US1322418A - Railway-train control. - Google Patents

Description

H. S. FOLKER.

RAILWAY TRAIN CONTROL.

APPLICATION FILED FEB. 17. 1919.

1,322,418. Patented Nov. 18, 1919.

4 SHEETSSHEET t.

WITNESS INVENTOR W BY A TTORNE YS H. S. FOLKER.

RAILWAY TRAIN CONTROL.

APPLICATION FILED'FEB. n. 1919.

Patented Nov. 18, 1919'.

4 SHEETS-SHEET 2.

INIYVEIVTOR j [5%,

H. S. FOLKER.

RAILWAY TRAIN CONTROL.

APPLICATION FILED FEB. 11, 1919. 4

Patented Nov. 18,1919.

4 SHEETS-SHEET 3.

' INVE ma WITNESS ATTORNEYS H. S. FOLKER.

RAILWAY TRAIN CONTROL. P momma FILED FEB. n. 1919.

.1 $22,418. Patented Nov. 18, 191%.

4 SHEETS-SHEET 4.

WITNESS INVENTOR I v E Zdf'; Mr BY MW] A TTORNE Y5 UNITED STATES PATENT OFFICE.

HOWARD S. FOLKER, OF SAN FRANCISCO, CALIFORNIA, ASSIGNOR TO. NATIONAL SAFETY APPLIANCE COMPANY, OF SAN FRANCISCO. CALIFORNIA, A CORPORATION OF CALI- FORNIA.

RAILWAY-TRAIN CONTROL.

Specification of Letters Patent.

Patented Nov. 18, 1919.

. l ()ne of the principal objects of the present invention is to rovide an improved construction which is capableot' assemblage in a small unit and is adapted for accurate operation to vent the train air pipe 'oroperate other mechanism on the moving of the.

unit over a magnet or control mechanism; The device is capable of operation even when the vehicle is moving at extremely high speed and is but momentarily in cooperation with the control magnet or other operating means. provide a construction composed of units which are capable of assemblage forventing I the train air pipe or operating other mechanism, either on the forward or rearward movement of the train or vehicle, whereby a proper signal. dependent on the position of the control magnet is transmitted to the. vehicle.'

The invention consists broadly in providing a polarized track magnet having a controlling keeper and positioned prefeiably at the entrance of a rail block and with which cooperate suitable auxiliary controlling valves and other control valves, the

operation of which is controlled by the neu-.

tralizing of the magnetism of certain magnetswhich normally maintain said valves closed, the pole pieces of which are adapted for passing within the magnetic field of the permanent track magnet; all of said valves being capable of venting the train air line pressure, the train line pressure under certain conditions assisting to retains-aid control valves in their closed position.

With the above mentioned and other ob-, jects in view, the invention consists in the novel construction and combination of parts hereinafter described, illustrated in the ac- A further object is td companying drawings and pointed out in the claims hereto appended: it being understood that various changes in the form, proportion, size and minor details of construction within, tllQSCOPG of the claiins may be resorted to without departing from the spirit or sacrificing any of the advantages of the invention.

T o more fully comprehend the in ention, reference is directed to the accompanying drawings,- wherein Figure 1 isa diagrammaticview of a track section at the entrance of a block, disclosing a track magnet and its controlling keeper, and the signal unit adapted to cooperate therewith.

I Fig. 2 is a view in side elevation of an engine truck with the control unit carried thereby and in a position about to enter a block, as illustrated in Fig. 1.

Fig. 3 is a-diagranimatic view of the control unitillustrating the same connected to the train control air line.

. F g. 4 is a top plan view of one ofthe auxiliary control valves.

Fig. 5 is a top plan view of one of the control valves.

F ig. 6 is a vertical sectional view taken on line 66 of Fig. 5.

F Fig. 7 is a sectional view taken on line 7 of Fig. at, viewed from the side of the unit.

Fig. 8 is a sectional view taken on line 8-8 of Fig. -1, viewed from the end of tho unit.

Fig. 9 is an enlarged sectional view of the lower end of one of the control units illus-- trating more clearly the relief groove and relief channel.

Fig. 10 15 anenlarged detail'view of one of the units.

