US1037504A

US1037504A - Automatic train-stop.

Info

Publication number: US1037504A
Application number: US63835511A
Authority: US
Inventors: James W Mckelvey
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-07-13
Filing date: 1911-07-13
Publication date: 1912-09-03
Anticipated expiration: 1929-09-03

Description

J. W. MGKELVEY.

AUTOMATIU TRAIN STOP. APPLICATION FILED JULY 13, 1911. 1

1,637,504. Patented Sept.3,1912.

Witnesses Inventor,

' by W v a I Attorfieys.

- relief valve ofan approved type is disposed tlN" JAMES w. McKELVEY, or nawnnncnvrnnnenonem.

AUTOMATIC TRAIN-STOP.

. Specification of Letters Patent. Application filed July 13, 1911. Serial No. 638,355.

ED STATES PAT NT oFFioE.

- Pateawiksqnbas,1191 2.

To all whom it may concern:

Be it known that 1, JAMES V. MoKnLvnY, a citizen of the United States, residing at Lawrenceville, in the county of Gwinnett and State of Georgia, have invented a new and useful Automatic Train-Stop, of-whichthe following is a specification,

The present invention relates to improvements in automatic train stops, the primary object of the invention being the provision ;of means disposed in operative relation to in the train pipe of the air brake system andv has a series of links and levers connecting. its stem to axle operated devices, disposed at the.truck ends of. the car, so that the movement, that is any undue movement of H the wheels on theaxles, or any one of them,

out of track engaging position, will cause the axle to pull down upon its respective device, which in turn will operate the relief valve to release the airto the atmosphere, and thereby set the brakes, and bring the entire train to a halt. The devices connected operatively to the triple valve and the axles, are flexible loop connections or reach rods, adapted to surround loosely the axle,

and yet be held against turning by two; oppositely disposed spring arms, Whichare adapted to stand longitudinally of an'dbe-- low the axle and have their terminals straddle the axle, as and for the purpose to be.

more particularly set forth.

lVith the foregoing and other objects in view which will appear as the description proceeds, the invent-ion resides in the combination and arrangement of parts and in.

the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed without departing from the spirit ofthe invention.

In the drawings: Figure 1 is a plan view of the apparatus. Fig. 2 1S aside elevation of the complteapparatus as applied toa I single railway-car, a portion of the train plpe of an air brake system beingshown.

Figs. 3 andt are detail views of various parts of the apparatus.

, ,Referring to the drawings, A. designates the train pipe of an air brake system, having connected thereto a relief valve B, ofan approved type, whose crank arm C, is oper- 5 ably connected to the respective axle encircling loops 1, which are carried by their respective reach rods 2, so that the said loops are normallycout of engagement with their respective axles, and whereby should the wheels leave'the track to cause a relative changing of the axle tothe car body, due to a broken axle, spreading rails, orany other cause, such action will pull down upon the reach rod 2 causing the crank arm C to be actuated. This action will operate therelief valve B to permit the air to escape from the train pipe A- and automatically set the brakes.

In, order to operably connect 'the respecso tive reach rods 2, to the crank .arm C, the shaft 3, carrying the bell-crank levers 4:, is provided, the rear extending arm 5, of said lever, being slotted as at 6, to slidably engagethe upper end of the reach rod 2, which is normally held within the slot by means of the spring. 7. The other arm 8, of the bellcrank lever is connected by the long link or rod 9, to .the lower arm 10, of the :T-shaped or double bell-crank lever 11, carriedby the transverse shaft 12, the center arm 13, thereof being operably connected by means of the rod or link 14 to the .crank C. By this means it will beseen that the. axle pulling down upon its respective loop andv reach rod will operate through theibell-crank levers the crank G, andthe'reby open the relief valve B, to permit the air to escapeto set the brakes. This construction is applicable to the right-hand end of the car and truck 10( as viewed in Fig. l,.butwhere used with.

the axles at the left hand end, the reach rods 2', are connected to the bell-crank levers a, the links or rods 9, being extended and con-' nected to the upper arm'l5. of the ,doublebell-crank lever, so thatthe relief valve will be operated by the relative disarrangement of the axles at the lefthand end of the car, thus providing a complete system of levers and links, to control the setting'of the brakes, due to the de-arrangement of any of the wheels or axlesofthe carortrain.

