US1055762A - Stopping device for trains. - Google Patents

Description

'vice is electrically operated by the usual .in turn is controlled and operated electriplied and thereby gradually bring the train l to a stop .thus obviating the'fshock'of the BEST AVAILABLE coeY JOHN Homers itlm 'amc'nior PHILADELPHIA, PENNSY VANIA-5 assronon or- HALr'roJsY vIoronH eo KULP, or PHILADELPHIA, PENNsYL AN IA.

'1 0 all zchoin it may concern 2 Be it known that LIJoHN Mortars, KRAM- LICH, ofPhiladelphiaQ inthe. county of I Philadelphia: and State; of- Pennsylvania, have invented certain new and useful Improvements in Stopping Devices for Trains, thereof the following-is a specification. ref erence being had to the accompanying drawlngsu" My invention relates to new and useful improvements in stopping devices-for trains. wherein the throttle and-train pipe are auto- .naticallycontrolled by-the signal system for thetrains.

An object of the invention is to provide a controlling device for a stop mechanism of the above character, which controlling dethird rail of .thejgsignal' system.

i A fnrtherobj'ect of th'einvention is to provide an independently operatechvalve mechanism controll'ingt-he train pipe which cally by the third'rail of the signal system.

A further object'of invinvention to provide a'bralte system wh'ereby the brakes are automatically and intermittently apsuddcn stopping'of the train as" in prior devices of this kin'df, Y

These and iother objects. will n. part be obvious. and will in; part be hereinaftermore fully described. 1 j

The figure'of thedrawing is a View partly in vertical section and partly diagrammatic of the details of my improved stopping mechanism. 7

My improved stopping device in the presentembodimentoff-the invention. is operated byimeansf of athird rail system and is subject to the control of" the ordinary lock signal to which it is electricallyconnected. The'third rail'in 'each block in a system of this character is constantly charged except" w .e'n the signalis set at'dangerposition, at which time the circuit is automatically opened by meanspf the well known relays connectcd'the'reto. a

In the drawings.'I havesl1own';(1iagra111- matically the""roa d' bed which includes the ordinary rail '1 lgand'the thirdrail 2,.of 5 the signal" system above referred to.' A; shoe 3, is. carried by the locomotiveand 18 t s'rorrme DEVICEFOR reams- Specification of Letters Patent.

tle and the train pipe are operated from a a Patented n l-41,1913. fApplication filed October 29,1910. Serial m ssages "1 reservoir 4., which is supplied withicomsupplies the train system. g A pipe 5, leads from the. reservoir l, to

:prcssed air directly from the pump which the valve mechanism 6, .co'ntrollingthe train pipe and also to the valve operatingmechamsm 't'. controlling the throttle. Located in the pipe 5, is a valve 8.- which.whenclosed. shuts off. the supplvpf compressed .air

through the pipe 5 from t-he reservoir 4. The weighted sector 9, isrigidly, connected "to the valve 8. A tripping lever 10; engages a lug 11. ontheweighted sector 9, andnormally holds said weighted sector raised and the valve closed. 7 vided for raising the weighted sector,. after the same has beer released, to restore. it to nornial position. The trip lever 10, isJ-operated by a weighted-stem 13. which isnormally held raised by. the magnets; H llie windings of which are-connected in circuit with the shoe13, and one ofthe railsoffthe' roadhed. The weighted stem 13. is guided in a'bearing formed in the wall ofthehous iug or casinglJ. which surrounds.thetmag nets and the niechanisni foroperatin-g.tlie valve S. -lY11en the magnets llyareenergi'lzed. the weighted end of the stem. 13,

'servesas an armature for the; magnets land said armature'is held in raised position with the tripping lever 10. in engagement.w1th

the lug 11,- which in turn holds theivalve 8, closed.

-'JThe stem 13, is provided with 'ia 15, on its upper end, hymeans of: which. the

weighted stem 13 may. he, raised after the position, then the third rail flgis-automatically cut out' of the circuit and when the shoe 3, contacts with the section of the third rail which is dead, then the .magnets bei come deenergized andthe \veighted..;stem. 13, will dropymovnig the trlpplnglevergso as to 7 release the. weighted-sector which turn will drop and open the valve 8. T e..parts will remain in thi'sposition untizl z v(many reset. I I

When the valve 8, is open, the emaiiraia A reset knob, 12, is pro-' -the valve 8, is open, the piston 18, will 'be" formed with a slot2'0, extendinglongit'ud-i ,air froin the reservoir 4,"Wlll through he pipe 5, which leads to, the valve operat- Th'e-valve operatingjnechanisni 7,".consists or a cylinder 17, having af-piston18, sliding therein, 'Which is attached to a sleeve"19,.

nally thereof. A link 21, is connected-to the throttle lever 22, and slides in the sleeve '19 A p inj23, limits. the movement 'of-the slid-Q ing connection-between the sleeve/.19, and

forced toward'theopposite endof the cyl "inder 7, and the throttleivvill "beclosed; It

- hy-pass 26, they valve mechanism 6, fora11 will he noted that it would be absolutely. impossible to open the throttle without the resetting of the valve 8, and the. relieving of the air pressure from, the piston 18.

The pipe 5, also supplies bymeansof'a tomati'cally controlling. the brakes,v The supply pipe 27, extends efrom the compressed- EH11 reservoir not shown in f the; drawings, and the pipe 28, leads to thetrain line. The, usual manually controlled valve29, is provided for controlling the train system.

