US1199574A - Train-stop. - Google Patents

Description

E. A. KRONES, SR.

TRAIN STOP.

APPLICATION flLED MAR.1 1916- 1,1 99,574. Patented Sept. 26,1916.

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WITNESSES ZWMZ/ZAMv IN VE N TOR EAKrones' r ATTORNEYS E. A. KRONES, SR.

TRAIN STOP. APPLICATION FILED MAR-1.1916. 1 1 99,574 Patented Sept. 26, 1916.

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@% By W ATTORNEYS ERNEST A. KRONES, $3., 0F NEW'YORK, N. Y. I

TRAIN -STOP.

Specification of Letters Patent.

Patented Sept. 26, 1916.

Application filed March 1, 1916. Serial No. 81,399.

To all whom it may concern Be it known that I, ERNEST A. Thomas, Sn, a citizen of the United States, and a resident of the city of New York, borough of Manhattan, in the county and State of New York, have invented a new and Improved Train-Stop, of which the following is a full, clear, and eXact description.

My invention relates to means for bringing a train to stop should the engineer pass a danger signal.

p The object of the invention is to provide a simple and inexpensive device for applying the brakes of a train should an engineer pass a danger signal inadvertently.

With the above and other objects in view,

the nature of which will more fully appear as the description proceeds, the invention consists in the novel construction, combination and arrangement of parts as herein fully described, illustrated and claimed.

In the accompanying drawings, forming part of the application, similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a side elevation of a fragment of a railway vehicle provided with an embodiment of my invention and the means on the bracket cooperating therewith; Fig. 2 is a section on line 2-2, Fig. 1; Fig. 3 is a similar section showing the trip in the inoperative position; Fig. 4 is a horizontal section on line 44, Fig. 1; and Fig. 5 is a similar section showing the device in the operative position.

Referring to the drawings, 6 is a railway vehicle from the bottom of which a bracket 7 is suspended. A lever 8 of the first class is fulcrumed in the bracket. The end of the lever near to the side of the car is provided with a trip 9 mounted to swing in a plane at right angles to the movement of the lever in the bracket. A spring 10 also connects the trip to the lever to maintain the trip in operative or in inoperative position, as

shown in Figs. 2 and 3 respectively. The other end of the lever 8 is connected by a longitudinally yielding rod 11 to a valve 12 whereby the. train-line pressure may be reduced. The longitudinally yielding rod is preferably formed of a bar 13 pivotally connected to the valve at one end and having a head lat at the othercnd which is guided by a member 15 one end of which is pivotally connected to the lever '8, the bar 13 projecting through the other end of the rod 11.

A coil'spring 16 is mounted on the bar 18 between the head 14 and the end of the member 15 where the bar projects and whereby the spring normally tends to shorten the length of the yielding rod 11 and cushions the action on the valve 12.

The operation of the lever 8 is controlled by a wedge-shaped shoe 17 mounted on a crank 18 of a vertical shaft 19 mounted to one side of the track in a suitable standard 20. The shaft 19 is connected by a rod 21 to the semaphore crank, so that when the semaphore 22 is barring the right of way, the shoe17 is placed parallel to the track, as shown in full lines in Figs. 41 and 5. lVhen the shoe is so placed it lies in the path'of travel of the trip 9. If the vehicle 6 moves in the direction indicated by the arrows in Figs. 41 and 5, the shoe will engage the trip 9 with the blunt end and displace the lever within the bracket operating the valve 12 which will cause the application of the. brakes (see Fig. 5). To prevent the restitution of the lever 8 to its normal position under the action of the spring 23 after the trip 9 is clear of the shoe 17, a ratchet 24 is extended from the bracket 7 to. lie-in the path of travel of a pawl-25 mounted on the lever and tending to engage the ratchet as soon as the lever is free to move under the action of the spring. An

operating handle 26 is provided on the lever for raising the pawl from the ratchet to allow the spring 23 to bring the mechanism to its normal position. WVhen the trip 9 is in operative position, as shown in Fig.4, and the vehicle moves so that the trip first strikes the sharp edge of the shoe, the device will remain in-operative, for the trip will travel over the shoe and drop to its normal position without causing the displacement of the lever. To render the device totally inoperative the trip 9 is moved to the position shown in Fig. 9 where it is retained by the spring 10. v

I claim: 1. Ina device of the class described, a bracket adapted to be suspended from the bottom of a railway vehicle, a lever fulcrumed in said bracket, a trip associated with said lever, a spring for retaining the trip in operative or in inoperative position, a shoe adapted to be placed in the path of travel of said trip, a longitudinally yielding rod pivotally connected to said lever and adapted to operate the brake means of the vehicle, a resilient member engaging the lever and normally resisting the displacement of said lever, and a pawl and ratchet arrangement associated with the lever to retain the same in the displaced position.

2. In a device of the class described, a bracket adapted to be suspended from the bottom of a railway vehicle, a lever fulcrumed in said bracket, a trip provided at one end of said lever, a spring for retaining the trip in operative or in inoperative position, a rod for operating the brakes of the vehicle in pivotal connection with the other end of the lever, a shoe adapted to be placed in the path of travel of the trip whereby the lever is moved in the bracket, a resilient member normally resisting the movement of the lever, a pawl and ratchet arrangement for retaining the lever in the displaced position against the action 01: said spring, and means for operating said pawl and ratchet arrangement to permit said spring to bring the lever to its normal position.

3. In a device of the class described, a. bracket adapted to be suspended from the bottom of a railway vehicle, a lever fulcrumed in said bracket, a trip mounted at one end of said lever, a spring for retaining the trip in operative or in inoperative position, a longitudinal, yielding rod for operating the brakes of the vehicle in pivotal connection with the other end of the lever, a shoe mounted to be placed in the path of travel of the trip to displace the lever in the bracket, and a resilient member normally tending to resist the displacement of the lever in the bracket.

4. In a device of the class described, a bracket adapted to be suspended from the bottom of a railway vehicle, a. lever fulcrumed in the bracket, a trip mounted to swing in a plane at right angles to the plane of movement of the lever, a spring for retaining the trip in operative or in inoperative position, a longitudinal, yielding lever adapted to be connected to the braking means of the vehicle and in pivotal connection with the other end of the lever, a wedge-shaped shoe mounted to be placed in the path of the trip and whereby said lever is caused to move in the bracket when said trip strikes the blunt end of the shoe, the v a engagement of the sharp edge of the shoe with the trip leaving said lever undisturbed, resilient means normally tending to resist the movement of the lever in the bracket,

and a pawl and ratchet arrangement for the lever to retain the same after it has been displaced by the engagement of the shoe with the trip. Y

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

ERNEST A. KRONES, SR.

Witnesses:

B. J orrn, PHILIP D. ROLLHAUS.

Copies 01 this patent may be obtained for five cents each, by addressing the .Gommissioner of Patents, Washington, D. C.

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