US1923499A

US1923499A - Automatic train control

Info

Publication number: US1923499A
Application number: US594896A
Authority: US
Inventors: Naken William
Original assignee: Individual
Current assignee: Individual
Priority date: 1932-02-24
Filing date: 1932-02-24
Publication date: 1933-08-22
Anticipated expiration: 1950-08-22

Description

Aug. 22, 1933. w NAKEN 1,923,499

AUTOMATIC TRAIN CONTROL Filed Feb. 24, 1932 BY WM ATTORNEYS Patented Aug. 22, 1933 UlTED STATES PATENT OFFECE 2 Claims.

The invention relates to automatic train control means and has for its general object the provision of novel means whereby an electrically operated train may be controlled from a remote 5 point, that is to say its starting and stopping may be regulated by means of a switch located any desired distance away from the railway itself.

An important object of the invention is to provide a train control system for electric trains embodying not only a semaphore which will give a safety or danger signal in accordance with the setting of the control switch, but also positive means for absolutely stopping the train in the 19 event that the motorman thereof should carelessly run past the danger signal.

Another object of the invention is to provide a control means of this character which is entirely electrically operated by means of a single 0 switch located at any desired distance away from the track, the switch involving but a single movement of the hand to effect its operation.

An additional object is to provide a system and apparatus of this character which will be simple 25 and inexpensive to manufacture, assemble and install, positive in action, efiicient and durable in service, and a general improvement in the art.

To the attainment of the foregoing and other objects and advantages, the invention preferably consists in the details of construction and the arrangement and combination of parts to be hereinafter more fully described and claimed and illustrated in the accompanying drawing, in which The figure is a diagrammatic view illustrating the entire system.

Referring more particularly to the drawing, the numerals l0 and 11 designate the main rails of the trackway or" an electric railway system, and 40 the numeral 12 designates the third rail. In the present instance this third rail is disclosed as be ing between the rails 10 and 11 but it should be distinctly understood that this makes no diiference whatsoever as the third rail may be located either to the right or the left of the main rails 10 and 11 Especially for Patent Office purposes this makes no difference as it has no bearing at all on the circuit involved. Diagrammatically illustrated at 13 is the essential portion of a car travelling upon the track, the numeral 14 designating an axle carrying wheels 15 running upon the rails 10 and 11, this axle carrying a pulley 16, or any other equivalent drive mechanism, en- 55 gaged by a belt 17 driven by the pulley 18 on a motor 19 forming part of one of the trucks of the electric car, locomotive or other device. The axle 14 and that wheel 15 traversing the rail 10 are electrically insulated from all the other wheels and axles on the train with which the inventicn is used. The wheel 15 which traverses the rail 11, while being mounted on the axle 14, is insulated therefrom as indicated at 15'. The motor has two leads 20 and 21, the former connected with a brush or shoe 22 travelling along the third rail 12, and the latter being connected with a brush 23 electrically connected with or directly engaging the axle 14. It should of course be understood that this showing is absolutely diagrammatic and is not intended to represent the actual conditions which exist, the only purpose being to illustrate what happens electrically in the carrying out of the system. For the purposes or" the present invention, one rail, for instance the rail 10, is shown as provided with a dead section 24 insulated at 25 from the remainder of the rail, for a reason to be hereinafter explained.

The system includes a semaphore 26 suitably pivo'ta'lly mounted at 27 upon a support 28 and provided with a red lens 29 and a green lens 30 either one of which is adapted to be brought into registration with or in front of an incandescent lamp 31 energized in a manner to be described so that either a red or a green signal will be given depending upon whether the semaphore is 85 in a diagonal or a horizontal position.

Pivotally connected at 32 with the semaphore 26 is a rod 33, or link which ever it is preferred to call it, which is in turn pivotally connected at 34 with a plunger 35 carrying an armature or 90 core 36 adapted to be acted upon by either one of a pair of

solenoids

37 and 38. Connected with the rail 10 is a conductor 39 with which is connected a conductor 40 connected with one terminal of the solenoid 38, the other terminal of which 95 is connected with a contact 41 adapted to be engaged by a movable switch arm 42 of the nonlocking type connected by a conductor 43 with the third rail 12. The movable switch arm 42 is adapted to be brought into engagement with a contact 44 connected by a conductor 45 with one terminal of the solenoid 37, the other terminal of which is connected by a conductor 46 with the conductor 39.

There is also provided a source of current 4'7 which has one terminal connected by a conductor 48 with the third rail 12 and which has its other terminal connected with the conductor 39. Carried by the plunger 35 is a transverse contact 49 adapted to engage and bridge a pair of contacts and 51, the forrrcz' of which connected by a conductor 52 with one terminal of a holding coil or solenoid 53 which its other terminal connected by a conductor -4 with the conductor 39, The latter mentioned contact, 51, is connected by a conductor 55 with movable switch arm 42 and of course the conductor 43 which leads to the third rail 12. Scoperating with the holding coil or solenoid 53 a core 56 carrying a transverse contact 57 normally connected by a conductor 58 with the conductor 39 and adapted to engage a contact 59 connected by a conductor 60 with the dead rail section Connected with the contact 57 of the solenoid core 56 is a spring 61 normally tending to draw the contact 57 to the contact 59. One contact terminal of the incandescent lamp S1 is connected by a conductor 62 with the conductor 39 and its other terminal is connected by a conductor 63 with the conductor 55.

