US1117034A

US1117034A - Train-stopping apparatus.

Info

Publication number: US1117034A
Application number: US75744213A
Authority: US
Inventors: James A Gray
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-03-28
Filing date: 1913-03-28
Publication date: 1914-11-10
Anticipated expiration: 1931-11-10

Description

I J. AL GRAY TRAIN. STOPPING APPARATUS. APPLICATION 11 215 my 2a, 1913. V 1,1 17,034. Patented Nov, 10,1914.

3 SHEETSS HBET 1.

wi bmemieo .T. A. GRAY. I

TRAIN STOPPING APPARATUS.

APPLICATION TILED MAR. 28. 1913.

1,117,034. Patented Nov. 10, 1914.

3 SHEETS-$HEBT 3.

; zen ofthe United States residing at Malone,

- status of the classdescribei'which may a I the relative positions ofthe road signal I -.1mns a, GRAY, or MALONE, new YORK.

I 1,117,034:- I I. Inflation March 28,

,Specificatien of Iietterslatent.

"rnam'srorrme APPARATUS.

I Patented Nov. 10, 1914.. 191;. Serial no; 757,442

'' To ca-"whom it may concern: I Be it known that I, J AMES A. GRAY ,'8. c1t1- in the county-of Franklin and State of New 8 York, have invented" new and useful Im provementsin Train-Stopping Apparatus,

. 1 of which the following is a specification. This invention relates to improvements in train stopping apparatus andin the present instance is directed to an automatic apparatus designed to be operated-from the road I s a1.

' n carrying out the resent invention it is my purpose to p'rov'i e. an automatic tram l5 -stoppi'ng. apparatus whereby the throttlevalve of the engine will be closed and the en- 'gi neers" air brake valve moved. to; a position to effect anapplication of the brakes to the wheels from one of the axles of a car, 'said movementsbf the throttle and air brakevalves from the 'axle-being-dependent upon theposition of the'road signal. I

It' is also my purpose to. provide an apconjunction'with anytype of signal without necessitating thealteration fof' such system and whereby the. tram will be'- automatically brought to a standin "the event of the engineer, through negligence or otherwise, failing to observev the dangersignal. g 4 Furthermore, I- aim to provide atram stopping apparatus which will be entirely. automatic moperation' and which Wlll permit' the throttle valve and theengine'ers air brake valve to be manually operated in the normal or inactive position of the apparatus. The'inventio'n has for a further object the provisionof an apparatus of the .type set forth which-will embrace the desired free- I tures of simplicity, efliciency and durabil tycoupled with cheapness of cost in manufacture and installation and which may be readily applied .to any character of locomotive.- With the above and other objects n view, the invention consists in'the construction; combination and arrangement of-parts hereinafter set forth inandjfalling within the sco eo'f'the claims. I I

the accompanying drawings; Flgure 1 isa' view in side elevation, partly insection, of, a. locomotive equipped with the present invention. Fig. 2pis a vertical cross-see, tional view through the locomotive, show and train carried stopping while keyed .and closed manually accordin to the dire'c a paratus. Fig. 3 is an enlarged longitudmaFsectional view through aform of belt shifter. Fig. 4 is a cross sectional viewthrough the saine. Fig. 4': 1s a detail view of the trip.. Fig. 5 is a 66 view m 'eleva-tion of the boiler head within the engine ca'b'showing a further 'modified form of my invention, and'Fig. 6 is a side elevation of the drums and gear wheel illustrated in Fig 7. i

Referring now to .the'accompanying drawings in. detail, a conventional ,form 'of locomotive is indicated at A, while the numerals 1' and 2 respectively designate the throttle valve rod and airbrake handle. 7 0- Suitablyfaste'ned to the boiler head'within the engine cab is a bed plate 3 andjour-z naledin alining bearings carried liv such bed plate is-ahorizontal shaft 4- formed'of axially alining sections 5 and 6. Surrounding 76 the confronting or meeting ends of the sections 5 and 6 of the shaft lsa loose pulley 7 I upon the respective sections i the shaft at opposite-sides of theloose .pul ley are fast pul eys 8 and 9. In the present -.80 mstance, the free end of. each section 5, 6 has suitably fastened thereto a gear wheel 10 and a drum 12. A second horizontal shaft 13- is journaled' in alinin'g bearings carried bythe bed-plate 3 and mediately below the throttle valve rod Land at right angles to the latter, a toothed 'pinon It being fixed to the shaft-13-a'nd mesh- -mg with a rock bar. 15 on the lower side of '90 the throttle val ve'rod 1, while

