US1203845A - Automatic train-stop. - Google Patents

Description

. C. H. BUHL.

AUTOMATIC TRAIN STOP.

APPLICATION FILED OCT. 27, I913. RENEWED MAR. 13. I9I6.

1,203,845. Patented Nov. 7, 1916.

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CARL H. BuHL, or oLnvnLANn, OHIO.

AUTOMATIC TRAIN-STOP.

' Application filed October Q7, 1913, Serial No. 797,512. Renewed March 13, 1916.

.ditions.

The stop comprises an automatic valve which is controlled by an electric lock which in turn is energized or controlled by circuit connections with the system. When the lock is released the brakes are applied, and remain applied until the look is restored by manual operation.

The invention is illustrated in the accompanying drawings, in which Figure 1 is a side elevation of the automatic brake valve. Fig. 2 is a sectional elevation of the electric lock. Fig. 3 is a detail in elevation of some of the locking members. Fig. 4. is a diagram of the electrical connections.

Referring more particularly to thedrawings, the valve comprises two opposite cylinders 6 and 6? whichhave vents 6 and 6' re spectively, The ends of a piston 7 work in the cylinders respectively. The cylinder 6 receives pressure at its outer end through a pipe 11 connected to the train pipe T, through a reducing valve 12 which is properly set to allow a certain amount of pressure in the cylinder. The cylinder 6 is connected at its outer end by a pipe 13 to thetrain pipe T. with a manually operative restoring valve 86, which may be the regular engineers valve in the cab, properly connected. When the piston;7 is pushed to the left by pressure communicated through the pipe 11, thetrain pipe is vented through the vent 6 and the brakes are appliedythe valve 86 being closed. When said valve 86 is opened. theregular train pipe pressure forces the piston 7 to the right and resets the valve.

The piston valve 7 is normally held, in closed position by an electric lock member which .is indicated at 8 and engages in a notch 7 in the piston 7; This locking memher or bolt is mounted to turn on a pivot z, and a spring j tends to turn the bolt to lock- Speeification of Letters Patent.

thereby the operating connections Patented Nov. 7, 19143.

Serial No. 83,965.

ing position. The lower end of the bolt 8 fits in a groove 71. in a latching device 70, which is pivotally mounted as indicated at g, and which has an arm f provided with a notch e. hen this latch 75 is held against turning movement, the bolt 8 is also held against turning movement and consequently the piston 7 cannot shift to bleed the train plpe.

The movement of the latch member 7: is governed by the position of the armature o of an electro-magnet Z. When said magnet is energized it attracts the armature, and the outer end engages in front of the arm f, as shown in dotted-lines in Fig. 2. and prevents saidarm fromturning, which holds the lock 8. When said magnet is deenergized the armature is lifted by the spring 6 until its end registers with the notch c, permitting the arm f to swing and the latch 70 to turn, which allows the bolt to swing, the pressure on the piston 7 shifting said piston and V releasing the pressure in the train pipe through the vent 6 and setting the brakes;

The lock is held in a closed circuit, and

ticularly in Fig. 4. 1* indicates a relay energized by a circuit including the wires 63 and 64 from any suitable block or signal system. and when said circuit is closed the magnet on the relay holds its armature 85 against a contact '84 which is in circuit through wire 83 with a battery 89, which may be carried by the engine. The armature 85 is connected bv wires 82 and 91 to the coils of the magnet Z, and thence by wire 90 to the battery 89. Accordingly. when the relay 7 is energized the magnet Z is energized, and the armature 0 holds the air valve locked. A holding relay m is in shunt circuit with the lock circuit. A wire 90 leads from the battery 89 to the coils of the relay m, and thence by a wire 92 to the contacts 87 and 88 of the restoring valve 86, and'thence to the return wire 91. The relavm is self-locking, its armature 93 being in the shunt circuit and arranged to contact with the point 94: connected to the return wire 82.

