US1124583A - Locomotive-stopping apparatus. - Google Patents

Description

J. W. BARNES, JR.

LOGOMOTIVE STOPPING APPARATUS.

APPLIGLTION FILED MAR-20, 1913.

Patented Jan. 12, 1915.

3 SHEETS-SHEET 2.

J. TQPOQJP JUSTUS W. BARNES, JR.,1 OF BECKET, MASSACHUSETTS.

LOCOMOTIVE-STOPPING APPARATUS.

Specication of Letters Patent.

Patented Jan.V 1 2,1915.

lApplication filed March 20, 1913. Serial No. 755,679.

To all 7071 om it m ny/ fon r-ern Be it known that l', JUs'rUs W. BARNES, Jr., a citizen of the United States, residing at Becket, in the'county ot Berkshire and State of Massachusetts. have invented certain new land useful Improvements in Locomotive- Stopping' Apparatus; and I do hereby declare the following to be a full, clear, and exact description of the invent-ion, such as will enable others skilled in the art to which it appert-ains to make and use the same.

This invention relates to locomotive stopping apparatus, and it more particularl;7 relates to a combination of electric conductors and connections with mechanical structure, wherebv a train of cars or a locomotive maybe automatically and instantaneously stopped. rl'he prime object ot the invention is to prevent rear end collisions.

Another object ot' the invention is to dividev a railroad into sections or blocks which are electricallyy insulated from each other, and to provide'each block with an electrilcally operated mechanism. and to provide each locomotive with valve-actuating and brake-actuating mechanism, Jfor instantly applying the air-brakes of the engine and train. and simultaneously closing the throt tle of the locomotive.

A further object of the invention is to equip a railroad 'with apparatus of this cha racter whereby7 the electricall7 operated mechanism, or electro-mechanical actuator. of one insulated section of railroad is actuated b v a train in an adjacent section in advance. which closes the circuit in the advance section, so as to set in operation the electrocharacter which may be operated by hand,-

in case of emergency, so as to prevent a train from running into a wash-out. landslide, wreck, etc- Another object of the invention is to provide apparatus of this character which mav be used in connection with the ordinal-v or any preferred s vsem of signaling. telephoin ing, or telegraphing. etc.. so as to eliminarl unnecessarv 'expense ot' installation. and. another object of the invention is to provide apparatus of thisrharacter which is compact, simple and economical ot' construction and maintenance. positive and thoroughlv reliable in operation. and withal tlmrmfighlv efficient. i l

Other objects and advantages mav be recited hereinafter and in the claims. i

ln the accompanving drawings. which supplement this specification. Figure l isa somewhat diagrammatical plan view illustrating several Vadjacent sectionsof railroad having my improved locomotive stopping apparatus applied thereto. Fig. 2 is a tragmental' de-v tail view. in elevation, of an arrester or cutoff valve and its operating mechanism. Fig. 3 is a plan view illustrating a fragment ot a railroad having my improved locomotive arrester applied in operative positioznaml a fragmental portion of the train and its brake-actuating and 'tln'ottle-actuating mechanism in its operative position with relation to the cam-rail. This tigurefalso shows the electro-mechanical operating mechanism, the housing therefor being shown in horizontal section on the line 3 3 of Fig. l. Fig. lis a vertical section through the housing, taken on the line '-l-l of Fig.v .D

o. Fig. 5 is an enlarged vertical sectional view through the combined bell-cra l: and hand-lever illustrated in F ig. 3. (i is an enlarged vertical sectional view illustrating the cut-oil' valve and its connectien with the compressed air ovlinder and pistoir lar reference characters correspond to the several parts throughout the severalV views,

- the railroad track1 is divided into sections A,

B, C, D, etc., and these sections may be of any desired length, but preferably severalmiles` and not inthe proportion illustrated, in which the length of the sections is greatly diminished, for Awant of space and for the purpose of comprehensive illustration. These sections are insulated from each other at 10, so that each of the rail-sections 1l and 12 constitutes an electriclconductor throughout its length. Each section`is provided with an operating station which consists of an electro-mechanical actuator within the casing 13,- a, cam-bar 14 and its connecting element 15.

r1`he cam-bar l14 is pivotedat 16 to a stationary block or bench 17, adjacent to the rail section 11, on the right hand side of the rail- Aroad; it being understood that all of the trains travel from right to left, in Figs. l and 3, asin all double track railways, only one track, however, being illustrated in the present, disclosure. The camrail 14 may be of any desired shape but is preferably in theshap of an inverted T,'in cross section, for the purpose of rigidity and thorough eiiciency,gand upon the horizontal flanges 14 is locatedl the -upstanding flange 14a against which the roller 16 rolls-as the loco- .i motive. passes along the track. This roller stantially at right angles to the arm 17.

