US1031672A - Train-stopping mechanism for block-signaling systems. - Google Patents

Description

M. CONRAD & W. G. KELLY.

TRAIN STOPPING MECHANISM FOR BLOCK SIGNALING SYSTEMS.

APPLICATION FILED A1=11.11,1911,

1,031,672. Patented July 2,1912.A

2 SHEBTSSHEBT 2.

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MARK CONRAD, OF ADRIAN, MICHIGAN, AND WILLIAM G. KELLY, OF WINSLOW, ARIZONA.

TRAINSTOPPING MECHANISM FOR BLOCK-SIGNALING SYSTEMS.

Specication of Letters Patent.

Patented July 2, 1912.

Original application led September 2, 1910, Serial No. 580.159. Divided and this application filedv April 1l, 1911. Serial No. 620.269.

To (LU whom, it may concern.

Be it known that we, MARK Comun. a citizen of the United States, and a resident of Adrian, in the county of Lenawee and State of. Michigan, and 'ILLUM G. KELLY, a citizen of the United States, and a resident of lvinsloiv, in the county of Navajo and State of Arizona, have made certain new and useful Improven ents in Train-Stopping Mechanism for lock-Signaling Systems, of which the following is a specification.

means by which the oncoming train may f be automatically stopped if the block is not clear.

i Other objects and advantages will appear in the following specification, and the novel features of the device will be particularly pointed out in the appended claims.

Our invention is illustrated in the accompanying drawings forming part of this application, in which similar reference characters indicate like parts in the several views, and in which-'- Figure 1 is a rear view of the boiler in an engine showin the automatic throttle actuating lever, ign 2 is a plan view of the lever and `a.portion of the boiler shown in Fig. 8, Fi 3 is a perspective view showing the cylinder for operating the automatic throttle lever, together with the valve in the steam pipe, Fig. 4 is a section through the steam dome showing the stand pipe and the automatic valve therein, Fig. 5 is a. side view partly in sect-ion showing the operating mechanism for the train line cut-out cock and the air cylinder controlled thereby, Fig. fi is a similar View showing the cut-out cock in a shifted position and the piston of the air cylinder in its forward position, Fig. 7 is a perspective view showing a fragmentary portion ot' the cutout cock. and Fig. S is an enlarged side vicw .showingr the actuating mechanism for the cut-out cock.

The train stopping mechanism which forms the subject of the present application is designed to work in connection with the electric block signalingr system 4set forth in.

our prior application #580,159 above ret'tll'cd to.

The engine is provided with a lnotor which is actuated b v means of a local batteiv (not shown) when the circuits leading from the battery are closed. The means by which these circuits arc closed is treated in another application. thc present application being confined to the mechanism for stopping the train when the local circuit is closed.

Referring now to Figs. 5. 6. i' and S, M denotesI the motor just referred to. (ln the shaft ot' thc motor hl is a gear 1V. which meshes with a larger gear 1T on a shaftlT. A\ ratchet wheel 1S is loosely mounted on the shaft 1TL and has connected with it an integral gear if). gear 1T is a pa wl '20. a portion of which constitutes an armature for a magnet Q1. which is carried by the gear 17 on one side thereof. Mounted on the shaft 17a, but insulated therefrom b v suitable insulation, is the contact ring 1T". This ring is adapted to be engaged bythe brush 1Tx (as shown in Fig. S) which may be arried by any convenient portion of the frame of the device. At the opposite end of the .shaft 1T is a ring 1T, which is in electrical communication with the shaft. and which is engaged by'a brush 17".` similar to the brush 1T". As `vill be seen from Fig. S, the motor MD and the magnet 21 are connected up in series, the ring 17h being connected with the magnet by means of the conductor 21a. The pawl Q0 is arranged to engage the teeth on the ratchet wheel 1S. when the magnet 20 is actuated, but is normally held b v means of a spring 22 out ofvengagement with the teeth. The teeth 19 are arranged to engage a segment 23, which is pivotally mounted on a shaft Q4, as shown in Fig. S. This shaft 2l extends into a casing 25 bearing a cut-out S26. 'Ihe latter is provided with a central passage QG for permitting the air of the train pipe to haie accessto the engineers brake valve 2T (see Fig. G). This cntfout valve is Iivotally secured to the- At 33, we have shown an automatic release valve, .which will permit air in the cylinder 28 to escape when. the pressure is over a certain amount.

In Fig. 3, we have shown the lever 31, which is connected with the piston rod 30. This lever is connected by a link Bal, to the end of a lever 35, which is pivotally mounted at 3G on the boiler head. The lever 35 in turn is connected by means of a link 37 to an arm 3S, which controls the throttle valve 39.

The latter is disposed in the stand pipe 40.

In Fig. 4, we have shown t-he valve 39 as being between the cngineers throttle valve 41 and the dry pipe 42 which forms aA continuation ot' the stand pipe 0. The purpose of disposing the valve 39 in this position is to out ofi the control of the engine from the engineer so as to render the stoppage of the train absolutely automatic.