pinions

16, 16 are Iie'yeduponthe shaft 13 atoppo'site sides of the linion 14. One of these pmions 16 meshes dlrectly with the teeth formed on the eriph'ery of the gear 10 onthe section 5 of e horizontal. shaft 4,: while therem'ainmg pinion1 is adapted-to be driven from the gear 10: on'the' section 6of the shaft 4 through the medium of. anidler inionll. One en'dof the shaft 13 is preferab y extend .100 0d" as'at 18 and has. connected. thereto an operating handle 19 whereby the. shaft 13 may the rotated. to 'move, the throttle valve rod and so enable the throttle to he opened tion of movement ofthe'sha 13'. .In the present instance, the drum lflconnectedto each'gear 10 carries a in 20 to which is securelyfastened one en of e-chain or ther .fl x l m n 81, the ands or both 11 I I is disposed an up: 86 proprlate distance above the shaft 4 and im d connection with the accompanying drawlated. However, hould the

semaphore innea chains

21, 21 being secured to a soft metal wardly and so close the valve and shut off ring 22 carried by the engineers air brake the flow of steam to the driving cylinders. valve handle 2. Simultaneously with the closing of the in the present form of my invention, one throttle valve, the handle 2 of the brake 5 of the axles of the locomotive has a pulley valve is operated through the medium ofv J5 fast thereon and over such pulley and the respective chain 21, incident to such the loose pulley 7 on the shaft 4 is trained chain being wrapped about the periphery an endless belt 24, such belt being capable of the active gearlO within the groove 20, of movement onto one or the other of the to effect an emergency application of the 10 fast pulleys 8 and 9 on the respective secbrake. On the other hand, should the 1000- tions of the shaft 4.. Any suitable form of motive be'traversing the rails, rear end first, belt shifter may be employed for moving the trip 27 at the side thereof opposite from the belt from the loose pulley onto one or the first-mentioned trip will be disposed in the other of the fast pulleys. In this inthe path of movement of the danger signal 15 stance, I employ two

belt shifters

25, 25

sothat upon contacting with such signal which extend outwardly from opposite sides the respective belt shifter will be rendered of the engine cab and each belt shifter is held operative to throw the belt from the loose against operation by means of a trip 27 pulley 7 onto the fast pulley 8 of the section pivoted upon an appropriate part of the cab 5, thereby throwing the throttle valve and and adapted to be moved out of the path of operating the engineers brake valve,through the shifter rod upon contacting with a sigthe medium of the gear wheel 10 and the' nal set to danger.

section 5 of the horizontal shaft t, the pin- The semaphore signal standards are indiion 15 and the pinion 15. cated at 28 and as usual these standards are In Figs. 3 and i, I have illustrated a pre- 25 arranged along the roadway and spaced ferred form of belt shifter. This belt apart the desired or approved distances, shifter in the present instance,.comprises a each standard having pivoted thereon a cylindrical casing 30 adapted to be secured semaphore blade 29 capable of being moved to an appropriate part of the cab in a horito danger position, that is to a plane at zontal plane and having a restricted passage 30 right angles to the vertical, by some suitable 31 formed therein adjacent to the outer end mechanism. These signal blades may be thereof, while a disk 31- is suitably secured either train controlled, that is to say, autowithin the casing adjacent to the opposite matic, or manually operated. end thereof. This dish is formed with an From the foregoing description talrenin opening alining with the" channel 31 and passed through such opening and slidably 10 disposed within the casing is a plunger 32 having a reduced stem 33 disposed Within the channel 31, a coiled expansion spring 34: encircling the plunger and abutting at one end against the adjacent face of the disk 31 1 and having'its opposite end in engagement with a pin 36 carried by the plunger, the spring normally acting to force the reduced shank 33 of the plunger outwardly of the outer end of the casing. A trigger or trip 27 is pivoted upon the outer end of the casing 30 and normally lies in the path of movement of the shank 33 of the plunger so as to hold the latter against movement under the action of the spring, while to the inner end of the plunger. is connected one end of the shipper rod of the belt shifter, the opposite end of the latter being looped to encircle the belt. Thus, it will be seen that when the trigger or trip 27 is contacted by the signal, the plunger will be released so that the spring 85 may slide the latter within the casing and so shift the belt. Although I have shown and described one particular form of belt shifter, it is to .be 2

ings, the construction, mode of operation and manner of employing my invention will be readily apparent. Should the signal blades 29 be in clear position and a train equipped 40 with my improved apparatus be proceeding along the right of way, it will be observed that the signal blades will be out of the path of movement of the respective trip 27 and the belt 2t and pulley 7 running idly with re- 45 spect to the sections 5 and 6 of the shaft 4;. By manipulating the operating handle 19, the engineer may/control his throttle valve in accordance with prevailing conditions and the brake valve may be freely manipublade in advance of said train be set to danger, the trip 27 at the right hand side of "ie cab will dontact with the signal blade and so release the respective shipper rod 55 of the belt 24: so that the belt will be thrown from the'loose pulley 7 onto the fast pulley 9 of the section 6. As the engine proceeds into the pi otected track area or danger zone, the section 6 of the shaft will be rotated 60 from the car axle through the medium of the pulley 23, belt 2% and fast pulley 9 understood that do not limit myself to the thereby rotating the gear 10 and imparting precise construction herein set forth. movement to the pinion 17 and the respec- In the modified construction illustrated tive pinion 16. Thus, the shaft 13 will be in Figs. :3 and. 5, 55 i jeurnaled rc ed to move the throttle valve red It iiisuitable hoririontallv "airing about the relatively large, drum 158T 'con'tradistinctionjto an jemergency vappil'idaa element has one termin'al' -thereof connected and adapted to 'The gear wheel, 57

tion, whilea chain 64017 then flexibleelement ada ted, when'open'ed, to bring about in and has the free end thereof connected "to an wherei nth'e throttle vali'e 'and the 3.1

