US1205211A - Train-stopping apparatus. - Google Patents

Description

Patented Nov. 21, 1916.

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Patented Nov. 21, 1916.

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TRAIN STOPPING APPARATUS.

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Patented Nov. 21, 1916.

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Patented Nov. 21, 1916.

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APPLICATION r1120 NOV.23. 1915.

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HOWARD JACKSON, OF OMAHA, NEBRASKA, ASSIGNOR OF ONE-FOURTH TO VICTOR BJORIVIBERG, OF OMAHA, NEBRASKA.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented Nov. 21, 1%)16.

Application filed November 23, 1915. Serial No. 63,034.

To all whom it may concern:

Be it known that I, HOWARD JAoKsoN, a citizen of the United States, residing at Omaha, in the county of Douglas and State of Nebraska, have invented new and useful Improvements in Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and, in the present instance, has particular application to signal controlled train stopping apparatus.

In carrying out the present invention, it is my purpose to provide apparatus of the class described whereby the propelling power of the motor car will be cut off and the brakes applied in the event of the train running by a danger signal and whereby communication between the engineers brake valve and the brake pipe will be automatically cut off so as to prevent recharging of the train line by the engineer through the brake valve.

It is also my purpose to provide automatic train stopping apparatus which will operate efficiently and effectively under all conditions, which may be installed and maintained at small expense, and wherein the component parts will be so arranged and correlated as to reduce the possibility of derangement to a minimum and enable access to be had to the apparatus for the purposes of cleaning and repairing.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings, Figure l is a diagrammatic elevation of train stopping apparatus constructed in accordance with the present invention. Fig. 2 is a longitudinal sectional View through the master valve. Fig. 3 is a cross sectional view through the same. Fig. 4 is an enlarged fragmentary elevational view of the throttle valve lever and the motor for operating the same, the motor being shown in section. Fig. 5 is an enlarged sectional view through the pressure controlling valve. Fig. 6 is an enlarged longitudinal sectional view through the valve controlling the connection between the engineers brake valve and the brake pipe and the motor for such valve. Fig. 7 is a sectional view on the line 77 of Fig. 6. Fig. 8 is a longitudinal sectional view through the operating mechanism for the master valve. Fig. 9 is a sectional view on the line 9-9 of Fig. 8. Fig. 10 is a similar view on the line 10l0 of Fig. 8. Fig. 11 is a sectional view on the line 1111 of Fig. 8. Fig. 12 is atop view of the mech anism shown in Fig. 11.

Arranged along the railroad track and dis posed adjacent to the respective semaphores are pairs of contact rails 1. The contact rails of each pair are connected in an electric circuit 2 including a suitable source of electrical energy as a battery 3 and a circuit closer 4. The circuit closer 1 is under the control of the signal blade of the adjacent semaphore and when the signal blade is in danger position, the circuit closer is closed to connect the rails l with the source of en ergy 3, while when the signal blade is in clear position the circuit is broken so as to deenergize the rails 1.

Suitably secured to the locomotive, or to the tender, and depending therefrom are contact rollers 5 adapted to ride over the contact rails 1 in the travel of the car along the trackway. In the present instance, these contact rollers 5 are connected with'springs 6 respectively and act to hold the rollers in snug engagement with the contact rails as the rollers ride over the rails so as to insure good electrical contact between the rails and the rollers. 7 designates an electric motor having the terminals thereof connected by means of conductors 8 with the rollers 5 so that when a signal blade is set at danger and the train runs by the same, the motor 7 will be energized.

