US1115247A

US1115247A - Automatic train-stop mechanism.

Info

Publication number: US1115247A
Application number: US75745413A
Authority: US
Inventors: Arthur W Schauer
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-03-28
Filing date: 1913-03-28
Publication date: 1914-10-27
Anticipated expiration: 1931-10-27

Description

A. W. SCHAUER.

AUTOMATIC TRAIN STOP MECHANISM.

APPLICATION FILED MAR.-2B. 19 13.

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' AUTOMATIC TRAIN STOP MECHANISM. APPLIGA'IJION F'ILED MAR. 2B l913.

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To all whom it may concern:

Be it known that I, An'runn \V. QCHAUER, a citizen of the United States, residing at Hartford, in the county of Washington and State of Wisconsin, have invented certain new and useful Improvements in Automatic Train-Stop Mechanisi'n; and I do hereby de clare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention comprehends certain new and useful improvements in automatic train stop mechanism andrelates more particu larly to means carried upon a locomotive and operated by engagement with trip rails, whereby the throttle valve may be closed, the whistle blown, and the brakes set.

The primary object'of the invention is to provide mechanism of this nature which. shall be of extremely simple construction, cheap to install, and. very reliable.

Another and more specific object of the invention is to provide means upon one side of the engine for operating the throttle lever and whistle, and means upon the other side of the engine for operating the air valves so as to apply the brakes.

\Vith these and other objects in view, as will become more apparent as the description proceeds, the invention consists in certain novel features of construction, combination, and arrangement of parts, as will be hereinafter described and claimed.

For a complete understanaing of my invention, reference is to be had to the following description and accompanying drawing, in which,

Figure 'l is a right side elevation, partly broken away and partly in section, of a locomotive, showing my automatic stop mechanism applied thereto, Fig. 2 is a fragmentary left side elevation of a locomotive, showing another portion of my step mechanism, Fig. 3 is a view taken on the plane of line 33 of Fig. 2, Fig. -l is a fragmentary top p an view oi a portion of the locomotive, showing the parts of my device with which it is equipped, Fig. 5 is a view taken on the plane of line 5-5 of Fig. 1, and, Fig. (5 is a perspective view of one of the trip rails.

I will first describe in detail, the means 2 which I employ for automatically releasing Specification of Letters Patent.

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Application filed March N 8, 1913. Serial No. 757,454.

the pressure from the train pipe so that the air brakes will he applied. A pressure release valve is secured in a suitable position upon the left side of the locomotive boiler and is connected by an air pipe 11 with the air brake system, not shown, so that when it is properly actuated, the air will be released from the train pipe and set the air brakes. To eliect this operation, I employ a bell-crank 12 which is rigidly secured to the stem of the valve 10 and which has a depending rod 13 connected to the free extremity of its horizontal arm. A turn-buckle lat connects the rod 13 to a depending rod 15, which is secured by means of a. tension device to a rod 16. This tension device comprises a frame or yoke 17, which is connected to the lower extremity of the rod 15 and a headed rod 18 which slides through an opening in the bottom of the frame 17 and which is connected to the rod 16. An expansive spiral spring 1.9 surrounds the headed rod 18 and holes the same normally in a raised position. The lower extremity of the rod 16 is secured by means of an angular bracket 20 to a forked arm 21, which is loosely connected to a shaft that is rotatably supported in a trainwerse pea-:ition. under the boiler of the locomotive b means of the brackets 23. A wheel carrying arm 24 loosely secured to the shaft 22 between. the forks of the arm 21 and is formed with. a projection 25 for engagement with the top of said arm. A wheel or roller 26 is journaled between the forks 27 formed upon the lower extremity of the arm 24: and is adapted to engage a trip rail 28, which is secured between the track rails 99.

The trip rail 28 which is secured at any suitable position. has its ends beveled, clearly shown in hi (3, so that the wheel 26 will ride easily onto the same. this wheel is raised by engagement with the trip rail, the projection 25 will force the arm 21 downwardly and cause the bell-crank 12 to oscillate and open the valve 10 to release the pressure from the train pipe. The spring 19 is of such strength as to becompressed but slightly during this operation.

To m-ovide for closing the valve 10 at any time, fl employ a connecting rod 30 which is connected at one end to the vertical arm of the shaft 32 is rotated and the bell crank 12 actuated so as to close the valve 10. The spring 19 by contracting, permits the bellcrank to move in this manner.

