US1879612A - Train stop and cab signal system - Google Patents

Description

Sept. 27, 1932. A. E. HUDD TRAINSTOP AND CAB SIGNAL SYSTEM Filed Augfl, 1928 3 Sheets-Sheet 3 Patented Sept. 27, 1932 UNITED STATES PATENT OFFECE ALFRED E. I-IUDD, 0F EVANSTON, ILLINOIS, ASSIGNOR, BY MESNE ASSIGNMENTS, TO

ASSOCIATED ELECTRIC LABORATORIES,

TION OF DELAWARE INC., OF CHICAGO, ILLINOIS, A CORPORA- TRAIN STOP AND CAB SIGNAL SYSTEM Application filed .August 1, 1928. Serial No. 296,652.

The present invention relates in general to train stop systems, but is particularly concerned with the provision of a trainl stop sys tem of the intermittent inductive type and wherein cab signals are provided for indicatl ing the traffic conditions ahead.

`unit on the locomotive and only two trackway elements for each block of the trackway; to provide a novel receiver relay having more than two armatures and having a different magnetic circuit for each armature; to provide a track way electromagnet capable of producing, alternatively, either of two magnetic fields at right angles to each other; and in fact, to provide an extremely simple train stop system as hereinafter claimed.

In the accompanying drawings, Fig. 1 diagrammatically discloses the locomotive equipment of the train stop system; Figs. 2, 3, and 4 diagrammatically show permanent and eloctromagnet trackwaj,7 elements, respectively, with diagrammatic sketches of the receiver relay, shown in the lower portion of Fig. 1, superimposed thereon to illustrate the influence the trackway elements have upon the receiver Linder various traffic conditions, while Figs. 5 and 5A illustrate sections of trackway with associated circuits and apparatus for controlling the locomotive equipment of Fig. 1.

The valve structure diagrammatically disclosed in the upper part of Fig. 1 is a somewhat simplified modification of that shown in the cri-pending Kelly application, Serial No. 292,996, led July 16, 1928. This valve, like the one in the former application, is designed for insert-ion in the brake line in substitution for Jr-he double heading cock, a double heading cock being part of the present valve structure. The purpose of this valve is to initiate an automatic service application of the brakes; to prevent the release of an automatic brake application until a. predetermined time interval has elapsed, and to permit an emergency application of the brakes at any time.

This valve has a main body 6, having an opening 7 for connection with the usually provided brake applicator and an opening 3 for connection with the brake pipe line. Inside the valve body, a number of ports 10-14, inclusive, are provided all of which ext-end from a milled surface, forming a slide valve seat, 15. The port 10 connects with the opening 8 and has a branch 10 connecting with a second portion of the valve body which will subsequently be described. The port 11 extends downward a short distance from the seat 15 and then connects with atmosphere. rectly downward and connects with atmosphere. The port 13 extends downward parallel to the port 12, but is connected with a timing reservoir 50. The port 14 extends downward a short distance and then extends horizontally into connection with a port 49.

The right portion of the valve body has a slide valve seat 36 provided with a large ex* haust port 37 and in which seat the other end of the previously mentioned port 10 terminates.

The left portion of the valve structure is in the form of a cylinder, in which is mounted an automatic brake applying piston 19, having connected to the right thereof, a slide valve member 20, which lies against the valve seat 15 of the valve body. Connected with the left part of the piston 19 is a cuplike member containing a compression spring 21. The cup-like member on the piston 19 telescopes into a second cup-like member 70 forming an air chamber 71 within these cup-like members and a secondary air chamber 72 surrounding these cup-like members. Two ori- The port 12 extends di` lices, 22 and 23, connect these chambers, while o5 adapted to be normally maintained closed by an associated electropneumatic valve EPV when energized. A cut-out element 28 is, however, provided which may be turned up to mechanically close the port 49. This cutout in practice is ordinarily provided with a seal, which must be broken before the same can be turned up to cut out the control by the electropneumatic valve EPV.

Referring now to the right portion of the valve member, a dividing member 9 serves as a bearing for a shaft 31, carrying the valve member 2O and as a stop for an emergency piston return spring 33. Immediately to the right of the spring 33 is an emergency brake applicator piston 32. This piston operates the slide valve member 34 over a slide valve seat 36.