Mounted upon the motor car is a base 7 and secured to the base 7 and projecting upwardly therefrom adjacent to the respective ends of the base are standards 8, 8 and journaled in these standards 8 is a horizontal shaft 9 having one end connected through the medium of speed reducing gearing 10 with the armature shaft of the motor 7 so that the shaft 9 will rotate at less speed than the armature shaft. Loosely mounted upon the shaft 9 adjacent to one end thereof is an eccentric 11 and surrounding the eccentric 11 is a strap 12. Connected to the strap 12 and projecting outwardly therefrom is an arm 13. Also surrounding the shaft 9 and secured to the eccentric 11 is a clutch member 14, while splined upon the shaft 9 and capable of sliding movement thercalong and adapted to rotate therewith is a second clutch member 15 adapted to engage the clutch member 14 so that the last-mentioned clutch member and the eccentric may rotate with the shaft. In the present instance, the clutch members 14 and 15 are in the form of sleeves and the confronting edges thereof are preferably formed with teeth adapted to interlock with one another when the member 15 of the clutch is moved toward the member 14. Formed in the member 15 of the clutch is an annular groove 16 and straddling such member is a yoke 17 having the lower extremities of the legs thereof pivotally connected to cars 18 upstanding from the base 7. Rotatably mounted upon the confronting faces of the legs of the yoke 17 are rollers 19 working in the groove 16 in the clutch member 15, while formed on the upper interconnecting member of the yoke 17 is a handle 20. Upstanding from the base 7 is a vertical standard 21 disposed immediately adjacent to the outer end of the clutch member 15 and having one side edge thereof formed with a semicircular opening 22 that receives the adjacent portion of the shaft 9. The end of the clutch member 15 adjacent to the standard 21 is formed with an outwardly projecting semicircular shoulder 23 that normally lies in edge to edge contact with the side edge of the standard 21 formed with the opening 22 and this shoulder is of a depth equal to the space between the members 14 and 15 of the clutch and the ends thereof are beveled. Pivoted to the handle 20 of the yoke and projecting through an opening formed in the standard 21 adjacent to the upper end thereof is a rod 24 having the end thereof on the side of the standard 21 opposite from the yoke equipped with a nut 25 and surrounding the rod between the nut and the standard is a coiled expansion spring 26 acting to hold the clutch sleeve 15 normally out of engagement with the sleeve 14 and the shoulder on the sleeve 15 in engagement with the edge of the standard. Surrounding the shaft 9 and suitably fixed thereto is a hand wheel 27 whereby the shaft may be rotated by hand. Disposed adj acent to the arm 13 connected with the cocentric strap 12 is a lug 28 and slidably mounted within a bore in the lug 28 is a spring actuated locking pin 29 adapted to engage in a recess 30 formed in the arm 13.

When the mechanism illustrated in Figs. 8, 9, 10 and 11 is in active position, the clutch sleeve 15 is held in engagement with the clutch sleeve 14 by means of the shoulder on the end of the sleeve 15 engaging the adjacent side of the standard 21, thereby preventing the sliding of the sleeve 15 out of engagement with the sleeve 14 under the action of the spring 26 on the rod 24 connected to the clutch yoke 17. In this position of the clutch the eccentric 11 is on the back center and the pin 29 is in engagement with the adjacent portion of the arm 13. When the motor is energized, as previously described, the shaft 9 is rotated and in the initial rotation of the shaft 9 the clutch members 14 and 15 are revolved therewith, thereby moving the eccentric from the back center to the front center and in this movement of the eccentric the arm 13 slides and the pin 29 drops into the recess 30, thereby locking the eccentric against further movement. Simultaneously with the engagement of the pin 29 in the recess 30, the shoulder on the outer end of the clutch sleeve 15 drops out of engagement with the adjacent side of the standard 21 and engages the edge of the standard, thereby releasingthe clutch member 14 and the eccentric. Toreset the mechanism the yoke 17 is swung under the action of the handle 20 against the action of the spring 26 to reengage the clutch member 15 with the clutch member 14, and the shaft 9 rotated under the action of the hand wheel 27 to restore the eccentric to normal position, the pin 29 being, of course,withdrawn from the recess to permit this movement of the eccentric and the arm 13 connected thereto.

The master valve shown in Fig. 2 of the drawings is under the control of the mechanism illustrated in Figs. 8, 9, 10 and 11 and, in the present instance, comprises a casing 31 mounted upon a pedestal 32 and provided with a partition 33 that divides the easing into compartments 34 and 35. The compartment 34 is subdivided by means of a right angular partition 36 into chambers 37 and 38, while mounted upon the upper end of the casing 31 is a valve chest 39 in which is mounted a slide valve 40. The seat of the slide valve 40 is formed with ports 41 and 42 that open into the chambers 37 and 38 respectively, while formed in the valve are passages 43 and 44 adapted to communicate with the ports 41 and 42 respectively. The valve 40 is adapted to establish communication between the compa'rtn'ient 39 and the chambers 37 and 38 when such valve is in one position and to cut off communication between such compartment and cham-' bers when the valve is in another position. The slide valve 40 is equipped with a detachable arm 45 depending into the compartment 35 and connected to the lower end of the arm 45 is a link rod 46 extending through one wall of the compartment 35 and connected with the arm 13 of the eccentric on the shaft 9. V

47 designates a cylinder having one end fastened to the casing 31 and in open communication with the chamber 38' and slid ably mounted within the, cylinder 47 is a piston 48 provided with a piston rod 49 proj ecting outwardly through the other end of the cylinder and connected with a cut off valve located in the air pipe between the engineers brake valve and the brake pipe. Surrounding the piston rod 49 within the cylinder 47 is a coiled expansion spring 51 that acts upon the piston to hold the valve 50 normally in open position. The piston rod 49 is preferably provided with a handle 52 arranged eXteriorly of the cylinder 17 whereby the valve 50 may be opened and closed manually if necessary. Also connected with the chamber 38 is a pressure reducing valve 53 capable of adjustment so that the amount of pressure released through the valve may be varied. The train line air pipe or brake pipe in which the valve 50 is located is connected by means of a branch pipe 5 1 with the compartment 39 in the casing 31 and located in the branch pipe 54 is a cut out valve 55 and a drain cock 56, the cut out valve 55 being normally open and the drain cock normally closed.

