US1200270A - Automatic car-stop. - Google Patents

Description

A. TAURMAN.

AUTOMATIC CAR STOP.

APPLICATION FILED 0CT.2. l9l4.

1,200,270. Patented Oct. 3,1916,

3 SHEETS-SHEET 1- A. TAURMAN.

AUTOM A T|C,CAR STOP. APPLICATION FILED 0m. 2, 1914.

' Patented Oct. 3,1916.

3 SHEETS-SHEET 2.

A. TAURMAN.

AUTOMATIC CAR STOP.

APPLICATION min OCT- 2. I914.

Patented Oct. 3, 1916.

3 SHEETS-SHEET 3.

glwuemtoz Thu/"man UNITED STATES PATENT @FFIGEB ALPHONSO TAURMAN, 0F RIUE'EIYIOND, VIRGINIA.

AUTOMATIC CAR-STOP.

Specification of Letters Patent.

Patented Get. 3, 1918.

Application fiIed October 2, 1914. Serial No. 864,624.

To all whom it may concern Be it known that I, ALrHoNso TAUR- enable others skilled in the art to which it appertains to make and use the same. 7

This invention relates to an apparatus for automatically stopping cars, and whichis particularly adapted for use in connection with electric railways employingcontinuous current for the propulsion of the cars, although I wish it to be understood that the invention is not limited in its useful application to this special class of railways.

In carrying out my invention I propose to provide an apparatus which will positively stop a car, ortra-in of cars, under certain conditions at apredetermined place or station along the trackway irrespective of any action on the part of the operatives in charge of the car or train.

In the present instance, merely by way of illustration, I have shown and described my invention as employed in connection with a grade crossing, or at a place where two ways intersect, as it is in situations of thischaracter that the invention will be found particularly useful. At a grade crossing, such for instance as where an electric railway track crosses a steam railway track, it is the usual rule to require a car ortrain to come to a stop at the near side of the crossing and the flagman or conductor to leave the car or train and walk over the grade crossing to the far side thereof to ascertain by inspection whether or not the car or train may safely pass over the crossing atthe time. If the way be clear, and the crossing consequently safe, the fiagman or conductor signals the motorman or engineer to bring the car or train over the crossing. If, however, it be dangerous to cross the intersecting tracks at the particular time, because of the approach of a train on the intersecting tracks, or for any other reason, the flagman or conductor is supposed to signal the motorman or engineer to hold the car or train, or not to take the crossing. This rule is made by railroad companies for the obvious purpose of preventing collisions or other serious accidents at the crossing. However, it frequently happens that the conductor or fiagman fails to leave the car at the crossing, in compliance with this rule, or the motorman or engineer fails to stop the car at the near side of the crossing to enable the conductor to alight from the car and make the necessary inspection of the crossing. The result is that the car or train travels over the crossing without first stopping at the near side thereof, and this breach of the rules sometimes results in serious collisions at the crossing causing death or injury to the passengers and damageor equipment.

To obviate the liability of such accidents I provide the automatic car stopping apparatus forming the subject matter of this invention, and this apparatus is intended to eliminate entirely reliance upon theoperatives of the cartaking the latter over the crossing without first coming to a stop at the near side of such'crossing. Nith my apparatus, should an attempt be made to eliminate the stop at the near side of the crossing, the car will be automatically brought to standstill before reaching the crossing 1 A further object of my invention is the provision of an apparatus of this character, which under certain conditions hereinafter described will operate to stop the car by simultaneously cutting off the power from the car, actuating the sanding device to sand the tracks and causmg the application of the air brakes. At the same time the usual air b 'ake valve under the direct control of the motorman or engineer will be rendered inoperative, thereby preventing the premature release of the brakes and the usual main circuit breakers of the car will be held open, thereby preventing the restoration of power ,tothe car to propel the latter until the operating mechanism, forming part of my invention, is restored to its normal position as hereinafter set forth. Furthermore, in the case of electric railways employing continuous current feeders or furnishing the power for propelling the car, I. )ropose to make use of the current carried y such feeders for the purpose of placing in operation, under certain conditions hereinafter mentioned, certain electrically controlled,

pneumatically operated car stopping devices carried by the car, these devices when so operated afiectively and automatically destruction to the .tion of my invention, I

stopping the car. By using such current I dispense with the employment of all auxiliary electrical equipment for furnishing the power for operating the car stopping devices, such as batteries, relays and the like.

