US1113027A - Automatic train-stop. - Google Patents

Description

A. MASTRANGELO.

AUTOMATIC TRAIN STOP.

APPLICATION FILED SEPT.13, 101s.

1, 1 1 3,027, Patented Oct. 6, 1914.

2 SHEHTS-SHEET 1. 7 7Z7. l F w' I IW W ii ,0

III/IA WITNESSES IIVVEIVTOR NJ 4 NTHONY MASTRANGELO ATTORNEYS A. MASTRANGELO.

AUTOMATIC TRAIN STOP.

APPLICATION FILED SEPT. 13, 1913.

1, 1 1 3,027. Patented Oct. 6, 1914.

2 SHEETS-SHEET 2.

WITNESSES INVENTOR N. J mum, ///;V//7W/V)/ M75/7F/9/1/64Z0 ATTORNEYS ANTHONY MASTRANGELOOF WEEHAWKEN, NEW JERSEY, A SSIGNOR OF ONE-HALF '10 ALBERT EDWARD BUCKLAND, OF NEW YORK, N. Y.

.AUTOMA'IIC TRAIN-STOP.

Application filed September 13, 1913.

To all whom it may concern:

Be it known that I, ANTHONY MAS- TRANGELO, a citizen of the United States, and a resident of Weehawken, in the county of Hudson and State of New Jersey, have invented a new and Improved Automatic Train-Stop, of which the following is a full, clear, and exact description. 0

The invention relates to automatic train stops, and has reference more particularly to devices carried by locomotives and adapted to stop the same when they pass a signal depriving them of rlght of way.

The device comprises means to be actuated by compressed air of the brake system of the train, which will close the throttle valve of the locomotive and apply the brakes, the supply of air from the brake system to the said means being controlled automatically when the locomotive passes a signal depriving it of right of way.

The object of the inventlon is to prov de a simple, reliable and inexpensive device with which a modern locomotive can be easily equipped, which will in no way in-- terfere with the normal operation of the locomotive and which is always in operative position. I

The invention consists of the construction and combination of parts to be more fully described hereinafter and fully set forth in the claims.-

Reference is to be had to-the accompanying drawings forming a part of this specification, in which like characters indicate corresponding parts in all the views and in which:

Figure l is a diagrammatic view of a locomotive and signal embodying my invention; Fig. 2 is a side elevation of my invention with certain parts broken away to show the details of construction; Fig. 3 is a detail view in section of the means for operating the throttle valve; and Fig. 4 is a section on line 44 of Fig. 2 through the engineers air valve. V

Before proceeding to a more detailed description of the invention, it must be understood that by main-pipe of the airbrake system is meant the pipe connecting the main reservoir to the engineers airbrake valve.

Referring to the drawings, 5 represents a signal, as used forindicating the right of Specification of Letters Patent.

"the stem 0 'which is secured to an extension of the Patented Oct. 6, 1914.

Serial No. 789,834.

way on railways, with which is associated an element 6 forming a switch for openmg and closing a circuit generated by a source 7 provided in any suitable lace.

The signal 5 when closing the right 01: way

permits the current to flow from the source nto an lnsulated conductor 8 positioned adacent the railway track and with which is adapted to come in contact a shoe 9 carried by a locomotive 10. In the cabin 11 of the locomotive a solenoid 12 is provided which is connected with the shoe 9, one end of the circuit from the source and one from the solenoid being grounded so that when the train passes a signal which does not give it the right of way it will cause a current -flow from the source through the solenoid,

thereby energizing the same and causing the core 13 of the solenoid to move into the solenoid.

Connected pivotally to the core of the solenoid with one end is a centrally pivoted arm 14, the opposite end of which is provided with a toe on which rests one end of fa pivoted rod 15 the other end of which carries a link 16, the solenoid arm and rod be ing carried by a suspension 17 attached preferably to the top of the cabin and forming a supporting means for my mechanism. The rod 15 adjacent the end carried by'the toe is provided with a weight 18 which weight maintains the end of the rod 15 on the toe of the arm 14. The rod 15 is also provided with a progection 19 engaging a. notch in the valve 20 the casing 21 of main pipe 22 of the air brake system, the

casing 21 being preferably secured to the suspension 17 in any suitable way. A spring cylinder with one end and engaging loosely one end of a socket 29, the projecting end of the rod 28 being guided by a suspended member 30. The opposite end of the socket '29 is threaded and receives. one end of a member 31 which is centrally provided with an opening 32 through which passes the operating lever 33 and which lever is pivotally secured to the member. The opposite end of the member 31 is threaded to engage a stem 34 of the throttle valve. The operating lever 33 is suspended in the customary way and provided with a sector 35 to be engaged by a latch 36 operable in the well known manner. The latch 36 is provided with a loop 37 forming the guide for the latch on the lever 33.

