US888416A - Controlling device for cars. - Google Patents

Description

No. 888,416. PATENTED MAY 19, 1908.

T. BODDE.

CONTROLLING DEVICE FOR CARS.

PPLIOATIO FIL DM 1m 19 A N E A 07 ssHnnTs-snnn'r 1.

No. 888,416. PATENTED MAY 19 T. BODDE. CONTROLLING DEVICE FOR CARS.

APPLICATION FILED MAR. 18, 1907.

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a W W M 0 HH m No. 888,416. PATENTED MAY 19, 1908. T. BODDE.

CONTROLLING DEVICE FOR CARS.

APPLICATION FILED MAR.18, 190'].

5 SHEBTS-SHBBT 3.

PATENTED MAY 19, 1908.

T. BODDE. CONTROLLING DBVIGBPOR CARS.

APPLICATION FILED MAR 18, 1907. 6 SHEETS SHEBT 4 Q'Wt we a No. 888,416. PATENTED MAY 19, 1908. T. BODDE.

CONTROLLING DEVICE FOR CARS.

APPLIGATION FILED MAR. 18, 1907.

6 SHBBTS-SHEET 5.

THEODORE BODDE, OF WESTFIELD, NEW JERSEY.

CONTROLLING DEVICE FOR CARS.

Specification of Letters Patent.

Patented May 19, 1908.

Application filed March 18, 1907. Serial No. 362,820.

T 0 all whom it may concern:

Be it known that I, THEODORE BoDDE, a subject of the Queen of the Netherlands, and aresident of Westfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Controlling Devices for Cars, of which the following is a specification.

'This invention relates to automatic control means for cars, trains and the like, and in the present instance it is my purpose to provide means for controlling and stopping a vehicle, car, or train, when conditions demand, such as the presence of another train upon the track block, or the presence of other danger.

Further, the invention is also applicable for giving a suitable signal to the engineer or motorman, or the signaling apparatus and the train sto ping means may be operated in conjunction y means of my invention.

A further feature of the invention is that I make use of no mechanical contact between the train, or the braking mechanism thereof and the operating devices. located at the track.

Further my apparatus which is electric--v ally operative may work in open circuit, and in addition to the features above enumerated, embraces the desirable attributes of simplicity, durability and economy of installation and operation.

The invention consists in the construction, combination and arrangement of parts set forth in and falling within the scope of the appended claims.

In the accompanying drawings, I have illustrated aninvention in the form or'forms at present preferred by me, and-in such drawings Figure 1 shows a vehicle mounted upon a track, a portion of the vehicle being broken away to show the application of my invention to the control of the braking mechanism; Fig. 2 is an enlarged detail view, partially in elevation and partially in section, showing the location of the train magnet relative to the track magnet; Fig. 3 is a top plan view of the track magnet and the train magnet located above the same; Figs. 4 to 11 are diagrannnatic views illustrative of the various circuits and arrangement of arts of j the same, such views being herea ter described more in detail.

Referring now particularly to Figs. 1 to 4 inclusive, A indicates a car or other vehicle, and B designates'the track.

C indicates conventionall the braking mechanism of the vehicle an D indicates as an entirety the train magnet supported from.

the car and connected to the braking mechanism to operate the latter, as hereinafter described. Between the rails of the track is located the track magnet indicated as an entirety by the letter E.

The train-magnet D comprises the side bars 5, 5, made of soft iron, which bars form pole pieces and are connected by a number of cross bars 6 forming permanent steel magnets, all of which are connected with the same pole to the same pole pieces, or, in other words, with equa polarit on the same side. Hence, one of the po e pieces 5 is made in this way to form the north pole and theother pole piece 5 a south pole, and if any point on one pole piece be connected with any point of the other pole piece by a soft iron armature, such. armature will be attracted. The upper central portion of the pole pieces 5 terminate in the projection 7, upon which rests the iron armature bar 8 normally attracted by the permanent magnet D. This armature is inturn connected to a rod 9, which latter also has connection in any suitable manner with the braking mechanism. The entire magnet D is sus pended from the car in any suitable manner, such as by the hangers 10.

The electromagnet E, which I term the track magnet, comprises a wire spool 11 surrounding the iron core 12, which latter terminates in the two side bars 13, 13, which form the pole pieces of the track magnet.