A further object of my invention is the provision of an apparatus of this class which will embody the desired features of simplicity, eiiiciency, reliability and safety and which may be installed and maintained at a relatively low cost.

l/Vith the above recited objects and others of a similar nature in view, my invention consists in the construction, combination and arrangement of parts set forth in and falling within the scope of the appended claims.

In the accompanying drawings: Figure l is a top plan view showing a grade crossing equipped with my invention. Fig. 2 is an end view. Fig. 3 is a view illustrating conventionally and diagrammatically a straight air brake equipment for a car, in connection with the air pipe leading to the track sanding device, the main circuit breakers and the air pipes leading thereto, and the electrical connections between the solenoid magnet and the car. Fig. is a view showing diagrammatically the conductors from the trolley to the main circuit breakers of the car and also showing an emergency switch operable from the car. Fig. 5 is a view showing in elevation the solenoid magnet, and illustrating in longitudinal section the operating valve for controlling the flow of air to the circuit breakers, the sanding device and the brake cylinder. Fig. 6 is a longitudinal sectional view takenthrough an air plunger for tripping a main circuit Fig. 7 1s a cross sectional view breaker. taken on the line 77 of Fig. 5. Fig. 8 is a horizontal sectional view taken through the switch, which serves as a fiagmans switch and is intended to be located at the far side of the'crossing. Fig. 9 is a detail view in elevation of the stationary normally positive spring contact located at the near side of the crossing.

Prior to entering into a detailed descripwill briefly state that in the form shown herein, I locate atthe near side of the grade crossing a suitable stationary, normally-positive contact member which is in a normally open circuit, the latter including the trolley wire or feeder'wire which furnishes the power for the car. Acar traveling along the track carries a.negative contact member connected by an electric conductor with a solenoid magnet carried by the car, and when the car is moved into position, under certain specific circumstances to bring its negativeconta-ct member into engagement with the stationary, positive contact member, the circuit will be completed, provided a flag mans switch located at the far side of the trackway is in its normally closed position. When the circuit is completed the solenoid magnet is energized to operate an air valve on the car which controls the flow of air to main circuit breakers of the car, the track sanding devices and the brake cylinder so that when the two contact members are brought into engagement to close the circuit from the feeder wire through the solenoid magnet, the air controlling valve will be operated to throw the circuit breaker and cut off the power from the car, to permit the sanding devices to work, and to cause the application of the air brakes to stop the car. At the same time the movement of the valve to accomplish the above recited ends, will prevent the release of the brakes by the operation of the regular air valve under c0ntrol of the motorman so that the brakes cannot be prematurely released.

When the car has been brought to a stop by means of my apparatus it cannot be started again until the air controlling valve has been restored to its normal position by a person getting beneath the car and man ually actuating the solenoid plunger to move the air controlling valve back to its normal position. Nor can power be restored to the car by closing the circuit break ers before the air controlling valve has been restored to normal position, for the pressure of air in the plunger cylinders of the circuit breakers will prevent the closing of the latter. Now, it is to be understood that this automatic operation of the three appliances above mentioned, only occurs when the car is not brought to a stop by the motorman in response to a danger signal located at the near side of the crossing, this danger signal in the present instance comprising red electric lamps located in a normally closed lighting circuit supplied with current from the feeder wire. At the far side of the crossing is a clear signal comprising, in this instance, white electric lamps located in a normally open lighting circuit which is also supplied with current from the feeder wire. The flagmans switch, above referred to as located at the far side of the crossing, controls both-these lighting circuits, as well as the circuit in which the stationary-contact at the near side of the crossing is located, and so long as this switch is in its normal closed position, the lighting circuit of the danger signal will be closed and the red lights displayed, while the lighting circuit of the clear si nal will be open and the white lamps extinguished, and at the same time the stationary contact will be in circuit with the feederwire. N ow, if the car stops in response to the danger signal, and the flagman or conductor traverses the crossing and finds the way safe and clear he throws and holds open the flagmans switch, thus cutting out or extinguishing the danger signal lamps, lighting the clear signal lamps and opens the circuit between the feeder wire and the stationary contact so that the motorman in response to the clear signal may bring the car past the stationary contact and over the crossing without causing the automatic car stopping apparatus to work to stop the car. When the car has safely passed the crossing the flagmans switch is released, returning to its normal closed position, thereby again causing the danger signal to be displayed, the clear signal to be extinguished, and the stationary contact to be placed in circuit with the feeder wire so that the apparatus is again restored to condition for the protection of a subsequently approaching car equipped with appliances forming part of my invention.