Having described the means for automatically applying the air brakes, I will now describe the manner in which the throttle lever 37 is automatically operated. This lever is pivotally secured at one end to the top of the cab, as clearly shown in Fig. 1, and has attached to it a forwardly extending connecting rod 40, which is disposed upon the ri ht s de of the locomotive boiler. and w ich is connected at its forward end to a bell-crank 41. As clearlyshown in Fig. 1, this bell-crank'is supported adjacent the extremity of a pivot rod 42 which extends outwardly from a suitable point upon the right side of the locomotive boiler. A rod 43 depends from the forward end of the horizontal arm of the bell-crank 41 and is connected by means of a turn-buckle 44 to a rod 45, which latter is connected to a cross piece 46 clearly shown in Fig. 5. A rod 47 connects the cross piece to a spring tension device 48 similar to the one previously described. This tension device is connected to a rod 49, which is in turn secured to a crank arm 50 attached to the shaft 22. This shaft is rotated through the medium of a wheel carrying arm 51 whit is rigidly secured thereto and which-carries a wheel 52 adapted for engagement with a trip rail 53 similar to the one previously described.

Coming now to the means for operating the whistle 54; designates a link which is connected to the operating arm '56 of said whistle. An arm 57 connects the link with a transverse shaft 58 that is journaled in the brackets 32. A cross arm 59 is rigidly secured to the shaft 58 adjacent the right extremity and a connecting rod 60 extends from the upper terminal of the cross arm to a bcllcrank lever 61 pivotallysecured upon the shaft 42, as clearly shown in Fig. 5. A connecting rod 62, turn-buckle 63, and connecting rodfl connect the forward end of the horizontal arm of the bell. crank lever 61 to the cross )iecc 46. A push rod 65 is secured to the lower terminal of the cross arm 55) and extends rearwardly into the cab, as clearly sh'uvn in Fig. l. The arm is notched for engagement with a plate (36 so that the sition. When the wheel 52 rides upon the trip rail 53, the bell crank levers 41 and 61 are oscillated so as to actuate the throttle lever 37 and whistle 54. The spring tension device 48 makes it possible to swing the throttle lever so as to open the valve even should the wheel 52 be in engagement with a trip rail. The push rod65 may be similarly actuated so to shut off the whistle.

From the foregoing description taken in connection with the ac ompanying drawing, it will be seen that I have provided means'actuated by engagement with a trip rail for automatically releasing the pressure from the train pipe, whereby the brakes are applied, said means being located upon the left side of the locomotive. The means for automatically closing the throttle valve and blowing the whistle, are positioned upon the right side of the locomotive and work independently of the first mentioned means. By properly placing the trip rails 28 and 53, it will be possible to prevent ail-engineer running by a certain point or points without due notice.

It is to be understood that while I have shown and described the preferred embodiment of my invention, I do not wish to be limited to this exact; construction, combination, and arrangement of parts, but may make such changes as will fall Within the spirit and scope of the invention.

Having thus described my invention, what I claim is 1. In a train stop mechanism, the combination with a locomotive, of a horizontal pivot rod, a pair of bell crank levers arranged on said pivot arm, a rod connected to one arm of each of the bell crank levers, to actuate stop mechanism when moved longitudinally, a connection depending from the other arm of each of the bell crank levers,

a cross bar to the extremities of which each of said connections is secured, and an oscillating element to engage an obstacle'and a connection between said oscillating element and the center of the cross bar, said connection including a tension device, and means for locking one of said first mentioned rods against movement in one direction.

2. In a train stop mechanism, the combinationwith a locomotive, of a horizontal pivot member secured thereunder, an arm secured at one end to said pivot member and adapted to swing in a vertical plane, a pivot rod extending laterally from the locomotive above said arm, a pair of hell crank levers mounted upon said pivot rod and. having their armsdisposed in vertical and horizontal planes respectively, a connection between the horizontal arms of the bell crank levers and the extremity of the first mentioned arm, said connection including a tension device, a longitudinally movable rod F whistle may be locked in its inoperative poi connected to the vertical arm of each bell crank lever and adapted to operate a portion said first mentioned arm is in its lowered of the stop mechanism, and means for swingposition. 10 ing said first mentioned arm downwardly In testimony whereof I afiix my signature whereby the bell crank levers will be verti in presence of two witnesses.

cally rotated to move said last mentioned ARTHUR W. SOHAUER. rods longitudinally, the connection permit- Witnesses:

ting one or both of the bell crank levers to J OHN G. LIVER,

be returned to'their normal positions when E. F. RUSSELL.