US1133480A

US1133480A - Automatic safety device.

Info

Publication number: US1133480A
Application number: US74898813A
Authority: US
Inventors: Edmund John Laclair
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-02-17
Filing date: 1913-02-17
Publication date: 1915-03-30
Anticipated expiration: 1932-03-30

Description

E. J. LAGLAIR.

AUTOMATIC SAFETY DEVICE.

APPLICATION FILED 313.17, 1913.

1,133,480. Patented Mar. 30, 1915.

WITNESSES.-

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,4 TTORIVEV THE NORRIS PETERS 60.. PHOTCLLITHOU WASHINGTON. D. C.

EDMUND JOHN LACLAIR, OF CBANSTON, RHODE ISLAND.

AUTOMATIC SAFETY DEVICE.

Specification of Letters Eatcntv Patented Mar. 36 1915..

Application filed February 17, 1913. Serial No. 748,988.

To all whom it may concern:

Be it known that I, EDMUND J. LACLAIR, a subject of the King of Great Britain and Ireland, residing at Cranston, county of Providence, and State of Rhode Island, have invented certain new and useful Improvements in Automatic Safety Devices, of which the following is a specification.

This invention relates to apparatus for automatically applying brakes to railway trains, and may be particularly identified with devices of this character which are actuated by a trip or detent adjacent the railway track.

The primary object of this invention is to provide means whereby the engineer of a train approaching an open switch will be warned of the danger, and in the event of his failing to heed such warning, for applying the brakes on the train automatically.

A further object of my invention is to provide a device of the character mentioned, whereby the brakes on the train will be automatically applied with greater or less force, and which manner of the application of the brakes is regulated or controlled by the speed of the train.

With these-objects in view, together with others which will appear as the nature of the invention is better understood, my invention, resides in a brake actuating mechanism located upon a locomotive or car which is adapted to be actuated by a detent located beside the track. The detent is preferably located at a sufficient distance from the switch or other danger point to stop the train, before the switch is reached, regardless of the speed at which the train is traveling. The brake applying mechanism, located upon the locomotive or car compromises substantially a trip arm or lever, one end of which is adapted to project beyond the locomotive or car to be contacted by the detent beside the track, the other end of the lever being adapted to actuate a valve in the train line, and means whereby the trip lever will be projected toward the de tent on the track, at a distance greater or less as the case may be, relatively to the speed of the train.

In the drawings, Figure 1 is a diagrammatic view of my improved apparatus for applying the brakes, the same being shown in connection with the wheels and truck of a locomotive, and, Fig. 2 is a section taken upon. the line y y of Fig. 1.

1n the practical application of a device of the character under consideration, my idea includes the provision of a track detent of any preferred construction, and operated in any approved manner. In order that the device may be of practical value in preventing an oncoming train from entering an open switch, the danger signals for which have escaped the eyes of the engineer or motorman, the detent may be located at such a distance in advance of the switch that the brake actuating mechanism upon the locomotive may be actuated by the detent to apply the brakes in order that the train or car may be brought to a standstill on the safe side of the switch. In order, also, that the safety of trains traveling upon a track may be assured, the detent may be connected to the switch operating mechanism in any suitable way in order that the detent may be actuated to lie in the path to operate the brake applying mechanism upon the locomotive immediately upon the opening of the switch. The mechanism necessary for operating the detent, forming no part of the present invention, is not illustrated in the drawings, and it is to be understood that any preferred arrangement of this character may be employed.

The brake actuating mechanism, which I employ to carry out my invention, is located upon the truck of a locomotive, adjacent the wheels thereof, and comprises generally a laterally extending trip lever 24:, a valve 32 in the train line and a connection between said lever 24: and said valve, whereby when the lever 24 is contacted by said track detent, said valve will be operated to apply the brakes. This lever 24 is preferably pivoted at its medial portion at 25 to the bifur cated end 26 of a longitudinally extending bar 27. This bar is fulcrumed at its opposite end as at 28, to the truck frame of a locomotive to swing laterally thereof; and to prevent the laterally extending trip lever from assuming any position other than at right angles to the railroad track, a spring 29 is interposed between the outer end 30 of the said trip lever and the bar 27, and a guide or abutment 31 is provided adjacent the inner end of said trip lever to prevent rearward movement thereof. By this arrangement the lever 24 is held in yielding engagement with the guide 31. The valve 32 is located in the train lineat a point adjacent the inner end of the trip lever 24, and a link 33 is interposed between the stem 34 of the said valve and the said inner end of the trip lever 24. A hook portion 24 is formed upon the inner extremity of the trip lever 24 to prevent displacement of the link 33. From this arrangement it will be obvious necessary to apply the brakes more suddenly and with greater force to stop within a given distance than when traveling at a lower speed. To this end I provide means whereby the outer end of the lever 24 will be projected a greater or less distance from the side of the locomotive according to the speed of the train, as it is obvious that should the pivot point 25 of the trip lever be moved closer to the point of contact with the track detent, located adjacent the track, the are described by the inner end of said trip lever in this extended position will be of greater degree than in the event of its being further removed therefrom; and such being the case, the valve stem 34 will be operatedto a greater degree. For the purpose of extending the said trip lever 24 in this outward position Iprovide an air tank 35, which is supplied with air by means of the pump 36, the piston 37 of which receives its reciprocations through an eccentric 38 connected to the axle 39 of the locomotive. The air tank is reduced at 40lupon its end adjacent the bar 27 to form a cylinder, and having therein a piston 41, the piston rod 42 of which extends outwardly through the cylinder head 43 and is connected through .the

