US1005726A - Train emergency-stop. - Google Patents

Description

W. L. MA-TGHETT. TRAINEMERGEN GY STOP. APPLICATION BIL-m 1m. 26.1911.

mm 0ct.- 10, 1911.

wINrIEnn L. mn'rcisnjrrf or HARRISB RG, PENNSYLVANIA, AssIGNoR. BY Dinner AND MESNE ASSIGNMENTS. or ONE-FOURTH T0 WILLIAM S.- L-INDLEY AND ONE- FOURTH 'ro JOSEPH W..POIiIRAI-NIN G, Born or; HARRISBURG, "PENNSYLVANIA: f

' TRAIN EMEBGEN'CY-STOP,

Specification of Letter'sPat ent." V Pal tented (let. 10,1911.

Application filed January 25, 1911. Serial No. 6t) 4,618.

To all whom it may concern:

Be it known that I, VINI-IELD L. Mli'rcnn'rr, a citizen of the United States, residing at Harrisburggin'the county of Dauphin and from another train on the same track'so as to prevent collisions, or whereby a,train is automatically stopped when approaching an open switch or a crossing over which a train is passing.

The invention has for one of its objects to improve apparatus of this character so as to be reliable and efiicient n use, automatic in its action, and so designed that it will operate the engineers or brake valve so as to apply the br'akesof the train under emergency conditions.

Another object of the invention is the pro vision of a fluid mot-or for operating the brake valve by fluid derived from the train pipe through a controller of the piston and cylinder type which includes a normally closed valve that is adapted to open when pressure on one side of the piston 15 lowered by anelectro-mechanically operated valve brought wee -anon by the closing otthe circuit through tact-r the. electric switches located in the track.-""

Vith such a'iid other objects in view, the

' invention compi i se s the. various novel fea tures of construction and arrangement of parts which will be more fully described hereinafter and set forth with particularity in the claims appended hereto.

In the accompanying drawings, which illustrate one embodiment of the invention,

-Figure l is asectio'nal viewof the cab of a I is a side view showing the manner of supporting the contactwheels. Fig. 4 is a longitudinal section of the-controller for allow ing air to passfrom the train pipe to the brake Valve operating motor under emergency conditions: Fig. 5 is a side view of the electric motor operated mechanism for actuating the bleeding valve; of the fluid controller. Fig. 6 is a detail sectional view of the fluid controller showing the by-pa-ssfor normally maintainingthe same pressure on both sides of the piston of the controller. Fig. 7 is a plan View showing the relation of the controller to the operating motor for the brake-valve. Fig. 8 is a diagrammatic view of the circuit connections and electric and mechanical devices on the locomotive for operating the bleeding or outlet valve of the controller. Fig. 9 isa detail pegpective 6-5 view of thelever connecting the st of the brake valveof the air brake system 'th the operating motor for said valve. Fig. 10 is a detail view of aportion'of the circuit-clos--. ing means for the motors shown-in Fig. 9.

Similar reference characters are employed to designate correspondingparts throughout the views. e Referring more particularly to Figs. 4, 6

and 7 of the drawings, A designates a fluid controller which is in .the form of a piston 1 and cylinder 2 that is connected by apipe-3 with the train pipe of the air brake systemr A lay-pass 4 leads from thepipe 3to a port 5 in the cylinder, so that fluid under train pipe pressure .will operate on bothsides ofthe piston when the latter is in normal position to one side of the port 5. The piston is provided with a stem 6 which has archi- .cal yalvegigthat normally engages a conical ;se' a't"8 ma iisliiiio; ast l ed" e ea.

the cylinder.-

die I from its seat, fluid passes out-of thecvliiider and isiconductedby a pipe lo connected with, the outlet 9 to a motorBsuitably located the cab, as shown in'Fi'ghl, sofas ittifc'aus the motor to operate the brake'valveIof the air brake system for settingthebrakesof the train. Connected. with the piston 11 and,

12 that'is threaded in an op'eningf mi'tliei other head of'the cylinder,tl1e' s leeve being,

securely held in place byjam mi ts 1Q.) Th'i inner end of the sleeve is spaced a slight distance from the piston 1 so tih'atthe latter can move toward the sleeve" a"distance sufiicient,

to close the 5f The movement of the' piston to the right, Figs. 4 and this opposed 1 by a spring 15 whichsurrounds "the. sleeveflZ '105 and presses against the piston. loie fie cta proper adjustment for limiting the movement of the piston, a cap 16 is threadedon the enterend of the sleeve 12 so that by zrewmg the sleeve inwardly or outwardly, will form a stop against which the outer- (:illl of the stem 11 strikes. Since the pressuyein the chambers at opposite sides of the piston 1 are normally the same,- it is merely necessary to allow the pressure in the right hand chamber to escape, when the valve 7 will. open and allow fiuidto pass out of the cylinder to the motor 13 and operate the brake valve. When the piston Ihoves to thee right, upon' the opening of the right end of the'cylinder to the atmosphere, it closes the port 5 and prevents air from the train pipe from passing tothe' atmosphere, and at the same timethe valve 7 opens and admits air y to the motor B..., After the motor has been actuated, the pressurejfalls on the left side of the piston, with the result that the spring 15 returns the piston to normal position so as to permit air of the same pressure to be established on both sides of the latter.