Midway between the opposite ends of port 10, and at right angles thereto is a double heading cock having a handle 43.

With the electropneumatic valve energized, which is its normal condition, the air supply for holding the brakes released passes through the usual brake applicator valve (not shown) into opening 7 of the brake valve structure, through the passage 7 of the slide valve member, through port 1() and the opening of the double heading cock and thence into the opening 8 and into the brake pipe line. Owing to the orifice 24 in piston 19 and because of the orifices 22 and 23, brake pipe pressure is also built up in chambers 71 and 72. Also because of the orifices in element 9 and piston 32, brake pipe pressure is built up on both sides of the piston 32. The springs 21 and 33 are therefore normally effective to hold the pistons 19 and 32 to the right in the position in which they are shown. If the electropneumatic valve EPV is de-energized, air exhausts through the outlet port 49 and through the whistle 5 at a greater rate than brake pipe air is permitted to enter chamber 72 through the restricted orifices 24,

' 23, and 22. Consequently, after the pressure in chamber 7 2 falls to a point where the pressure upon the right hand side of the service application piston 19 is suiiicient to overcome the spring 21 in chamber 72 (approximately siX seconds, as designed) the service brake application piston 19 will begin to move and will lirst close orifice 23. Vhen the orifice 23 closes, the air supply to chamber 72 is greatly reduced and the piston 19 with the slide valve member 20 will quickly move to the extreme left.

The piston carries with it the slide valve 20, which, in its operated position, closes the air path formerly existing between openings 7 and 8 and connects the latter opening Ato atmosphere by way of the port 10, passage 90, and exhaust port 11, to produce an automatic brake application. The slide valve member also disconnects the timing reservo-ir from connection with atmosphere by way of ports 13 and 12 and instead connects this reservoir with port 14 for a. purpose which Will subsequently be madeclear.

To restore the piston 19 and slide valve member 20 to their initial po-sition, the elecof this piston. The capacity of chambers 71 and 72 is very limited and in order to prevent practically immediate automatic release of the brakes following the energization of the valve EPV the timing reservoir was brought into communication with the chambers 72 and 71. Because of the restricted orifice 22 and the capacity of reservoir 50 an appreciable time elapses after reenergization of the electropneumatic valve before the piston 19 and its valve member are returned.

The receiver relay shown in the lower half of F ig. lis of the same general character as thatshown in the co-pending Hudd application, Serial No. 281,656, filed May 31, 1928.

The present relay, however, has somewhat different magnetic circuits and has three armatures instead of two. |The relay is built into a non-magnetic casing 51, which is suspended from a vehicle in inductive relation with the track magnets shown in Figs. 2 to i;

5A, inclusive, and which will be described later. The relay consists of three inductor planes 52, 53, and 54, having pole pieces 7 7- 83, for attracting three armatures 55, 56, and

57. The free ends of armature are of north 'f'" 54 are made of soft iron and therefore are normally inert, but since the armatures are polarized by the permanent magnets 58 and 59 these armatures will remain magnetically biased to either associated inductor plane pole piece to which they have been moved. Associated with the pole piece 8O is a winding 60 which is adapted to be energized when a key 6l, in the cab of the vehicle is actuated and when energized is effective to overcome the opposing bias produced by magnets 58 and 59 and moves the armature 56 int-o engagement with the pole piece 80.

Referring now to Figs. 2, 3, and 4, the trackway magnets and their influence on the receiver relay of Fig. 1 will next be described.

A permanent magnet trackway unit simply consists of a number of permanent bar magnets arranged to function as one large permanent magnet, with the polarity as indicated on the drawings. This magnet .is very powerful compared to -those in the ireceiver and consequently, if the receiver R vof Fig. i1 is `passed over the permanent magnet unit the biasing effect produced by magnets.58 and 59 will be overcome and armatures 55, 56, and 5.7 will be rotated in a clockwise direction into the position in which they are shownin F ig.2, for the reason that when the receiver* unit passes within inductive relation of the field produced by the tracl way magnet 95, the pole-piece of the in- `ductor plane 52 becomes of strong north polarity, while the pole-piece of the inductcr plane 58 becomes of south polarity. Since the armatures 55 and 57 are polarized north, due to the presence of magnets 58 and 59, a repelling action will occur between these armatures and their associated pole pieces 77 and 8l while an attractive force will be set up for these armatures by pole pieces 78 'and 82. The armature 56 is also rotated into association with the pole p'ece 79 because this armature is of south polarity. The pole piece 80 assists the pole piece 79 by the repelling action it has on the armature 56.