.described and delinea ed,

ried by a bed plate 56 bolted to thehead-of the boiler Within the engine cab and upon such shaft is keyed a gear wheel 51'. carrying :upon one side a large (h-um 585 and a relatively small drum 59, iv-hile alsoupon the shaft 55 is a loose pulley 60 and a fastpulley 61. Trained over the loose pulle be thrown from the latte onto the fast-pulley and vice'versa, is a-bel 62 adapted to be' driven from a pulleyon one of the' axles of'a loc otive-or tender as the case. may be. In this instance,-the belt. shifter lever 32 is connected through the medium of a .wire or other suit'ab e'fleXible,eleT ment 63 with the respec ive 'tr" ping deyicelmeshes with a rack secured totheunder side of the throttle valverodfas in the preferredform .of my, invenhas ,one ,end connecte .t0 and *is trained;

such with" a e located in the train lline airpipe and chaleadinguto ,and is ,connected val efi'e t, auservice application of'thebi altes'in tion, A second chain 66 orfother'fieizible' to the drum ,59' andis Wrapped thereabout the engineers brake yal' -"e sons to -efiect an emergency application bf: !the brakes to the- Whe'els. .Thus, it will be seen that-under all cireumstanees, the brakes will be' applied in such manner as to reduce the wear and tear on the rolling stoclq incident to a sudden em rgency application. I

'It will .beseen-that I have provided a train stopping apparatus which may be used in con'unction With anytype of signal system gineers brake Yalvh may e operated droni one. of the car axles, driying means beingemployed whereby the throttle valve and brake valve may be operated as described, such means being dependent upon andoperatedfrom the road si 211. f

lVhile T'have herein shown a-nd'described certain preferred forms of my. inventionbyway of illustration, I wish t to" be 'under-, stood that I do not limit or confine myself to the precise details offeonstruction herein as modification and variation inay be made Within ,of 'theclaims and Witheut depar the spirit of the invention.

I claim: 1. In train stopping apparatus the coni- Valve, ofa belt'di-iven from'saig pulley normally receiving sai belt,: a,fast pulley, connections between said. fast phlley and throttle yalve' whereby the later axle, a loose 'may be closed, a belt shifter for shiftlngfthe v belt-from the loose to the fast"'pull ,ey, a

y casing, a plunger withinfsaid'casing and catrigger to releasesaid plunger.

2. In train stopping apparatus,flthe.'com- .bination with a ,car. axle and a throttle vali ve,'.of"a belt "driven'tnom-said axle, a loose'pulley normally 'i'e eiving,said belt, -.a fast pulley, connectionsgbetweeii said" fast. pulley and tliirottle' Valve-whereby the lat-.. ter'may 'be c osed, 'azbelt shifter forfshiffl 'ing the belt from the, l ley,a casing, a 'andcapahle of ose to. the fast pul sliding movement therein plunger Within said casing and connected tosaid. belt shifter, {means' acting. upon-said 4 plunger shifter to move he belt. the fast pulley, .vpa 'h of in the action of the spr'ingyandroad signals adapt. ed;'to wactuate said trigger to release saidplun'ger. 3. Intrain'stopping apparatus, the combination with a ca'r'axlel and a. throttle valve, of a belt Ydriyen. fr In said axle, .a loose pulleynormally.i'eceivv ngsaid 'bel a fast pulley, connections between said East pulley and throttle Valve whereby the iat termay be closed, a belt shifter for shift' ,ing the belt from the loose to the-fast p111? leyn-a. casing, a pflunger Within sa d casing to actuate the belt from the loose to o'vem'ent ofl said plunger and holdand connected tosaid belt shifter, a, spring 'trigger disposed' in the.

am'e againstmoyement under the acting upon said plunger to actuate the belt" shifter to move the belt from the loose to the fast pulley, a trigger disposedin the path of movement of saidplunger-and hold- I ingthe same against movement under the action 91' the spring, means foractu': atin'g said trigger to release said plunger.

, a In testimonv'whereof I affix my signature iirpresenceof two Witnesses;

' v v JAMES A. GRAY-g .Witnessesz' v n 4 A. G; FLANAGAN,

binationiiith a car axle and a throttle E. C. ALnAsoN.