16 is journaled on an arm 17, mounted on the vertical shaft 18, at theupperend of which is mounted an arm '19, disposed sub link 20- is pivotally connected to the arm 19, by means of a crank-pin 21, one end of the link 20 being Aprovided with a vlaterally eX- tending stud which is slidably connected with va transmission lever 23; said lever having a horizontal slot 24' through which *the stud '22 extends.- The lever :23 is pivotally mounted at 25 on a suitable bracket 26, secured-on av beam-27. lThis beam is only illustrated as a means for supporting the cut-of'valve and its operating mechanism, but it should be understood that I may mount these mechanisms in any suitable way, either upon the locomotive or upon the tender,

To the lower end of the lever 1s pivotally connected aconnecting rod or link Q8,

be seen that thevdistance which the lower vend of the lever travels is approximately twice the distance which the medial or slotted portion travels, and hence, the distance which the rod Q8 is pulled b v the link 20 is 7 approximatel twice the distance which said link travels. Now, when thecorner or point 32 has passed over theapex 33 of the detent 31, the spring action and wedge action of said detent forces the element 29 to move 7 rapidly forward until the detent rests in the other notcli30. During the foregoing m ,vement, the stud 22 lslides in the slot 24, `from the front to the rear thereof; but as soon` as the roller 16 has moved out of engagement 8 with the rail 14, the shaft 18.` and armsv 17 and 19. are returned to their normal posi, tions. by means of a"retractile spring 34. The forwa rd swing of the shifter-arm 29 rotates the axle or trunnion 35, and this axle 8 may be integrally formedfwith or litted tu the rotary. disk or cut-off valve' member 36. This 'valve member constitutes an essential element of the cut-oil' valve, of which the" casing 37 constitutes the other essential ele- 9 ment. This casing is provided with bean ings in which the axle 35 is rotatably mounted, while the disk 36 is snugly fitted between the parallel walls ofthe casing and adapted to be rotated therein', by means of the arm 29 9 and shaft The disk 36p`is provided with ports' 39 and 40, .the firsttwo of which extends entirely thrt" i the disk, thelast .one extending only part through tlie disk and through the periphery thereof. The l casing 37 is provided with pipe connections 3S', 39', 4l and 42,'being also provided with a release opening or outlet 43.v T he casing is also provided with aperturedlanges 44, through which bolts or othersuitable means 1 may be extended forsecuring the'separable sections of the casingtogether.

One of the casing sections is provided with an apertured flange 45, by means of which it may be secured to the element 27, 1v

or to anyA other desired element, as described. The air-pipe 46, which is adapted Vto con,- nect with a pump (not shown) and with the air-brakes (not shown), is intersected bv the valve casing 37, havingits adjacent ends 1 secured lto the internally screwgthreaded bosses or pipe connections 41 and 42', ^o that communication is normally established. throughthe aperture or port. 3S. A pipev 47 isiada'pted to communicate with reser\ 1:

voir (not shown)into which air Js-compressed through the pipe 46. The pipe\47 is also intersected by the valve casing 37, and is adapted .to lcommunicate with the aperture or port 39 when the disk is aetuat'ed, as .11

previously described. so as, to establish communication of the adjacent ends of the'pipev 47, through said port 39, and allow the coml malaises :"pmed air to pass through the pipe 47 into the throttle-actuating -cylinder 48. This cylinder is of special construction, being provided with a port 49 whichextends approxi'inately throughout its length and cornmunicates with' the interior of the cylinder A at its forward end; The rear end of the cylinder is provided with a' cylindrical lbearing and air-chamber combined, indicated at 50, and in this chamber 50 is seated a trunnion lwhich is provided with a peripherai groove or port 52. A port 53 cour municates with the port 52 While the latter I .communica-tes with the port 49, and the coni- `port 39, pipe 47 and ports 53, 52 and 49,

' and into the cylinder 48, the piston 54 is actuated and forced back Within the cylinder,

vso

while the air escapes through the vent 55.