Referring more particularly to the several polarized permanent track magnet 3, pref-- 'erably of the horse-shoe type, and the keeper 4 of which is controlled by a suitable mechanism 5 operated in any suitable manner, as,

for example, by the apparatus illustrated in co-pending application Serial Number 2223. S

A in Fig. 2 of the drawings, the truck t. of avehicle. preferably one of the tender tracks of the engine, operating on the railway carries in spaced relation above the tracks a suitable apparatus T consisting of the iinlependent units 5, J, 10 and 11 secured to a supporting member 12 and arranged thereon in a line parallel with the tracks 1, as in Figs. 1 and 2 of the drawings. the. units ta and 11. hereinafter termed auxiliary control units. are duplicates and are a 'ranged at the opposite ends of the appar:uus"and the units 9 and 1t), hereinafter termed control units, are. arranged toward the center of the apparatus, and are t'luplicates .of each other. The units are connected by pipes, hereinafter described. with a suitable pipe 13 having positioned therein a cut-off valve 14. Figs. :2 and 3 of the d 'awings. and which valve is preferably located at a point on the locomotive which requires the engineer to dismount. from the ab to the ground in order to operate the same.

The control and auxiliary control units hereinafter described are identical in construction, with the exception that the control units, as illust ated in Figs. 3, 5 and (3, have. an. air passage extending therein, which,

. communicates with the bottom of the valve stem. It will be thereforeapparentthat a description of the construction illustrated in Fig. 8 will sul'lice for either the control or auxiliary control units.

The units are constructed and the parts are arranged preferably in the. following manner. reference being had to Figs.4 t0 8 inclusive of the drawings.

Cach unit comprises a casing 15 having a removable head 16 adapted for attachment through the openings 17 to the underside of the support 1;. The head It. is provided in its center with a port 17 within the base of which is received and held by a ring 18 a flexible valve disk 15). the opening :20 of which is adapted to lie closed by the upper end of a vertically movable valve rod zl, the diameter of which is greater than the diameter ot' the openiin 2!). The. valve rod 21 in its movement controls the communication from the opening 17 through the port. 20 to a vent channel 2; extending laterally through the head it; and opening. as at 23', to the atmosphere. The valve'rod l normally maintained against the. umler-surface of the disk 19 to close the opening it) by the magnetism of a suitable permanent magnet 24 mounted within the casing 15, and preferably of the horse-shoe type. said magnet. attracting an armature 25 carried by the lower end of the valve rod ill. The opposite poles of said magnet extend late ally from the.

opposite sides of the casing 1:"), in the form of arms 27, which carry on their extreme being designed to pass within the magnetic field of the permanent track magnet El when the keeper 4- is released therefrom. wherebv the magnetism of-the unit magnet it is neutralized at such time as the pole pieces thereof enter the magnetic field of the track magnet 25 with said pole pieces of the unit magnet reversed to the poles of the track magnet.

The lower eml of the valve rod 21 is guided in a chamber 2!) and at the base of said valve rod is positioned a suitable valve plate or member 50 of a diameter less than that of the chamber 29, and against which 30 operates a spring 31 positioned withinsaid chamber, which spring normally maintains the member'ilt) seated against ,the annular flange 30' which over-hangs the chamber, 29. This construction provides a communication between the chamber 29 and the pper rface of the member 30 when said member is released from its seat.

The tension of the springfil; is suliicientto raise th e'valve rod 21 and its associated armature 25 to. force the upper endot' the 'alve rod in contact with theund'erface of the disk 19 when pressure in the opening 11' is cut off. 'lien in this position the armature :25 co '3perat es with the magnet 2-l uiain taining the valve rod seated against the undersurface of the disk 19, and the magnet 24: is of sullicient strength to maintain thevalve rod so seated against. pressure in the pipe 13. i lot The pipe 125 communicates with a pipe 32 which at. its opposite ends connects respec tively with the opening 17 ot' tla controlv valves 0 and 1t). and from said pipe 32, intermediate of its conl lecti'oll with pipe .13 and the opening 17 of-cmltrol valve. 10, extends a suitablepipe iil-icoimecting with the opening I? of the auxfiliarycontrol valve H.

