :valve-sail: means after once manually op,v erated being e'llective Vfor a definite limited l ,period of time only and capable of periodic manual operation tolinaleit continuously eflectivo for anindeinite period ottime.

3. In anautomatic traincon-trol system including a brake setting 4appliance controlled from thetrackway and acting upon the Vusual air-bralre system `to :produce an automatic brake application, a manually operable cutout device for'preventingjsuch brake application irrespective Viol the operated condition Yof said appliance'and comprising time controlled means Which must be operated at least once in apredetermined interval of .time in oi'der to maintain said cut-out Idevice effective f e. ln an automatic train control system, the combination With the usualfair-brake systemincluding a main reservoir, engineers brake valve, and brake pipe,an automatically cont-rolled brake. application Vvalve acting when o peratedto cut oil' main reservoir pressure from theenginees brake Vvalve and vent the brake pipe, a' cut-out device manually op? erable to supply mainl reservoir pressure to Athe engineersbrakel valve and prevent the venting oitlie'f'brake pipe independently of the 4operated position ofV said application valve, said cut-outdevice preventing the vent# ing of the brake pipe only. ifmanually `operated repeatedly atleast as often asfapren determined interval of time. Y

. 5.A A cutout device'for automatic train control systems comprising, time controlled mechanism adapted to assumeV an ultimate limiting the return yof movement of said 1 -ineinber toward its ultimate position, and a handle lor restoring said member away from its ultimateposition and atthe saine time tensioning said spring, saidfhandle being inetlective to prevent movementof'saidinem@V ber toward'its.ultimate position.Y g

7. VA manuallyoperable Adevice for train control systeinsrhaving a limited time of el"- lective action and requiring repeated manipulation, comprising a membermovabl'e from an initial position to an ultimatevposition,

means limiting the return of suchinovement, Y

and a manually operateddevice 'for restoring said member to its initial position butV incapable of holding ,said member in said Y initial position.

Y 8. A manually operable brake'coiitrolling device or'train control systems comprising, means constantlychanging to an ultimate condition, and a handle operable inl one di; rection only foirrestoring said 'means away from its ultimate condition without 'preventing sii l means from thereafter changing toward said vultimate condition.

A manually operable `device for train control systems having a limited time of effective operation, comprising means automatically and continually changing to an ultimate condition, a manually operable device for restoring said means away from its ultimatecondition without preventing its return, and signaling means automatically operated a short time betore said means Vassuniesits ultimate condition.` A, y

, 10. In an automatic rtrain, control system, the combination with an'automatically controlled brake setting appliance, of a manually operable cut-out device for preventing a brake application independently of the condition of saidappliance, said device` including time controlled mechanism andan operating handle and being effective only if said handle is repeatedly moved in the same direction Within less than a predetermined interval of time.

11. In an automat-ic train control system, the combination with an automatic brake setting appliance, of a manually operable cutout device for preventing a brake application independently of the condition of said appliance, and means for giving an indication While said cut-out device is in its active. cutout condition.

12. In a train control system, the conibination with brake control apparatus on a vehicle, of a cut-outy valve for rendering said apparatus ineffective to control the vehicle irrespective of its operated condition, and indicating means on the vehicle located at a point where the operator of the vehicle has occasion to look when attending to his duties, said indicating means being automatically operated When said cut-out valve is placed in its active cut-out position.

13. A time controlled manually operable device for train control systems comprising,

a member movable to an extreme active position, a spring and escapement mechanism for moving said member to said extreme position at a restricted rate, and manually operable means for tensioning said spring and moving said member away from said extreme position, said means being incapable of holding said member.

14. In an automatic train control system, in combination with an air brake system, automatic electrically controlled mechanism tending to assume an active condition and to cause an automaticl application of the brakes when in such condition, and a device acting if actuated. to prevent such brake application while said mechanism is in its active condition, said device being maintained actuated only it a manually operable member is operated atpredetermined delinite time intervals.

15. In an automatic train control system,

.allyoperable member is operated repeatedly at less than a val.

predetermined fixed time inter- 16. In an Vautomatic train control system,

rin combination with an air brake system,`

automatic brake applying means tending to assume an active condition and acting to cause anautomatic brake lapplication when in such condition, time controlledmechanism adapted to operateft'rom an initial condition to an ultimate condition after a lapse of a predetermined time, andA a manually operable handle movable only in one direction for restoring said mechanism'from said ultimate condition to said initial condition but ineffective to prevent the operation of said mechanism toward said ultimate condition, said mechanism acting when in said initial condition to prevent said automatic brake application when said brake applying means is in its active condition.

17. In an automatic train control system, in combination with an air brake system, automatic brake applying means *tending to assume an active condition and acting to cause an automatic brake application when in such condition, time controlled mechanism for preventing said automatic brake application comprising a member movable to an extreme active position, a spring and escapement for moving said member to said extreme position at a restricted rate, and manually operable means for tensioning said spring and moving said member away from said extreme position, said manually operable means being incapable of holding said member, and said member acting when moved away from said extreme position to prevent anV automatic brake application independently of the condition of said brake applying means.

18. In an automatic train control system, in combination with an air brake system, an automatically electricallycontrolled mechanism for producing a brake application, and a cut-out device for preventing such brake application for an indefinite period of time independently vof the condition of said mechanism, said cut-out device being effective only if manually operated repeatedly spaced less than definite predetermined interval of time.

19. In an automatic train control system, the combination with an air-brake system, of automatic brake applying mechanism tending to assume an active condition and cause an automatic application of the brakes, a. valve combination l with an aiiy brake system7 an acting if closed:I when said brake applying mechanism has assumed'its active condition 20. In an automatlc tram controlsystem 1including a brake setting appliance acting. upon the usual air-brake system to producea brake application'iby venting the brake pipeltlirougli an exhaust port, a? manually operable `cutout device liaving a tendency to opentsaid eXlia-us't port rendered ineffective only if operated repeatedly at leastonce per unit of time.

' 2l. l Inan automatic ttain control System, in

automatically controlled application valve, acting to impose ali-automatic brake application-When in" its applicatio`n"position5 a valve tending to assume the closed position acting meegaaty if closed to prevent an automatic brake application Wlien saidapplication valve is in the application position, and manually operable means tending: to open said valve and acting it'- operated repeatedly at less than predetermined delinite time intervals to permit closure of said valve. Y

22; In an automatic train control system, in combination with an air brakesystem, automatic brake applying mechanism tending to assume an active condition under given track- Way conditions and continue-in such condition until traclnvay conditions change, to cause an automatic `brake" application; avalve acting when'` closed topi-event an automatic brake application, and manual means tending to open said valve requiring periodic operation topre'ventsuelopening; Y

In testimony WliereI' affix my" signature.

- Y RICHARDS; LEAK-E;-

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