A whistle 5 6 may' be provided on the cylinder 48, so as to notify the engineer and conductor that the en ine is beine sto ed `by this locomotive stopping apparatus, and

not by Wreck or accident. The trunnion 51. is provided with an apertured fi-ange or base 57 through which bolts or other fastening lmeans '58 may be inserted for securing it i' lto' any suitable support (not shown) Within pivotally mounted at 60, connected to the lo 'n .handle 64 by means of 'the link 65.

the engineers cab. v l

.The throttle-actuating lever 59, may be of any' :preferred or usual construction, being throttle (not shown) by means of a link 6l. The usual toothed segment 62 is einployed for adjustment of the lever 59, a sliding detent 63 being connected to tti. spring 66 co-acts With the handle and link for holding the detent in engagement with Y the teeth of the segment 62,. l The detent 63 is-provided with a stud or roller 67 against which a Wedgeeleinent 68 is adapted to be moved,`for disengaging the detent 63 from Athe` teeth of the segment.

The Wedge 68 is backed and supported by a keeper element 69 which is fixedly secured on the lever 59. The keeper elernent is partly removed in Fi 7 for the sake of clearness, but the tivo secioned portions thereof are adapted to be connected by a bridge'eleinentlnot shown), Whih may extend over the elements 63, 67

and 63, so as to hold the latter element in; ion With the roller 67.L

proper Working re' i A. spring 70 is seemed. on the lever59, and bears against a stud 7l, which extends down from the Wedge element 68. The Wedge element 68 isconnected with the piston 54 by means of the piston rod 72', so that when the lpiston is actuatedas described, the Wedge 68, is drawn between the roller 67 and one of the sectioned elements. 69,.'so as to push the detent 63 out of engagement with the teeth of lthe segment. The sliding Inovement of the element 63 is arrested by the other sectioned element 69, so that the piston rod 72 now exerts a positive and forceful pull on the lever 59, so as to inove the link 6l longitudinally and thereby close the throttle of. the engine.

lt willy be seen that the foregoing operation is effected by therotation of the disk 36, and the consequent establishment of an air current through the pipe 47 and the 'several/s intercomniunicating ports. Now, it will also be seen that the -sarne movement of the disk 36 which opens the port 39closes the.

port 38 and opens the port 40;Y or, in other Words, the communication of the air-pump and air-brakes cut olf While the air mayv escape from said air-brakes through theV port 40, so that said air-brakes are quickly and gradually operated; the .escape of air not being so rapid as to draw the brakes in stuantly,y which would result in frightening and probably injuring sonic of the passengers. v n

The cani-rail 14 is normally out of opera tive position, its rectilinear portion being substantially parallel with .the railroad track, 'asV shown at the left of Fig. l, so that thev roller 16 does not come into contact therewith; but "when a train starts to-enter one of the track sections before another train, in advance thereof, has passed out of the preceding section, previously de,- scribed operation will result, the cam-rail 14 having been swung into the position shown in Fig. 8 by the electroniechanical actuator, which is described in detail as follows: Nithin the casing 13 `is mounted a rotatable shaft 72 and a second rotatable shaft 73, these shafts being axially alined. The shaft 72 carries spur gear 75and 'a disk 76 which are rotatable With the shaft 72 and with anV electro-magnet 77 by which the disk is'to be magnetized. The shaft 78 carries a disk 78 'and a sheave Wheel'f). rhe disks 76 and 78, together with the magnet 7 7, constitute a magnetic friction clutch, the adjacent -faces' of said disks being smooth and in contact With each other, and adapted to rotate alternately with each other and independently of each other. The

tion. is piyotallyconiie'cted withthe' link' whilejthis louer section andthemiddle section 88' are' pivotally in'ountedupon the saine support SQ'and upon' thesame vpivot 90.

