US2201512A - Automatic control for toy electric trains - Google Patents

Description

May 2l, 1940 c. J. R. wl'rMAN h 2,201,512

AUTOMATIC CONTROL FOR TOY ELECTRIC TRAINS Filed Dec. .19, 1938 2 Sheets-Sheet 1 wn-Nsss ATTORNEYS May .21, 1940.' c. .1. R. wrrMAN AUTOMATIC CONTROL FOR TOY ELECTRIC TRAINS Filed nec. 19," 1938 2 sneetssneer 2 IIIIII VIIIIIIII falde Jj: Wim,

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ATTORNEYS lOl Patented May 21, 1940 UNiTED STATES lA'rtlsi'li oFFics AUTOMATIC V.CONTROL FOR TOY ELECTRIC TRAINS This invention relates to toy electric trainsl and has :for an object to provide apparatus for automatically controlling two or more toy electric trains so that they will start and stop without the possibility of wrecks or collisions.

A further object is to provide a novel track layout comprising preferably a main endless track and spaced transverse tracks within the enclosure ofthe endless track, in combination with magnetically operated switches of conventional type known by the trade namel of Lionel, operatingto'direct two or more trains in such manner-that the trains will travel alternately along the track layout, one train being halted while the other is running, and the running train at a point in its travel operating to start the halted train'on itsv journey just prior to the running train coming to a stop.

A further object. is to provide a device of this character whichmaybe readily constructed of conventional parts, and which will not easily get outof order.

With the above and other objects-inv view the invention consists of certain novel details of construction and combinations of parts hereinafter fully described and claimed, .it being understood that various modications'may be resorted to within the scope of the appended claims without departing from the'spirit or sacriicing l any of the advantages of the invention.

In the accompanying drawings forming part of this specification:

Figure 1 is a diagrammatic view showing the track layout, switches, and magnetic controlling devices.

Figure 2 is a longitudinal sectional View of one of the controlling` solenoid devices.

Figure Sis a cross sectional viewrtakenon` the line 3-3 of Figure 2 with parts removed.

Figure 4 is a plan view of one of the distant control track switches of conventional type.-

Referring now to thedrawings in which like characters of reference-designate similar parts in the various views, Ill designates the main endless track of a toy electric railroad, and II and I24 designate two spaced transverse ybranch tracks, this layout being illustrative, it being optional to use as many branch tracks as desired. There are three rails as usual constituting each track,

an outer rail I3, an inner rail lil, and an interwhich trains come to a halt, there being three such insulated .sections shown in the present .embodiment at I6, I'I and I8, the insulated section I6 being formed on onehendtransverse por--v tion of the main endless track and the insulated sections Il andy I8' being formed onv the branch tracks, all Of the insulated sections being paralle] to each other. Each insulated .section is formed by interpolating in the inner rail a pair of spaced blocks I9 of insulating material and interpolating in the intermediate rail a pairof spaced blocks 2i) of insulating material opposite 10 the blocks I 9. y

Included in the construction ofthe track layout are a lplurality of pressure operated electricA switches 2I, 22 and 23, interposed in the transverse end portion of the main trackA and inthe twobranch tracks in advance of the insulated sections, by advance meaning in the direction of a train traveling counterclockwise along' the track layoutas indicated bythe arrowheads. The pressure` operated switches are of the convenltional type comprising a hinged section of the track forming` a circuit closer and moving the c circuit closer to circuit 'closing position by the weight of the engine of the toy train,'as`the toy' train passes thereover. l

Incorporated in the main track at the entrancel to the transverse branch tracks are respective dis- Y tant control switchesZ and 25 of the conven- Y A tional type which maybe identified by the catolog i ly in Figure 1 and `shown somewhat in detailin.

Figures 2 and 3.

Each solenoid type electric switch is provided with two coils-3l and 32 mounted on an insulat` ing base '33 which latter carries two` pairs of spaced stationary switch contacts 311y and y;

The core 36 is provided with an arm 3l of in-V' sulating material which carries a pair of spaced bridging switch contactsv 38' and 39 which are moved by the selectively energized coils 3| and 32 to bridge a'respective pair of the contacts 35-#34 and be yieldably held in circuit closing position through the medium of a spring i0 which is connected to the arm 31 vand base 33. and 42 are disposedrin the path of movement4 Stops lll'.v

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of the core 3G to limit movement thereof in either direction.

A transformer 43 furnishes the current supply, the transformer having taps 44 to deliver suitable voltage preferably within the range of 10 to 30 volts. l

In wiring the apparatus the transformer is connected by wires 45 and 45 to the intermediate track rail I and the outer track rail I3 respectively. A wire 41 is connected to the wire 45 and to the movable contact of each of the three pressure operated switches 2|, 22 and 23. A Wire 48 is connected to the xed switch contact of each lof the three pressure operated switches and to this latter wire a wire 49 is connected which leads to a terminal 50 on. the mounting base 33 of the three solenoid type electric switches 29, 29 and 30. A' wire 52 is connected to the wire 45 and to a terminal 53 on the base 33. Thus the current from the transformer is divided, part Vpassing to the pressure operated switches 2|, 22 and 23, part passing to the intermediate rail I5 and part passing to the three solenoid type electric switches 28, 39 and'38.

The purpose of the solenoids and their connections to the dead sections I6, Il and IBy of the track layout is to permit a train passingr over one of the pressure operated switches, prior to coming to rest in a dead section, as train #2 is s hown in the diagram, energizing a dead section as Vfor example, the dead section I1, to permit the train thereon to start on its journey as shown by train #l which has just left the dead section |'I while train #2 has come to rest in the dead section I6.