Slidably mounted on the lever 33 is a push bar 38 one end of which is rounded and rests against the side of the loop 37. The opposite end is cam shaped and is substantially in the axis of the plunger 38, member 31 and the stem 34 of the throttle valve. The push bar 38, between the bearings on the lever 33, is provided with a coil spring 39 normally tending to bring the push bar 38 with the cam end toward the axis of the member 31. The member 31, at its end which engages the socket is provided with an axial bore into which is fitted a pin 40, one end of which is round and projects into the socket 29. The opposite end of the pin is beveled and projects into the opening 32 and :t'aces the cam 'end of the push bar 38 so that when the pin 40 is pushed into the opening 32 its beveled end engages the cam end of the push bar 38 and forces the same downward, thereby causing the disengagement of the latch 36 from the sector 35. The pin is provided with a coil spring 41 mounted thereon and tending to bring the pin into normal position to disengage its beveled end from the cam end of the push I rod 38.

The tubular member 24 is provided with a T 42 which is connected by pipes 43 to a cylinder 44 secured to the boiler, or in any other suitable place in the cabin, adjacent to the engineers air valve. A piston 45 is provided in the cylinder, the piston rod 46 of which is connected to a rack 47. Meshing with the rack is a pinion 48 mounted to rotate on the pin 49 which carries the handle 50 of the air valve. The pinion is provided with a semi-circular groove 51 which is engaged by a pin 52 rigidly secured to the handle 50. This groove permits the move ment of the handle by the engineer to manipulate the air valve without in any way disturbing the pinion 48. Rigid with the pinion is a cam 53 adapted to engage the latch 54 provided in the handle, which locks the handle in the desired position. The rack 47 is guided in its motion by a groove provided in the body of the air valve structure; and the piston 45 is maintained in normal position by means of a coil spring 55 located in the cylinder 44. The pipe sys tem 43 is provided with a valve 56 whereby the cylinders 25 and 44 can be exhausted.

The tubular member 24 ad acent the valve casing 21 is provided with a vent 57 conshoe 9 to contact with the conductor 8, which is energized due to the position of the signal 5. This will energize the solenoid 12, causing the arm 14 to move'on its pivot,

thereby disengaging the end of the rod 15 engaged by the toe of the arm 14, which, under the weight 18, will move downward and cause the valve 20 to leave its seat, thereby allowing the fiow of air from the main pipe to the cylinders 25 and 44. The motion of the rod 15 downward will cause the piston 59 in the cylinder 58 to move upward just opposite the opening of the vent 57, thereby preventing the escape of air from the member 24. The pressure of air from the main pipe will cause the piston 26 in cylinder 25 to move and compress the spring 27. This motion of the piston will force the end of the plunger 28 into the socket, where it will engage the end of the pin 40 and force its beveled end against the cam end of the push bar 38, thereby causing the push bar 38 to move down and disengage the latch 36 from the sector 35. As the plunger 28 continues to move it engages the bottom of the socket 29, or the end of the member 31, and causes the member with the socket and the stem 34 of the valve to move in the direction of the arrow shown in Fig. 3, thereby closing the throttle valve.

The air entering the cylinder 44 causes the piston 45 to move in the direction of the arrow shown in Fig. 4, thereby causing the rack 47 to move in the same direction. This will cause the rotation of the pinion 48 on the pin 49 and therewith the cam 53. The cam will engage the latch 54 and force itout of engagement from the valve body, thereby leaving the handle 50 free to move. Simultaneously with the disengagement with the latch, the end of the groove 51 comes in contact with the pin 52 and causes the handle controlling the air valve to move therewith and brings it to the emergency position. To bring the system to normal position, the'valve 56 is operated thereby exhausting the compressed air from the cylinders 25 and 44 and resetting the rod 15 into engagement with the arm 14, which arm is provided with a coil spring to bring it into normal position when the circuit energizing the solenoid is interrupted.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. In an automatic train stop, a fluid conduit from the train pipe; a valve normally closing the fluid flow from the train pipe to said conduit; a vent in said conduit; a valve controlling said vent; a suspended weight for operating said valves controlling the connection of the pipe with the conduit; means for maintaining said weight in inoperative position; and automatic means for rendering said weight operative whereby the valves are operated, the valve connecting the pipe to the conduit establishing communication therebetween and the valve controlling the vent closing the same.

2. In an automatic train stop a fluid conduit from the train pipe; a valve to normally close the fluid from the train pipe mentioned valve establishing communication between the train .pipe and the conduit substantially as and for the purpose set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ANTHONY MASTRANGELO.

Witnesses:

A. E. BUCKLAND, BENEDICT J AFFE.

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