US1124067A - Automatic train-braking system. - Google Patents

Automatic train-braking system. Download PDF

Info

Publication number
US1124067A
US1124067A US82110814A US1914821108A US1124067A US 1124067 A US1124067 A US 1124067A US 82110814 A US82110814 A US 82110814A US 1914821108 A US1914821108 A US 1914821108A US 1124067 A US1124067 A US 1124067A
Authority
US
United States
Prior art keywords
rod
lever
locomotive
operative
magnets
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US82110814A
Inventor
David M Smith
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JESSE POORMAN
SAMUEL H JAMISON
Original Assignee
JESSE POORMAN
SAMUEL H JAMISON
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by JESSE POORMAN, SAMUEL H JAMISON filed Critical JESSE POORMAN
Priority to US82110814A priority Critical patent/US1124067A/en
Application granted granted Critical
Publication of US1124067A publication Critical patent/US1124067A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/04—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling mechanically

Definitions

  • This invention relates to improvements in automatic train braking systems and proposes an apparatus which is employed in co operation with the usual signaling apparatus and is instrumental to apply the brakes when the signal at the head of the block is set for danger.
  • an alarm is sounded to indicate to the engineer that there is clanger ahead and that the brakes have been operated.
  • the principal object of the invention is to provide for a gradual and easy yet positive and certain braking of the train through a relatively long extent of travel, 0. 9., at least a hundred yards; and to provide for this purpose mechanical instrumentalities which are of simple, durable and inexpensive nature and in their application require no change in existing equipment.
  • Figure 1 is a diagrammatic plan view of a safety block or a portion of such a block;
  • F ig. 2 is an enlarged detail plan view thereof;
  • Fig. 3 is a cross-sectional view thereof;
  • Fig. 4 is a detail view showing the relation of the brake controlling valve at the base of the locomotive;
  • Fig. 5 is a detail sectional view of the brake controlling valve;
  • Fig. 6 is a diagrammatic view showing the connections whereby the magnets are controlled by the signal arm;
  • Fig. 7 is a diagrammatic view showing the connections for sounding an alarm in the cab of the locomotive, when the brakes are applied.
  • valve 1 located adjacent the tender of the engine and which, when opened, ex hausts the compressed air and provides for the setting of the brake in the usual manner, and the rod 2 for operating said valve.
  • the rod 2 is straight throughout its extent and has a length which corresponds to the length of travel in which the train may be brought to a gradual and easy stop from the inception of the action of the brakes. Thus, it it it 1s contemplated that the train shall be stopped within a distance of a hundred yards, the rod 2 will be at least a hundred yards in. length.
  • the rod 2 is pivoted at its rear end as at 3 and free at its forward end and occupies either of two positions, in one, its inoperative position, being substantially parallel to the rail A which it closely adoins, and in the other, its operative positron, extending obliquely with relation to the rails.
  • the rod 2 is mounted between the rails and is supported upon the ties, and is movable transversely in a horizontal plane. in its operative position, in which, as above stated, it extends obliquely with relation to the rails, it functions as a cam and acts upon a lever l: secured upon the projecting end of the stem of the valve 1, and in its inoperative position, in which it is substantially parallel to the rails, it has no action whatever upon said lever.
  • the valve 1 may be of any suitable construction, for instance, it may be of the same construction as the stop cocks which are employed in the usual air brake system, and, as shown in F ig. 5, includes a tapered turning plug 5 which controls the communication of the train pipe 6 with the exhaust pipe 7 and which is cut away at its lower end to provide for the organization of a spring 8.
  • the torsion spring 8 holds the valve normally closed and, therefore, holds the lever a in operative relation to the rod 2.
  • the lever 4i. engages said rod in the course of the movement of the engine through the block and as the movement of the engine continues, the rod, functioning as a cam, acts on said lever to produce the gradual opening of the valve 1.
  • the application of the brakes is thus produced not suddenly but gradually and slowly, and it follows that the train may be brought to a stop without substantial shock or jar and without any injury to the equipment.
  • the rod 2 is in cooperation with the sig naling system and is operated preferably through the intermediary of magnets 9 and 10, the magnets 9, located under the rail A, being employed to restore the rod 2 to normal inoperative position after each operation thereof, and the magnets 10, located between said rod and the rail B, being employed to move the rod to operative position.
