US1192183A - Automatic train control. - Google Patents

Automatic train control. Download PDF

Info

Publication number
US1192183A
US1192183A US2523315A US2523315A US1192183A US 1192183 A US1192183 A US 1192183A US 2523315 A US2523315 A US 2523315A US 2523315 A US2523315 A US 2523315A US 1192183 A US1192183 A US 1192183A
Authority
US
United States
Prior art keywords
plunger
train
casing
track
automatic train
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
US2523315A
Inventor
William J Gladish Sr
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.)
LAWRENCE N COX
Original Assignee
LAWRENCE N COX
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 LAWRENCE N COX filed Critical LAWRENCE N COX
Priority to US2523315A priority Critical patent/US1192183A/en
Application granted granted Critical
Publication of US1192183A publication Critical patent/US1192183A/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
    • B61L3/08—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 electrically
    • B61L3/10—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 electrically using current passing between devices along the route and devices on the vehicle train
    • B61L3/106—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 electrically using current passing between devices along the route and devices on the vehicle train with mechanically controlled electrical switch on the vehicle

Definitions

  • This inventionl relates to automatic train stops whereby when a train enters a danger zone, the latter will be brought to a stand still or will have its speed retarded at designated points.
  • the primary object of the invention is to provide the train carried mechanism With a speed control device so that the former will only cause an emergency stop of 'the train when the latter enters a danger zone above a predetermined speed.
  • Another object 'of the invention is to provide visible means for indicating the number of times the train carried mechanism has been operated.
  • a further object of the invention is to slidably mount segmental track sections with which the valve controlled mechanism operates so that the latter will be operated upon movement of the track section due to centrifugal force.
  • FIG. 1 is a side elevation of my inven-4 tion applied to a locomotive Wheel.
  • Fig. 2 is an enlarged side elevation of the parts vin section.
  • Fig. 3 is a detail cross section through one of the rails during the cooperation between the train carried mechanism and the track obstacle.
  • Fig. 4 is a horizontalsection through the train-carried mechanism.
  • Fig. 5 is a perspective view of one oi the track sections.
  • Fig. 6 is a vertical section through the track obstacle for making an emergency stop.
  • Fig. 7 is a section through a modified form of track obstacle used for retarding the sneed of the train.
  • My train carried mechanism is applied to the. forward wheel 1 of the front truck of the locomotive and comprises segmental track sections 2 .slotted as indicated at 3 so that normally the sections cooperate to form 'a continuous groove 4.
  • Each track section is provded with laterally extending rods 5 slidably mounted Within the bearing 6 secured to the face of the Wheel 1.
  • a coil 'spring 7 Encircling the rod 5 between its associated track section and the bearing 6 is a coil 'spring 7, the tension of which is utilized to force the track section toward the axis of the Wheel 1.
  • Each track section has its ends cut on a line radiating from the axis of the Wheel as indicated at 8 so asto limit the inward movement of the sections.
  • a bolt 10 Threaded into the end of the car axle 9 upon which the wheel 1 rotates is a bolt 10 having loosely mounted thereon the sleeve- 11 formed integral With a bracket 12 which in turn has pivotal connection as indicated at 13 with an arm 14 secured to the frame of the locomotive.
  • This bracket 12 is further provided with an offset portion 15 forming a support for-a horizontally disposed shaft 1 6 that has secured to one of its extrem1ties a trip 17, theroller 18 of which is arranged to engage the track obstacle to be hereinafter described.
  • Thistrip 17 has pivotal connection with a 'link 19 that also has pivotal connection with the plunger 2O of the valve 21.
  • This plunger has a substantially L-shaped passage 22, one end of which communicates With the upper yend portion of ⁇ the valve casing 23 andfhas its other end arranged to register with an aperture 24 in the casing 23, the casing ybeing further provided With an aperture 25 normally out of communication With lthe interior of the casing as this latteraperture is normally obstructed by the upper portion of the plunger 20.
  • the aperture 24 has encircling it a tube 26 provided with a bleed opening 27 normally closed by a piston 28 slidably mounted within the tube.
  • This piston 28 has connection through the rod 29 with the intermediate portion of a lever 30 pivotally connected at one extremity to the heretofore mentioned bracket 12.
  • the remaining extremity of the lever 30 is pro vided with a pin 31 adapted to slide within the slots of the track ⁇ sections From this arrangement, it will vbe seen that upon outward movement of the track section. due to centrifugal force, the lever 30 will be given an arcuate movement. so as to slide the piston 28 within the tube. 26, thus uncovering the bleed opening 27 and allowing communication between the aperture 24 and the atmosphere by wav or' the bleed opening- 27. 11o
  • the upper end portion of the casing 23 has communication with the train line 32 by way of the branch pipe 33.
