US1739120A - Train-control system - Google Patents

Description

Dec. 10, 1929. T. BODDE TRAIN CONTROL SYSTEM 2 Sheets-Sheet Original Filed Feb. 14 1908 Plum-C3D k0 UUr JO M u n I I I I I l v l l 1 1 I 1 INVENTOR Theodore Bodde Z BY g ATTORNEYS Dec. 10, 1929. T. BODDE TRAIN CONTROL SYSTEM 2 Sheets-Sheet Original Filed Feb. 14 1908 INVENTOR Theodore Bodde Patented Dec. 10, 1929 UNITED STATES PATENT OFFICE THEODORE BODDE, 0F NIAGARA FALLS, NEW YORK, ASSIGNOR TO THE REGAN SAFE/FY DEVICES COMPANY, INC., OF NEW YORK, N. Y., A CORPORATION. OF NEW YORK.

TRAIN-CONTROL SYSTEM.

Substitute for abandoned application Serial No. 415,887, filed February 14, 1908. This application filed January 16, 1926.

The present invention relates to a method of and apparatus for operating signals, speed controlling devices, etc., located on a car running on an electric, steam, or other railway by means of a stationary magnetic flux producing or flux changing device located at a desired point along the railway and a device located on the car and responsive to mag netic flux or change in magnetic flux produced by said stationary device.

\Vith such apparatus there must be for practical purposes an appreciable air gap or clearance between the stationary and train carried devices. This, of course, diminishes the positiveness and reliability of the effect produced on the train carried device by the stationary device. The main object of the present invention is a method of operation and apparatus for carryin out the method by which the operation of t e stationary device on the train carried device can be made as positive and reliable as should be the case with safety devices for such purposes.

In carrying out my invention Iprovide an armature on the car which I constantly rotate and so arrange this armature that the magnetic field of force in which it turns will be altered when the car moves'past the stationary device and the latter is in the proper magnetic condition, and I employ the currents generated in the conductors about the rotating armature for operating the signal or other controlling device on the car. By preference, the conductors of the rotating armature are short circuited on themselves, whereby'relatively large currents are caused to flow at the proper time through the conductors even though the magnetic field in which the conductors turn is relatively small.

A further object of my invention is to provide such an arrangement of contacts and controlling circuits on the car as to insure reliable operation of the controlling devices on the car and which will in case of failure in any portion of said apparatus result in causing a danger actuation of the controlling devices.

The apparatus disclosed herein is in some respects of the same general type as, and in the nature of an improvement on apparatus Serial No. 81,640.

disclosed in my prior Patents No. 888,416 and No. 888,417. This ap lication is a substitute for my application, gerial No. 415,887, liled February 14, 1908, and abandoned.

The various features of novelty which characterize my present invention are pointed out with particularity 'in the claims annexed to and forming a part of this specification. For a better understanding of the invention, how

ever, and the advantages possessed by it, ref-. erence may be had to the accompanying drawrugs and descriptive matter in which I have illustrated and described one form in which my invention may be embodied.

Of the drawings,

Fig. 1 is a diagrammatic representation of one form of apparatus employed.

Figure 2 is a view similar to Figure 1 but showing a modified form of apparatus.

Figure 3 is a sectional elevation of a portion of a car and the track on which it runs taken at right angles to the direction of the track rails.

Figure 4 is an elevation partly in section taken at right angles to Figure 3. and showmg one form of contact mechanism which I may employ.

F'gure 5 is a of an electric generator located on the car in the apparatus shown in Figure 1. Figure 6 is a diagrammatic elevation showmg a modification of the contact apparatus shown in Figure 4.

