US1116437A

US1116437A - Automatic train-stop.

Info

Publication number: US1116437A
Application number: US51099409A
Authority: US
Inventors: Elmer M Jones
Original assignee: JONES SIGNAL SYSTEM Co
Current assignee: JONES SIGNAL SYSTEM Co
Priority date: 1909-08-03
Filing date: 1909-08-03
Publication date: 1914-11-10
Anticipated expiration: 1931-11-10

Description

E. M. JONES.

AUTOMATIOTRAIN STOP.

APPLICATION FILED AUG. s, 1909.

1 1 1 6,437. Patented Nov. 10,1914.

2 SHEETS8HBET 1.x

Witneses ll'iyEl'lpm' W B Y E. M. JONES. AUTOMATIC TRAIN STOP.

APPLICATION FILED AUG. 3, 1909.

Patented Nov. 10, 1914.

2 SHEETSSHEET 2.

UNITED STATES PATENT oration;

ELMEB M. JONES, F ATLARTA, GEORGIA, ASSIGNOR 'IO JONES SIGNAL $Y$TEM COMPANY, OF ATLANTA, GEORGIA, A CORPORATION 035 GEORGIA.

AUTOITIG TRAIN-STOP.

Specification 01' Letters Patent.

Patented Nov. la 1914.

Application use August a, 1909,! Serial, No. 510.994;

To all whom itmag toncern':

Beit known that I, ELMER M. Jones, a citizen of the United States, residing at Atlanta, in thecounty of Fulton and State of Georgia, have invented a certain new and useful Improvement in Automatic Train- Stops, of which the following is a full,

clear, and exact description, reference being had to the accompanying drawings.

whereby a train approaching a block which This invention' relates to mechanism is-occup-ied or which, for any reason, if out of comm1ss1on, may have the brakes automatically applied thereto if the speed of the train exceeds a certain predetermined limit' and be kept on until the trainisbrought nearly -to' a standstill, at which time the brakes will be automatically released."

- The objects of the invention are to pro- =vide a comparatively simple but efficient construction and arrangement of parts whereby the above result may be acc0mplished; also to provide a trainwith signal and brake operating devices adapted to co-'- operate with track mechanism whereby a single, mechanism may operate both operat ing devices or only .one of said operating devices, according to conditions'ito be de-.

scribed hereinafter. Y

Generally speaking, the invention may be defined as consisting of the combinations of elements embodied in the'claims here-toennexed and illustrated in the drawings forming part hereof,- wherein Figure 1 repre sents a diagrammatic view, certain parts being shown in section, of a system embodying-my invention; Fig. 2 a longitudinal sectional view through a casing, which may be carried by the locomotive, showing the mechanism whereby the brakes may be automatically a'ppliedand released, and Fig..- 3 a transverse sectional view through said casing-1 r Describing the parts by reference characters, l'denotes a track; 2 the wheels of a locomotive, and 3' a'centrifugal governor of any approved type, which may be conveniently driven from an axle ofthe 'locomotive. The governor comprises a pair of centrifugal action through the rotation of balls 4,- adapted to be thrown outwardly by the shaft .5, and 6 a sleeve mounted on said shaft and adapted to be raised and lowered by the movement of said balls." This slwve v manner.

is provided with a pair of contact rings 'i and 8, the purpose and operation of which will be described hereinafter.

9 denotes a shaft, which may be conveniently mounted within a boxor casing 10.

The bottom of the casing is provided with openings 11 and 12 for the accommodation.

engaged by the lever 13. The lever 14- may be employed to operate a cab signal, such for instance as shown in my application No. 456,423, filed October 6th, 1908. The

purpose of lever 13 is, when engaged by such ramp or projection, to open a valve in the train pipe and thereby cause thebrakes to be automatically applied in a welllmown The construction and arrangement of parts whereby this'r'esult may be I accomplished will now be described.

16 denotes a section of the train pipe and 17 the stem of a valve therein. This valve stem isconnected to alever 18, which extends on botlrsides of said stem and is con nected at its lower end to a link 19,by

means of apin 20 carried by said lever and a slot 21 in said link; said pin and slot providing a lost-motion connection between'the lever and link. The pipe section 16 preferably extends into the casing .10, projecting through the lower end thereof One end of the link 19 is pivotally connected to a saddle 22, which is provided with arms=22 sleeved upon the shaft 9 and carries a solenoid-23.' The upper end of the lever 18 is curved, as, shown at 2i and this curved p01 tion of the lever is provided with a radial shoulder, A corresponding partly cylindrical recess 26 is formed in the lower and rear portion of the saddle, between the arms 22.

