US1187413A

US1187413A - Automatic train-stopping device.

Info

Publication number: US1187413A
Application number: US78570513A
Authority: US
Inventors: Anders W Winberg
Original assignee: F B BROWN
Current assignee: F B BROWN
Priority date: 1913-08-20
Filing date: 1913-08-20
Publication date: 1916-06-13
Anticipated expiration: 1933-06-13

Description

A.' w. WINBERG. AUTOMATIC TRAIN STOPPING DEVICE.

APFLCATON HLED AUGZO 1913. 1,187,413. Patented June 13, 1916.

2 SHEETS-SHEET l.

THE COLUMBIA PLANOGEAPH co.. wAsHNaToN. n. c.

A. W. WINBERG: AUTOMATiC TRAIN STOPPING DEVICE.

APPLICATION HLED AUG. 20, 19 l 3.

Patented June 13, 1916.

2 SHEETS-SHEET 2- :ar ta ANDEB-S W. WINBERG, OF SAN JOSE CALIFORNA, ASSIGNOR OF ONE-TIAL? TO F. B BROWN, OF SANJOSE, CALIFORNIA.

AUTOMATIC TRAIN-STOPPING DEVICE.

'Application file& August 20, 1913.

To all 'whom i?? may camera:

Be it known that I, ANDERs W. WINBERG, citizen or" the'Unted States, residing at San Jose, in the county of Santa Clara and State of California, have invented certain new and useful Improvements in Automatic Train-Stopping Devices, of which the following is a specification.

This invention relates to train control systems. v r

For a full understandng of the invention reference is to be had to the following de scription and accompanying drawings, in

' which Figure l is an end elevation of a locomo tive cab equipped with the mechanisnr' Fig. 2 is a side elevation of the mechanism, the side oi' the cab being removed. Fig. 3 a detail View of the tripping mechansm. Fig. 4: a view showing a mechanism whereby the apparatus may be operated from a point above the track.

Corresponding and like parts are referred to in the following description and indicated in all the views of the accompanying drawings by the same reference characters.

Broadly stated the present invention contemplates the provision of a mechanism supported by the cab of a locomotive and normally maintained with one of its elements in the path of a trip member which is set from the tower of the usual block signaling mechanism. The mechanism is designed when actuatcd to cut off' the supply ot' steam to the engineer s valve and at the same, time apply the air brakes, the air brakes being applied and the steam cut ofl" entirely independent `of the usual valves under the control of the engineer for accomplishing such purose. p It has been found in practice 'that ,where the steam supply and the brake mechanism are actuated electrically or by the use of spring-controlled members, the same are rendered inoperative by improper adjustment, by weather conditions, and particularly where spring s are used, theseostructures require constant attention in 'order that the springs may at all times be under the proper tension to actuate the mechanism.

In the drawings the cab of a locomotive of standard lines is shownvequipped with the invention. The air control and' throttle which are under the control of the engineer for ordinary use are of the usual construc- Specification of Letters Patent.

arm' 18. -which is pivotally mounted in a manner Patented June 13, 1916.

Serial No. 785,'705.

tion and are capable of use entirely independent of the mechanism which constitutes the present invention The throttle valve 11 is controlled by the lever 12.', A cylinder 14 is supported on the boiler within the cab, there being a'piston (not shown) arranged within said cylinder and normally maintained toward thefront end of the cylinder. This piston has a stem or rod which extends through the rearend 17 ofjthe cylinder and is connected to one terminal of the rocking The other terminal of this arm hereinafter described, is connected to the terminal of a plunger 19 which is of the same Construction as the plunger of the throttle valve and actuates a valve 20 in the steam pipe 21. This valve 20 is arranged above the valve 11, that is intermediate the steam supply and said valve ll whereby when the valve 20 is actuated to cut ofi' the supply of steam the opening of the throttle valve 11 will not admit steam to the cylinders.

The engineefis air controlling valve 22 is supported beneath the cylinder 14, air being supplied to the same by the conduit 23 and conveyed to the brake cylinder by the conduit 24. A second air valve 25 is arranged adjacent the air valve 22. The conduit 23 connects directly with the valve 25, the air being supplied to the valve 22 by the branch pipe 26. The air from the valve 25 passes through a pipe 27 which connects the valve with the pipe 2- t which passes to the'brake cylinders. Thus itwill be notedthat the air is controlledby either o' the

valves

22 or 25. At the same time it will be seen that operating either of the valves when the other is open will not prevent the operation of the brakes.

The [valve 25 is controlled by the stem 28 supported for rotationon the valve casng and extending beyond said casing. The arm 18 is fixed on the upper terminal of said stern and When the piston 17 is reciprocated the arm will rotate the stern and accordingly reciprocate the piston 19, the stem 28 constituting the pivot for the arm. Thus the movement of the piston within the cylinder 14 simultaneously outs off'the supply of steam and applies the air brakes.