In the present instance I have illustrated in Fig. 1 a grade crossing including a doubletrack electric railway, but as I employ my invention in connection with each track, a description of its application in connection with one track and car will suiiice.

Referring now-to the accompanying drawings in detail, the letter E indicates an electric railway track and S is a second track, for instance, a steam railway track intersecting the track E and thus forming a grade crossing. An electric car on the track E is shown at O. Located alongside the track E adjacent the near side of the crossing is a pole 1 carrying the usual cross arm 2, from which is suspended the feeder or trolley wire 3. This pole 1 also carries an arm 4 extending over the track. Suspended from this arm 4 is a danger signal 5, in the present instance in the nature of red electric lamps, located in a lighting circuit including a conductor 6 leading from the feeder wire 3 to the fiagmans switch F, the conductor 7 leading from the flagmans switch, through the conductor 8 tapped off from the conductor 7, through the lamps and conductor 9 to the ground. At the far side of the crossing and alongside the trackway F is a pole 10 which supports the flagmans switch F and also supports a clear signal 11, in the present instance in the nature of white electric lamps located in a lighting circuit including the conductor 6 leading from the feeder wire 3 to the switch F, the conductor 12 leading from the switch through the clear lamps 11 to the ground.

Carried by the arm 4 adjacent the near side of the crossing is a stationary, normallypositive spring contact member 13 which is best shown in Fig. 9. This contact member 13 is also connected in circuit with the feeder wire 3 through the conductor 6 leading from the feeder wire to the flagmans switch F, the flagmans switch, the conductor 7 lead ing from the flagmans switch to the cor..

tact member 13.v The flagmans switch F which is located on the pole 10 at the far side of the crossing, and which is adapted to bemanually operated by the fla ginan or conductor is shown in detail in Fig. 8 and includes a casing 14 in which moves the spring pressed stem 15 carrying the contacts 16 to which is connected the conductor 6 passing through the stem 15 so that this contact 16 is always alive. Mounted within the casing 14 and insulated therefrom is a contact member 17 with which the contact 16 is normally held in engagement by means of the coil spring 18. To this contact 17 is connected the conductor 7 leading to the stationary contact 13 at the near side of the crossing. W hen the contact 14 of the switch is in en gagement with the contact 17 as is normally the case, the lighting circuit for the danger signal is complete and the contact 13 is in circuit with the feeder wire 3. When, however, the stem 15 is forced inward against the action of the spring 18 by the fiagman or conductor pressing on the head 19 of the stem the contact 14 is moved out of engagement with the contact 17 and into engagement with the contact 20, which is I also located in the casing 14 and insulated therefrom. When the contact 14 is brought into engagement with the contact 20 the lighting circuit for the clear signal lamps will be completed, and," of course, the disengagement of the contact 14 with the contact 17 has open circuited the danger signal and the contact 13 from the feeder 3.