The pressure controlled switches are so wired to the automatic control switch that any of the pressure controlled switches can operate anyone of the solenoids. The train o n the dead section of the track is the selective operator of the solenoid. The wiring diagram is shown in Figure l.

The inner rails I4 of the dead sections I6, |'I and |8 of the track are connected by respective wires 54, 56 and 58 to one end of the front coil 32 of the respective solenoids 39, 29 and 28.

The intermediate rails I5 of the dead sections are connected by respective wires 55, 51 and 59 to one of the front contacts 35 of the respective solenoids 35, 29 and 28 and to the front end of the rear coil 3| of these solenoids.

A wire 63 is connected to the transformer terminal 53 and to the other front contacts 35 of the solenoids 28, 29 and 3G and supplies current to these contacts, which contacts, as' before explained, are connected to the front end of the rear coil 3| of the solenoids.

A wire 6| is connected to the rear end of the rear coils 3| of these solenoids and is connected by a wire 62 to a reset switch 63, for all the solenoids, located on the main endless vtrack in ad- Vance of the last dead section I8.

When a train passes over the reset switch 63, any solenoid which is set with its bridging switch Contact 3S cross-connecting the two front contacts 35, as shown by the position of the intermediate solenoids 29, will be moved to the other position to dispose the bridging switch contact to engage the rear contacts 38, by energizing of the rear coil 3| of that solenoid by operation of the reset switch.

l and 23. The other rear contact is connected by a wire 65 to the rear end of the front coil 32 of the respective relay.

In operation, when a train passes over a pressure operated switch the current flows to the solenoid 32 through the wire 49, wire 6|, one rear contact 34, rear bridging switch contact 38, to the rear contact 34 which is connected to the rear of the solenoid 32. However, the corewill not move until current has been supplied to the other end of the solenoid 32. This current must come from the outer track rail I3 and pass through the locomotive, which is the selector, to the intermediate track rail I5, to wire 54, 56 or 58, whichever the case may be, to the respective solenoid 32. When that selected solenoid is energized its core is moved and moves the front bridging switch contact 39 into circuit closing position on the front contacts 35 of said solenoid, in which position the respective wires 55, 51 and 59, whichever the case may be, are energized to put in motion the train on the respective dead section of the track.

When any train reaches the reset switch 63 the switch is operated to energize the rear solenoid 3| whose front bridging contact is in circuit closing position to retract the core thereof and move the rear bridging switch contact 38 into circuit closing position on the rear contacts 34 and reset the solenoid switch forthe next actuation which has been described above.

There is no predetermined rotation of the solenoids. A train can be taken olf the track entirely and replaced in most any part of the layout and be able to continue its rotation as if it had never been disturbed. This can only be done by the current flowing through the locomotive.

From the above it is thought that it will be clear how the movements of the trains areautomatically controlled by the pressure operated switches, solenoid switches and reset switch, without further explanation.

For controlling the trains manually a manually operable switch 66 which is connected to the wire 52 and wire 49 on the other side of the terminals 50 and 53 from thesolenoids 28, 29 and 30.

From the above description it is thought that the construction and operation of the invention will be fully understood without further explanation.

What is claimed is:

1. Control apparatus for toy electric trains comprlsing a main substantially oblong track and spaced transverse branch tracks within the enclosure of the main track, each track having three rails, insulated sections on the rails of the transverse end portions of the main track and on the rails of each transverse branch tracks upon which trains are brought to a halt for a time period, pressure operated electric switches interposed in the transverse end portion of the main track and in the branch tracks in advance of the insulated sections 'of the tracks and closed by trains passing thereover, electrically controlled switches incorporated in the main track at the entrance to the transverse branch tracks for directing trains into the branch tracks, electrically controlled switches incorporated in the main track at the exits of the branch track for directing trains into the main track, a current supply connected in circuit with the intermediate track rail and the outer track rail of the tracks and connected in circuit with each of the pressure operated switches, and solenoid switches connected in circuit with the source of electricity each having two coils and a movable contact and pairs of fixed contacts forming two circuit closing positions, the coils and fixed contacts of each solenoid being connected in circuit with a pressure operated switch in such manner as to energize an insulated section of the track to permit the train halted thereon to proceed therefrom simultaneously with a predetermined pressure operated switch being closed by a train passing thereover. l

2. Control apparatus for toy electric trains comprising a main substantially oblong track and spaced transverse branch tracks within the enclosure of the endless track, each track having three rails, insulated sections on the rails of thev transverse end portions of the main track and on the rails of the branch tracks upon which toy trains are brought to a halt for a timeperiod, pressure operated electric switches interposed in the transverse end portion of the main track and in the branch tracks in advance of the insulated.

sections of the tracks and closed by trains pass cuit with the intermediate track rail and the outer track rail of the tracks and connected in .circuit with each of the pressure operated switches, solenoid switches connected in circuit coils and a movable contact and pairs of fixed contacts forming two circuit closing positions, the coils and fixed contacts of each solenoid being connected in circuit with a pressure operated switch in such manner as to energize an insulated section of the track to permit the vtrain halted thereon to proceed therefrom simultaneously with a predetermined pressure operated switch being closed by a train passing thereover, and a reset switch incorporated inv the main ytrack and connected in circuit with certain of the coils of the solenoid switches and operated by a train passing thereover to reset the solenoid switches after each actuation.

CLYDE J. R. 'WITMAN.

Y ing thereover, a current supply connected in cir- 5 l with the source of electricity each having two

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