The reach rods 2 and 2 are properly held against too great swinging movement by means of the arms 16', which also should the upper ends of the said reach rods become disengaged, will permit the said reach rods to slide downwardly and be engaged in said brackets to prevent the lower ends of therelative changes of the wheels and axles to the rail, so that in the event of the spreading of a rail, or the displacement of any one of the axles or wheels, that the encircling loop andits respective reach rod will actuate the various crank levers and simultaneously the relief valve, as before described, thus operating the air-brake system, and bringing the train to a halt.

- What 'is claimed is: V

1, The combination with the air-brake system,;of means for automatically operating the same due to derailment or the like, said means comprising a relief valve, a lever, a double-bell crank lever operably connected to said lever, a bell crank lever to each axle operably connected to said double bell-crahklever, and a series of axle encircling means, one to each bell-crank lever disposed to encircle an axle and be operated *by any downwarddisplacement of its axle.

2. The combination with an air-brake system having an auxiliary reservoir, and a relief-valve connected thereto, of a doublebell crank lever having one arm operably connected to said reliefvalve, a bell-crank lever disposed above each axle and operably connected to one of the remaining arms of the double bell-crank lever, a loop encircling each axle and normally below and out of contact therefrom, and a reach rod attached to each loop and the proper bellcrank lever for operating the lever when pulled upon and to be disengaged therefrom when pushed too far upon.

.3. The combination with an air-brake system having an auxiliary reservoir, and relief-valve connected thereto, of a series of levers and links disposed in operable relation thereto and the respective axles at each end of a car, a loop encircling but outof contact with its respective axle, and a rod connecting each loop to a lover, whereby the relief-valve is operated when the loop is pulled upon and is released therefrom when the loop is pushed upon to too great an extent. I

links connecting said bell crank levers to the remaining arms of the threearm lever, and connections between, the axles and the respective bell-crank levers for actuating the respective levers and the relief-valve upon the lowering of the axle.

5. The combination with an air-brake system having a relief-valve, of a lever connected to said valve, a three-arm lever hav ing one arm operably connected to said. lever, hell-crank levers, one above each axle. links connected to each bell crank lever and operably connected to the other arms vof the three-arm lever, a loop encircling but out of contact with each axle, and a reach rod suspending its loop from the respective bell-crank lever.

6. The combination with an air-brake system havinga relief-valve, of a lever connected to said valve, a three-arm lever having one arm operably connected to said lever, bell-crank levers one above each axle. means connecting said bellcrank levers to the remaining two arms of the three-arm lever, a loop encircling each axle, means carriedthereby to prevent the turning of the loop with relation to the transverse position of an axle, and a reach rod carrying each loop and operably connecting the same to the proper bell-crank lever.

7. The combination with an air-brake system having a relief valve, of a three-arm lever journaled below the car and having one arm operably connected to the reliefvalve, a bell-crank lever, one above each axle, means for operably connecting said bell-crank levers to the remaining two arms of the three-arm lever, and means flexibly supported from the remaining arm of each bell-crank lever and disposed to be actuated by its respective axle when the said axle is caused to lower relatively to the rails.

8. The combination with an air-brake system and a car having two trucks, and a valve disposed to control the system, of means. one to each axle of the two trucks operably disposed to its respective axle and the valye for permitting any axle to operate the valve to set the air-brake.

In testimony that I claim the foregoing as my own,.I have hereto affixed my signature in the presence of two witnesses.

JAMES W. MGKELVEY.

Witnesses:

F. B. Oorrsnnnmrnn, LENA lVniLsoN.