  • the rod 2 has the length or the substantial length herein described, 71. 6., a hundred yards, it is practical to employ three magnets adjacent each of the rails A and B, making six magnets in all.
  • the magnets 9 and 10 are preferably arranged in staggered relation and their armatures are in the form of blocks 11 which are secured to the under side of the rod 2 and are suitably located between the ties.
  • the signaling arm 0 at the head of the block operates a suitable switch (Fig. 6) which controls the circuits 17 and 18 in which the respective magnets 9 and 10 are interposed, the said switch including the fixed terminal contacts 19 and 20 for the respective circuits 17 and 18, a fixed contact 21, common to both circuits, and a movable contact 22 carried by the arm C and connecting the contact 21 with either of the contacts 19 and 20.
  • the arm C is set for danger or red, as is indicated by dotted lines in Fig. 6, the circuit 17 is opened and the magnets 9 are deenergized While the circuit 18 is closed and the magnets 10 are energized, thereby moving the rod 2 into operative position, as shown in Fig.
  • the rod 2 is preferably in the form of an angle iron and is steadied in its movements by slotted guides 12 which are arranged upon the ties, the rod 2 having depending headed pins 13 which engage through the slots in the guides 12 and are preferably provided with anti-friction sleeves 14.
  • the headed pins 13 positively hold the rod against upward displacement from any cause whatever, and by thus positively maintaining the rod in proper relation to the ties and preventing any wear or distortion of the pivot 3, insure that the movements of said rod to operative or inoperative position, as the case may be, shall be easy and certain.
  • the engineer is apprised of the operation of the brakes by the operation of an alarm device, preferably a whistle 15, which is sounded by compressed air transmitted through a pipe 16 which is joined to the exhaust connection 6, a portion of the air which passes through this connection, being diverted by the pipe 16 and actuating the whistle 15.
  • an alarm device preferably a whistle 15, which is sounded by compressed air transmitted through a pipe 16 which is joined to the exhaust connection 6, a portion of the air which passes through this connection, being diverted by the pipe 16 and actuating the whistle 15.
  • the ma nets 9 are energized to move the rod 2 to inoperative position, whereupon the valve 1 is closed and the movement of the train is resumed.
  • An apparatus of the character described having in combination a springheld brake controlling valve, and a hori- Zontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, and a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped, and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever.
  • An apparatus of the character described having in combination a springheld brake controlling valve, and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, and a rod mounted between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and in its operative relation to said lever functioning throughout its length as a cam in effecting operative movement of said lever, and means for moving said rod and said lever relatively whereby to establish the operative or inoperative relation thereof, the rod in its inoperative relation being without efiect on said lever.
  • An apparatus of the character described having in combination a springheld brake controlling valve and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever, and electro-magnets arranged at opposite sides of the rod to efiect movements thereof, the magnets at one side of the rod effecting a movement thereof to operative position and the magnets at the other side of the rod effecting a movement to inoperative position.
  • An apparatus of the character described having in combination a springheld brake controlling valve and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever, a signaling appara tus at the head of the block in which the rod is arranged and including a movable arm, and means in co-action with said arm for effecting movements of the rod to operative or inoperative position as the case may be.
  • An apparatus of the character described having in combination a springheld brake controlling valve and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever, a signaling apparatus at the head of the block in which the rod is arranged and including a movable arm, and means in co-action with said arm for effecting movements of the rod to operative or inoperative position as the case may be, the means comprising electro-magnets at opposite sides of the rod and circuits in which said magnets are arranged and which are controlled by the movements of said arm, one circuit being closed when the other is open and vice versa.
  • An apparatus of the character described having, in combination, a spring held brake controlling valve provided with a projecting operating element, the valve and element forming parts of locomotive equipment, and a rod movably mounted between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said element and having an inoperative position wherein it is without effect on said element.