The uppei'igsection 9 1 is hinged to the middle' Isection 'at 92, and is adaptedto bes'wung .joutujard, as in'liig. 5, alndinwa'rd,'as in F 3.," ll'heninjthis latter. position, thelower i and middle sections' are held inf parallel" relation by meansof'a-stud which entends throu, r h registering apertures, indicated' at 94,'while the staple* 95 'extends fthrough an aperture 96,'an'd apadlock 97 is engaged' With the staple .sothat these'11pper,-lower and middlef elements are locliedjsecurely ltogether, inail-obtiens manner. l -YVh'en in open position, as illustrated in Fig. rthep handle' 98 may he grasped'for ysn'in'ging the middle .and upperse'ctio'ns .of the Ibelllcranlr' instantly. -o'n tl 1e" lo\yer' sec- `tion,'so 'that'v the cam-rail, which is. 'conh ,necte'd' to the middle'section by 'means-'oa 'link QQQf may be swung' into vor' out v of open' atiyep'ositi'on, Without a-ifecting lthe' mecha-in; isin- Within the casinjg'lt'4 The' bell-crankis` also providedWitl1- anfarm100 which is connected to a' signal 101 through anni; 102..' .This'signaliis' so connected. as ,tofbe insigo "nailing positionwhen-thecarnfrail -is in its o'peratiye`position, -so that' the engineernmy begin to stop the-engine before it is y'stopped by 'the vstopping apparatus, providing' he "see'sthe signalg-'but in vcasej'ot'-ne,f ligerice, or

obstruction, "such asfv fog, Vor'-"sno'w, the

stopping'apparatus will e'e'ctuallystopzthe 1311,111,132and106,Whileno'currentislowf l ing'through ,the :motor 103,;'nor 'through A thel train, in the(mannerfdescribed,

Hthe-casi1-1g 13 Vincludes afmotor-indi'cated at lWhile the other irai-lief the forward section l'is ,electrically connected with. the positive conductor LorlineiWire 101. The negative or return line Wire 1051s connected with the `motor through aconductor W1re106,a

relativelylong' conductorwire '107 being einplo-Vcd' for -connecting l with one of. said .for-v `ward'sect-ions, while a relatively short` conductor 108 connects'said'positive Wire with ltheaopposite railof said forwardsection. NO W, assuming that a locomotivehas ]ust passed fro'in the section C- into s ectionD,y and thatjthe'ci'rcuit between 'the rails 11i, -and -12v is c losedby the axle 109 and Wheels.- 110; 'it 11u-'ll be seen' that the'v circuit will- Dass; ill'lhedirection of the arrows'. from? 'the con'ixctor '101 through the'conductor 108,'rail section 12,' n'heels 100," axle 109,. 'rail`1 1 conductor 107 and conductor 106,4

incansfor the"l latter.A

Yong, order that thecam-,rail 11'ma'yf be' .tl1rown into voperatiie position'by niea'nsfvv 'of-.a train in vthe .forward'for advance '.raill. road section orfblock, themec-hanis1i1-Within theplunger-,rod 1); la-nd'jitsA,: 'j,unct s are `held outward by means oi study-116, as adescribed :said stud 'being hel'dfin engagementwith:the

tothe negative line vWirel105. -l-lowever, `in

completing this circuit the lcurrent must also' 'pass through the motor 103, oralte'rnately through the coilI or solenoid 111' `tsee'l*`igs'.

has one end secured'to 'the sheave Wheel. '79, its other end ybeing, se# curedfto'axweight 113, whereby the disk 78,.

connecting rodfSl nand plunger-.rod- 15 are neld-v 1111, 'their normal position; for vholding the ycam-rail' and its ad] uncts `in their inoperand comprises. a. combination electric. switch and. mechanical detent, one.- arm ot'v said l lever.being provided-111th a stud lljwhich. Vengages vWithla notched lug 117, secured on the ,plunger-rod'lj 4The' plunger-rod also lcarries'ra lguide-arm118, 'which is spaced' -apart troni the element 15 and' from the 110" and constitutes la the position shown in Fig. 3,'the yshort,

'armcfthe lever-114 isdn-contact with a. binding post or contact 121,10 which one of theterminals'll of the solenoid V111 is connected, the otherv solenoid .terminal beingy electrically'connected to the conductorv Wire 106, vWhile the 'conductor- Wire 10,71 is :electrically connected to the "piyot V115,` ofi the llever;1114i; fand therefore, so .flongfas' vthe fvwheels 1101, remainlon the '-s'ectionf'l D y(see 1F1g. 1 ,fthe circuit is' established through- `the Conduct-,ing elements-107,115, 1-11,''121g,

