US1517815A - Automatic train stop - Google Patents

Description

J. H. WRIGHT ET AL AUTOMATIC TRAIN. STOP Filed April 18, 1922 2 Sheets-Sheet l Jivvenors.

Mjamw Dec. 4- 1,517,815

J. H. WRIGHT ET AL AUTOMATI C TRAIN STO P Filed. April 18, 1922 -2 Sheets-Sheet 2 ava]; (501% EH, 3% 9:2 0 e, Wm 6 M Patented Dec. 2, 192 1.

PATENT @THQE.

JOHN H. WRIGHT AND BRUCE I-I. GROVE, OF BYE-0N, CALIFORNIA, ASSIGNORS OF ONE- TENTH TO ARTI'IJR E. MILLER, 0h SACRAMENTO, CALIFORNIA, ASAPI-I WILDER, OF BYRON, CALIFORNIA.

AND ONE-TENTH 'IO AUTOMATIC TRAIN STOP.

Application filed April 18,

To all whom it may concern:

Be it known that we, JOHN H. WVRIGHT and Barron I'I. Gnovn, citizens of the United States, residing at Byron, in the county of Contra Costa and State of California, have invented new and useful Improvements in Automatic Train Stops, of which the following is specification.

This invention relates to improvements in automatic train stop.

The principal object of this invention is to devise means whereby a train entering a block which is occupied by another train will be automatically prevented from proceeding.

Other objects of this invention are to provide means whereby a simple arrangement of parts will accomplish the above object with accuracy and efliciency; to provide means whereby our system may be applied to the present block system or may be applied to tracks at the present not protected by such a system; to provide means whereby the train may automatically indicate at a grade crossing the approach of a train from either. direction; to provide means for switching the current from a main semaphore light to an auxiliary light in the event that the main light becomes damaged or burned out; to provide means wherein the engineer will have to leave his cab after the automatic train stop has been thrown into operation in order to close the control valve, get back in cab and release his brakes; and finally to provide an open circuit system whereby the absence of current will cause the train entering an occupied block to be automatically stopped.

Other objects and advantages will be ap parent during the course of the following description.

In the accompanying drawings forming a part of this specification, and in which like numerals are employed to designate like parts throughout the same,

Figure 1 is adiagrammatic View of our system showing two home blocks and two distant blocks,

Figure 2 is a detail view showing the locomotive contact and pick up rail,

Figure 3 is a detail View in cross-section showing a portion of the train air pipe and the regulating valve thereof,

Figure 4: is a diagrammatic View showing 19.22. serial No. 554,651.

the arrangement of locomotive.

In present day block signal systems, the human element plays a large part in that if the engineer fails to observe the position of the semaphore board, he is liable to run into the block which often results in collision. Also it is a well known fact that should one of the present day relays become deranged, the semaphore would not indicate owing to the fact that it is a closed circuit system. We propose to overcome these difiiculties by providing a system wherein the train is automatically stopped if the engineer runs into an occupied block, and further we operate with relays which are normally held open with the result that if the current should fail, the relays will become closed, thereby causing the train to stop.

In the accompanying drawings wherein for the purpose of illustration is shown a preferred embodiment of our invention, and now referring to Figure 1, the numerals 9 and 11 refer to the usual track rails, and it will be noted that the rail 11 is continuous throughout its length while the rail 9 is divided into sections by insulating pieces which are indicated as by breaks 12, 13, 14 and 16. Track batteries 17, 18, 19 and 21 are provided, and it will be noted that each of these batteries has one terminal tied to the rail 11 and one terminal extending to each of the sections 9. Starting at the west end of the track, it will be noted that two relays are diagrammatically shown above the track while two relays are diagrammatically shown below the track. Those above will be hereinafter termed the control relays and those beneath the track will be termed the track relays. This arrangement is true at each block. -For the purpose of differentiating between the various blocks, the two end blocks will be hereinafter termed the distant blocks while the two center blocks will be termed the home blocks. As the wiring of each block-is identical, but one block will be described.