From the foregoing description of the various parts of the device the operation thereof may be readily understood.

lVhen the train reaches certain sections of the track, current is supplied to the mot-or as stated above. The actuation of the motor M turns the gear 16 see Fig. 5) thereby driving the gear 17. Since the magnet 21,

carried by the gear 17,. has pulled the pawl into engagement with the ratchet Wheel 18,

the latter turns the gear 19 and the segment' 21 is shifted from the position shown in Fig. 5 to that shown in Fig. 6. In Fig. 5, the eut-out cock is shown turned in a position so as to give the air from the train pipe access to the brake valve, but the movement of the segment 21 into the position shown in Fig. 6 turns the cut-out cock, so as to cut otf the air from the engineers brake valve, and to permit the entrance of air into the cylinder 28 by means of the small inlet 26b and the passage 26a, which now register with the l' te 26e, leading to the cylinder28. The air admitted to the cylinder 28 forces the piston 29to the end of the cylinder against the tension of the spring 32. The movement of the piston rod 30, as heretofore explained, in connection with Fig. 3, causes a rotation of the valve 39, thereby cutting ott' the steam from the dry pipe, leading to the cylinders. As the air continues to come into the interior of the cylinder 28 through the pipe 26, the pressure rises and the relief dents.

valve 33 now opens the cylinder to the atinosphcre.v thereby permitting the train pipe to be drained enough so as to set the brakes. The release valve 33 may he gaged so to gradually apply the air, thus permitting the brakes to set gradually and preventing acci- As long as the circuit through the motor M is kept closed, the motor will revolve and the gear wheel 19 will tend to shift the segment upwardly, but the segment passes oit from the gear, and thereby the gear revolves idly underneath the segment. As soon as the engine is stopped, the engineer brings the switch handle t into a neutral psition. thereby breaking the circuit of the motor M0. The retraction of the pawl 20 (see Fig. 6) allows the spring S1 to pull the segment downwardly. thereby rotating the cut-out cock into its original position, shown in Fig. 5. This brings the recess 213 in regi-tration with the pipe 260 and pcrniits 'he air within the cylinder to exhaust through the opening 2.3 in the casing The spring 32 pushes the piston to its original position and the throttle valve 39 is opened, the spring 37a (sec Fig. 2) on the rod 37 assisting the spring in shifting thc throttle 3f) to its open position.

lWe claim:

1. In a train stopping mechanism, the combination with a brake valve, throttle lever and train pipe, of a branch pipe estabA lishing communication between said train pipe and said brake valve, a. cut-out valve in said branch pipe for cutting od or admitting air to said brake valve. means controlled by said cut-out valve for operating the throttle'lever, and electrical means for operating said cut-out valve.

2. In a train stopping mechanism, the combination with the brake valve, throttle lever and train-pipe, of a branch pipe establishing communication between said train, pipe and said brake valve, a cut-out valve in said branch pipe, a cylinder, a pipe connecting said cylinder with said branch pipe, a piston in said cylinder, connections between said piston and said throttle lever, and electrical means for operating said cut-out valve, the movement of said cut-out valve serving to admit air to, or cut oil' air from said brake valve and said cylinder.

31 In a train stopping mechanism, the combination with the brake valve, throttle lever and train pipe, of a branch pipe establishing communication between said train pipe and said brake valve, a cut-out valve in said branch pipe, a cylinder, a pipe connecting said cylinder with said branch pipe, a piston in said cylinder, connections between said piston and said throttle lever, and electrical means for operating said cutout valve, said means comprising an electric motor, a train of gears connected therewith, and a segment connected with said cut-out rah e. and arranged to xnesl't with one of said gears, the operation ot' said cuifout valve servingv to admit air to. or ont` oil" air from said brake. valre and said cylinder. i

l. '.lio combination with a train pipe, brake valve and throttle lever, of a branch pe bet een said train 1ipe and said brake valve, a valve easing carried by said branch pipe, a cylinder, a piston there-in, connections between said piston and said throttle lei er, a pipe establishing eoinmnnieation between said cylinder and said valve casing, and a three-Way eut-ont Valve disposed Wit-hin said valve casing, said three-Way @about ralve serving to establish communication between the train pipe and the brake Valve, and simultaneously to connectthe pipe leading,r from tbe cylinder with the outer atmosphere. when in one position, and to shut off eonnnnnieaion between the train pipe and the brake valve, and simultaneously to estabiisi communication between the train pipe and tbe cylinder, in another position.

5. The roxnbination with the train pipe, brake valve, and throttle lever, ot a branch pipe eonneoting` said train pipe with said tirait-s valve, a valre easing disposed .in said brawl; pipe, a cylinder, piston within said uyiiaeler., connections between said piston and said throttle lever for operatingi the later, a pipey establi 'ling communication between said Cylinder and said valve easing', a eut-ont valve Within said valve easing for l controlling tlie admission ol a-ir from the train pipe to said brake Valve and said cylinder7 and means for operatingr said eut-ont valve, said means comprising a motor, a gear on the axle of said motor, an auxiliary shaft', a` gear on said anxiliaij` shaft in mesh with Said first named gear, a pawl carried by the last named gear, a ratchet loosely mounted on said auxiliary shaft, and arranged to be engaged by said pawl, a gear integral with said ratchet and a toothed segment mounted on the stein of said eut-ont valve and a1'- ranged to be driven by said lastv named gear. 6. ln a train stopping mechanism, the Combination with a train pipe.. brake valve and throttle lever. of pnennial n; means eonnected with said train pipe for operating said throttle lever, said pneumatic meansl inoliiding a. cnt-ott' valve, and means tor oper ating said Cnt-oft valve, said means inelndingf a motor, a' train of `ears between said motor and said eut-oilI valve, a magnet in series with said motor for controlling the train of gears. and means for amtnatirgY said magnet.

MARK CONRAD. TlIliLlQl/l (zr. KELLY Vitnesses to the signature of Mark Conrad:

CLARKE E. BALnn n?,

Ynizo lil. Sn'mnr.

lViinesses to signature of "Win, G- Kelly:

lV P. Genn',

Washington, D. C."

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