27 denotes a solenoid core, the same projecting downwardly into a suitable bore formed in the saddle and having at its lower'end a head 28 adapted, when the solenoidis de'energizei'to be engaged by a pin 29 projecting through the front wall of the 1 l x I i l i 1 i l l i end of the lever 13 is moved to the right; i

that is to say, when the train is moving 1n the direction of the arrow shown in Fig. 1.

of the lever 18, such connection being conveniently made by providing the upper end of the lever with forks 18 having each a slot 18* therein, with pins 66 extending from 5 conveniently applied to the piston rod be- The saddle 22 is provided with a cam projection 30, which is shown in Figs. 2 and 3 3 as also sleeved upon the shaft 9 and is adapted to engage a lever 31, which isi shown as pivoted at its rear end and extending in the path of movement of the cam and normally supported thereby. The front end of lever 31 is connected to a link 32, the upper end of which is pivotally connected to a rod 33 having slots 34, 35 therein through which project pins 36 and 37 carried by the outer ends of levers 38 and 39, respectively. These levers are connected to the stems of

valves

10 and 41, respectively, in pipe sections 12, 43, respectively. The stems of valves 40 and 41 a re also provided with armsel and 15, respectively, which project through slots in the piston rod l6 projecting beyondthe end of the cylinder 47. The end of the cylinder opposite the arms 4% and 45 is connected by pipe section 18 with the casing 49. This casing, as will appear by reference to Fig. 1 is connected with a pipe section 50, the op.- posite end of which is connected with a cylinder 51.

52 denotes a solenoid which is located above the casing l9 and is provided with:- a

core 53 the lower end of which. projects into and is guided by said casing. This core is pro ".ded with a guiding projection 53 and with a valve projection 54: adapted, when the solenoid is deenergized, to close the port in the casing which communicates with pipe section 50.

55 denotes a reservoir which is connected with the train-pipe section 56, a check valve 57 being provided in said section adjacent to the reservoir and adapted to be seated by the pressure of air within the reservoir. A pipe section 58 extends from the reservoir to the casing of the valve 40. The pipe sections &2 and 13 communicate with a pipe section 59 which is connected with the front end of the cylinder51.

60 and 61 denote short pipe sections extending from the valves 40 and 4:1, respectively, and communicating with a pipe section 62 which is connected to the'rear end of the cylinder 51. A discharge connection l 63 ext nds from the valve 41, intermediate between

sections

43 and 60. The cylinder 51 is'provided with a piston 64:, the rod 65 whereof projects through the rear end ofthe cylinder and is ccrnected to the upper end tween the piston head and the rear end of the cylinder, as shown in Fig. 2. A suitable stop 68, provided within the cylinder, limits the movement of the piston head to the right or rear end of the cylinder. In Fig. 1 the spring 67 is shown diagrannnatically as applied to the lever 18 in such manner as to tend to force the upper end of the lever and the piston rod to the left or front.

The solenoid 52 receives its current from a suitable source of electrical energy, shown at 69. The circuit including the solenoid is normally broken by the separation of the terminal 70 from the circuitclosing ring 8.

The .solenoid 23 receives its current from a source of electrical energy 71, but the circuit including such solenoid is normally broken by the separation oi the terminal 72 from the circuit closing ring 7. Both of these segments are carried by the sleeve 6.

In operation. suppose the train to be approaching a block which is occupied by another train or, for any other reason, is out of commission. Under such conditions, the ramp or projection 15 will be in position to be engaged by the lever 13. Under normal conditions, the air in reservoir flows through pipe sections 58 and i2 into the front or left-hand end of cylinder 51. therebv, keeping the piston 64 in the position shown in the drawings and the valve in pipe 16 shut. Valve 41 in this condition closes pipe section 43. The end of the cylinder on the opposite side of piston 64 is vented through

pipe Sections

62, 60 and 63. The lower end of lever 13 strikes the ramp or projection 15 and is rockd-to the right against the action of the springs 73. 74. As lower end of this lever is rocked tothe right. the shoulder 25 engages the side of the head 28. thereby rocking the saddle 22 and sole- .noid 23 to the left. The cam 30 lifts the link 32 and, as the pins 36 and 37 near'tlie lower ends of the slots 3% and 35. respectively, this lifting action reverses the position of the valves 10 and L1, cutting off the supply from reservoir 55. pipe 42 and the left hand end of the cylinder and permitting air from said reservoir to pass through valve 40 and