Leading from the chamber 37 in the casing 31 is an air conducting pipe 57 connected to one end of a cylinder 58 located in juxtaposition to the throttle valve lever of the engine and mounted within the cylinder 58 and capable of rectilinear movement therein is a piston 59 provided with a piston rod 60 projecting through one end of the cylinder and connected by means of a clevis 61 with the finger piece of the latching dog rod of the throttle lever. Mounted in the end of the cylinder 58 connected with the pipe 57 is a normally open spring actuated pressure holding valve 62, clearly illustrated in Fig. 5, while formed in the opposite end of the cylinder 58 is a vent opening 63. The cylinder 58 is suitably secured to the cab end of the boiler between the pilot and the throttle valve lever.

In practice, when the motor is set in operation and the shaft 9 and eccentric thereon operated as previously described, the slide valve 40 is shifted from cut off position to open position, as illustrated in Fig. 2 of the drawings, and in this position of the valve air flows from the train line pipe, through the branch pipe 54, into the compartment 39, and then through the slide valve 40 into the chambers 37 and 38. The air entering the chamber 38 also passes into the cylinder 17 with the effect to slide the piston 18 in such cylinder to close the valve 50 and thereby cut off communication between the engineers brake valve and the brake pipe. The air entering the chamber 38 also passes out through the pressure reducing valve 53 so that air in the brake pipe may be reduced to the predetermined pressure to eflect an application of the brakes to the wheels. Simultaneously with the operation of the valve 50-and the application of the brakes, the air passes from the chamber 37, through the pipe 57, into one end of the cylinder 58, and as the air enters the end of the cylinder 58, the action of the spring on the valve 62 is overcome with the effect to close such valve, while the air acts to move the piston 59 toward the other end of the cylinder and in the initial movement of the piston 59, the locking dog is withdrawn from engagement with the quadrant, while in the continued movement of the piston the throttle lever is swung to valve closing position.

Under normal conditions, the valve 62 is held open by its spring and cooperates with the vent 63 to prevent the formation of a vacuum or pressure at either side of the piston 59. To reset the apparatus, the cut out valve 55 is actuated to closed position and the drain cook 56 opened so that air may be released from the cylinders 47 and 58, thereby permitting the engineer to regain control of the train.

Vhile I have herein shown and described one preferred form of my invention by way of illustration. I wish it to be understood that I do not limit or confine myself to the precise details of construction herein de scribed and delineated, as modification and variation may be made within the scope of the claims and without departing from the spirit of the invention.

I claim 1. In automatic train stopping apparatus, the combination with the controlling element of the motor car, the brake valve and the brake pipe, of a motor for actuating said controlling element to cut ofi the propelling power of the car, a valve in the brake pipe for cutting off communication between the engineers brake valve and the brake pipe, a motor for operating the last-mentioned valve to cut off position, and a master valve controlling the operation of both of said motors and connected with the brake pipe to bleed the latter.

2. In automatic train stopping apparatus, the combination with the controlling element of the motor car, the brake valve and the brake pipe, of a motor for actuating said controlling element to cut off the propelling power of the car, a valve in the brake pipe for cutting oif communication between the engineers brake valve and the brakepipe, a motor for operating the last-mentioned valve to cut ofi position, a master valve controlling the operation of both of said motors and connected with the brake pipe to bleed the latter, and an adjustable pressure reducing valve associated with said master valve and controlling the bleeding of the brake pipe.

3. In automatic train stopping apparatus, the combination with the controlling element of the motor car, the brake valve and the brake pipe, of a motor for actuating said controlling element to cut off the propelling power of the car, a valve in the brake pipe, a motor for operating the lastmentioned valve to cut off position, a master yvalve controlling the operation of both of said motors and connected to the brake pipe to bleed the latter, andautolnatic eccentric mechanism for operating said master valve.

4t. In automatic train stopping apparatus, the combination with the controlling element of the motor car, the brake valve and the brake pipe, of a motor for actuating said controlling element to cut oil the propelling power of the car, a valve in the brake pipe for cutting off communication between the engineers brake valve and the brake pipe, a motor for operating the last-mentioned valve to cut off position, a master valve controlling the operation of both of said motors and connected to the brake pipe to bleed the latter, automatic eccentric mechanism for operating said master valve, and automatic mechanism for operating said master valve.

In testimony whereof I afiix my signature in presence of two Witnesses.

HOWVARD J AGKSON.

Witnesses E. R. HUME, GEORGE G. lVALLAoE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0.

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