The electromagnet trackway elements shown in Figs. 3 and i are alike and consist of rectangular units having the same general outline as the permanent magnet 95. These units have four windings 9699, inclusive. lflfhen the windings 98 and 99 are energized, a magnetic field of the same strength as that of thc permanent magnet is set up and is in the opposite direction to that set up bythe permanent magnet 95, as indicated in Fig. 8. It will be obvious, therefore, that when the receiver' R passes over this trackwa-y element, with the windings 98 and 99 energized, armatures 55, 56, and 57 will be rotated in a counter-clockwise direction into the position in which they are shown in Fig. 1 and as diagrammatically shown in Fig. 8.

lf, alternatively, windings 96 and 97 are energized when the receiver R passes over theV .electromagnet tracliway element, as illustrated in Fig. l, a magnetic lield similar to, but at right angles to that setup by windings 98 and 99 is set up and consequently, the polepieee of the inductor plane 54 becomes of south polarity, while the pole-piece of the inductor planes 52 and 58 become of north polarity. Since the polarity induced in the inductor planes 52 and 58 is the same, the efl'ectproduced by them is substantially neutral and therefore the associated armatures 55 and 56 remain in the position to which they were moved by passing over a permanent magnet trackway element. The armature 57, however, is rotated in a counterclockwise direction due to the attractive infiuence set up inthe pole piece 83 of the inductor plane 5-1. It should be noted that as the receiver relay l passes out of the inductive field ofthe electromagnet traclway elements, the-inductor planes 52and 58 will pass through the field of the S poles of :the trackway magnets which may induce weak magnetism of south polarity in-,tliepole-pieces of these inductor planes, but .without effect since when they are of like polarity they will not tend to operate their armatures fat this time.

Referring nowto Figs. 5 and 5A, the track circuits and arrangements ofthe trackway magnets will be described. In Fig. 5 aportion of block A, a block B, and a porion of a block C are shown; while in Fig. 515i a continuation ofthe block C, a blockl), and a portion of a block E are shown. These blocks are divided by track insulation 100. ,Y