The numeral 22 designates the magnet of one of the track relays and it will be noted that this relay is tied to the rail 11 as at 10, and one of the sections 9 as at 15 at point adjacent the break as for instance the break be moved by the electro-magnet 22 which parts with respect to the.

armature carries a contact 24. This contact 24 is adapted to complete a circuit with the contact 26 which contact is carried upon a bus bar 27. This bus bar is in turn electrically connected as by a wire 28 to a pick-up rail 29. This pick-up rail is positioned between the tracks 9 and 11 and at a point in line with the break between the sections of the rail 9. A similar pick-up rail is placed in each block adjacent the break. An electro-magnet 31 is provided whch electromagnethas one side tied to the rail 11 as at 32 and has its opposite side tied to the rail 9*as at 33. Itwill be noted that this te-in point 33 is on the opposite side of the break from the tie-in point 15 of the other track relay. An armature 34 is provided, which armature is adapted' to be moved by the electro-magnet 31 and carries a contact 36 which is adapted to complete the electric c'rcuit with the contact 37 which is also mounted upon the bus bar 27'. A wire 38 is secured tothe armature 24 and has its opposite end secured to a contact 39. This contact is adapted to be contacted by a contact 41 mounted upon an armature 44. This armature is adapted to be moved by an electro magnet/16 which electro-magnet is connected-by a w're 47 to the rail 11 as at the point 10. It will also be noted that the armature 41 is also connected to the wire 47 so as to receive electrical energy therefrom. The opposite side of the electro-magnet 46 is connected" as by a wire 48 to the track section 9 but at a point one block distant as shown at 49..

The numeral 51 designates a wre having one end secured to a contact 52 and having its. opposite end connected to the armature 34. This contact 52 is adapted. to be contacted by a contact 53 mounted upon the armature. 55, which armature is adapted to be movedby the elect'ro-magnet 54. This electro magnet54 is'connect'ed on one side to the rail '11 as shown at 32 and has its oppos te end connected through a wire 56 to the rail 9" at appoint one block remote, (not shown).

The operation of these relays to maintain the same in a fixed position is as follows Current from the battery 17 will pass tlirou h the tie-in 15 to the electro-magnet 22 an v back to the tie-in point 10' thence through the rail 11 and back to the opposite side ofthe battery. Current for the electromagnet 31 will bereceived from the battery 18, the current flowing from the battery 18 through the rail 9, tie-in point 33, electromagnet 31, tie-in point 32 and rail 11 back to the battery. Current for the electro-magnet 46 will be received from the battery 19,-

through rail section 9, tie-in point 49, wire 48, thence through electro-magnet 46, tie-in point 10 and through rail 11 back to battery 19. The current for the electro-magnet 54 will be received from a trackrail (not shown) through wire 56, electro-magnet 54 and tie-in point 32 thence by the rail 11 back to the other side of the battery.

At 57 is diagrammatically shown a station where an operator or dispatcher may be located and at 58 is shown an indicator which may be of any standard form. This indicator is connected on opposite sides of the home block as by wires 59 and 61, these wires being connected to the rail sections 9. A common wLre 62 passes through a battery 63 and is connected to the rail section 11 as shown at 64. At 66 is shown a manually controlled switch one side of which is secured to the wire 62 while the opposite side extends to the track pick-up 67. Th'rs track pick-up is located within the home block but at a point beyond the station. A similar track pick-up 68 is provided on the oppos.te side of the station from the track pick-up 67 and is connected as by a wire 69 to a manually controlled switch 71, the opposite side of which .s connected to the wire 62.