  • the plunger 20 1 ⁇ s provided with a pocket 37 normally registering with the exit end of the tube so as to receive, one at a time, the balls within the tube 34.
  • a second tube 38 Directly below the tube 34 is a second tube 38 having its lower end provided with a cap 39 and its upper end communicating with the side of the plunger so that upon downward movement of the latter the pocket 37 will register with the inlet end of the tube 38.
  • the track obstacle for making the emergency stop comprises a metallic strip 40 pivotally connected to a casing 41 that is in turn secured to one of the ties so as to lie in close proximity to ⁇ one of the rails of the track way.
  • T he strip 40 can be actuated by the semaphore, by reciprocating the rod 42 that has pivotal connection with a bracket joint link 43 having pivotal connection with the casing as indicated at 44 and with the strip 40 as indicated at 45.
  • the track obstacle for retarding the speed of the train comprises a casing 46 formed with an inclined surface 47 upon which the roller 18 rotates. Attention is called ⁇ to the fact that the lowermost portion of the strip 40 is arranged at a point nearer the upper surface of the tie than the lowermost portion of the inclined surface 47 so that by the former, the trip 17 will be given a greater movement.
  • the track section will be thrown outwardly by centrifugal force and through the action of the lever 30, the plunger will be moved to a positlon to uncover the bleed opening 40, it is given a movement great enough ito position the trip in a position reverse to that shown in Fig. 2 as indicated by dotted lines.
  • an automatic train stop,train carried mechanism comprising segmental grooved tracks carried by one of the wheels of the locomotive, a lever having one of its extremities adapted to work in the grooves of said tracks, resilient means ⁇ for allowing said tracks to move by a centrifugal action, and means under the control of said lever for bleeding the train line.
  • an automatictrain stop,train carried mechanism comprising segmental grooved track sections adapted when in one position to form a continuous circular groove, a pivoted lever having one extremity working in the grooves of said track section, means for allowing outward movement of said sections through centrifugal force and a valve under the control of said lever for bleeding the train line.
  • an automatic train stop,train carried mechanisxrl comprising a valve casing having communication with the train line, a plunger working therein, a trip connected to said plunger, a second plunger working in conjunction with said first mentioned plunger for regulating the rapidity with which the air from the train line feeds to the atmosphere and means for actuating said second plunger.
  • train carried mechanism comprising a valve casing having communication with the train line, a plunger working therein and provided with a. bypass, said casing being provided with a pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communicat-ion between the upper portion of the casing and the atmosphere upon a predetermined movement ot said plunger, and means connected to said plunger whereby the travel of the latter may be varied.
  • train carried mechanism comprising a valve casing communicating with the train line, a lunger working therein and provided wltlr a bypass,said casing being provided with a pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined movenient of said plunger, means connected to said plunger whereby the travel of the latter may be varied, and a second lunger arrangedto close one of the openings of said casing.
  • train carried mechanism comprising a valve casing communicating with the train line, a plunger working therein and provided with a bypass, said casing being provided with a pail-fotl ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined'movement of said plunger, means connected to said plunger whereby the travel of the latter may be varied, a second plunger arranged to close one of the openings of said casing, and means for moving said plunger to an operative position.
  • train carried mechanism comprising a valve casing communicating with the train line, a plunger working therein and provided with a bypass, said casing being provided with a, pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined movement of said plunger, means connected to said plunger whereby the travel of the lat- ⁇ ter may be varied, a second plunger arranged to close one of the openings of said casing, means for moving said plunger to an operative position, said means comprising arcuate track sections mounted upon one of the car wheels so as to move in a circular path and to move outwardly by centrifugal force, and a pivoted lever engaging said track sections and having connection with said second plunger.
  • train carried mechanism comprising a valve casing communicating with the train line, a plunger working therein and provided with a bypass, said casing being provided with a pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined movement of said plunger, means connected to said plunger whereby the travel of the latter may be' varied, a second plunger arranged to close one of the openingsof-said casing, means for moving said plunger to an operative position, said means comprising arcuate track sections mounted .upon one of the car wheels so as to move in a circular path and to move outwardly by centrifugal force, a pivoted lever engaging said track sections and having connection with said second plunger, and means cooperating with said first mentioned plunger for giving a visual indication of the number of times the first mentioned plunger has been moved to an emergency position.