The presence of vehicles in blocks A and block D is indicated. vAt the exit of each block, it will be noted, a permanent Ymagnet trackway element `.is placed .alongside ,the track. In advanceof each of these permanent, magnet trackway elements is placedan electromagnetic traclrway element. Each of these magnets is so spaced that slightly more 'than six seconds will be consumed by a :train traveling at any speed above a very low speed in traversing the distance between them. A.-t the entrance of each bock, a three position polarized relay is connected across the trackway rails for controlling'the current .supply to the traclrway element, located at the exit end of the adjacent block and to also supply current to a similar polarized traclway relay at the entrance end of the adjacent block. In the track circuits illustrated it is assumed that the block E and the next block in advance thereof are both unoccupied. Under these circumstances, as will readily appear hereinafter, the current supplied to the rails of block E and the polarizedtrack relay 105 will be in such a direction as to cause the armatures 106 and 107 of this relay to be rotated into engagement with their left contacts. With the armatures 106 and 107 inthis position an operating circuit for the polarized relay 104i, at the entrance end of the block D, may be traced from the negative terminal of battery 121, through the left contact and armature 106 of the relay 105, the armature 107 and its left contact, through the windings 98 and 99 of' the electromagnetic tracltway elements, t-he rail 108, the winding of the polarized relay 104, to rail 109, conductor 110, and to the positive terminal of the battery 121. The current flow to the relay 104 is in the appropriate direction to cause it to move its armatures 126 and 127 into engagement with their left contacts, so that current supplied over the block C to the polarized relay 108 will be in the appropriate direction to cause it to move its armatures 186 and 187 into engagement with their left contacts. However, in the present illustration, owing to the presence of a vehicle 181 in block D, the polarized relay 104 receives no current and consequently its arma- .tures 126 and 127 drop totheirneutralormid 2 position. lVith the armatures 126 and 127 in this position,a circuit for the polarized relay 103 is completed which extends from the positive terminal ol' the trackway battery 140, through the mid Contact and armature 126, armature 127 and its mid contact, the conductor 112, the resistance 111, the lower rail of block C, through the winding of relay 103, the upper rail of block C, and the conductor 150 to the negative terminal of the battery 140. The current flow to the polarized relay 103, it will be noted, is in the opposite direction to that supplied to the relay 104 and therefore the polarized relay 103 rotates its armatures 136 and 137 intol engagement with their right contacts. lilith the armatures 136 and 137 in this position, current for operating the polarized relay 102 at the entrance of block D is supplied from the negative terminal of battery 131, through the right contact and armature 136 et the polarized relay 103, armature 137 and its right contact, through the windings 97 and 96 of the associated trackway electromagnet, the lower rail of block B, the winding of the polarized relay 102, the upper rail of block B, and the conductor 160 to the positive terminal of battery 131. The current iow to the polarized relay 102 is therefore in the same directionas that supplied to relays 104; and 105 and consequently the armatures 1416 and 1117 of the relay 102 will be rotated into engagement with their left contacts, thereby completing circuits for feeding battery to the track relay of the block A in the same direction as it is being fed to the track relay 102.

I will now consic er the circuits and apparatus under control of the armatures 55, 56, and 57 of the receiver. These armatures as shown in Fig. 1 are in the positions they assume while the vehicle is passing through a block which was entered under clear trafiic conditions. Under these circumstances, a circuit for the green lamp 62 extends from the negative terminal of the battery 3%-, over conductor71, the armature 57 and its ccntact member 57', contact (5, through the conductor 83, the armature 55 and its Contact memher 55', the contact 73, conductor 65, the lamp 62, conductor 69, conductor 67, contact 74,

contact member 56' and the asscciatet armature 56, conductor 86 and through the contact and acknowledging key 61 to the positive terminal of the battery 84. The green lamp 62 is therefore glowing and serves to indicate to the engineman that the train is traveling under clear tra'liic conditions. A branch of the traced circuit extends over the conductor to and through thewinding of an electro-pneumatic valve EPV which is built into and forms a part of the brake valve structure. This valve when energized, as previously explained, prevents the escape of air from the chambers 71 and 72.

In order to explain the operation of the system as a whole, it will be assumed that the equipment of Fig. 1 is on the vehicle 101 of block A, F ig. 5 and that the vehicle is traveling in the direction indicated by the arrow. y

As the receiver R passes over and within the inliuence of the permanent magnettrackway element 95 its armatures 55, 56, and 57 are rotated into the position in which they are shown in F ig. 2. Armature 55, at its contact member 55', breaks a point in the traced circuit through contact 73 tor the green lamp 62, thereby extinguishing the green lamp and at its contact 72 prepares a point in a circuit :tor the yellow lamp 63; at its armature 56 the traced circuit through contact member 56' and contact 73 through which ground was formerly supplied to the green lamp and to the electropneumaticI valve EPV is broken and consequently, the electropneumatic valve E-PV drops its stem, thereby permitting air to exhaust from the chamber 72 through the port 49 and the whistle 5, which audibly warns the engineman to be on tie alert for a possible change of signal indication.; at armature 57 and its associated Contact member 57 and contact 75, a third point in the traced circuit for the green lamp 62 is interrupted, and at the associated contact 76 a point in a circuit for the red lamp 64 is prepared.