Description

D. M. SMITH.
AUTOMATIC TRAIN BRAKING SYSTEM.
APPLICATION FILED FEB. 26,1914.
Patented Jan. 5, 1915.
SHEBT 1.
2 SHEETS Irweryfor flay/EMS; 22% gym/K D. M. SMITH,
AUTOMATIC TRAIN BRAKING SYSTEM.
APPLICATION FILED FEB, 26. 1914 Patented J an. 5, 1915.
2 SHBETSSHEET 2.
Tier. 5
THE NORRIS PETERS co PHDTO-LITHQ. WASH/NIJON. D. c.
'NTTED @TA4Eg PATENT DAVID M. SMITH, 0F GREENSBURG, PENNSYLi/ANIA, ASSIGNOE 0F THREE-EIGHTHS T0 SAMUEL H. JAMISON AND ONE-FOURTH TO JESSE POORMAN, BOTH OF GBEENSBUEG',
PENNSYLVANIA.
AUTOMATIC TRAIN-BRAKING SYSTEM.
manner.
Application filed February 26, 1914..
To all whom it may concern Be it known that 1, DAVID M. SMITH, a citizen of the United States, residing at Greensburg, in the county of Westmoreland and State of Pennsylvania, have invented new and useful Improvements in Automatic Train-Braking Systems, of which the following is a specification.
This invention relates to improvements in automatic train braking systems and proposes an apparatus which is employed in co operation with the usual signaling apparatus and is instrumental to apply the brakes when the signal at the head of the block is set for danger. In connection with the application of the brakes, an alarm is sounded to indicate to the engineer that there is clanger ahead and that the brakes have been operated.
The principal object of the invention is to provide for a gradual and easy yet positive and certain braking of the train through a relatively long extent of travel, 0. 9., at least a hundred yards; and to provide for this purpose mechanical instrumentalities which are of simple, durable and inexpensive nature and in their application require no change in existing equipment.
An embodiment of the invention is illustrated in the accompanying drawings, where1n:
Figure 1 is a diagrammatic plan view of a safety block or a portion of such a block; F ig. 2 is an enlarged detail plan view thereof; Fig. 3 is a cross-sectional view thereof; Fig. 4 is a detail view showing the relation of the brake controlling valve at the base of the locomotive; Fig. 5 is a detail sectional view of the brake controlling valve; Fig. 6 is a diagrammatic view showing the connections whereby the magnets are controlled by the signal arm; Fig. 7 is a diagrammatic view showing the connections for sounding an alarm in the cab of the locomotive, when the brakes are applied.
Similar characters of reference designate corresponding parts throughout the several views.
The essential elements of the apparatus are the valve 1 located adjacent the tender of the engine and which, when opened, ex hausts the compressed air and provides for the setting of the brake in the usual manner, and the rod 2 for operating said valve.
Specification of Letters Patent.
Patented Jan. 5, 1915.
Serial No. 821,108.
The rod 2 is straight throughout its extent and has a length which corresponds to the length of travel in which the train may be brought to a gradual and easy stop from the inception of the action of the brakes. Thus, it it 1s contemplated that the train shall be stopped within a distance of a hundred yards, the rod 2 will be at least a hundred yards in. length. The rod 2 is pivoted at its rear end as at 3 and free at its forward end and occupies either of two positions, in one, its inoperative position, being substantially parallel to the rail A which it closely adoins, and in the other, its operative positron, extending obliquely with relation to the rails. The rod 2 is mounted between the rails and is supported upon the ties, and is movable transversely in a horizontal plane. in its operative position, in which, as above stated, it extends obliquely with relation to the rails, it functions as a cam and acts upon a lever l: secured upon the projecting end of the stem of the valve 1, and in its inoperative position, in which it is substantially parallel to the rails, it has no action whatever upon said lever.
The valve 1 may be of any suitable construction, for instance, it may be of the same construction as the stop cocks which are employed in the usual air brake system, and, as shown in F ig. 5, includes a tapered turning plug 5 which controls the communication of the train pipe 6 with the exhaust pipe 7 and which is cut away at its lower end to provide for the organization of a spring 8. The torsion spring 8 holds the valve normally closed and, therefore, holds the lever a in operative relation to the rod 2.
When the rod 2 is in operative position, the lever 4i. engages said rod in the course of the movement of the engine through the block and as the movement of the engine continues, the rod, functioning as a cam, acts on said lever to produce the gradual opening of the valve 1. The application of the brakes is thus produced not suddenly but gradually and slowly, and it follows that the train may be brought to a stop without substantial shock or jar and without any injury to the equipment.
The rod 2 is in cooperation with the sig naling system and is operated preferably through the intermediary of magnets 9 and 10, the magnets 9, located under the rail A, being employed to restore the rod 2 to normal inoperative position after each operation thereof, and the magnets 10, located between said rod and the rail B, being employed to move the rod to operative position. When the rod 2 has the length or the substantial length herein described, 71. 6., a hundred yards, it is practical to employ three magnets adjacent each of the rails A and B, making six magnets in all. The magnets 9 and 10 are preferably arranged in staggered relation and their armatures are in the form of blocks 11 which are secured to the under side of the rod 2 and are suitably located between the ties.