The escape of the air from the right end of the cylinder 2 iseifected-by an electro- -m echanically operated bleeding or escape valve 17 which is of conical form and is rotatable in a hollow conical seat 18 which gear 24 that meshes with a worm 25 so that as the worm is .rotated, the gear 24 and valve 17 will turn to-throw the port 22 into and out ofregister with the port 23. Nors. mally the port 22 is in the p'osition shown inJFigf4, so that-air at train pipe pressure will be retained in the cylinder, and as soon as the port 22 registers with the port 23, air will escape to the atmosphere and allow the piston 1. to move to the right and open the valve 7. As shown in Fig. '5, the worm 25 is mounted on the shaft 26.0onnected with .the armatures or reversely operating motors C and C that are connected in circuit alternately. lVhen one motor.is energized, the other is idle and vice versa, so that by the coaction of the motors, the valve 17 will 7 be opened and closed.

-Mounted on the lecomotiue. at any suit-. a-blc point are mnlflet= wheels 27 and 27-- thatare adapted -to ri de on auxiliary rails located in each block of the track. The

.wheels 27- and 27"- are fastened to-an axle 28 that rides in bearing boxes 29, the said. boxes being movable guideways 30-d epending from a frame 31 fastened to the locomotive franieand strengthened braces 32. The bearing boxes 29 are pressed downwardly by springs 33 that encircle vertical rods 34 fastened to the boxes and extending longitudinally. of the guides 30. The wheels are insulated from the axle'28, as clearly shown in Fig. 1, by a sleeve of insulation 35' set into the hubs, and bearing on the hubs are brushes 36 or equivalent devices by which circuit connections are made between the electrically-operated devices.- on the locomotive and the. circuit control ling switches of the track. a

In Fig. 9,: the devices for connecting the valve-operated motors C and C in circuit.

are shown. The switch 1) for cutting the motors into and out of circuit consists of'acam 36 mounted onthe stem20 of the valve 17 as shown in Fig. 4, ahdthislcam is dis posed between and operates on spring contacts 37 and 38 which cooperate, respec-j tively, with fixed. contacts 39 and 40 .for

cutting out themotor C and cutting in-the motor C, o'rvice versa- The current for the motors is supplied by ;a battery. 41; which-has one terminal connected byva wire 42'with aspring contact 43fwhich is adapted to engage either of a pair of spaced fixed contacts 44 and 45. The motor G is connected by a wire 46 with the fixed contact 44, while the. motor C is connected bya wire 47 with the fixed contact'45'. Leading from the respectivemotorsto the contacts I 39 and 40 are wires 48' and 49. The .motor circuits are completed by wires.50 and51 leading from'the spring contacts 38 and 39,

respectively, to'the battery 41. The contact 43 is normally in engagement with the contact 45 but current will notfiow through are separated. 'The spring. contact-431s held by a pawl or dog 53 so that'it cannot the motor C because the contacts'38 and 4Q l vibrate under the jolting of the car into engagement with the contact44, but this dog 43 is automatically released from the spring when the conditions are such thzt the emergency stop mechanism should come into play. For this purpose, thedog, which is" a spring member, is connected with the core- 54 of the solenoid 55 which, upon becoming I energized, will disengage the pawl 53 from the spring contact ,43.- This springcontact 43 is connected withthe core'56 of. the solenoid 57 which, upon'being energized, draws in the core 56 and engages the contact 43 I with the contact 44 to close the-circuit of p the motor C.

v [The solenoids 55 and 57 are adapted tn be energized when two trainshare in danger ously close proximity and they are included in a circuit which is partly arranged on, the

locomotive and partly in the track. In the.- present instance, the solenoids are connected in series with. each. other by a wire 58'and between the solenoid 57 and contact wheel .27 is a wire 59. The othencontact wheel 27 is connected by a wire 60 with a battery 61, there being a wire 63 leading from the battery to the solenoid 55. This much of the circuit is mounted on the locomotive, and

when a short circuit is formed between they contact wheels 27 and 27, current will liow tery 41, wire 51,

and battery 41 --The. HtO1 .C is thereby operated so that thevalve 17, Fig. 4, will be turned to a position where air canv escape from the cylinder 2, and, permit fluid under pressure to pass to the'brake valve operat-- ing motor B in the manner previously described, and during this. opening of the valve 17, the cam moves into engagement with the contact 37 so as to separate the latter from the fixed contact 39 when the port of the valve 17 registers with the port 23. The circuit of the motor C is thus opened and the valve '17 is moved back to initial position by the closing of the circuit of the -motor C. By energizing the motor C, "the valve 17 is reversed as is also the cam 36,