The operation of our automatic train stop system is as follows Assuming that a single train is moving from the west towards the east, the parts will operate as follows, and for the purpose of simplifying the description, we will designate the blocks as block A, block B, block C and block D. A train entering the block A will short circuit the battery 17 and, consequently will cause the electro-magnet 22 to drop the armature 23 onto the contact 26. At the same time, the short circuiting of the battery 17 will also cause the de-energizing of the electro-magnet 54 in the block C. As there is no opposing train, the proceeding of the train through the entire system will cause the relays to operate in a similar manner. A train proceeding from the east will operate in amanner similar to that proceeding from the west with the exception that the reverse pairs of relays will operate. Assuming that a train is entering the block from both sides, the operation will be as follows Assuming that one train is in block B and a second train is in block D, the train in block B will de-energize the electro-inagnets 22 in block B and the electro-magnet 54 in block C, the train in block D will de-energize the electro-magnet 31 in block D and the electro-magnet '46 in block C. The result will be that the pick up rail 29 between blocks B and C will be connected as through wires 28, bus bar 27, contact 26, armature 24, wire 38, contact 39, armature 44, wire 47 and back to the rail 11 as at 10. Thus as soon as the train arrives at this point, a circuit will result between the tracks and the pickup rail. The train proceeding from the cast will also establish a circuit between the pickup 29 between the blocks C and D, as this pick-up will be connected to the rail 11 in a manner similar to the one just described.

The circuit thus established through the train will operate as follows:

By now referring to Figure 2, it will be noted that a wheel 72 is mounted beneath the locomotive and is pivoted as at 73. This pivot is insulated as by a block 7 4. An insulating block 7 6 carries a limiting bolt 77 having a spring wound thereabout. This spring is adapted to contact the block 76 and the free end of the wheel carrying member 78. By now referring to Figure 4, it will be noted that the wheel 72 is diagramatically represented as connected through a wire 7 9 to the one side of the electro-magnet 81. The opposite side of this elect-ro-magnet is grounded through a wire 82 as shown at 88. At 84 is shown an indicator which. is adapted to be located within the cab of the locomotive and is connected as by wires 86 and 87 to the wires 82 and 79. The purpose of this indicator is to notify the engineer of the condition of the blocks.

F or the purpose of operating this indicator, we provide a battery as shown at 88, (see Figure 1) which battery is inserted in the wire 28. A. battery 89 is provided, which battery is connected by wire 91 to one side of the electro-magnet 92. The opposite side of this electro-magnet is connected as by a wire 93 to an electric motor 94, the opposite side of which is connected as by a wire 96 to a wire 97. This wire 97 is connected to an armature 98 adapted to be moved against the tension of a spring 99 by the electro magnet 92. This armature 98 has a contact 101 mounted thereon, which is adapted to coir tact a contact 102. This last mentioned contact is electrically connected as by a wire 103 to the battery wire 104. A wire 106 connected to the battery wire 104 and has its opposite end connected to an armature 107 which is normally supported by a spring 108. This armature is adapted to be moved by the electro-magnet 81 and carries a contact 109 on one end thereof. This contact is adapted to contact a contact 111 electrically secured to the wire 97.

In order to maintain the indicator-pointer either to the right or to the left so that the engineer can observe the signal, we provide electro-magnets within the indicator 84 which are connected in series, and energized by wires 85 and 90, the wire 85 being connected to the electro-magnet 92 and the wire 90 being connected to the contact 107. Therefore, as long as current is passing through the electro-magnet 92, the pointer of the in dicator will be held on either side depending upon the direction in which it first moved.

The operation oi"? this cab signal is as fol lows Assuming that the wheel 7 2 passes over a charged track pickup, current will be caused to pass through the electro-magnet 81 which will close the contacts 109 and 111.