Figure 7 is a view similar to Figure 6 showing another modification of the contact mechanism, and

Figure 8 is a view similar to Figure 7 and showing the same parts in a different posidiagrammatic representation and C which are connected by permanent magnets C those ends of the magnets C connected to the pole piece C being of one polarity and those ends of the magnets con- H isin-the operativeconelition-in any suitablenected to the pole piece C being of the opposite polarity. Each of the pole pieces 0 and C has connected to it a core portion C, which projects towards, but is separated by an air gap from the corresponding core piece of the other pole piece. The cores C are surrounded by windings D which are connected in series with each other. One end of. the windings D is connected by conductor D to one terminal of a battery D and the other terminal of the battery D is connected to the armature D of relay ma net D. .VVhen the magnet D is energized the armature D engages a contact D, and thus connects the armature through line D to the other-terminal of windings D, so that current from battery D may then energize the windings D. The battery D andthewindings D are so arranged that the current flowing through the windings from the battery neutralizes the magnetic action on the pole pieces C and C of the permanent magnets C As a result when the magnet D is energized and the circuits through windings D closed, the track magnet is practically deenergized, but Whenever the magnet D is de-energized the magnet C is effectively magnetized by means of the permanent magnets C connecting its pole pieces C and C The energization of magnet D" may be controlled from a distance through circuit line D either manually or automatically through suitable block signal apparatus.

The car B, which may be an electric motor car, steam locomotive, or other type of car, has on it, what I may call a train magnet, though in the form, shown it would be more appropriate to call this device an armature for the track magnet. The train magnet may be suspendedon the underside or otherwise supported 'by the car. The train magnet has elongated pole pieces E of the same general size and shape as the pole pieces C and C and so arranged that when the train moves over the stationary track magnet C the pole pieces E pass through the position in which they extend one above each of the pole pieces C and C The pole pieces E have upwardly extendingportions E terminating in pole pieces E which embrace an armature F', the core of which serves to practically bridge the gap between adjacent faces of the pole piece E. The armature F is preferably one with short circuited windings. In the form shown it is of the well known squirrel cage type in Which conducting rings F at the ends of the armature core are connected by conducting bars F embodied in the core of the armature at its periphery.

The shaft G which carries the armature F is rotated continuously when the apparatus manner, as by means of the motor H which, in the form shown, 18 an electric motor driven from some suitable source of current H. The

shaft G has mounted on it the armature I of a dynamo electric generator, the field of which, in the form shown, comprises a permanent magnet I and pole pieces I surrounded by coils I". The brushes, I and I which bear on the commutator I of the generator I, are connected by a circuit which includes the windings I, conductors J and J, and a pair of magnetizing coils K. The coils K each receive one leg L of a U-shaped magnetic body L which is pivotally supported to turn about an axle'L, the axis of which is radial to the armature F. As shown, the armature F is appreciably longer than the pole piece E, and has one end projecting to the right, in Figure 1, of the pole piece, and the ends of the pole pieces are located close to the periphery of the projecting end of armature F. The core L has connected to it a contact arm M which, in one position of the core L, engages a contact N. The contact N is connected by a conductor N to the brush I A conductor 0 runs from the contact M to one terminal of the solenoid O, the other terminal of which is connected by conductor O to the brush 1*. The core 0 of solenoid O is connected to a lever arm P operating a valve P in the valve casing P the valve P serving to control the flow of air in the air brake apparatus of the car or otherwise serving to stop the car when the coil 0 is (lo-energized and the core 0 moves out of the solenoid O. Links Q and levers Q may serve to connect the arm P to a signal arm Q.

In the form of contact apparatus shown best in Figure 4, the cont-510th is carried by a stem N projecting through the upper end of a receptacle N partially filled with oil or similar fluid. Vithin the receptacle the stem N is connected to a hollow piston or float N The buoyancy of the float N 4 causes the contact N to be pushed against the contact M when the parts are in the position shown in Figure 4.