A similar pipe'i'i-l connects with the pipe 32 intermediate its (amnectioi'i with the pipe 13 and the opening l 7 of control valve 9 and communicates with the opening 17 of the auxiliary control valve 11. 'lhese pipes 33,.

2-53 and 5- are in'eferably formed as bores or channels within the supp n-ting member 12. but for purposes of clearness are illustrated in Fig. 2; as pipes.

The control valves 1) and I as heretofore stated, are similar 'in their construction to the auxiliary control valves 3 and 11: however the same diller-iu the following resl'a-cts. reference being had to Figs. 5 and of'the drawings. f

Extending vertically through the casing 1.3 of the units 9 and It) 'is a relieflchannel 35. the lower end of which"cooperates with the base of the (.lutl'llbtl '29 below the disk 30 therein, as clearly illustrated in Fig. 3, and when the units are ar anged, as,in Fig.

2 of the drawings, the, upper end of the way i pipe 35015 the unit 9 intersects the pipe 34,

and the upper end of the channel of the unit 10 intersects the pipe 33.

In the respective pipes 33 and 34, intermediate the intersection of the channels 35 therewith and the point of connection of the respective pipes with the pipe 3:2, are positioned the choke fittings 36, as illustrated in Fig. 3 of the drawings.

The lower end of the valve rod of each of the control units 9 and 10 is provided with a safety leakage groove 37 which permits the venting of the air in chamber 2" of the control units to the interior of the casing 15 of the respective units on the valves thereof being unseatcd.

In the device as assembled and arranged, particularly 'in Figs-1 and 2 of the drawings, the units 8 and 10 control the venting of the air line on the movement of the train in the direction of the arrow C while the units 11 and 9 control the venting of the air line on the backing of the train when the same is moving in the direction of the arrow D, Fig. 1.

Referring particularly to, Fig. 1 of the drawings, it will be observed thatthe poles of the magnets of the units 8 and 10 are arranged reversed to the poles'ofithe permanent track magnet 3, While the poles of the units 11 and 9 are arranged to correspond with the poles of the permanent track magnet 3. i

The train moving in the direction ofthe arrow C or D, in Fig. 1 of the drawings, with the keeper of the magnet connecting the poles thereof, no action will take place on the units passing over said magnet. However, on the disengagement of the keeper 4 from the poles of the magnet 33, due to the operation of the mechanism set forth in the previously mentioned co-pending application, a magnetic field is created above said poles of the magnet-3 and the movement of the apparatus within the field thereof causes the operation of the units as follows. The valve 14 being opened, pcrmits pressure to be built up in the pipe 13, which in turn, builds a pressure in pipes 3:2, 33, 34 and 35 through the choke fittings 36, which pressure is exerted against the upper end of the stem 21 of each of the units 8, 9, 10 and 11., Pressure is also built un against the valve 30 at the-lower end of the valve stems 21 of the controlled valves 9 and 10 In the forward engine movement in' the direction of the arrow C, Fig.1, the unit 8 enters the magnetic field of track magnet 3 first; ()wing to the greater power of the track magnet 3 and the opposite arrangement of the poles of the magnet 24 of-unit 8 thereto the polarization of armature 25 of unit 8 is neutralized and the amature of said magnet associatedjvith the valve rod is released, permitting the air pressure in pipe cient air from the. pipe 13 to cause an ap-" plication of the trains brakes as the choke fitting 36 in pipe 33 limits the escape of the air from pipe 32 through pipe 33 on the operation of-thc control unit 8. As the auxiliary control unit 8 passes from the magnetic field ot' the magnet 3, the armature of said unit secured to the stem 21 of the valve rod thereof is raised by the spring 31 against the reduced air pressure in the opening 17 to contact with tie poles of the magnet 24 of said unit 8 by which it is energized and held, thus forcing the' upper end of the stem into contact with the disk 19 shutting off the comnmnication between the end of pipe 33 and the atmosphere, permitting a pressure to be built up'in the pipe 33 and pipe 35 extending therefrom. How- .ever, as the auxiliarycontrol unit. 8 is passing out of the magnetic field-of the magnet 4 and before a pressure can be built up in the. pipe 35 of the control unit 10, said control unit 10 is entering the field of the magnet 3, the movement of the control unit 10 into and througlrthe field of the magnet 3 causes a neutralizing ofthe polarity of the magnet 24 of unit 10, which permits the pressure in pipe 32 to force the valve rod 21 of the unit 10 from its seat, which vents the air pressure in the end of pipe 32 associated with unit 10 to escape through the opening 17 in channels 22 and 23 of said unit 10 and as a precaution any pressure that is built up through the channels 35 and against the lower end of the valve rod 21 is released or vented to the interior of-the casing of unit 10 through the groove-37'at the lower end of the valve rod 21 of member 10; thus the air pressure in pipe 13 is vented to-the at-' mosphere and said air pressure is of sufficient strength to maintaint he arn'iature 25 of the valve rod :21 of said unit 10 disengaged from its magnet 24 on the movement of the unit without the magnetic field of track magnet 4 and until such time as the valve 14 is operated to cut off the pressure in the. pipe 13' and, as heretofore explained, the operation of this valve requiresthe engineer to dismount from his cab, which assures the bringing of the vehicle to a stop before the brakes can be released by the closing of the valve 14.