'lugll' 'by nieansfof'the solenoid llland rod to Slide -aXially through the coil-111," said lor plunger 112; saidplungerbeing"movablyilV connected tothe leverlllrand beingl adapted i110 'againstthe action ofthe spring 122,111 enfv 'gageinent .with 'theglug 117. HoweveQfas" soon as theV Wheels 110 leave section l`),the electric lconnection between' the rails'ot that' sectionis bro k en,'so'that ,the currentvceases t0 flow through the conductors 10'( and108". opposite to vsection Cgand through .the` con- .nectionsjand yconductors Within Y the casing 13 of said' section C, and non-.,the solenoid'.

beconiesainoperativ'e,'so that the spring 122 -noW disengages the stud 11G and lug l117,soff.

that' the' Aweight 113 :rotatesthe'-1'vheel yT9 y"and dislfTS, Aand Vcoacts Withth-e' element 15 vand itsadjuncts forslidingfthe camrail on its rests 17", into its 'inoperativeposition,I lWhile lenses the piston 82 and cylinder S3 constitute an air cushion :for prei'enting the Weight 113 from too suddenly returning said element "or plunger rod ,l

-ifi-hen the neit train enters the section D, the ircuit will be completed through the 'Wheels and axles thereof, so that an electric and conductor Wires mtos/and through the inc-tor 1C@ so as to actua, l the motor, and thereby rotate the shafacr .axlj A Worm 127 is carried hy said axle, and meshes with a 1,torin-Wl'ieel 7%, so as to rotate the latter and thereby rotate the shaft i128 on which it is seated. pinion 129 is also iixed on the shaft 12S and meshes with the spur gear 75. As the disk 2s is nowl in frictional contact with the disk 78 the latter is there'cv caused to rotate with the disl '.76, so as to torce the plunger element l outiWard, simultaneousljyv raising the Weight ll untill the latter has been arrested the stop-lug` 130. ll'lhile in this position, the current passes through the solenoid lll and the conductors ll and 132 which are connected therewith, so as to retainthe several elements in the position shown in lig. B,

Irails insulated 'from each other, a normally open electric circuit including the rails of each section, a member moi'ahly seated ad jacentv the track, electro-mechanical means for moving lsaid member into operative position, electro-magnetic means in said circuit for locking said member in operative position, mechanical means for returning saidy member to inoperative'position, and electro-magnetic means in said circuit for connecting said electro-mechanical means with said mechanicalrmeans.

'2. In combination, a railroad track diifided into insulated sections and having its rails insulated from each other, a normally each section, a me chanica sition,

stopping .alinement `open electric 'circuit inclnding the jacent the rails t operati*l said circa operative po returning s;

circuit s: said vtive haring s' Wardlj;r

inici as the lon means i r ative posit separable 'i insulate track -i ol elect nally yof actuator meniher 'e lectromowed l or .s it is c-. rh -ineinhen said 'e-lecto-mechaiiical actuator consistinf" rod Which with saidL m a inagi'iet for uic ing the said disks, a motmagear connected with the motor and con nel therewith for rotating the second said dist: and therel'ij.T rotating the first saro dish, a lever for engagement with said plunger-rod and holding Mt in extended position,

spring t'or bnecting disengagement of the lever 1with the plunger-rod. a'coil and plunger for opposing the action of the spring 13s and retaining the engagement of the lever with the plunger-rod; means the plunger-rod for moving said lever the action of .said spring, said-lever heizg of conducting material and constituting switch element wherein7 the circuit throi said coil is broken `While the circuit throi A. said motor is closed, said lever heing trically connected with one of said track rails, andvsaid motor being elcctricallyI con lnected with one of -Said electric conductors,

. In testimony -WhereofIfhnvesigned my" name to this specicatlon mthe presence of gtw'o subscribing-'Witnesses. f .l l

I Y JUSTUS W.'BARNES,'JR.'

Wtne'ss'e: j WILLIAM J. CROSS,

ALFRED JQC-'RQsHiN'n

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