I will now describe the operation of the parts heretofore referred to. No appreciable magnetic flux will pass between the pole pieces E through the armature F except when the poles E are immediately above the pole pieces C and C of the track magnet, and then only when the track magnet is in effect made operative by the dc-energization of the coils D. So long as no appreciable flux passes between the pole pieces E, no appreciable current will be generated in the armature conductors F The rotation of the armature of the dynamo I generates current which flows through the circuit which includes the coils K. The current passing through the coils Ix will, of course. set up a magnetic flux through the core L which will cause the legs L to turn into the position in which they are radial to the axis of the armature F, since this is the position of least reluctance of theinagnetic circuit for the lines of force generated by the coils K. In this condition of the apparatus the contacts M and N are in engagement and current will also flow from the generator I through the coil 0, thus causin the core 0 to lie attracted by the solenoid, t ereby maintaining the signal arm Q in the clear position and the air brake valve 1? in the position in which the brake maybe released. \Vhen. however, the poles E move over the pole pieces C and C and the latter are in effect energized bythe deenergization of the coils D, a considerable magnetic flux will pass bet-ween the pole pieces C and C through the pole pieces E, pole pieces E, and the core of the armature F. The conductors F of the armature l turning through this field of force will have generated in them currents. which on account of the low resistance of the conductors. will be large considering the amount of magnetic flux caused to produce them. The flow of current through the conductors F will exert a strongforce on the core L tending to rotate it in the direction indicated by the arrow in Figure 4 and into the position in .which the line connecting the ends of the core leg L is transverse of the conductors F-. This. of course. by moving the contact M away from contact N opens the circuit through the coil 0 and thereby causes the valve P to be turned to apply the brakes to the train and cause the signal Q to be moved into the position which'indicates to the at tendant that the car should be stopped.

The core I. should be in truly perfect balance on its spindle L so that the jarring of the train may not disturb its equilibrium. Should there be. as may well be the case, some residual magnetism at all times in the pole pieces E. a slight current flow will be maintained in the conductors F This will result in a slight yielding of the core L. Such slight yielding. however, will not be objectionahle with the contact mechanism shown in Figure 4. since the float N is so arranged that it will cause the contact N to press against the. contact M throughout the slight range of movement of the core L which may occur from this cause.

-The apparatus disclosed has numerous safeguards. Should there be any failure of the contact n'iechanisn'i. such as from the float N filling with oil or the like. interruption of the I contact between M and N will merely result in stopping the car and not in a false safety indicationm Similarly, should the motor H stop rotating. or should anything else interfere with the proper operation of the dynamo I, no current will pass through the solenoid O and the car will be stopped. The permanent magnet I insures that the dynamo will always pick up with the proper polarity so that current will travel in the proper direction through the coils K. In order to be effective for this purpose, the magnet I does not need to be large. lVith a su1table oil in receptacle N no trouble need to be experienced from a stiffening of the oil on a fall in temperature, and no provisions for heating the receptacle are ordinarily required.

The apparatus disclosed is so sensitive and effective that I may in some cases simplify the construction with advantage, although I thereby decrease to some extent the sensitiveness of the apparatus. For instance, I may, as shown in Figure 6, make the contact N, corresponding to the contact N of Figure 4, stationary, and may have the contact M normally pressed against the contact N by a spring R, which is strong enough to hold the contacts together against the slight torque exerted on the core L by the current in the armature conductors resulting from the re-,

sidual magnetism in the pole piece E, In-

the contact N, corresponding to the contact N of Figure (3, is formed by a flat strip of resilient material bent into a circle and secured against the support N by a screw N Figure 7 shows this apparatus in position in which the core L is just turning into the position in which the contact M engages the contact N", and Figure 8 shows the normal operating position of the apparatus in which the circular spring N is more or less flattened by the pull exerted on it by contact M under action of spring R. \Vith this arrangement, the actions of the springs R and N on the position of the core L tend to neutralize each other when the parts arein the operative position turning the core L into the position in which the plane of the two legs L is at right angles to the axis of the armature.