In Fig. 4 is shown diagrammatically the layout of the electric system. They track B is divided into sections commonly known as blocks, and 14 indicates a battery supplying current to the relay coil 15. In Fig. '4, the circuit from the battery 14 to the relay 15 and back to the battery is shown in the 0 en, or dan er position, due to the presence 0 the train K upon the track. But this circuit,

.of t e armature 8.

when the track is clear or no danger exists, is normally closed by the armature 16 contacting withthe relay coil. I

The circuit for the track magnet comprises the battery 17, the wire 18 leading from the battery through the spool and thence to the relay armature 16. The armature 8 of the train magnet, which is connected to the rod 9 acts, as heretofore stated, to open' the valve on the air brake and on this rod works the opposing forces of the spiral spring 19, which spring may be regulated by means of the threaded spring box 20 and the nut 21 until its opposing forcefalls slightly below the attractive force between the armature .8 and the pole pieces 5. But as soon asthe train'passes over the electromagnet between the sides the lines of force of the ole pieces 5 will divide themselves between t e armature 8 and the armature formed by the pole pieces and the core of the electromagnet in exactly the proportion of the magnetic conduction of these two roads. N ow,'though the distance between the pole pieces of the permanent magnet and those of the electromagnet may be relatively large, say, 3 inches, theopposite faces are made relatively large so that the magnetic resistance of the air gaps is comparatively low, as thismagnetic resistance is proportionate to the length of the air gap, divided by the area of the pole pieces.

The magnetic resistance of the iron core 11 is much lower than that of the armature 8 because is is a'relatively larger section. Hence, the total magnetic conductance through the air gaps, pole pieces and core of the electroma net is considerable com ared with that Hence t is bulk of magnetic lines of force will leave the armature 8 at the instant that thepermanent magnet passes over the electromagnet and the armature 8 will then flyofl' the pole ieces 5 and by means of the rod 9 operate t e air brake and the train will be stopped. This occurs, however, only under one condition; that is, when there is no current in the spool 1 1 of the electromagnet. As will be seen by Fi 4, the connections between this spool and its battery 17 are such that when the relay makes contact the current through the spool causes in each pole piece the same polarity as in the opposite pole piece of the permanent or train magnet whic passes over it, and as it is easy to cause, by means of a current, a stronger polarity than that of the permanent or train magnet, the lines of force of the opposing train magnet will not ass through the core 12 and armature 8 wil be attracted with the same force, and even with a stronger force because of the stronger polarity of the electromagnet assisting the polarity of the pole pieces 5.

In Fig. 5 I have shown an arrangement wherein the system is operated in conjunce tion with an ordinary block signal system.

In F ig. 6 I have shown diagrammatically an arrangement wherein the system is operated by a hand switch, that is, non-automatically.

In Fig. 7 the train magnet Dis not a permanent magnet, but is in the nature of an electromagnet having its circuit a fed by direct currents. The core is of comparatively small section so as to be thoroughly magnetically saturated by the current. E isthe track magnet fed by'direct current and the connections so arranged that when the pole pieces of the magnets face each other, an equal polarity'in such pole pieces will exist. Thus, when a train carrying the magnet D of force' will not pass from the train magnet to the track magnet and the armature 8 will remain in lace. But if the connections of the circuit of the track magnet are reversed, or if that circuit is open, ashap ens in time of danger, the magnetic lines 0 force from the train magnet will pass partially through the track magnet and because of the saturation of the core of the first, it will not cause an increase of thelines of force throu h such core but will cause a decrease of the ines of force through the armature 8, so that the latter will leave its seat and operate as heretofore described.

In the diagram of Fig. 8 is represented another combination. D represents the train magnet and E the track magnet. The circuit C carries alternating currents collected either from atrolley line or from a third rail. The circuit (Z carries in time of safety also alternating currents of the same freuency and phase as that of the circuit e and t 1e connections are in such a way as to cause in both magnets equal polarity in the polepieces which will face each other, so that when the train arrives over E and this facing takes place, the magnetic lines of force will not be able to pass from D to E and the iron armature 8 will remain in place. But if the connections of the circuit (1 are reversed or if that circuit is opened, as happens in time of danger, the magnetic hues of force from the electromagnet D U through E andthe armature-8 wi l-(ly oil from its seat, and perform the functions it is intended to. i

In the diagram of Fig.9, is represented another'combination: D represents the train magnet and E the track magnet: The circuit e carries alternately current collected either from a trolley line or from a third rail or produced on the train itself. The circuit f carries no outside current, butis closed in time of safety and open in. time of danger.' When the-train arrives over E and the oil'- will pass artiallv will fly off from cuit f is closed, there will pass practically no magnetic lines of force from magnet. D to E", or at least not enough to release the iron armature 8 because the currents induced in the closed circuit f otpfpose themselves to the assage of any line 0 orce through E. But if the circuit f is open, many lines of forces will pass from D to E and the armature 8 its seat and perform the functions it is intended to.