In operation, assuming that the relay 7- are shown parreleases the armature 85 in consequence of 85, by danger conditions, which permits the brakes. To restore the lock, the engineers valve 86 is operated to admit pressure through the pipe 13, which forces the piston 7 to the right, and the bolt 8 again engages in the notch 7 the vent 6 being closed. To hold the lock closed under all conditions when the engineers valve 86 is turned to emergency position, the holding relay m and its circuit are provided. When the valve 86 is turned to emergency position the contacts 88 and 87 are closed and the valve is locked as follows: From the battery 89 current flows through wire 90 and magnet Z, wire 91, contacts 87 and 88, and wire 92, to relay m and wire 90 to contacts 81, to armature 80 to wire 80 back to the battery, thereby energizing the magnet of the relay m and closing armature 93 with contact 94, holding relay m and magnet Z in locked position. The magnet Z thus remains in a closed circuit even under danger conditions causing the opening of the cab circuit between the points 84 and 85, while the engineers valve is in emergency position. When normal running or safety conditions are restored, the magnet of the relay 7'' attracts its armature and closes the circuit at contact 84:, thus causing a short circuit through the wires 82 and 83 and the net of the relay Zwhich closes its circuit and cuts out the circuit of the relay m, permitting its armature 93 to lift and break its connection with the contact 94, and the automatic valve remains locked until the circuit is again broken between contacts 84 and valve to open and applies the brake.

What I. claim as new is: 1

1. In an automatic brake mechanism, theicombination of a train pipe, a cylinder con-' nected to the train pipe, said cylinder having a vent to release the train pipe pressure, a piston in said cylinder, adapted to move and uncover said vent in consequence of said pressure, a lock for said piston, adapted when engaged therewith to prevent movement of the piston, and when released therefrom to permit movement thereof, and pressure actuated means connected to the train pipe, and including a valve, to return said piston to normal position.

2'. In an automatic brake mechanism, the combination of a train pipe, a cylinder connected to the train pipe, said cylinder having a vent to release the train pipe pressure, a piston in said cylinder, adapted to normally cover said vent, and movable by said pressure to uncover the same, and an electrically controlled lock having a member engageable with said piston to prevent such movement thereof and adapted when released to permit said movement, and pressure actuated means to return said piston to normal position.

combination of a train pipe, cylinders ar- 7 ranged with their axes in line with each other, each of which has a vent and each of which has a connection to the train pipe, a piston working at opposite ends in said cylinders respectively and adapted to cover and uncover the vents therein, a restoring valve in one of said connections adapted to admit train pipe pressure to one of said cylinders to shift the piston in one direction, and an electrically controlled lock having a member engageable with the piston to normally prevent movement thereof in the other direction.

l. In an automatic brake mechanism, the combination of a train pipe, a cylinder provided with a vent and connected to said train pipe to receive pressure therefrom, a reducing valve governing the pressure admitted to said cylinder a piston in said cylinder adapted to cover and uncover the vent, an electrically controlled lock normally holding said piston in position to cover said combination of a train pipe, a valve for re- ;leasing the train pipe pressure and connected to the train pipe, a lock controlling losed position, means including an electroagnet to hold said lock engaged when the magnet is energized and to release said look when the magnet is deenergized, means'for energizing and deenergizing said magnet,

and pressure actuated means connected to the train pipe, and including a valve, to restore said releasing .valve to closed position after it is opened. p Y r 6. In an automatic brake mechanism, the

5. In an automatic brake mechanism, the V said valve and normally holding the same in combination of a train pipe, a valve for releasing the train pipe pressure and connected to the train pipe, a lock controlling said valve, means including an electric circuit for controlling said lock, pressure actuated means connected to the train pipe to close said valve, an engineers valve for controlling said means and also for controlling the train pipe pressure, a circuit closer controlled by said valve and in shunt to said circuit and operating to hold the same closed when the engineers valve is in its emergency position.

7 In an automatic brake mechanism, the combination of a train pipe, a valve for releasing the train pipe pressure and connected to the train pipe, a' lock controlling said valve, a main electric circuit including an electromagnet for controlling said lock and adapted to hold the valve closed when the circuit is closed and to release the valve controlling said means and provided With a circuit closer in the shunt circuit.

In testimony whereof, I do aflix my signature in presence of two Witnesses.

CARL H. BUHL.

WVitnesses JOHN A. BOMMHARDT, D. C. REED.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D G.

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