In the operation, it will be seen that when the movable switch arm 42 is in its right hand posi-.

tion as illustrated in the diagram in engagement with the contact 41, current will flow from the source 47 through the conductor 48 to the third rail 12, through the conductor 43, switch arm 42, contact 41, solenoid 3S, conductor 40, conductor 39, back to the source so that the core 36 will be held in its lowermost position with the semaphore arm 26 disposed horizontally with the red lens 29 disposed in registration with the incandescent lamp 31 so that a red light will be displayed indicating to the motor-man or operator of the car 13 that he should stop. Also it is of course apparent that current flowing from the source 47 through the conductor 43 to the third rail 12 will pass through the contact shoe or brush 22, conductor 20, motor 19, conductor 21, brush 23, axle 14, wheels 15, rail 16, through the conductor 39, back to the source 47, thus energizing the electric car, locomotive, train or the like so that it may run. However, with the switch 42 in this right hand position, it will be apparent that when the car or other vehicle runs upon the dead rail section 24 the circuit will be broken as this section 24 is insulated from the section 10. This will of course stop the train. The switch comprising the

parts

41, 42 and 44 should be of the non-locking type to avoid any possibility of burning out a solenoid.

If it be desired to continue the train in operation over the dead rail section 24 or if it be desired to start the train while thewheels thereof are resting on this section 24, it is merely necessary for the operator to swing the movable switch arm 42 out of engagement with the contact 41 into engagement with the contact 44. When this is done it is of course apparent that current will flow from the source 47 through the conductor 48, third rail 12, conductor 43, switch arm 42, contact 44, conductor 45, solenoid 37, conductor 46, conductor 39, back to the source 47, the energization of the solenoid 37 causing the core 36 to be moved upwardly within the confines thereof, moving the semaphore arm 26 into an upwardly extending position with the green pane or lens 30 registering with the incandescent lamp 31, thereby indicating a safety signal. At the same time, the upward movement of the plunger 35 causes the contact 43 to be disengaged from the

contacts

50 and 51 so that current flow through the solenoid or holding coil 53 will be broken, thereby permitting the spring 61 to move the contact 57 up into engagement with the contact 59, thereby completing the circuit at this point so that current flowing from the source 4'7 will pass through the conductor 39, conductor 58, contact 57, contact 59, conductor 60, to the rail section 24, through one wheel 15, axle l4, brush 23, conductor 21, motor 19, conductor 20, brush 22, and conductor 48, back to the source, thereby completing the circuit through the motor of the locomotive, car or train so that it pass successfully over the previously dead rail section 24.

From the foregoing description and study of the drawing it will be apparent that I have thus provided a, train control system in which the operation of an electric car, locomotive, train or the like may be controlled from any distance no matter how remote from the system. It will also be observed by the simple manipulation of a switch the train may be permitted to pass by. Another feature to be noted is that a signal device is given either as regards safety or danger and that if the motorman or engineer should pass by this signal his train will be automatically stopped or permitted to go by depending upon the position of the signal.

From the foregoing description and a study of the drawing it is believed that the construction, operation and advantages should be readily apparent to one skilled in the art without further explanation.

While I have shown and described the preferred embodiment of the invention, it should of course be understood that I reserve the right to make all such changes in the details of construction and the arrangement and combination of parts as will not depart from the spirit of the invention or the scope of the subjoined claims, for instance it being immaterial which one of the rails be considered the third rail.

Having thus described my invention I claim:

1. In an automatic train control system, the combination of main rails upon which travel the wheels of a vehicle connected by an axle, one rail having an insulated section, a power rail, a motor for driving the axle and having one terminal connected electrically through the axle and one wheel with the main rail containing the insulated section and having its other terminal electrically-connected with the power rail, a source of current having one terminal connected with the main rail containing the insulated section and its other terminal connected with the power rail, a. remotely located switch embodying a movable arm connected with the power rail, a pair of solenoids, a plunger carrying a core adapted to be affected by a selected one of said solenoids, a semaphore arm connected with said plunger and movable thereby, illuminated signalling means carried by the semaphore, a contact engageable by the movable member of said switch and connected with one terminal of one of said solenoids, a second contact engageable by the movable arm of said switch and connected with one terminal of the other of said solenoids, both of said solenoids having their other terminals connected with the source of current, an additional solenoid having one terminal connected with the source of current, a pair of contacts, one of which is connected with the remaining terminal of said additional solenoid and the other of which is connected with the movable s 'itch member, a core movable under the influence of said additional solenoid and carrying an armature connected with the source of current, a further contact connected with the ture for supplying current to said insulated rail section when the semaphore is in its safety indicating position.

2. In an automatic train control system, the combination of main rails one having an insulated section therein, a vehicle having Wheels travelling along said rails and connected by an axle, the wheel travelling on the rail having the insulated section being electrically connected with the axle and the other wheel being insulated therefrom, a power rail, a motor for driving the axle having one terminal electrically connected with the axle and its other electrically connected with the power rail, a source of current having one terminal connected with the main rail containing the insulated section and its other terminal connected with the power rail, a pair of solenoids, a plunger carrying a core adapted to be affected by a selected one of said solenoids, a semaphore arm connected with said plunger and movable thereby, a remotely located switch connected with the source of current and the solenoids for energizing a selected one of the latter, an electro-magnetic relay switch connected with the source of current and the insulated rail section, and circuit closing means operable by said plunger upon movement of the semaphore to safety position for energizing said electro-magnetic relay and closing the circuit between the source and the insulated rail section.

WILLIAM NAKEN.