pipe sections

61 and 62 to the right hand end of said cylinder. At the same time valve 41 closes communication between the cylinder and pipe 63 and estab- .lishes communication between the left-hand end of cylinder 51 and the vent-pipe seci, i rater tion 63 through pipe sections l3 and the open valve 41. The piston (l-l moves to the left under the pressure of the air and the act-ion .offlthe spring 67, thereby opening the valve in the pipe section 16 and applyin the brakes. 'lhe length "of the slot Q1 w1ll be such that this preliminary rocking of the saddle 22 will be permitted- Furthermore. owing to the manner of connecting" the rod 33 with the arms 38 and 39. an appreciable interval of time will elapse between the rocking of the saddle and the rocking of the lever 18 by the piston rod 65 to pcrmitof the full..-:operation of the cam to open the valves lO and 41 before the lever 18 will be shifted. When this occurs. the pin 20 striking the right-hand or rear end oflthe slot 21; will restore the saddle and solenoid to the position shown in the drawings. By the constructionshown in Fig. :2, after'the

valves

40 and 41 have been reversed. the connecting rlod 32 is free to drop to the position shown without operating the valves. owing to the lostunotion connection therelbetween. But for this lost-motion connection,. the Weight of the parts might he sufficient to cause the reversal of the'valves t0 and. t1.

As a necessary condition to the operation fllOOVQ described. the solenoid must be de- 3 energized. Thisivill occur at any time when .and45 which will permit of the; consequentthe speed of the train is above the predetermined safety limit. Suppose. for instance, that five miles per hour is such predeten inined'limit. The governor parts will he so arranged that. when the speed falls to five miles per hour. the terminal 72 engages the circuit-closer 7 closing the circuit including" the solenoid 23 and removing the head 28 from the path of movement of the upper end of lever 13. Under these conditions, the lever 13 will be rocked by its ramp or irojection Without applying the brakes.

Reference has been made to the automatic release of the brakes when the train is nearly at rest. The air which has been admitted to the right or rear hand end of the cylinder- 51 is retained therein by the valve all and the projection which closes the portin the casing 49. hen the train is nearly at a stand still, the dropping of the sleeve 6 will bring the terminal 70 into contact with the circuit closer 8 and will close the circuit in cluding the solenoid 52. The core 53 is then drawn upwardly and air froni reservoir 55 and cylinder 51 can pass through

pipe sections

50 and 48 into the cylinder 47, thereby operating the piston in said cylinder and the piston rod 4:6.to cause the reversal of valves i0 and 4-1. To permit of the original movement ofthe valves by link 3:. and rod 33., the piston rod i6 is provided with slots 44 rocking of arms 44 and 45 by the movement of the link 32. The operation of the piston This operation causes the piston (ii to be restored to its original position and to close the valve in train pipe section 1G,-.th-us avoiding any waste of air. 4

'l he connection between the lever 13 and saddle is such as to enable, the train to be hacked and the lever 13 to he moved by engagement with a ramp or projection. in a direction contrary to the arrow shoivn in Fig. 1 without operating the saddle and without all'cctii'ig the valve intrain pipe 15. The springs fill and 7- will restore thelevcr to the initial position sh'ownin l after the lever has passed over the ramp. in l 52 a single spring T l is shown as applied to a plunger ll which resists the movement of the lever 13 in either direction and restores said lever to normal position after a ramp has been passed,

"lhe diagrannnatic illustration of my invention. which is shown in Fig. l. differs in some structural details from the embodiment shown in Figs. :2 and 3. For instance. the connection liic'tiveen the piston rod 46 and the valves 40 and 4-1 is shown in the diagram. as made through a bell-crank lever 75. one arm of whichv is connected to the pisston rod and the other arm to the link 32 by means of a 'Jin-andslot connection. enabling); the link 32 to be lifted by the cam 30 and enabling the piston rod. when .air is supplied to the cylinder 4-"? through the casing; ill. to operate the linl: 32 and shift the valves. Furthermore. the spring 67 is SllOWll as connected to the lever 18. but it serves the same purpose as the like-numbered spring; in Fig. as it tends to move the lever and the piston rod (35 forwardly or to the left.

2 and 3 is. however. embodied in the diagrannnatic re 'ircsentation of Fig. l. and the mode of operation is substantially the same in both instances.

It will beunderstood that the lever ll will I be operated by ramp or proj ection which distant from the block approached and which does not project a sufficient distance to operate the leve 'l3 and that the latter lever will be operated by a ramp' or projection 15 which is adjacent the blockapproached and which projects a suflicient distance to operate both levers.