Description

W. J. GLADISH, SR. AUTOMATIC TRAIN CONTROL.
APPLICATION FILED MAY1.1915.
1 1 92, 1 83. Patented July 25, 1916.
3 SHEETS-SHEET l.
. m. @mm
attenua? W. J. GLADISH, Sn.
AUTOMATIC TRATN CONTROL.
APPLICATION FILED MAY1.1915.
l l 92,1 83 T Patented July 25, 1916.
3 SHEETS-SHEET 2.
@nauseas W. J. GLADISH, Sn.
AUT-MATIC TRAIN CONTROL APPLICATAI'ON FILED MY l, 1915- l 92,1 83. Patented July 25, 1916.
a SHEETS-SHEET 3.
WILLIAM J. GLADISH, SB., OF CHATTANOOGA, TENNESSEE, ASSIGNOR 0F lOlllll'irlzIA'L1? T0 LAWRENCE N. COX, 0F CHAT'I'ANOOGA, TENNESSEE.
AUTOMATIC TRAIN CONTROL.
Speeication of Letters Patent.
Patented July 25, 1916.
Application led May 1, 1915. Serial No. 25,233.
and useful Improvements in Automatic Train Controls, of which the following is a specification. y
This inventionl relates to automatic train stops whereby when a train enters a danger zone, the latter will be brought to a stand still or will have its speed retarded at designated points.
The primary object of the invention is to provide the train carried mechanism With a speed control device so that the former will only cause an emergency stop of 'the train when the latter enters a danger zone above a predetermined speed.
Another object 'of the invention is to provide visible means for indicating the number of times the train carried mechanism has been operated.
A further object of the invention is to slidably mount segmental track sections with which the valve controlled mechanism operates so that the latter will be operated upon movement of the track section due to centrifugal force.
The invention consists in the features of construction, combination, and arrangement of parts, hereinafter fully described and claimed, reference being had to the accompanying drawings, in Whichz- Figure 1 is a side elevation of my inven-4 tion applied to a locomotive Wheel. Fig. 2 is an enlarged side elevation of the parts vin section. Fig. 3 is a detail cross section through one of the rails during the cooperation between the train carried mechanism and the track obstacle. Fig. 4 is a horizontalsection through the train-carried mechanism. Fig. 5 is a perspective view of one oi the track sections. Fig. 6 is a vertical section through the track obstacle for making an emergency stop. Fig. 7 is a section through a modified form of track obstacle used for retarding the sneed of the train.
My train carried mechanism is applied to the. forward wheel 1 of the front truck of the locomotive and comprises segmental track sections 2 .slotted as indicated at 3 so that normally the sections cooperate to form 'a continuous groove 4. Each track section is provded with laterally extending rods 5 slidably mounted Within the bearing 6 secured to the face of the Wheel 1.
Encircling the rod 5 between its associated track section and the bearing 6 is a coil 'spring 7, the tension of which is utilized to force the track section toward the axis of the Wheel 1. Each track section has its ends cut on a line radiating from the axis of the Wheel as indicated at 8 so asto limit the inward movement of the sections.
Threaded into the end of the car axle 9 upon which the wheel 1 rotates is a bolt 10 having loosely mounted thereon the sleeve- 11 formed integral With a bracket 12 which in turn has pivotal connection as indicated at 13 with an arm 14 secured to the frame of the locomotive. This bracket 12 is further provided with an offset portion 15 forming a support for-a horizontally disposed shaft 1 6 that has secured to one of its extrem1ties a trip 17, theroller 18 of which is arranged to engage the track obstacle to be hereinafter described. Thistrip 17 has pivotal connection with a 'link 19 that also has pivotal connection with the plunger 2O of the valve 21. This plunger has a substantially L-shaped passage 22, one end of which communicates With the upper yend portion of `the valve casing 23 andfhas its other end arranged to register with an aperture 24 in the casing 23, the casing ybeing further provided With an aperture 25 normally out of communication With lthe interior of the casing as this latteraperture is normally obstructed by the upper portion of the plunger 20. The aperture 24 has encircling it a tube 26 provided with a bleed opening 27 normally closed by a piston 28 slidably mounted within the tube. This piston 28 has connection through the rod 29 with the intermediate portion of a lever 30 pivotally connected at one extremity to the heretofore mentioned bracket 12. The remaining extremity of the lever 30 is pro vided with a pin 31 adapted to slide within the slots of the track `sections From this arrangement, it will vbe seen that upon outward movement of the track section. due to centrifugal force, the lever 30 will be given an arcuate movement. so as to slide the piston 28 within the tube. 26, thus uncovering the bleed opening 27 and allowing communication between the aperture 24 and the atmosphere by wav or' the bleed opening- 27. 11o
The upper end portion of the casing 23 has communication with the train line 32 by way of the branch pipe 33.
For giving a visualindication of the number of times thetrain carried mechanism has caused an emergency stop, I provide the arcuate shaped tube 34 provided with a cap 35 by means of which balls 36 may be deposited within the tube. The plunger 20 1`s provided with a pocket 37 normally registering with the exit end of the tube so as to receive, one at a time, the balls within the tube 34. Directly below the tube 34 is a second tube 38 having its lower end provided with a cap 39 and its upper end communicating with the side of the plunger so that upon downward movement of the latter the pocket 37 will register with the inlet end of the tube 38.
Two forms of track obstacles are provided for carrying out my invention one being used at the entrance ofeach block so as to make emergency application of the train carried brakes and the other carried in railway yards-or such places where the speed of the train is to be retarded to a predetermined degree. The track obstacle for making the emergency stop comprises a metallic strip 40 pivotally connected to a casing 41 that is in turn secured to one of the ties so as to lie in close proximity to `one of the rails of the track way. T he strip 40 can be actuated by the semaphore, by reciprocating the rod 42 that has pivotal connection with a bracket joint link 43 having pivotal connection with the casing as indicated at 44 and with the strip 40 as indicated at 45. The track obstacle for retarding the speed of the train comprises a casing 46 formed with an inclined surface 47 upon which the roller 18 rotates. Attention is called `to the fact that the lowermost portion of the strip 40 is arranged at a point nearer the upper surface of the tie than the lowermost portion of the inclined surface 47 so that by the former, the trip 17 will be given a greater movement.