Mounted on the car C and suitably insulated therefrom is a negative contact member 21 which may be of any preferred form, this contact member being connected through a conductor 22 with the solenoid magnet 23, suitably grounded at 24. Mounted adjacent the solenoid magnet is a valve casing 25 in which slides the valve 26, the stem 27 of which is connected at 2Scto the plunger 29 of the solenoid magnet, the stem passing through a suitable stuiiing box 30 at the end of the casing. The valve casing 25 is provided with a port 31 through which air under pressure is admitted to the easing through the pipe 32 leading to the air reservoir R. The valve casing 25 is further provided with the ports 33 and 34, the former being connected to the motormans valve M through the pipe line 35, while the port 34 is connected with the brake cylinder B through the pipe line 36. The valve casing 25 also has a port 37 with which communicates-a pipe 38 leading to the sanding device of the car, while 39 designates a pipe coupled as at 40 to the pipe 38 and coupled as at 41 to the pipe 42 leading to the plunger cylinders 43 of the circuit breakers. In each of these cylinders 43 there works a small plunger 44, the stem 45 of which is adapted to ctntact or engage with the latch (Z of the main circuit breaker D. In its normal position the plunger 44 is forced out by the spring 46 so that the plunger does not interfere with the latch of the circuit breaker, but when the plunger is forced inward through the pressure of air flowing through the pipe 42, the plunger will trip the circuit breaker latch (Z to open the circuit breaker and cut off the power from the car. To prevent the air from entering the pipe 39 during the ordinary operation of the sanding device, I provide the pipe 38 with a check valve d7 which is normally closed and prevents the air flowing to the pipe 39 from the pipe 38 in the regular operation of the sanding device, for were not this valve L7, or some such device provided, air under pressure would, in the ordinary or service operation of the sanding device, flow through the pipe 38, from right to left, and passing'through the pipe 39 would open the main circuit breaker. The ports 33, 34 and 37 ofthe valve cylinder are controlled by the sliding valve 26 which has an elongated channel 26 therein to permit the ordinary application of the brakes by the passageof airfrom the motormans valve through the pipe 35, channel 26 and pipe 36 to the brake cylinder B.-

From the above description, taken in connection with the accompanying drawings,

the construction andoperation of my in vention will be readily apparent to those skilled in the art. We will first assume a case where the car approaching a crossing attempts to take such crossing without stopping on the near side, thus violating therule of sending the fiagman over the crossing. As the traveling car approaches the crossing the danger signal is, of course d isplayed and the stationary, normally-p0sit1ve contact is in circuit with the feeder wires. As the motorman, disregarding the danger signal, brings the car beneath the-stationary contact, the negative contact on the car engages with this stationary contact. Immediately the circuit is closed from the feeder wire to the ground through the flagmans switch and the contacts, thus energizing the solenoid magnet 23 so that the valve 26 is pulled to the left in Fig. 5, thus bringing the bridge piece 26 over the port 33 to cut off the motormans valve M, and at the same time the ports 3% and 37 are opened so that the air under pressurefrom the reservoir B may pass through the valve casing and then to the plunger cylinders of the circuit breaker, the pipe leading to the sanding device and the'pipe leading to the brake cylinder B thus simultaneously cutting off the power from the car, operating the sanding device and applying the brakes, thus bringing the car or train to a standstill before it reaches the crossing. The pressure of air in the-plunger cylinders of the main circuit breakers will now prevent the closing of these circuit breakers so that the power cannot be restored to the car at this time. Furthermore, the brakes cannot be released until the small valve actuated by the solenoid has been manually restored to its normal position. Let us presume, however, that in case of a car approaching the crossing the motorman, in response to the red lights or danger signal brings thecar to a stop before reaching a position where the contact on the car will engage the stationary contact along the track. The conductor or flagman leaving the car traverses the grade crossing, and if he finds the way safe and clear, he opens the flagmans switch by pressing in on the head 19 of the stem thereof, as before described, thereby open-circuiting the danger signal, eX-' tinguishing the lights and open-circuiting the stationary contactor from the feed wire, and at the same time closing the circuit from the feed wire to the ground through the clear signal, lighting the latter and thus notifying the motorman that he may brin the car over the -grade crossing. IVhen the car has passed over the crossing in safety, the fiagman or conductor releases the flagmans switch, thus again opening the circuit of the clear signal and extinguishing the latter and closing the circuits of the clanger signal and the stationary contactor with the feed wire, thus restoring the parts of the apparatus at the trackway in condition for subsequent operation.