Since the associated electromagnet trackway element of block A has its windings 93 and 99 energized the polarity of this electromagnet is opposite to that of the permanent magnet 95 and consequently, as the receiver passes over this electromagnet trackway element the armatures 55, 56, and 57 are rotated back into the position in which they are shown in Figs. l and 3. The formerly traced circuits for lighting the green lamp 62 and `for energizing the electropneumatic valve EPV are therefore immediately reestablished and the actuation of the Whistle 5 ceases. These signal changes serve to indicate to the engineman that they have entered a block under favorable trafic conditions, and therefore no action on the part ot the engineman is required. lVhen the vehicle 101 reaches the exit portion of block B, the receiver R passes over the permanent magnet trackway element 95', which causes the armatures of the relay R to be operated to bring about the same circuit changes as when the receiver passed over the trackway magnet 95. Since, however, the block D is occupied the trackway circuits at the entrance to block C are such that the caution windings 96 and 97 of the electromagnet trackway element, positioned a short distance in advance of the permanent magnet trackway element 95', are energized. Consequently, the magnetic field set up by this trackway electromagnet is at right angles to that set up by the permanent magnet trackway element 95. When the receiver R passes over this trackway electromagnet only the armaturev 57 isrestored, as illustrated in Fig. 4. Since the: circuit for the green lamp 62 remains interrupted at contact 73 and Contact member 55, and also at contact member 56 and Contact 74, the green lamp remains extinguished. Also, since the circuit for the electropneumatic valve EV must also pass through contact member 56 andV contact 74, the electropneumatic valve remains deenergized and the whistle 5 continues to sound and serves to audibly warn the engineman of adverse traffic conditions ahead. Ordinarily, the engineman will heed the warning given by the whistle 5 and will proceedI to forestall an automatic brake application by operating the acknowledging key 61 momentarily. When this key is operated a circuit is completed for the armature restoring winding 60, via conductors 85 and 71, and thearmature 56' is thereby restored to its initial position in which it is shown in Fig. 1. The formerly traced circuit for the electropneumatic valve EPV is therefore re-estabiished through contact 74 and contact member 56 as-soon as the acknowledging` key 61 is returned to its normal position. This' results in the port 49 being again closed and in the whistle ceasing operation. The armature 57 in operating, at its contact member 57 and contact 75 closed a point in the circuit of the yellow lamp 68 which is completed following the acknowledging action from the negative terminal of the battery 84, through conductor 71', armature 57 and its contact member 57, the contact 75, conductor 88, armature 55, its contact member contact 72, conductor 66, the yellow lamp 63, conductor 69, conductor 67, contact 74, contact member 56', conductor 86 and through the normal contacts of the acknowledging key 61 to the positive terminal of the battery 84. The yellow lamp 63 is therefore lighted as the vehicle 101 progresses through block C and until the next signal change occurs as the vehicle passes over the permanent trackway magnet 952.

When the receiver R passes over the trackway magnet 952 the armatures 56 and 57 are again rotated into the position in which they are shown in Fig. 2 and consequently, the effect of having passed over the electromagnet trackwayV element at the exit of block C is entirely wiped out. Since the block D is occupied by a vehicle 181, causing the armatures 126 and 127 of the polarized relay 104 to assume their neutral or mid position, the circuits through all windings of the electromagnet track-way element immediately in ad- Vance of the permanent magnet trackway element 952 are open. rThe circuit conditions which were set up by the receiver R in passing over the trackway magnet 952 therefore remains and since the whistle 5 continues to sound the enginemen are audibly informed that acknowledgment is again necessary.

Responsive to the acknowledging action, as

in the case when acknowledgement was made at the exit of block C, armature 56 is rotated in a counterclockwise direction, while the armatures 55 and 57 remain in attracted relations with respect to the pole pieces 78 and 82, respectively. The formerly traced circuit for the electropneumatic-valve EPV is therefore again established and the whistle 5 silenced. A circuit is also completed for. the red lampA 64.. rlhis circuit extends from the neoative pole of the battery 84, through conductor 71, the contact member 57', contact 76, conductor 68, red lamp 64, the conductor 67, contact 74, contact member 56', and over the conductor 86 and the acknowledging key 61 to the positive terminal ofthe battery 84. The lighting of the red lamp serves towarn the enginemen that they are entering a block which is already occupied and that they must proceed with extreme caution.