The signaling arm 0 at the head of the block operates a suitable switch (Fig. 6) which controls the circuits 17 and 18 in which the respective magnets 9 and 10 are interposed, the said switch including the fixed terminal contacts 19 and 20 for the respective circuits 17 and 18, a fixed contact 21, common to both circuits, and a movable contact 22 carried by the arm C and connecting the contact 21 with either of the contacts 19 and 20. When the arm C is set for danger or red, as is indicated by dotted lines in Fig. 6, the circuit 17 is opened and the magnets 9 are deenergized While the circuit 18 is closed and the magnets 10 are energized, thereby moving the rod 2 into operative position, as shown in Fig. 2, and when the signaling arm is set for green, the circuit 18 is opened and the magnets 10 are deenergized, while the circuit 17 is closed and the magnets 9 are energized, thereby moving the rod 2 to its inoperative position wherein it is substantially parallel to the rails A and B.
The rod 2 is preferably in the form of an angle iron and is steadied in its movements by slotted guides 12 which are arranged upon the ties, the rod 2 having depending headed pins 13 which engage through the slots in the guides 12 and are preferably provided with anti-friction sleeves 14. The headed pins 13 positively hold the rod against upward displacement from any cause whatever, and by thus positively maintaining the rod in proper relation to the ties and preventing any wear or distortion of the pivot 3, insure that the movements of said rod to operative or inoperative position, as the case may be, shall be easy and certain.
The engineer is apprised of the operation of the brakes by the operation of an alarm device, preferably a whistle 15, which is sounded by compressed air transmitted through a pipe 16 which is joined to the exhaust connection 6, a portion of the air which passes through this connection, being diverted by the pipe 16 and actuating the whistle 15. Immediately that theengineer is notified by the sounding of the whistle 15 that the brakes are being applied, he of course operates the throttle to insure that the engine shall come to a full stop. When the train in the next preceding block passes into the second block ahead, so that the signaling arm at the rear end of the block from which said train has passed is set for green, the ma nets 9 are energized to move the rod 2 to inoperative position, whereupon the valve 1 is closed and the movement of the train is resumed.
Having fully described my invention, I claim 1. An apparatus of the character described having in combination a springheld brake controlling valve, and a hori- Zontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, and a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped, and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever.
2. An apparatus of the character described having in combination a springheld brake controlling valve, and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, and a rod mounted between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and in its operative relation to said lever functioning throughout its length as a cam in effecting operative movement of said lever, and means for moving said rod and said lever relatively whereby to establish the operative or inoperative relation thereof, the rod in its inoperative relation being without efiect on said lever.
8. An apparatus of the character described having in combination a springheld brake controlling valve and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever, and electro-magnets arranged at opposite sides of the rod to efiect movements thereof, the magnets at one side of the rod effecting a movement thereof to operative position and the magnets at the other side of the rod effecting a movement to inoperative position.
4:. An apparatus of the character described having in combination a springheld brake controlling valve and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever, a signaling appara tus at the head of the block in which the rod is arranged and including a movable arm, and means in co-action with said arm for effecting movements of the rod to operative or inoperative position as the case may be.
5. An apparatus of the character de scribed having in combination a springheld brake controlling valve and a horizontally movable lever for operating said valve, the elements aforesaid forming parts of locomotive equipment, a rod pivotally mounted for horizontal movement between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said lever, and having an inoperative position wherein it is without effect on said lever, a signaling apparatus at the head of the block in which the rod is arranged and including a movable arm, and means in co-action with said arm for effecting movements of the rod to operative or inoperative position as the case may be, the means comprising electro-magnets at opposite sides of the rod and circuits in which said magnets are arranged and which are controlled by the movements of said arm, one circuit being closed when the other is open and vice versa.
6. An apparatus of the character described having, in combination, a spring held brake controlling valve provided with a projecting operating element, the valve and element forming parts of locomotive equipment, and a rod movably mounted between the rails upon which the locomotive moves, the rod having a length which corresponds to the distance of travel in which the locomotive may be stopped and having an operative position wherein it functions throughout its length as a cam in effecting operative movements of said element and having an inoperative position wherein it is without effect on said element.
In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.
DAVID M. SMITH. Witnesses:
JOHN S. PowERs, CHAS. S. HYER.
Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of E'atents,
Washington, 13.0.
US82110814A 1914-02-26 1914-02-26 Automatic train-braking system. Expired - Lifetime US1124067A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US82110814A US1124067A (en) 1914-02-26 1914-02-26 Automatic train-braking system.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US82110814A US1124067A (en) 1914-02-26 1914-02-26 Automatic train-braking system.

