US1294979A - Automatic train-control device. - Google Patents

Description

W. V. TURNER.

AUTOMATIC- TRAIN- CONTROL DEVICE. APPUCAHON FILED MAELZB, 19.11.

Patented Feb. 18, 1919 INVENTOR s WalfarvTurner M by 4 "wanrnnv. rename,onwinninsenne, rn yin'svnviiniinnssienon 'rornn Weenies nonsn are Beans CQMPAZN ol wrnmnngome, PENNSYLVANIA; a CORPORATION,

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To all whom it may concern:

Be it known that I, WALTER V. TU NER,

citiien of the United States, residing at Wilkinsburg, in the county of Allegheny and State of' Pcnnsylvania. have invented new and useful Improvements 111 Automatic Tram-ControlDev ces, of which the following is a specification;

This invention-relates to automatic train control devices "employed to control the 'movement of railway trains.

the train himself far as possible rather than rely entirely upon the automatic operation of thet-rain'controlling apparatus.

The principal object of any invention is to provide means for penalizing the opera- ]tor whenever the train is controlled by the operation of the automatic train control apparatus. 1

For accomplishing the above object. I propose to provide a, device adapted to be operated upon 'a'ctiiation or the 1 automatic train control apparatus for preventing the release of the brakesuntil manually operated. and preferablv'this device is placed in an inconvenientlocation. such as underneath ,the car, so that the operator is compelled to-get'off the in order to reset the device and permit the'release of the brakes, beforethe train can proceed.

In the accompanying drawing. the single figure is a diagrammatic view, partly in sectionr oi anwan'tomatic train control apparatus embodyingmy'in'vention.

The automatic train control apparatus may comprise a device 1 for automatically operating; a circuit breaker 2. an emergency brake pipe 3 adapted to be connected to a valve device which is operated npona reduction in brake pipe pressure for eiicctmg an application of the bralres, and a magnet valve device 4 for etlfecting the vent ng of fluid from the brake pipe and adapted to be controlled bv'a track circuit.

The magnet valve device 4 may comprise a valve 5 and a magnet d having one tor-- minal o f its coil connected to ground and the other terminalconnected by wire 7 to a brush 8 adaptedto engage one of the rails of the track 9. i

"Specification of Letters Patent.

in valve-chamber 22 which is connected by Patented lFeb. lid, I1i9.

Application filed March 23, 1917. serial No. 157,934.

Insulated rail section 10 may be provided along the track and each section may be connected to a wire 11 containing a source of current 12. In order to energize the insulated rail sections, a switch 13 controlled by the movement of the usual'signal arm .14 may be provided, the switch 13 being closed when the signal arm is in danger position and opened when the arm is in clear position. i

According to my invention. the penalizing device may comprise a casing 15 to which the magnet valve device 4 may be attached and containing a piston having differential pistonheads 16 and 17.

The chamber 18 adjacent to the piston head 16 is connected by passagel9to valve chamber 20 containing: the valve ,5 and the piston head 17 carries a valve 21 contained passage 23 with brake pipe 3.

The automatic circuit breaking device 1 may comprise a piston 24 contained in piston chamber 25 which is connectedby pipe In operation, fluid under pressure is supplied from a source of fluid pressure, such as main reservoir through pipe 36' to passage 37. from which fluid is supplied in the normal position of the differential pis- '85 having the chamber 33 at one face connected .by passage 34: to piston chamber 18.

ton, through a feed groove 38,.topistonf chamber 18 and thence through passage 34.

to piston chamber 83. y

In the normal position of piston 24, as shown inthe drawing, piston chamber 25 is connected by a groove 39 tothe spring side of the piston whichis open to an exhaust port 40. The seated area of-valve piston 32 is therefore; normally subject to atmospheric pressure, so that the fluid pressure in piston chamber 33 will hold the valve piston seated.

If the train passes a track section 10 which has been energized by the movement of the signal arnr14= to danger position, the magnet i 6 will be energized to open valve 5 and vent fluid from piston chamber 18 to an exhaust port 41. The pressure in chamber-l8being thus reduced, brake pipe pressure acting in valve chamber 22 on the exposed area of the differential piston operates to, lift the pis'- ton andpermit the venting of fluid from the brake pipe 3 to the exhaust port 42, to thereby ause an emergency application of the bra es.

sage 31 to passage 27 and thence to piston 24, Saidpiston is then operated to throw the circuit breaker arm 30 and thus open the power circuit.

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When the differential piston is in its outer position, a passage 44 connects piston chamber 18 with exhaust port 42,so that possible leakage of fluid from the reservoir past the piston head 16 will not build up a pres- Sure in chamber, 18.

Since reservoir pressure now acts in the annular .groove43 of the differential piston,

a differential fluid pressure is exerted on the p ston Wh1ch mainta ns the same in its outer position and consequently the brake pipe pressure cannot be increased to effect the release of the brakes until the piston is moved back to its normal position.

For this'purpose a pull rod 45 having co1- a lar 46 is mounted wit 14 2:

" an operating handle 47.

in a cavity formed in the difl'erential piston and is provided with The pull rod is Jyieldingly held in normal position by a spring 48 and when the differential piston has been shifted to its outer position, the samemay be returned to normal position by manipulating the handle 47 to pull out the rod 45, so that the collar engages a shoulder 49 of the piston and the piston is shifted to close the exhaust passage 42 and also cut off communication from the reservoir 35 to the circuit breaker controlling piston...

As hereinbefore'stated, the resetting device is preferably located in a place which" is not too easily accessible, so that the operator is subjected to some inconvenience and delay if 'he allows the" train to be controlled by the operation of the automatic train control apparatus, instead of handling the train himself. I I

Having now described in -nvention, what I claim as new and desire to" cure by Letters Patent, is: y t

1. An automatic train control system comprising a brake pipe, a reduction in pressure in which is adapted to effect an application of the brakes, a piston device for venting fluid from the brake pipe, means controlled from the track for varying the fluid pressure on said piston device to operate same, and a pull rod adapted to be manually, operated for engaging said piston to return same to its normal position.

2. In an automatic train control system,

the combination with a brake pipe, a reduc-' tion in pressure in which is adapted to effect an application of the brakes, fluid operated means for controlling a power circuit.

breaker, a piston device for venting fluid from the brake p1pe and for varying the fluid pressure on said means, a valve controlled from the track-for varying the fluid pressure on. said piston device to operate same-and manually operated means for returning said piston device to releaseposition.

3. In an automatic train control system, the combination with a brake pipe, a reduction in pressure in which is adapted to effect an application of the brakes, a differential piston device for venting fluid from the brake pipe, means controlled fromthe track for varying the fluid pressure. on one side of said piston device to operate'the same, means for supplying fluid under pressure to the differential: area of said piston device upon movement to the open position for holding same in said position, and a manually operated device. for returning said plston device to normal position..

In testimony whereof IYliereunto set my hand.

WALTER V. TURNER.

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