medium of a link 44 to the bar 27. The wall of the cylinder 40 is provided with :a series of

ports

45, 46, and 47, which are so positioned as to-allow escapement of the air within the air tank 35 when uncovered by the piston 41. A spring 48 is interposed between thebar 27 and any stationary part ofthe truck or framework, for the purpose of retracting the bar 27 to its normal positionwhen the pressure within the tank 35 has been relieved. Thus it will be seen that wh n the locomotive is traveling, the air tank 35 will be filled with compressed air by means of the pump 36, and as the speed of the train increases, the pressure within the said tank will be increased by reason of the more rapid reciprocations of the pump piston 37. As the pressure within the tank becomes greater, the piston 45 will obviously be forced outwardly and thus through themedium of thelink 44, and thebar 27, the extremity 30 of the trip lever 34 will also be extending outwardly adistance relatively to the speed of the train. The tension of the spring 48, and the disposition of the

ports

45, 46 and 47, in thewall of the cylinder", is such as to allow for the escapement of the air from the air tank 35 at certain rates of speed, andthus maintain the position of the trip lever 24 until the speed of the train is either increased or diminished. When the train is at a standstill, and the pressure within the tank has been relieved entirely, the bar 27 will be retracted to its normal position by the spring 48'.

It will be obvious that a device construct failure of the engineer or motor-man of the oncoming tram or car to observe the slgnals f that may have been set for the purposeof warning him, will beavoided, as'upon-contact of the trip lever with the track detent, the brakes. will be instantly applied automatically and the train brought to a standstill. The arrangement of the trip actuatmg mechanism is such that in the event of a fast moving train, the brakes will be more quickly and effectually applied than in the event of 'a train moving at slower rate-of speed.

While I have shown and described in the present instance, my invention in relation to arailway locomotive, I wish, it tobe understood that the mechanismmay be-applie'd to cars or trains which employ either compressed air or steam as a means for applymg its brakes. Andalso, while I have shown and described my invention in the simplest and most concise form, Ireserve the right to make any minor changes or alterations in the construction. thereof which may fairly fall within the scope of my claims.

Having thus described my inventiomwhat I claim as new and desire to secure by Let tersPatent is 1. An automatic brake actuating mecha nism mounted upon a locomotive and 'comprising [a valve actuating trip lever extendingtransversely of the locomotive to be tripped'by a trackdetent, a bar pivoted at one end to said locomotive and at the other end to said trip lever, means for normally holding said trip lever transversely of said locomotive in any of its extended positions, a cylinder, a piston therein and connected to It is obvious that when the de' said bar, andmeans governed by the speed of the locomotive for supplying compressed air to said cylinder, substantially as described.

2. An automatic brake actuating mechanism mounted upon a locomotive and comprising a valve actuating trip lever extending transversely of the locomotive to be tripped by a track detent, a bar pivoted at one end to said locomotive and at its opposite end to said trip lever, an air tank adjacent said bar, a pump mounted adjacent to and communicating with said air tank, an eccentric upon the axle of said locomotive for operating said pump, a cylinder communicating with said air tank, and provided with a longitudinally disposed series of ports in the wall thereof, a piston within said .cylinder and connected to said bar, means upon said bar and said trip lever for holding said trip lever transversely of the locomotive in any of its extended positions, and a spring interposed between said bar and said locomotive to retract said bar and trip lever when pressure within the tank has been relieved, substantially as described.

3. In a device of the class described, a bar pivoted at one end to a locomotive and extending longitudinally thereof, means governed by the speed of the locomotive for moving said bar upon its pivot laterally of the locomotive, a brake controlling valve on said locomotive, a lever pivoted upon the free end of said bar, and extending laterally of said locomotive, a spring interposed between said lever and said bar for holding the former, laterally disposed irrespective of the movements of said bar, and a connection between said lever and said valve whereby the latter will be actuated upon movement of the former, substantially as described.

4:. In a device of the class described, a bar pivoted at one end to a locomotive and extending longitudinally thereof, means governed by the speed of the locomotive for moving said bar upon its pivot laterally of the locomotive, means for retracting said bar, a brake controlling valve on said locomotive, a lever pivoted upon the free end of said bar and extending laterally of said locomotive, a spring interposed between said bar and said lever for holding the latter in transverse position with respect to the locomotive irrespective of the movements of said bar, and a connection between said lever and said valve whereby the latter will be actuated upon movement of the former, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

EDMUND JOHN LACLAIR.

Witnesses:

WILLIAM F. TRACY, DUNCAN MURCHISON.

Copies of this patent may be obtalned for five cents each, by addressing the Commissioner 0! Patents,

Washington, D. G.