Onhigh speed lines it is advisable to have two stopping points, which might be. called a distant stop and a home stop, the home stop being the one nearest the cross ing and the distant stop being located a sufficient distance from the home stop to insure the train or car being under control of the motor-man or engineer when approaching the home stop. As the apparatus along the t *a ckway for these two stops would be identical, and the same as that de scribed for the single stop herein shown, it is rmnecessary to describe the apparatus for the extra stop in detail. Circumstances may arise where it is desirable to enable the motor-man or conductor to stop the car in an emergency by operating the main circuit breaker, the sanding device and the air brakes with my invention, and from the car. To accomplish this, I provide the arrange ment shown in Fig. 4 wherein a conductor 50 leads from the trolley wire of the car shown at 51 to a spring switch 52 normally open, but which may be closed by the conductor or motorman pulling a cord 53 or operating other suitable means, thus closing a circuit through the solenoid from the trolley wire "on the car, and causing the operation of the car stopping appliances. This switch 52 may be suitably located on the car, and any means may be employed for en abling the motorman or conductor to operate the same. c

While I have herein shown and described one particular embodiment of my invention, I wish it to be understood that I do not confine myself to all the precisedetails or" con.- struction herein set forth by way of illustration, as modification and variation may be made without departing from the spirit of the invention or exceeding the scope of the appended claims, I

What I claim is: 7

Ti. In an electric railway. system including a track having a danger point, an electric car adapted to travel along the track, braking mechanism on the car, a power circuit for supplying current to move the car along the track, a stationary contact adjacent the track on one side of the danger point-and normally in communication with and energized by the power circuit, a normally deenergized circuit on the car, means including a de'elnergized contact engageable with the stationary contact, adapted to place the power circuit in communication with the deenergized circuit to energize the latter and cause the operation of the braking mechanism to stop the car, and manually operable means on the opposite side of the danger point for breaking communication between the stationary contact and the power circuit.

2. In an electricrailway system including a track having a danger point, a car adapted to travel along the track, braking mechanism for the car, a power circuit for driving the car, a stationary contact on one side of the danger point and normally in communication with the power circuit, a normally deenergized contact on the car, means electrically connected with the deenergized contact adapted to be energized to apply the brakes when the deenergized contact is engaged with the energized contact and manually operable means on the opposite side of the danger point fior deenergizing the stationary contact to prevent the operation of the means for setting the brakes.

3. In an electric railway system including a track having a danger point, a car adapted to travel along the track, a car stopping device on the car, a power circuit to supply current to the car to move the latter along the track, a normally deenergized circuit on the car, means adapted to place the power circuit in communication with the deenergized circuit on the car and including a stationary contact on one side of the danger point normally in communication with the power circuit, mechanism for operating on the stopping device of the car when the power circuit is placed in communication with the-deenergized circuit on the car, and means on the opposite Side of the danger point for breaking communica:

tion between the stationary contact and the power circuit.

4. In an electric railway system including a track having a danger point, a car adapted totravel along the track, a car stopping device on the car, a power circuit to supply current tothe caruto move the latter along the track, a normally deenergized circuit on the car, means including a stationary contact on one side of the danger point normally energized by the power circuit and independent of the movement of any other cars or trains adapted to place the power circuit in communicationwith the denergized circuit on the car, mechanism for operating the stopping device of the car when the power circuit is placed in communication with the deenergized circuit on the car, and manually operable means remote from the car-on the opposite side of the danger point for preventing the power circuit being placed in communication with the deenergized circuit on the car at certain'times.

5. In an electric railway system, a car adapted to travel along a track, a car stopping device on the car, manually actuated mechanism for controlling the carstopping device, a normally energized contact placed along the track, a normally set danger signal in communication with the power circuit that drives the car, and means remote from the car operable to denergize the normally energized contact to prevent the op eration of the car stopping device on the car.

