US1205799A - Automatic train-stop. - Google Patents

Description

E. H. SCHULTZ.

AUTOMATIC TRAIN STOP. APPLICATION FILED. SEPT. 1. ms.

1 205,799. Patented Nov. 21, 1916.

3 SHEET$-SHEET I.

avwwto'c Emil fl'. SckuZZz,

mr NDNEIS Plrzns m. mom-Luna. WASnluumN. c;v c

- E H. SCHULTZ.

AUTOMATIC TRAIN STOP.

APPLICATION FILED SEPT. 1. 1915.

1,205,799. Patented Nov. 21, 1916.

3 SHEETS-SHEET 2.

Gum/mu,

EMIL H. SCHULTZ, 0F EVERETT, WASHINGTON.

AUTOMATIC TRAIN -STOP.

Specification of Letters Patent.

Patented Nov. 21, 1916.

Application filed September 1, 1915. Serial No. 48,508.

To all fill/LOW, it may concern:

Be it known that I, EMIL H. SorrUL'rz, a citizen of the United States, residing at Everett, in the county of Snohomish and State of Vashington, have invented new and useful Improvements in Automatic Train-Stops, of which the followingis a specification.

This invention relates to automatic train stops and more particularly to an improvement on my co-pending application, Serial Number 1824 filed January 4, 1915.

It has for its principal object to provide electromechanical means for seting into operation the air brake applying apparatus and steam cut, off mechanism.

Another object of the invention is to provide a novel form of current collector and mechanical means coiiperating therewith for actuating the steam cut oil and air brake apparatus.

A further object of the invention is to construct a valve actuating mechanism and so associate it with the valve that upon the latter reaching an open position, the former will be free to continue its movement.

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 which: I

Figure 1 is a side elevation of a portion of the locomotive showing the current col lector attached thereto, the latter cooperating with a trolley wire. Fig. 2 is a cross section through the locomotive showing the current collector in end elevation. Fig. 3 is a side elevation of the valve actuating mechanism. Fig. l is a top plan view of Fig. 3. Fig. 5 is an end elevation of the valve actuating mechanism. Fig. 6 is a detail sectional view on the line 66 of Fig. 3. Fig. 7 is a section through the air valve. Fig. 8 is a section on line 88 of Fig. 7. Fig. 9 is a vertical section through the steam cut ofi valve.

Referring to the drawings, it will be seen that my train carried mechanism cooperates with a trolley wire 1 positioned a suitable distance above the track way and centrally thereof. Cooperating with this trolley wire is a trolley wheel 2 vrevolubly mounted within the forked extremity 3 of a pole 4. This pole is hollow throughout its length and has its lower end flared and pivotally connected to a bracket 5 as shown at 6. Up-

rising from the bracket 5 is a pair of arcuate members 7 spaced apart equal to the thickness of the pole so as to prevent lateral movement of the pole but allow it to oscillate about its pivot.

8 designates an arm formed integral with the bracket and terminating in a hook 9 that receives one extremity of a coil spring 10. This coil spring 10 has its remaining extremity secured to a sleeve 11 encircling an intermediate portion of the pole 4:. A conduit 12 has one extremity disposed in close proximity to the flared end of the arm 4' and adapted to receive a. current wire 13, electrically connected at one extremity with the trolley wheel and at its remaining extremity v ith an electric motor 14. which comprises one element of the valve actuating mechanism. This valve actuating mech anism comprises an intermediate gear 15 geared to the armature shaft 16 of the motor and further geared up to a second gear 17 through means of the pinion 18. The gear 17 has secured thereto a stub shaft 19 and encircling said stub shaft is a sleeve 20 mounted for rotatable movement but held against lateral movement by means of a nut 21 threaded upon ,the free extremity of the stub shaft, This stub shaft and its sleeve is adapted upon circular movement to engage an arm 22 for giving the latter rectilinear motion. This arm 22 is provided with a bore 23 through which passes the valve stem 24, a rigid connection being had between the stem and arm by means of the pin 26. The mechanism just mentioned is mounted upon a base 27 and encircling the stem between a portion of the base and the arm 22 is a coil expansion spring 28 the tension of which being utilized to normally move the slide valve 29 to a position to prevent registration between the valve port 30 and the ports 31 and 32 in the valve casing.

The port 31 has communication by means of the pipe 33 with an air motor 34 while the port 32 communicates directly with the atmosphere. The air motor in this particular instance comprises a piston head 35 rigidly secured to a stem 36 and has one extremity provided with the gate valve 37 for cutting off communication between the throttle valve and the cylinders of the engine. The gate valve 37 is normally held in a vertical position by means of an expansible spring 38 arranged between the piston head and one wall of the cylinder 89.

From the foregoing description, it will be seen that upon the trolley wire 1 being electrified either by the usual track circuits or by the station operator, current will flow from the trolley wheel to the trolley Wire from whence it passes into the motor 14. Upon energization of the motor 14, the train of gears are set into operation for giving a circular motion to the stub shaft 19. In the circular travel of the stub shaft 19 the arm 22 is given a rectilinear motion for moving the valve ports 30 into registration with the ports 31 and 32. When'this action takes place, air simultaneously bleeds to the atmosphere from the train line and also flows to the air motor for actuating the gate valve 87 for cutting oif the steam supply to the engine cylinders.

Having described the invention what is claimed is:

1. In an automatic train stop, train carried mechanism, a current collector, a bracket pivotally supporting said current collector, arcuate members uprising from said bracket and contacting with opposite sides of said pole, a motor adapted to receive current from said current collector, a train of gears connected to the movable element of said motor, an air motor for cutting off the steam supply to the locomotive, an air valve for allowing air to pass to said motor, and means connected to said valve and adapted to be slid by the circular motion of said gears.

2. In an automatic train stop, train carried mechanism, a current collector, a bracket pivotally supporting said current collector, arcuate members uprising from said bracket and contacting with opposite sides of said pole, a motor adapted to receive current from said current collector, a train of gears Copies of this patent may be obtained for connected to the movable element of said motor, a stub shaft secured to one of the gears, means for cutting off the steam supply to the locomotive including a slidably mounted rod, and an arm secured to said rod and arranged to be engaged by said shaft during the circular movement of the latter.

In an automatic train stop, train car ried mechanism, a current collector, a bracket pivotally supporting said current collector, arcuate members uprising from said bracket and contacting with opposite sides of said pole, a motor adapted to receive current from said current collector, a train of gears connected to the movable element of said motor, means for cutting off the steam supply to the locomotive including a slide valve an arm secured to the stem of the slide valve, a stub shaft projecting laterally from one of the gears and adapted to move said arm during its circular motion.

4. In an automatic train stop, train car ried mechanism, a current collector, a bracket pivotally supporting said current collector, arcuate members uprising from said bracket and contacting with opposite sides of said pole, a motor adapted to receive current from said current collector, a train of gears connected to the movable element of said motor, means for cutting off the steam supply to the locomotive including a slide valve, an arm rigidly secured to the stem of the slide valve, a spring abutting said arm for normally holding the valve in an inoperative position and a stub shaft secured to one of the gears and adapted to engage said arm for sliding the valve against the action of said spring.

In testimony whereof I afliX my signature in presence of two witnesses.

EMIL H. SCHULTZ.

Witnesses:

JOHN W. Moons, J. F. HARRIS.

Washington, D. G.

Images