separate the contact 38 from the contact 40. The closing of the motor circuit 0 takes place when the solenoids and 57 are deenergi'zed by the opening of their circuit, and uponnbecoming'deenergized, the solenoid 57 permits the spring contact 4:3 to

move into engagement with the contact -4i5. v vThe solenoids 55 and 57, batteries 41 and 61,

motor reversing switch D, motors G and C, and controller A, are mounted on the locomotive, preferably, although not necessarily, in ahox or casing E, Fig. l, and if desired 50, as to beene ined. when the emergency stop device is operated. This bell 64 is connected, by a wire 65, with the contact 44,, and by a wire 66 with the contact 39 so that current will flow through the bell which is in, parallel-relation to the motor C. From the foregoing description, taken in connection with the accompanying drawings, the advantages of the constructmn and ot -the method of operation will be readily apparent to-those skilled in the art to which an invention appertains, and while I have iiescribed the principle of operation of the ention, together i with the apparatus which ow consider to be the best embodiment I contacts and 39, wire 48, motorL, w re 46, contacts l4, l3, wire (i2 fluid to the motor,

until a point is reached where the cam will bell Get-may heapranged on the locomotive.

, iseofyl desire to havefit understood that the 'fiapparatus shown is merely llustrative,

and that such changes may be made when desired s are within the scope of the claims appended hereto.

Having thus described. the invention, what i i claim as new, is

1. in an emergency train stopping a'ppa-,.

Ill

rains, the combination of an enginers brake' valve, a fiuid-actuated motor connected.

therewith, and a controller for fluid to the tor, said controller compris a piston .-d cylinder, a valve connected with the piston for supplying or cutting 0d the supply of fluid to admitting fluid from the train pipe to. the cylinder at one side of the piston, a bypass for admitting iiuid from'the pipe to the op posite side of the piston, arranged to be closed by the piston when the valve is ppened, a spring acting ton and tending to hold the valve closed, and a valve automatically operated to reduce the pressure on thatside of the piston on which the spring acts to permit the first-mentioned valve to open,

2. in an emergency train stopping appa ratus, the combination of an engineers brake valve, a fluidactuated motor connected therewith, and a controller for supplying a piston and cylinder, a valve connected with the piston for supplying or cutting oil the supply of fluid ,to the motor, a pipe for admitting fluid from the train pipe to the cylinder at one side of the piston, a bypass for admitting fluid from the pipe to the 0pthe motor, a pipe for said by-pass beingsaid controller compris-' on the pisposits side of the piston, said lay-pass being I arranged to be closed-by the piston when the valve is opened, a spring acting on the piston and tending to hold the valve closed, a valve automatically operated. to reduce the pressure on that side of the piston on which the spring acts to permit the firstmentioned valve to open, and a reversible electricmotor mechanism,v connected with the last-mentioned valve to open and close the same.

3. The combinatiomof an engineers brake valve, a motor for controlling the same, a pipe for supplying fluid to the motor, a

cylinder connected with the pipe, a valve controllingcommunication between the pipe and cylinder, a piston in the cylmder and connected with the valve, a spring acting on the piston to move the same in a direction to close the valve, a stop for limiting the movement of the plstonln a direction to openthe ,valve, means for establishing train pipe pressure on opposite sides of the pieton, and means for permitting'air to escape from the sideor the piston opposite from the valve whereby the greater ressure on the other side of the piston wil open the Valve, said piston servingwhen the valve is open to cut oil communication between the train pipe and the end of the cylinder of presti e i 4. The combination of an engineers brake valve, a fluid-actuated motor therefor, a controller for admitting fluid from the train pipe to the motor, said controller including a valve, a gearing connected with the valve, separate electric motors .for operating through the gearing to-open and close the valve,- a switch controlling the motor circuits and including a movable element connected with the valve, a second switch cooperating with said switch for connecting the motors alternately in circuit, and electrical means for controlling the last-mentioned switch.

5. The combination of an emergency train stopping apparatus including a valve controlling the'air brake system, a gearingfor -.operat1ng the valve, reversely-rotating mo- .tors operating through the gearing to open and close the valve, a source of current for the motors, a switch device including an element movable with the valve' for connecting one motor with the source and after a given time to dis-connect the other motor from the source, a switch cooperating with the said switch device for alternately closing the motor circuits, a lock for holding the movable element of the 'last mentioned switch in a given position, a solenoid controlling'the lock, and a solenoid for operating the movable element of the last-men-.

tioned switqh when the lock is released.

In testimony whereof I aflix my signature in presence of twogwitnesses,

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