\Vhen there is already a source of suitable direct current on the car. the dynamo I may be dispensed with. Figure 2 shows in diagram one form of apparatus which may then be employed. In this form of the apparatus the shaft G has mounted on it a centrifugal regulator S. The weights S. when the arma ture F is brought up to speed, tend, of course, to move outwardly and thereby move the movable collar S of the regulator toward the collar 8 secured on the shaft G. This movement of the collar S? is opposed by the spring T having one end secured to collar S through.

the flange S and the other to a collar T fixed on the shaft G. One terminal of the coil 0 is connected by a conductor 0 to a contact M. The cooperating contact N, which contacts with N or M of Figures 6 and 7, is connected to a conductor 0 which with the conductor 0 connected to the second terminal of the coil 0 runs to the available source of current (not shown). In this form of the apparatus, a breakage of the spring T, by interrupting the flow of current through coil 0, will result in an actuation of the brakes or other controlling devices. Unless the armature F is brought up to speed, the circuit through the coil 0 will not be closed by con-' tacts O and S. \Vhen, as shown in Figure 2, the same circuit is used to energize the coils K and the coil 0, the core L should be surrounded by one or more heavy short circuited conductors U, so that when the circuit is broken the flow of current which will then flow back for a short time through the coils U will prevent the core L from returning at once to the normal position.

\Vhile I have here described and illustrated the best form of my invention now known to me, it willbe understood by those skilled in the art that changes may be made in the form of the invention Without departing from its spirit, and that certain features of the apparatus may be used without a corresponding use of other parts, and I do not Wish the claims herein made to the broad embodiment of the invention limited to the specific constructions set forth more than is made necessary by the state of the prior art.

I claim:

1. In combination a moving railwaycar, a rotating armature carried thereby and pro- .vided with armature conductors, means for varying the magnetic field in which said armature turns, comprising a stationary magnetic body, and controlling mechanism on the car actuated by the change in current flow in the armature conductors resulting from the change in said field, said controlling mechanism including a magnetic body in proximity to said armature and arranged to be moved 7 from a normal position to another position when current of a sufficient strength is flowing in the conductors in said armature.

2. In combination, a moving railway car, a rotating armature carried thereby and provided with armature conductors, means for varying the magnetic field in which said armature turns, comprising a stationary magnetlc body, and controlling mechanism on the car actuated by the change 111 current flow 1n the armature conductors resulting from the change in said field, said mechanism including a U-shaped magnetized core mounted to turn relative to the armature about an axis radial to the armature from a position in which both legs of the core are radial to the armature to a position in which the plane of the legs is transverse to the axis of the armature.

3. In combination, a moving railway car, an armature provided with armature conducand arranged to be normally held in one position relative thereto and to be moved from said position by the action on it of the magnetic field produced by the current in said armature conductors when current ofsuflicient strength flows in said conductors.

4. In combination, a moving railway car, an armature provided with armature conductors, a dynamo electric machine, and a motor for rotating the armature and the movable element of the dynamo electric machine, all located on the car, means for varying the magnetic field in which said armature turns, a speed controlling device located on the car, means energized by the current from said dynamo electric machine for holding the speed controlling device in one operative position, and means actuated by the current fiow in the conductors of said armature when the field of force in which it turns is altered by said stationary magnetic body to de-energize said means.

In combination, a movir g railway car, and mechanism for controlling the movement thereof, including a brake valve, electromagpoint in the travel of the car, said last-mentioned means comprising a stationary magnetic body, and circuit controlling means actuated by an increase in the current fiow in the conductors of said armature when said car moves by said magnetic body.

6. In combination, a moving railway car, and mechanism for controlling the movement thereof, including a brake valve, electro-magnetic means normally holding the brake valve in-the position in which the brakes may be released, an armature mounted on the car, means for rotating said armature, means dependent on the rotation of said armature for energizing said electro-magnetic means effective while said armature is rotating, for causing the deenergization of said electro-magnetic means at a predetermined point in the travel of the car, said last menmeans,

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