The valve "6, consists of a cylinder 30, in

"which reciprocates a piston 31', connected toapi'ston'rod 32. The outer end of the piston rod 32, operates ina second cylinder '33, "which controls valves 35, "and 36, infthe pipes 37, and 38, respectively. The pipe 37',

is connected withzthe .pipe' 28, which in turn leads to the train linewhile the pipe. 38, 'is- "supplied from the air brake tank through the main 39, which "also supplies'a'pipei40, which terminates in the 'cylinder 33, and is normally in communication vvith a pipe 41, throughfa'gro ove'42,'in thepiston rod 32.

The pipe 4l,'ileadsthrough across co'nnec.'

tion 43, tothe train pipe 28,. [By means'of the groove 42, in the p ston rod 32, air is supplied i j pistonrod 32, moves to the left as viewed resulting decrease inthe pressure causes the brakes to be applied; Further movement to the-brake system. "When, the

in; the drawing by means-of theta-i1: pressure-lfrom the reservoir 4, being admitted to the cylinder 30, the supply iromthe pipe 4'0,'i's cut oii and When the groove 42, reaches the pipe 44, a certain" amount .of air .is per 'rni-ttedto escape from the brake system,-

through the port 45, in the cylinder 33. The

[to theleft of thepiston rod 32, cuts ofithe escape of air, from the .train line through the port 45, and the brakes remain ,efiective is hingv communication between 'the pipes 37, and 38, which results in recharg;

1ng mechanism 7 controlling the throttle.

' the tapptlever 47, and shift the slide valvethe slidevalve, opening the cylinder 30,- to

and is provided with a tapered portion 34, j v

{troll ng said brake system, said valve meclr electrical y" controlled: valve for rendering system, andjlmechanisin for .operatingf said .for rend untiltapered portion 34, of the piston;- lrojd 32-, opens. the valves {35, andf36, thereby ing the brake system vvith-jnormal. pressure} from the-main 9 VVhen'howev th i r ton r'od'32,.: reaches the endj of its reciprocation to the left as view dyin the drawings,"

the pi'n 46, on the? pistonfrod will engage 48, to the right as viewed in the drawing. This movement of the slide valve 48, to the right will cover the port 49, leading to the air pipe 26,'fande unc6ver "the exhaustiport 50, which avill allow the spring 51 to return' the piston to the position eshown' in the drawing. Ai -pin 5 2,;onthe piston rod will HOW-f strike" the tapp'et flever 47, and; reverse 1- ,t-he air pressure in. thepipe'26, which will again cause 'theipiston to; move; to the left, The rate of, n1ot1on of'theretreating piston 31, is prider "the" control hf the adjustable exhaustofibleed valve, which communicates with-the exhaust port 50. It will besee'n ithat' by'the 'continu'ed reciprocation of the piston 31, inthe oylinder 3 0, the brakes are intermittently "applied for the gradual stopping'of the train Thes stem is again restored to its. original con ition by resetting the controlling valve 8; J. V

It'is obvious: that minor changes in the details of construction and 'arrangement of parts may be made without departing from the spirit I or" my invention.-

. Having thus 7 described my. invention, 1

' '1'. A train-stopping device including a brake-system, a valve mechanism fo1"conanism' includingla c vlinder,.a sliding valve "supplyin .air' to the brake'system, and an operative saidvalve mechanism.

the rein for intermittently releasing and A train-stopping. device including in combination, a brake system",-a valve mecha-- ,nism for controlling said brakesystem, said valve mechanism comprising 'a cylinder, at shding valve, means whereby the movement of said valvein one direction will supply, release and again supply air to the brake, Y

nism for controlling said brake system, said valve mechanism compris ng a cylinder, a

sliding valve, means Whereby the movement w a [3,-A, train stopping;device including in] e brake system of said valve'in .one dir'ectio1i will supply, release and again supply air-to the brake system, an electrically controlled valve for rendering operative said valve mechanism,

said electrically released valve.

6. A train stopplng device including in combination,.a brake system; a valve mechanism for said brake system comprising a cylinder; a sliding valve located in said cylinder; a piston for operating said sliding' valve; an air pressure reservoir for op-. erating said piston; a valve for controlling the supply from said reservoir; and an electrically released valve "for operating said valve for controlling the supply from ,the reservoir. V

7. A train stopping device including a trolling said brake system. said brake mechanism comprising a cylinder, a sliding valve therein. and means controlled by said sliding valve. whereby air is supplied, released and again supplied, to the brake system during the movement of said valve in one direction; a piston connected to said sliding valve; a reservoir containing compressed air for operating said piston; a

brake trolling said brake'system, said brake mecha valveg'mechanisni for con-- sliding valve for controlling the air pressure'to said piston; means'operating by the reciprocation of said piston for reciprocals mg said last named valve whereby said sliding'valve is continuously reciprocated; a

valve for controlling the air pressure from said reservoir; and means for operating the valve controlling the supply from the reservoir. p 8. A train stopping device including a system; avalve mechanismjfor conanism comprising a cylinder, a sliding valve therein, and means controlled by-said sliding valve, whereby air is supplied, released andfiagain supplied, to the brake system during the movement. of said valve in one direction; a piston connected to said slidin valve; a reservoir containing compressed air for operating said piston; a sliding valve for controlling the air pressure to said piston; means operated by the reciprocation of said piston for reciprocating said last named valve, whereby said sliding valve is continuously reciprocated, a valve for controlling the air pressure from said reservoir; a trip for normally holding the valve controlling the supply for the reservoir closed; an electro-magnet, for holding the trip in place; and a weighted stem con: nected to said'trip for releasing the same when said magnets are deenergized.

In testimony whereof, I have hereunto signed my name at Philadelphia. Pennsylvania, this twenty-sixth day of October J OHN MORRIS KRAMLICH. \Vitnesses JAMES H. BELL, E. L. FULLERTON.

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