Publications (1)

Publication Number Publication Date
US1124067A true US1124067A (en) 1915-01-05

Family

ID=3192225

Family Applications (1)

Application Number Title Priority Date Filing Date
US82110814A Expired - Lifetime US1124067A (en) 1914-02-26 1914-02-26 Automatic train-braking system.

Country Status (1)

Country Link
US (1) US1124067A (en)

Similar Documents

Publication Publication Date Title
US1124067A (en) Automatic train-braking system.
US1187586A (en) Electric railway-signal and appertaining mechanism.
US662833A (en) Railway signaling.
US1136791A (en) Automatic train-stopping apparatus.
US1195282A (en) Railway safety device
US778559A (en) Safety device for railways.
US852627A (en) Automatic electrical train-stop.
US708399A (en) Railway signaling device.
US700041A (en) Signal.
US826256A (en) Railway block-signal system.
US1148442A (en) Train-control system.
US807287A (en) Signaling and train-controlling system for railways.
US838848A (en) Signal device.
US417022A (en) Automatic railway-signal
US836120A (en) Means for controlling the movements of a vehicle on a line of way or railway.
US1191511A (en) Automatic train-stop.
US1172431A (en) Train-control system.
US791907A (en) Block-signal system for railways.
US1377955A (en) Automatic train-stop
US935043A (en) Automatic switch-throwing device.
US772489A (en) Automatic train-arresting device.
US870427A (en) Train-controlling apparatus.
US774619A (en) Safety attachment for locomotives.
US1119620A (en) Automatic train-stop system.
US626704A (en) Railway-signal