It willnow be assumed that the enginemen fail: to acknowledge within the six seconds of time interval allowed after passing the trackway magnet 952. Under these circumstances, at the end of the six-second interval, sufficient air has been exhausted from the chamber 72 out through the whistle 5 to permit the air pressure on the right sidevof the piston 1.9 to become effective to move it and the valve member 2O to the left. The movement of the valve member closes the normally open passage extending between openings 7 and 8 via port 7', port 10, and the double heading cock, thereby preventing the brake pipe from beingv recharged while the slide valve member 20 is in its operated position. The movement of the slide valve member 20 also connects the port 10 to the service exhaust port 11 via bypass 90, thereby causing a brake pipe pressure reduction suiiicient to cause a service brake application.

To release the brakes, after an automatic application, the engineman must first operate the acknowledging key 61 which, in a manner'already described, is effective to energize the electropneumatic valve EPV and to complete the circuit for the yellow or red lamp, depending on the condition of the receiver R. The energization of the electropneumatic valve EPV, as previously explained, stops the actuation of the whistle 5 and the exhaust of air from chamber 72. The air pressure in chambers 71 and 72 therefore again arises at a rate determined by the port 22 and the capacity of the reservoir 50. As soon as the pressure rises to a point where it approxi'- mates that on the right side of the piston 19, the spring 21 will return the piston 19 and the valve member 2O to their normal positions, in which. they are shown, thus closing the passage 14 and again opening the reservoir 50 to atmosphere through the by-pass in valve member 2O and the exhaust port 12. The slide valve member 2O in returning to its normal position; also again blankets the plication, the engineman desires to amplify the application he c( n do so by moving the handle of the brake applicator valve to the emergency position. This causes an instantaneous exhaust of air to occur through the v, emergency port of the brake applicator valve and results in a very'quick reduction in pressure being made in the air pressure on the left side of the emergency application piston 32. This permits the air on the right side of the piston 32 to rapidly expand and move the emergency application piston 32' to the left. As soon as this piston has moved a slight distance, its continued movement is assisted by air supplied to the right of the piston from the brake pipe via the port 10 and the port 91. The movement ofthe piston 32 to the extreme left connects the port 10', via bypass 73 to the large emergency exhaust port 37. This quick reduction in the brake line results in an emergency application of the brakes.

l It has been proposed that installations of cab signalling be made Without the provision of any train stop equipment. The present system is ideal for an installation of this kind. In an installation of this kind, the electropneumatic valve EPV and Whistle 5 or their equivalent Will be connected directly with the main reservoir; the visual and audible signal control equipment Will function in the same manner as when used in conjunction With the brake applicator valve; and the enginemen will be required to acknowledge as in the train stop system.

From the foregoing it will be appreciated that applicant has succeeded in developing train control and the cab signalling equipment which is very simple and Will operate in an absolutely reliable manner.

What is claimed is:

1. In a relay operable by magnetic induction, an inductor plane having three poles, a second inductor plane also having three poles and a third inductor plane having but one pole, an armature associated with one pole of each of the first inductor planes, a second armature associated with another pole of each of the first tvvo inductor planes and a third y armature associated With the third poles of the first two inductor planes and with the pole ofthe third inductor plane.

2. In a relay Which has three armatures operable by inductive action, a plurality of pole pieces, certain of said pole nieces being effective when the relay is placed in one character of inductive field to cause the actuation of all of said armatures in one direction and effective When placed in an inductive held of an opposite character to restore said arma tures and another of said pole pieces being effective When the relay is placed in a magnetic field of a third character to actuate only one of said armatures to the exclusion of the others.

3. In a relay operable by magnetic induction, a plurality of armatures, a magnetic flux collecting plate individual to one of said armatures, other magnetic flux collecting plates common to a plurality of said armatures, all of said flux collecting plates being selectively magnetically influenceable to actuate one or a plurality of said armatures.

Il. In a relay, three armatures, and a plurality of magnetic flux collecting plates each having pole-pieces for influencing all of said armatures.

5. In a relay, three armatures, a plurality of magnetic flux collecting plates each having pole-pieces for influencing all of said armatures, anda third collector plate having influence over one of said armatures only.

6. In a relay, a plurality of armatures, a pair of like means arranged lad]acentsa1d In witness whereof, I hereunto subscribe

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