y From the foregoing description, it will be seen that when the trip 17 strikes the emergency track obstacle, the trip will be rotated upon the shaft 1G to a. distance great enough n to move the upper end of the plunger 2O below the aperture 25 for allowing direct communication between the train line and the atmosphere. When the trip comes into contact with the obstacle for retarding the speed of the train, the plunger is moved upwardly a slight distance so as to bring the outlet end of the passage 22 into communication with the aperture 24 and if the train is runningabove the predetermined speed,
. the track section will be thrown outwardly by centrifugal force and through the action of the lever 30, the plunger will be moved to a positlon to uncover the bleed opening 40, it is given a movement great enough ito position the trip in a position reverse to that shown in Fig. 2 as indicated by dotted lines.
Having described the invention, what is claimed is:
1. In an automatic train stop,train carried mechanism comprising segmental grooved tracks carried by one of the wheels of the locomotive, a lever having one of its extremities adapted to work in the grooves of said tracks, resilient means `for allowing said tracks to move by a centrifugal action, and means under the control of said lever for bleeding the train line.
2. In an automatictrain stop,train carried mechanism comprising segmental grooved track sections adapted when in one position to form a continuous circular groove, a pivoted lever having one extremity working in the grooves of said track section, means for allowing outward movement of said sections through centrifugal force and a valve under the control of said lever for bleeding the train line.
3;k ln an automatic train stop,train carried mechanisxrl comprising a valve casing having communication with the train line, a plunger working therein, a trip connected to said plunger, a second plunger working in conjunction with said first mentioned plunger for regulating the rapidity with which the air from the train line feeds to the atmosphere and means for actuating said second plunger.
l. In an automatic train stop, train carried mechanism comprising a valve casing having communication with the train line, a plunger working therein and provided with a. bypass, said casing being provided with a pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communicat-ion between the upper portion of the casing and the atmosphere upon a predetermined movement ot said plunger, and means connected to said plunger whereby the travel of the latter may be varied.
5. In an automatic train stop, train carried mechanism comprising a valve casing communicating with the train line, a lunger working therein and provided wltlr a bypass,said casing being provided with a pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined movenient of said plunger, means connected to said plunger whereby the travel of the latter may be varied, and a second lunger arrangedto close one of the openings of said casing.
6.In an automatic train stop, train carried mechanism comprising a valve casing communicating with the train line, a plunger working therein and provided with a bypass, said casing being provided with a pail-fotl ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined'movement of said plunger, means connected to said plunger whereby the travel of the latter may be varied, a second plunger arranged to close one of the openings of said casing, and means for moving said plunger to an operative position.
7. In an automatic train stop, train carried mechanism comprising a valve casing communicating with the train line, a plunger working therein and provided with a bypass, said casing being provided with a, pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined movement of said plunger, means connected to said plunger whereby the travel of the lat-` ter may be varied, a second plunger arranged to close one of the openings of said casing, means for moving said plunger to an operative position, said means comprising arcuate track sections mounted upon one of the car wheels so as to move in a circular path and to move outwardly by centrifugal force, and a pivoted lever engaging said track sections and having connection with said second plunger.
8. In an automatic train stop, train carried mechanism comprising a valve casing communicating with the train line, a plunger working therein and provided with a bypass, said casing being provided with a pair of ports one of which being arranged to communicate with the bypass and the other arranged to establish communication between the upper portion of the casing and the atmosphere upon a predetermined movement of said plunger, means connected to said plunger whereby the travel of the latter may be' varied, a second plunger arranged to close one of the openingsof-said casing, means for moving said plunger to an operative position, said means comprising arcuate track sections mounted .upon one of the car wheels so as to move in a circular path and to move outwardly by centrifugal force, a pivoted lever engaging said track sections and having connection with said second plunger, and means cooperating with said first mentioned plunger for giving a visual indication of the number of times the first mentioned plunger has been moved to an emergency position.
In testimony whereof I aix my signature in presence of two witnesses.
WILLIAM J. GLADISH, SR. Witnesses:
F. P. DE FRESE, J. W. SHELTON.
US2523315A 1915-05-01 1915-05-01 Automatic train control. Expired - Lifetime US1192183A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US2523315A US1192183A (en) 1915-05-01 1915-05-01 Automatic train control.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US2523315A US1192183A (en) 1915-05-01 1915-05-01 Automatic train control.