A pipe 29 is connected to the cylinder 14, said pipe extending downwardly and'being connected to a steam conduit 30 which receives steam from the boiler. A valve 31 is arranged in said pipe above its junct-ure with the Conduit 30, said valve being actuated 'by a stern 32 which projects beyond the valve casing. An arm 33 is terminally connected to this valve stem, said arm at its terminal remote from the valve stem being connected to a link 34 which extends downwardly to a point adjacent the road-bed. A shoe 34' is pivotally mounted on the lower I end of this link said shoe carrying a roller 35 which is disposed to contact with an obstruction arranged in the path of the locomotive. shown as provided with a roller it will be understoo d that any suitable Construction may be used and that instead of the roller 'illustrated, a fiat shoe ora block may be carried on the lower terminal of the Shoe. lt will be noted that when the roller contacts with an obstruction the link 24 will be moved vertically. j

A shaft 36 is disposed transversely of the track beneath the rails, said shaft being formed with cranks to which are pivotally connected plates 37. These plates eXtend i longitudinally of the rails and their terminals are disposed within guides 38 supported on the ties. 'When thecranks are raised the plates are disposed obliquely with 'respect to the rails and with their terminals which are conn-ected to the cranks above the `rails. When a locomotive approaches the plates the roller 35 of the Shoe 34' will ride over 'the plate carrying the lower terminal of the link 34 downwardly and Operating the valve 31. The shaft 36 is arranged-at the entrance of each block of the signaling system and is actuated from the tower when the signals are set at danger to raise the cranks and set the plates in the path of the shoe 34'. When a train enters the block 'with the signals set at danger, the link 34 will be actuated to open the valve 31 and admit steam to the cylinder 14. The steam supplied to the cylinder will move the piston therein toward the rear wall of the cylinder and the arm 18 will be caused to rotate the valve stem 38, opening the valve 25 and releasing 'the air. The movement ot the arm 18 will at the same time close the valve 20 and cut ofi the supply of steam. It will therefore be seen that when a train i enters the block in which the signals are set at danger, the brakes will be immediately applied and the steam cut oli. In order that 'the train may enter the block and that the brakes, etc., will not be actuated, a link 39 is pivotally connected 'to the sho'e 34', constituting a support for said shoe. The

Cai

"tllink 39 at its upper terminal has a sliding connection 'with a h'and-lever 40, the oifset terminal of which is pivotally mounted on the eah. The hand-lever is slotted to receive a pin car-ried by the link 39 which' is While the shoe or trip member is.

notched and passes through a guide 44, there being a pawl sldably mounted in the guide and 'engaging in the notches of the lever to prevent its movement.

This pawl is actuated by a fiexible member 46 which is connected to the grip 47 of the hand-lever 40. The engineer Controls the operation of the piston by means of a valve 63 which when operated, releases the braKes and restores the steam after the brakes have-been applied and the steam ,cut off. i

A shaft 48 is mounted adjacent one of the drive wheels of the locomotive, the sha'ft being provided with a roller 49 which engages the periphery of the adjacent drivewheel. The shaft is supported by a *bracket 51 and its terminal which projects 'through this bracket is provided with a pinion 52. The shaft 53 is disposed vertically of the cab and its lower terminal is provided with a pinion 55 which meshes with a pinion on a longitudinal shaft driven by the pinion 52. casing 56 and upon its upper terminal is mounted a governor 57. When the loconotive is traveling at an eXcessive-rate of speed the governor 57 which has an operative connection with the valve arranged in the valve casing 56 will open the valve andadmi `t stea'mto the cylnder 14. The steam is supplied to the valve 56 by means of the conduit 58 which is connected to the pipe 59 which extends within thesteam dome. This pipe 59 Supplies steam' to both -ot the

conduits

30 and 58. The steam admitted to the cyiinder 14 will actuate the piston to cut off the steam supply and apply the brake's in the manner heretofore described. It will bc noted by this Construction that the steam will be cut oti and the brakes applied when the loconotive is traveling 'at an eXcessive rate of speed.

Attention is called to the fact that various changes may be 'made in the construction in order thatthe mechanisn may be applied to various types of loconotves and that the specific form ot connection between the various elements may be modified to suit different conditions. V

In Fig. 4 of the drawings is illustrated a means for actuating the brake applying mechanism from a point above the track.

This structure consists of an arm '60 pivotally supported on the root of the `'cab and actuated by a trip 61 mounted on the signal tower. By thisstructure it will be seen that snow and ice will not afi'ect the valve operating nechanisn. The structure' shown 'is merely illustrative 'of' one w'ay of 'accomplishing this actuaton of the valves from a point above the track and it will b'e understood that any suitable structure may be used which will efiectually operate 'the valves which control the actuating piston.

The shaft 53 passes through a valve Having thus described the nvention what is claimed as new is z In mechansm of the class described, the combnation with a steam supply ppe, a valve arranged theren, an air brake ppe, and a, valve arranged therein, of a, rock arm connected to the stems of the valves and arranged when rocked to move the same, a source of steam supply, a cylnder in communication with the steam supply and having a pisten connected with the rock arm, avaive controlling the supply of steam to the cylindex', an arm connected to the stem of the said valve, a link connected to said arm, an abutment engagng member supported by the link for swinging movement, and manually Opel-able means for adjusting the position of the abutment engagng member.

In testimony wher-cof I affix my signature in presence of two witnesses.

ANDERS WV. WINBERG. [14. 8.] Wtnesses:

N. H. WEAVER, W. I. CURRY.

copies of this patent may be obtained for five cents each, by addresing the "Commuoe' e! !n/cents. Whingto, D. c."