6. In an electricrailway system including a track having a danger point, the combination with a car adapted to travel along the track, said car having the usual air brake equipment including the main reservoir, the brake cylinder and the engineers air valve, of a power circuit for the car, a normally energized stationary contact in the power circuit on one side of the danger point, an electro-magnet on the car, a nor-c mally de'e' nergized contact in circuit with the electro-magnet and adapted when engaged with the stationary contactto place the electro-magnet in circuit with the power circuit to place the air pressure of themain reservoir in direct communication with the brake cylinder and cut oil communication between the engineers valve and the brake cylinder, and manually operable means on the opposite side of the danger point for breaking electrical communication between the stationary. contact and the power circuit to prevent the operation of the electrical magnet.

7. In an electrical railway system, a car adapted to travel along a track, a power circuit for the car, a stationary contact located alongside the track and normally energized by the current of the power circuit, signal d vices also in the p w r circuit and normally displayed at'danger when the contact is energized, a normally deenergized contact on the car, car stopping devices located in an electric circuit with the deenergized contact of the carwhereby when the deenergized contact engages with the normally energized stationary contact, said car stopping devices will be actuated to stop the car, and a remote switch adapted to be operated to deenergize the normally energized stationary contact and to simultaneously display the signal at clear.

8. In an electric railway system, an electric car adapted to travel along a track and having suitable braking mechanism, suitable power controlling mechanism, and a suitable sanding device, a power circuit for supplying current to the motors of the car, a pneumatic valve associated with and controlling said braking mechanism, power controlling mechanism and sanding device, a secondary normally deenergized circuit on the car and including a magnet adapted when energized to operate said valve, and means on the car, independent of the usual manually operable controlling devices of the braking mechanism, the controlling mechanism and the sanding devices, adapted to be operated to place the secondary circuit in communication with the power circuit and thereby energize the magnet and. operate the valve to out On the power from the motors, sand. the track and apply the brakes simultaneously. v r

9. In an electric railway system provided with a track having a danger point, an elect' ic car adapted totravel along, said track, and having a car stopping mechanism, a

. i normally open circuit including a contact carried by-the car andarranged to actuate the car stopping mechanism when closed, a normally energized circuit including a stationary contact on one side of the danger point and in. the path of he car supported centact, and manually operable means'on the opposite side of the danger point to break said last circuit.

i 10. In an electric railway system includ- 7 ing a. track having a danger point, an electric car adapted to travel along said track and provided with braking mechanlsm, a normally dee'nergized open electrlc ClICUlt' 7 including a contact and carried by the car for controlling the braking mechanism, said mechanism being operable upon energization Copies of this patent may be obtained for five cents of said circuit, and a normally energized electric circuit including a fixed contact on one side of the danger point and in the path of the car supported contact and a normally closed manually operable circuit breaker on the opposite side of the danger point.

11. In an electric railway system including a track having a danger point, an electric car adapted to travel .along said track and provided with braking mechanism, a normally deenergized open electric circuit including a contact and carried by the car for controlling the braking mechanism, said mechanism being operable upon energization of said circuit, and a normally energized electric circuit including a fixed contact on one side of the danger point and in the path of the car supported contact and a normally closed manually operable circuit breaker on the opposite side of the danger point. the last-mentioned circuit including a danger signal.

r 12. Inan electric railway system including a track having a danger point, an electric car adapted to travel along said track and provided with braking mechanism, a normally deenergized open electric circuit including a contact and carried by the car for controlling the braking mechanism, said mechanismvbeing operable upon energization of said circuit, and a normally energized electric circuit including a fiXed contact on one side of the dangerpoint and in the path of the car supported contact and a normally closed manually operable circuit breaker on the opposite side of the danger point, the last-mentioned circuit including a danger signal and a normally open electric circuit including a clear signal and adapted to be closed by the movement of the circuit breaker in opening the energized circuit.

. 13. In an electric railway system includinga track having a dangerpoint, car circuit controlling means located on one side of the danger point, and manually operable means for 'renderingthe controlling means ineffective operable only from the other side ALPHONSO TAURMAN.

Witnesses R. B. CAvANAeH,

M. E. Han'rLnY.

each, by addressing the Commissioner of Patents,

Washington, D. G.

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