Publications (1)

Publication Number Publication Date
US1192183A true US1192183A (en) 1916-07-25

Family

ID=3260137

Family Applications (1)

Application Number Title Priority Date Filing Date
US2523315A Expired - Lifetime US1192183A (en) 1915-05-01 1915-05-01 Automatic train control.

Country Status (1)

Country Link
US (1) US1192183A (en)

Similar Documents

Publication Publication Date Title
US1192183A (en) Automatic train control.
US1864361A (en) Railway car retarder
US1171112A (en) Automatic stop and speed control for railway-trains and the like.
US772489A (en) Automatic train-arresting device.
US504766A (en) Automatic reversing device for railroad-trains
US1122116A (en) Automatic train-stopping apparatus.
US1162083A (en) Automatic train-controlling device.
US851612A (en) Railway-switch.
US1162248A (en) Safety signal device.
US1167514A (en) Pneumatic flange-oiler for car-wheels.
US881706A (en) Automatic stop for railway-vehicles.
US1191511A (en) Automatic train-stop.
US845727A (en) Safety device for railroads.
US1117107A (en) Train-stopping apparatus.
US607303A (en) Johannes vermehren
US935468A (en) Safety-brake apparatus for railway-trains.
US1281908A (en) Automatic train-stop.
US1186443A (en) Train-stopping apparatus.
US884947A (en) Turn-table derailer.
US1371206A (en) Automatic train-stop
US813936A (en) Switch.
US1350476A (en) Pato j
US1351946A (en) Automatic railway switch and signal
US1568775A (en) Automatic moving-vehicle control
US1361694A (en) dodge