Current will immediately flow from the battery 89 through wires 104-10o, armature 10?, wires 97 96, motor 94, wire 98, electromagnet 92 and wire 91 back to the battery, thus setting in operation the motor 94 and at the same time causing the electro-magnet 92 to move the armature 98 downwardly thus con'ipleting a circuit between the contacts 101 and 102. These contacts 101 and 102 establish a circuit between the battery 98 and the motor 94 so that the motor will continue to operate after the wheel 72 has left the track pick-up which immediately results in the electro-magnet 81 becoming tie-energized. [it the same instant that these circuits have been completed, current will flow from the battery 89 through wire 91 through wire 85, indicator 84, thence through wire 90, to wire 96, thence to wire 97, through armature 98, contacts 101 and 102, wires 103 and 104 back to the opposite sides of the battery. This last mentioned circuit holds the indicator set after the wheel 72 has left the track pickup 29. Thus it will be noted that the contact wheel 72 has a double function, that of completing a circuit and also that of picking up a charge for the purpose of operating the indicator 84. As soon as the motor 94 starts to sperate, it will rotate a needle valve 114, (see Figure 8) which needle valve releases the air from the train line 116. This needle valve is rotated through the medium of a chain 11'? passing over a sprocket mounted thereon. This sprocket is provided with a ratchet 118 which is adapted to rotate the valve in one direction for opening the same. A handle 119 is provided so that the valve may be closed by releasing the ratchet 118. In order to stop the rotation of the motor 94, there is provided a switch 121 which breaks the circuit as soon as the valve has been opened a pre-determined distance.

t is to be understood that the form of our invention herewith shown and described is to be taken as a preferred example of the same, and that various changes in the size, shape and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described our invention, we claim 1. In an automatic train control system the combination with a continuous rail, a second rail parallel to said first mentioned rail, said second mentioned rail being com posed of insulated sections, a battery electrically connected to each of said sections, the opposite side of said battery being electrically connected to said continuous rail, a pick-up rail positioned adjacent said rails, a track relay secured to each of said sections and to said continuous rail, a control relay connected to each of said sections and each: of said continuous rails, and said control: relays being electrically connected to remote rail sections.

2. In a device of the character described the combination with the continuous rail, a

sectional rail parallel to said continuous rail, pick-up rails mounted between said continuous rail and said sectional rail, a battery connected adjacent said continuous rail and 1 each of said sectional rails, a bus-bar electional rails, control relays electrically connected to said continuous rail and to a remote rail section, said control relays being adapted to complete a circuit between said bus-bar and said remote rail section, sub

"stantially as and for the purpose specified.

3. In a train control system the combination of parallel tracks, one of said tracks being divided intosections through the medium of insulating pieces, the other of said tracks-being continuous, a plurality of track pick-up rails, positioned adjacent said parallel rails at a point in line with said insulating pieces, a bus-bar connected to each of said pick-up rails, a signal battery in series with said pick-up rails and said bus-bar, a contact carried at each end of said bus-bar, track relays having armatures adapted to contact said contacts, each of said relays being electrically connected to said continuous rail and having their opposite sides electrically connected to the adjacent ends of two of said track sections, a battery connected to each of said rail sections and having itsv opposite side connected to said continuous rail, control relays, each of said control relays having one side connected to said continuous rail and having their opposite sides connected to a remote rail section, and said sections being in opposite directions from each other.

4. In a train control system, the combination of parallel tracks, one of said tracks being divided into sections through the medium of insulating pieces, a plurality of track pick-up rails positioned adjacent said parallel rails at a point in line with said insulating pieces, a bus-bar connected to each of said pick-up rails, a signal battery in series with said pick-up rail and said bus-bar, a contact carried at each end of said bus-bar, track relays having armatures adapted to contact said contacts, each of said relays being electrically connected to said continuous rail and having their opposite sides electrically connected to the adjacent ends of two of said track sections, a battery connected to each of said rail sections and having its opposite side connected to said continuous rail, control relays, each of said control relays having one side connected to said continuous rail and having their opposite sides connected to a remote rail section, said sections being in opposite directions from each other, a locomotive adapted to pass over said parallel tracks, means carried on said locomotive for contacting said pick-up rails, nicans electrical y connected with said contact means for giving a visible signal in said locomotive and electrical means connected with said contact, and means for applying the brakes of said locomotive.

In testimony whereof we afiix our signatures.

JOHN H. WRIGHT. BRUCE H. GROVE.

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