On the backing movement of the engine the auxiliary control unit 11 first passes through the field of the magnet 3 but it is not operated thereby owing to the airangement of the poles of the unit and the poles of'ihe magnet. -'lhe control valve 1 next passes into the lield ol' the magnet 3 and the power of said track magnet 3 neutralizes the magnet of said unit lihhet the air pressure in pipe 52 conunuuicating with the unit ll) is unable to unseat the valve rod 21 as the pressure inthe pipe 35 of the unit 10 is against the lower end of the valve rod 21 and thus the pressure on both ends of the valve rod are equalized. \s the unit 10 passes without the ticld ot' the magnet 3 during the hacking movement of th c engine, the control valve unit 9 passes within the field of said magnet 3; the poles of-the magnet of said unit are: arranged similar to the poles of themagnet of the unit 11; said unit 9 is not operated but passes through the field of the magnet 3. The auxiliary control unit 8 then passes into and through the fieldot' the magnet 53 and'the powerof said-magnet 3 aspre'viously described neutralizes the pow-er ot' the maguetot this unit but before the pressure in pipes and llli'llltli"pipe 35 conn'nunicating with unit l0 can be reduced 'sulliciently to permit the valve rod 21 t-"l unit 10 to be forced from its seat. the armature of the n'iagnet of the unit is attracted by the magnet of the unit as thesame has passedti-om the field of the track magnet 3 and the valve rod .21 of unit 8 is restored to normal closed position.

()n the movement of the engine in the direction of the arrow -DFig. 1 ofthe drawings. the magnet controls the operation of the apparatus on theengine 'ente'ring the block A and in this movement the auxiliary control unit 8 operates similarly to the operation of-the-control unit 11 in the backing movement, previously del scribed, and the auxiliary control unit 10 similarly to the operation of the auxiliary control unit 9 in the backing movement. as previously described. In the backing movement-ot' the engine as headed in the direction of the arrow 1) and within the block A the auxiliary control unit 11 operates silngarly to the operation of the auxiliary controF unit 8 in the forward movement. previously described, and the coiitrolflnnit 9 operates similarly to the operation of the control'unit10in the forward movement.

as previously described.

\ This four unitconstruction arranged in pairs provides an'efiicient control meclianisnr for'atrain air line adapted for the control operation of the vehicle when the unit carrying the same is headed in either direction on a given piece of track, either a double track where a permanent track magnet is positioned at the entrance to each block, or on a single stretch of track where the porn'ianent, track magnets are positioned at opposite ends'of eaclrblock with the l)()lt.'.\ of opposing magnets reversed, as in Fig. 2 of the drawings.