In the diagram of'Fig. 10 is represented another combination: D represents the train magnet and E the track magnet. The circuit 9 carries alternating current collected either from a trolley line or from a third rail. The circuit it carries in time of safety also alternating current of same frequency and phase as that of circuit 9, and the connections are in such a way as to cause in both magnets equal polarity in the pole pieces which will face each other, so that when the train arrives over E and this facing takes lace, there will. ass no magnetic lines of fbrce from D to and hencethe current in circuit y will remain the same as before. But if the connections of circuit h are reversed, or if that circuit is opened, as h?- pens in time of danger, the iron part of will, add agreat self induction to the circuit 9, because it offers then such a ready ath to the magnetic lines of force of D, an hence the current in circuit 9 will be considerably decreased. This decrease can effect a relay or clutch 1" which is inserted in circuit 9, and

this relay. or clutch will in turn perform the same functions as the armature in the former combinationsi In the diagram of Fig. 11 is represented anothercombination: D represents the train magnet and E .the track magnet. The circuit 76 carries alternating current col lected-either from -a trolley line or from a third rail, or produced on the train itself. The circuit 1 carries no outside current, but is closed in time of safety and open in time of danger. W hen' the train arrives over E and the circuit 1 is closed, there will pass practically no lines of force from magnet D to'E, or at least not enough to affect the current in circuit k, because the currents induced in the closed circuit Z 0 pose them selves to the passage of any fine of force through E. But if the circuit Z is open, the iron part of E will add a great self induction to the circuit 76, because it offers then such a ready path to the magnetic lines of force of D", and hence the current in circuit 7c will be considerably decreased. This decrease can effect a-relaiy or clutch 7 which is inserted in the circuit and this relay or clutch will in turn perform the same functions as the armature in the former combinations.

While I have herein described my invenalong tion as chiefly applicable to the stopping of a car or train, by operating the braking mechanism and shutting off the source of energy, or performing either of these steps, as may be deemed advisable, I wish it to be understood that the invention is not limited in its useful application to the specific details of construction illustrated, or to the specifical purposes recited, as it may be em loyed in numerousother ways and for 0t er purposes, such as for operating cab or other signals, recording the assage of a train on the danger block,and the use in combination with existing block systems, and the visible semaphore signals. Furthermore, the arrange ment of the connections between the air braking mechahism'and the armature 8 may be modified, as instead of employing a spring I may take advantage of the force of gravity by employing a weight or other equivalent of the spring.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is 1. In a system of the class described, a track-magnet, a second magnet carried by a car or train traveling along said track, and a safety device operated at a predetermined time by the passage of the magnetic flux from the normally magnetized train magnet through the track-magnet when the latter presents neutral poles to those of the train magnet passing over the track magnet.

2. In a system of the class described, a

track magnet; a train magnet carried by the car or train moving along the track, and asafety device operated when the train magnet reaches the track magnet when the latter is in open circuit.

3. In a system of the class'described, a

train having a permanent magnet, an armature normally held thereby, and movable over a stationary electromagnet located at the track, and suitable means for controlling the current of the electro-magnet circuit.

4. In a system of the class described, a stationary track magnet, means for supplying the current to said magnet, a permanent magnet carried by a car or train moving the track, a safety device, and a connection between the safety device and the permanent magnet operated by the movement of the permanent magnet past the stationary magnet at 'redetermined times.

5. In a system of track magnet, means for supplying current thereto, a train magnet carried by a car or train moving along the track, a safety device, an armature connected to the safety device and normally held in inoperative position by the attractive force of thetrain magnet and moved into operative osition to operate the'safety device when t 1e magthe class described, a

4L eeaeie netic flux from the normally magnetized from the pole pieces as the train magnet train-magnet passes through the track magpasses the track magnet. 4 net under a certain condition. l In testimony whereof I have hereunto 6. Ina system of the class described, a signed my name in the presence of two sub- 5 track magnet, comprising the coreand spool, scribing Witnesses.

means for supplying current thereto, a tram THEODORE BODDE magnet coinprlslng connected pole pieces I and an armature normally seated on the Witnesses: pole pieces, such armature operating to actu- RICHARD B. CAVANAGH,

10 ate a safety device when it is moved away I T. E. HARDENBERGH, Jr.

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