US1135924A

US1135924A - Train control.

Info

Publication number: US1135924A
Application number: US80772813A
Authority: US
Inventors: John L Richardson
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-12-19
Filing date: 1913-12-19
Publication date: 1915-04-13
Anticipated expiration: 1932-04-13

Description

J. L. RICHARDSON.

TRAIN CONTROL.

APPLICATION FILED 020.19, 1913.

Patented Apr. 113, 19115.

3 SHEETSSHEBT 1.

QWH/mzooao J. L. RICHARDSON.

TRAIN CONTROL.

APPLICATION FILED DEC. 19. 1913.

Patented Apr. 13, 119115.

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APPLICATION! FILED DEC. 19, was.

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Specification of Letters ratent.

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matically regulated and reduced to a safe speed. I I V The main object of the present invention is the provision hf a traih tantra which, under circumstanee's wherein the train eX- ceeds a predetermined speed", will induce an automatic operation similar to the well known service stop or control of the train, the construction including a means whereby the control may be cut out at any desired point to permit the train tti travel there after at a predetermined reduced speed.

A further object is the provision of means whereby the device may be utilized as an emergency stop, a's in times of danger; I

The inventionjh the preferred form of details will be described in the following specification, reference being had particularly to the accompanying drawings, in which p Figure 1 is a view in elevation, partly in section, illustrating the application hf the improved control mechanism. Fig. 2 is an enlarged sectional view, partly in elevation, through the control mechanism; Fig: 3 is a plan of the same, the casing being shown in section. Fig. 4 is a section on the line 44 of Fig. 3; Fig. 5 is a rear el'evation'ef the mechanism. Fig. 6 is an enlarged sectional detail. Fig. 7 is an elevation showing the connection of one end of the setting arm. Fig. 8 is a perspective view of the cam operated lever.

Referring particularly to the accompany ing drawings, the improved mechanism, in its application to a locomotive, is supported on the frame of the locomotive immediately in rear of the pony truck 1, the casing 2, in

i which the m'ech ahi'sin is U inclose'd, being held inrigid relation to the frame of the locomotive in any suitable er preferred manner.

I The casing2 is in the form of an ihclos'ed bhx like receptacle Within Which is arranged the control mechanism. Mounted transve'r'sely of the "casing, upon the floor or platform 3 thereof is a drive shaft 4, on which, intermediate the ends, is arranged a bevel gear 5 arranged to mesh with the bevelgear 6 mounted upon a shaft 7, leading beyond the forward wall of the case, and driven through suitable gearing 8 from the pony trucks. The shaft 7 is preferably of sec tional fdrmation, having a universal connecti'on 9 to compensate for independent movements of the truck and easing.

Supported upon the platform of the casing in advan'ce of the shaft 4 is a cylinder 10 having opposing passages 11 and 12, ar

ranged in the walls thereof. A valve case 13 is secured to the casing, and a slide valve 14 arranged therein co'ntrols the ports 11 and 12, the interier of the slide valve being in communication with an exhaust 15. Sup;

ported in a bracket 16 preferably secured upon the cylinder 10 is an ordinary governor 17; the latter being operated to move in accordance with the speed of the pony truck through a chain arid sprocket connet'ztion 18 with the main shaft 4. The main rod 19 of the governor is connected to the slide valve 14, said rod being spring pressed in the upward direction by a spring 20, as usual. v

An air pipe 21 open to the train pipe pressure, and having direct communication with such train p'ipe, leads into the casing at one end and is formed to p'rbvide a lateral ex tension 22 at theopposite end, which leads to and through the side Wall of the casing and to the trai'n pipe pro er. A branch pipe '23 from the air pipe 21 leads into the I .hottein of the valve case 13, so that the air pressure is at all times within said valve case. The normal position of the valve 14 is such that the valve closes the cylinder port 11 against the pressure, while maintaining the cylinder port 12 open. A piston 24 is mounted within the cylinder 10 and has a stem 25 depending therefrom and tending through the bottom of the casing 2, for a purpose which will be later described.

From the above described normal position of the valve, it will be noted that, as shown in Fig. 4, the pressure from the air pipe normally maintains the piston in the elevated or upper position.