Having thus described my inventiom what I claim as new and desire to protect by Let tcrs latent is:

1. In combination with'arailway vehicle having an air line opening to the atmosphere, said airline provided with a branch line having a restricted flow and also openin; to the atmosphere, a valve unit and an auxiliary valve unit provided respectively with a valve and auxiliary valve closing against the pressure in said respective lines for controlling the openings ofsaid respectiye lines to the atmosphere and arranged in spaced relation longitudinally of the vehicle,'a relief valve directly connected with said valve unit and opening against the pressure in a relief channel extended from said lateral line'to said valve unit,'a $012!)- ized magnet associated with s'aid'valve and auxiliary valve for normally maintaining the same and said relief valve losed, said magnets arranged with corresponding poles toward the 'sameside' of vehicle, a permanent polarized track magnet arranged with its poles reversed to the poles of said Valve controlling magnets antl within the field of which said valve magnets successively pass during the movement of the vehicle thereover, means associated with the said track magnetfor controlling the magnetic field thereo'f, means for shutting off the pressure in said air line, and meansv for operating said-valve members to closed position on'the shutting off of the train air line' flow.

2. In combinationwith a railway vehicle having an air line openingto the atmosphere, means for controlling the passage of air theretlirough, a valve closing against pressure in said line 'for controlling the opening of said line to the atmosphere. a branch line extended from said airline and having a restricted flow and also opening to the-atmosphere, ali auxiliary valve closing against the pressure in said branch line for controlling theopeniiig of the same to the atmosphere. a relief channel 'extended from said branch line and opening to the at-mos phere. a relief valve directly connected with said'valve and adapted for closing with the pressure in said relief channel, whereby the pressure against said relief valve approximately counterbalanccs the pressure against. said valve. a polarized magnet associated with said valve and relief valve; a polarized magnet associattal \vithsaid auxiliary valve and arranged with corresponding poles'toward the same side of said vehicle, a polar ized tract magnet arranged with its poles reversed to the poles of said valve control- 1mg magnets and through the field of which said valve magnets successively pass during the movement of the vehicle thereover, andtherein, an air line having an cscapc'to the" atmosphere normally closed by said control ling valve, polarized n'iagnetic means for normally maintaining said valve closed, an auxiliary controlling unit, an auxiliary controlling valve therein, a branch line of a restricted flow extending from said air line and having an escape to the atmosphere normallyiclosed by said auxiliary valve, polarized magnetic means for maintaining said auxiliary valve normally closed,'said means arranged with corresponding poles toward the same side of said vehicle, a connection extending from said branch line for maintaining a counterbalancing pressure against said controlling valve releasable on the operation of said auxiliary controlling valve, a polarized track magnet arranged with its poles reverse to the poles of said magnetic means and through the field of which said auxiliary controlling and controlling units successively pass during the movement of the vehicle thereover, and means for controlling the magnetic field of said track magnet. r

4. A railway vehicle signal system including a controlling unit, a controlling valfve therein, an air line having an escape to the atmosphere normallly closed by said controlling valve, polarized magnetic means for normally maintaining said valve closed against the pressure in said air line, a restricted connection extending from said air line and communicating with said valve for maintaining a counter-balancing pressure against the same, magnetically operated means normally closed against the pressure in said restricted connection and'capable of operation to release said pressure, a polarized track magnet arranged with its poles reversed to the poles ofsaid magnetic means and said magiwtically operated means and through the field of which said means are successively movable during the movement of the vehicle thereovcr, and means for controlling the magnetic he'ld of said track magnet. l

5. A valve unit for railway vcontrol syst'ems including a body member provided with a connection leading to thd' vehicle air line and opening to the atmosphere, s'a'id unit being further provided with a restricted connection also leading from the air line, a valve member within said unit and closing against the pressure in said first connection and opening against the pressure in said second connection, and a polarized magnetic means within said unit for maintainihg said valve normally closed. 6. A valve unit for railway control systems including a body member provided with a connection leading to the vehicle air line and opening to the atmosphere, said unit being further provided with a restricted connection also leading to the air line and opening to the atmosphere, a valve member with in said unit and closing against the pressure in said first connection and opening against the pressure in said latter connection, said valve when unseated permitting the pres-- sure in both connections to escape to the atmosphere, and polarized magnetic means for maintaining said valve member seated. I In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

HOWARD S. FOLKER.

Witnesses:

HARRY A. TOTTEN, D. B. RICHARDS.

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