Having thus described my invention, what I claim is;

1. In an automatic train stop, the combination of a train pipe, a valve therein, and means for operating said valve, said means comprising a cylinder, a piston in said cylinder, a piston rod, a connection.

between said rod and said valve, fluid pres sure pipes connected with said cylinder at opposite ends thereof, a valve mechanisnr controlling the supply of fluid to opposite ends of said cylinder, and a second cylinder having a piston therein connected to said valve mechanism, said last named piston being controlled by the speed of the train for automatically operating said mechanism to supply fluid to either end of the cylinder.

2. In an automatic train stop, the comomation of brake applying means, means for operating the iormer means, the latter means comprising a cylinder, a piston in said cylinder, a piston rod, a connection between said rod and the brake applying means, fluid pressure pipes connected with said cylinder at opposite ends thereof, valve mechanism controlling the supply of fluid to opposite ends of said cylinder, and a second cylinder having a piston therein connected to said valve mechanism, said last mentioned piston being controlled by the speed of the train for automatically operating said mechanism to supply fluid to either end of the cylinder.

- 3. In an automatic train stop, the combination of a cylinder, a source of fluid pressure supply adapted to communicate with opposite ends thereof, valve mechanism arranged to open the supply to one end of the cylinder and vent the other end,

brake-applying means, a piston in said cylinder, a connection between said piston and said means, and a second cylinder having a piston therein connected to said valve mechanism, said last named piston bei g controlled by the speed of the train for,

automatically reversing the valve mechanism.

4:. In an automatic train stop, the combination of brake-applying means, a cylinder, a piston therein, a piston rod connected with said brake;applying means, pipes arranged to supply pressure fluid to opposite ends of'said cylinder, valves in said pipes adapted to permit the supply ofpressure fluid to either en-a of the cylinder while venting theotherend, a second cylinder having a. piston "therein connected to the valve mechanism, said last mentioned piston being controlled by the speed of the train for operating them to permit the flow of pressure fluid to one end of the cylinder when the speed of the train exceeds a predetermined limit, and means for reversing said valves when the speed of the train falls below a predetermined limit. 7

5. In an automatic train stop, the combination ofbrake applyin'g means, means for operating the former means','the latter means comprising a cylinder, a piston therein, a piston rod, a connection between I said rod and the brake-applying means, valve mechanism adapted to permit the supply of fluid to either end of the cylinder while venting the other, a second cylinder having a piston therein, said pistonbeing controlled by the speed of the train, said piston having connections with said valve mechanism for operating said valve mechanism in one direction when. the speed of.

the train exceeds a predetermined limit,- and electrically controlled means for reversing said valves when the speed of the train falls below a predetermined limit.

6. In an automatic train stop, .the' combination of a train pipe, a valve therein, a

cylinder, a piston therein, a. piston rod,

means connecting said piston rod and said Valves, a source of fluid pressure supply, pipes connecting the same with opposite ends of the cylinder, valve mechanism arranged to permit the flow of fluid to one end of the cylinder when the speed of the train exceeds apredetermined limit and to the other .end of the cylinder when the speed of the train falls below a predetermined limit, a second cylinder, a piston therein, operative connections between said piston and said valves, aconduit connecting the latter cylinder with one end of the former cylinder, a valve in said conduit, mechanism for operating said valve, and a governor arranged to control the said mechanism when the speed of the train falls below said predetermined limit, thus reversing the valve mechanism to cause the pressure fluid to flow to the opposite end of the cylinder.

7. In an automatic train stop, the combination of brake-applying means, ;a cylinder, a piston therein, a piston rod, means connecting said piston rod and said means,

a source of fluid pressure supply, pipes connecting the same with opposite ends of the cylinder, valve mechanism arranged to permit the flow of fluid-to one end of the cylinder when the speed of the train exceeds a predeterminedlimit, and means tor automatically? reversing said valve mechanism to permit the flow of fluid to the opposite end of the cylinder when the sf. eed of the trainfalls below a predetermined limit, the latter ineans comprising a cy1in speed of the train falls Below said preder, a piston. therein, and lost-motion (3011- determined limit. 10

nections between said piston and said valve In testimony whereof, I hereunto aflix my mechanism, a conduit connecting the latter signature in the presence of two witnesses. 5 cylinder with one end of the former cylin ELMER M. JONES.

'der, a valve in said conduit, and an electro- -Witnesses: v magnet for operating said valve. and ar- JESSE DRAPER, ranged to have its circuit closed when the] J. B. CoURsoN.