Extending longitudinally of the casing 2 and mounted in suitable bearings therein is a control shaft 26 operated through the medium of gearing 27 from the main shaft 4. The gear mounted upon the shaft 26 is loose thereon, and is formed to provide one member 28 of a clutch, the opposing member 29 of which is keyed for independent longitudinal movement upon the shaft, whereby when the shaft clutch members are in cooperation, the shaft is rotated from the main shaft 4.

Acontrol valve 30 is arranged in the section 22 of the air pipe, and supported from the bottom 3 of the casing, adjacent the valve 30, is a platform 31 on which is mounted a worm-gear 32 carrying a cam 33. Supported on the platform is a worm member 34 meshing with and operating the gear 32, said member being driven through intermeshing gears 35, 36, on'the shaft of the member, and on the control shaft 26, as clearly shown in Fig. 6. The valve 30 is provided with an arm 37 connected through the medium of a rod 38 with a lever 39 mounted upon the platform 31, the end of the lever bearing against the operative edge of the cam 33, so that as the cam is rotated, the lever is operated and a corresponding movement of the valve induced. A spring 40 connects the arm 37 with the platform, the spring being tensioned to move the arm toward valve closing position.

Supported beneath and extending transversely of the casing 2 is a shaft 41, on which, in alinement with the cylinder 10, is pivotally supported what I term the service setting lever 42, which lever is made in sections pivotally connected at 43, the lower section 44 of said lever being so mounted upon the pivotal connection that it can move forwardly independently of the upper section, but is prevented from moving rearwardly beyond the point to form an alined continuation of the upper section. Supported upon the shaft 41 immediately adjacent the service setting lever 42, is a setting arm 45, forming an angularly related sectional element, the free end of one section of which is connected through a pin and slot connection 46 with the lower section 44 of the service lever 42. The free end of the other section of the setting arm is connected to the stem 25 of the piston 24, the connection including a housing 47 having a ball and socket connection 48 with the stem, within which housing is arranged a rod 49 secured to the terminal of the setting arm and having a head 50 at its upper end between which and the bottom of the casing is arranged a coil spring 51 tending to normally maintain the head-50 in the extreme elevated position. This connection provides for a certain flexibility of movement neces sary in the proper operation of the parts. A resetting lever 52 is also pivotally supported upon the shaft 41, and an emergency stop lever 53 is pivotally supported upon the shaft beyond the resetting lever. Slidably supported upon the bottom 3 of the casing 2 are rods 54, and 55, the forward terminals of which are in the form of heads 56 and 57. The rear terminals are connected to the movable clutch member 29 for the control shaft, the rod 54 being suitably bent and mounted in guides to insure that a longitudinal movement of said rod will actuate the clutch member in the desired direction. The casing bottom is formed adjacent the respective heads 56, 57 with slots 58 through which the upper end of the respective service and emergency levers 42 and 53 extend, so that when said levers are actuated in one direction, they will move the rods longitudinally of the casing and induce a coiiperation of the clutch members.

The clutch member 29 has the usual lever arm extension 59 to which the rods 54 and 55 are connected, a rod 60 being also connected to the lower terminal of such lever arm 59 and to the resetting lever 52. Movement of the service or emergency levers will therefore serve to set the clutch, while a similar movement of the resetting lever will serve to release or break the clutch.

Arranged in the steam pipe 61 of the locomotive, is a gate valve 62 connected by a rod 63 with a toggle lever 64. The toggle lever is connected by a rod 65 with the casing 2, the rod 65 depending within the casing in advance of an abutment 66 on the rod 54. A rod 67 connects the rod 65 with the usual throttle lever or other engineer control.

Stops 68 are arranged in the road bed, the stops being positioned to engage the respective service and resetting levers, and being fixed in position, a similar stop being arranged for the emergency lever and preferably designed for operation either in the setting of the signals to danger position or other operation control. In other words, the stops for the service and resetting levers are fixed, while that of the emergency lever is controlled at will, being out of the path of such lever in the absence of danger.

As previously stated, the service control is designed to prevent the train from traveling at undesired speed over danger points, such as a crossing, switchin point, curve or the like. Under these con itions, the fixed steps or trips 68 will be set some distance from such point, the trip coiiperating with the service lever being set at a point some distance from the place to be protected, while the stop for the resetting lever is set at such Manet a point distant from the first mentioned stop as will permit a reduction in speed of the train between such points to the desired extent. The stop or trip for the emergency lever is of course to be arranged at any desired point or points where the necessity for an emergency control of the train may arise.

Assuming the above conditions, the operation of the improved control mechanlsm is as follows: The overnor is set at a predeftermined speed or the train, that is, at a speed which the train must not exceed passing the protected points. If the train passes the first stop 68 at a speed exceeding the predetermined speed, the governor will have actuated the valve 14 to admit the air pressure through the port 11 above the piston 24. This will depress the piston and through the connection described and the setting arm 45, will move the lower section of the service lever rearwardly on its pivot to arrange the end thereof into a position to be engaged by the first stop or trip 68. As the service lever engages the trip, it will be swung upon the shaft 41 with the efi'ect to move the rods 54 forwardly. This will cause a cooperation of the

clutch members

29 and 28, and compel rotation of the control shaft 26. This movement of the rod 54 will also operate the gate valve 62 and shut off the steam to the cylinders. The operation of the control shaft induces a comparatively rapid rotation of the cam 33 with the effect to open and close the valve 30 in a manner exactly similar to the usual control and actuation of said valve for the service stop. When the speed of the train has been reduced to the desired point, the resetting lever will engage the resetting trip 68 and the lever will be actuated to separate the clutch members, and cut out the operation of the valve. In this connection, it is to be understood that the position of the resetting trip is to be determined by experiment, and that it is to be so located as to leave the valve in the normal or closed position, so that except, through control of the power, which may be gained by the engineer in the actuation of the rod 67, the train is fully within the control of the engineer for all purposes.

When the emergency trip has been operated, as in conditions of danger, the emergency lever 53 will be actuated thereby, the

arm 55 operated, the clutch members connected, and the valve 30 actuated and continued in actuation until the train is brought to a stop, the movement of the rod 55 similarly moving the rod 54 and cutting 0d the steam by means of the gate valve 62.

From the above description, it will be seen that I have provided a control mechanism which will automatically cut down the speed of the train to any predetermined degree, so

that said train cannot pass danger points at an unusual or excessive s, the mechanism, readily lending itself to the emergency strequired in times of unusual danger,

ile the present mechanism is shown as designed fittitlmlltttly for steam driven locomotives, is obvious that it is equally applieable to electrically driven vehicles, the sole requirement being that in the place of the gate valve 62, a cut-out be provided wheret the power is cut 0d from the motors. he trip for the emergency lever is designed to be automatically controlled in that it is projected to lever operating position when desired, being at all other times held in inoperative position, and I contemplate any desired type of mechanism for this purpose.

What is claimed is 1. A train control mechanism including an operating valve for controlling the pressure of the train line, a cam for inducing a service operation of the valve, a shaft for operating the cam, train operated driving means for the shaft, a clutch between the shaft and driving means, a service lever for actuating the clutch, a track carried trip to actuate the service lever, a cylinder open to train line pressure, a piston within the cylinder, a connection between the piston and service lever whereby the latter may be thrown into a position to be engaged by said trip, and means controlled by the speed of the train for governing the admission of the train line pressure to the cylinder.

2. A train control mechanism including an operating valve for controlling the pressure of the train line, a cam for inducing a service operation of the valve, a shaft for operating the cam, train operated driving means for the shaft, a clutch between the shaft and driving means, a service lever for actuating the clutch, a track carried trip to actuate the service lever, a cylinder open to train line pressure, a piston within the cylinder, a connection between the piston and service lever whereby the latter may be thrown into a position to be engaged by said trip, and a governor actuated in the travel of the train for controlling the admission of the train line pressure to the cylinder.

3. A train control mechanism including an operating valve for controlling the pressure of the train line, a power cut-off, a cam for operating the valve, a shaft for operating the cam, train operated driving means for the shaft, a clutch between the shaft and driving means, a rod for simultaneously operating the clutch and cut-off, a resetting lever for the clutch, a service lever for operating the rod, and means controlled by the speed of the train for moving the resetting lever into operative position.

4. A train control mechanism including for controlling an application of the power an operating valve for controlling the presmeans to the cam.

sure of the train line, a cam for operating In testimony whereof I afiix my signature the valve, power means for the cam, a servin presence of two Witnesses.

ice lever controlling the application of the ower means to the cam, a resetting lever for interrupting the application of the power means to the cam, and an emergency lever JOHN L. RICHARDSON. Witnesses:

H. C. Cnoss, BENNE'I'I S. Jones.