US1215390A

US1215390A - Automatic train-stop mechanism.

Info

Publication number: US1215390A
Application number: US82459414A
Authority: US
Inventors: William E Lawn; James A Ryan
Original assignee: AUTOMATIC RAILROAD APPLIANCES CO Inc
Current assignee: AUTOMATIC RAILROAD APPLIANCES Co Inc
Priority date: 1914-03-14
Filing date: 1914-03-14
Publication date: 1917-02-13
Anticipated expiration: 1934-02-13

Description

W. E. LAWN 6; J. A. RYAN.

AUTOMATIC TRAIN STOP MECHANISM. I I APPLICATION FILED MAR. 14, 1914. 1,215,390. Patented Feb.13,1917.

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w. E. LAWN & J. RYAN. AUTOMATIG TRAIN STOP MECHANISM.

APPLICATION FILED MAR- 14, I914- 1,215,390. Patented Feb. 13, 1917.

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W. E. LAWN & J. A. RYAN.

AUTOMATIC mm STOP MECHANISM. r v

APPLICATION FILED MAR. 14, 19M.

Patented Feb. 13, 1917.

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WILLIAM E. LAWN AND JAMES A. RYAN, OF ROCHESTER, NEW YORK, ASSIGNORS TO AUTOMATIC RAILROAD APPLIANCES CO. INC., OF ROCHESTER, YORK, A COR- PORATION OF NEW YORK.

AUTOMATIC TRAIN-STOP MECHANISM.

Specification of Letters Patent.

Patented Feb. 13, 1917.

To all whom it may concern:

Be it known that we, WILLIAM E. LAWN and JAMEs A. RYAN,-botl1'of Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in'Automatic Train- Stop Mechanisms; and we do hereby declare the following to be a full,clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of this specification, and to the reference-numerals marked thereon.

Our invention relates to automatic train stop mechanisms with particular reference to mechanically controlled devices for stopping a train by the application of the brakes, when a predetermined condition exists, and it has for its object to provide a structure of simple form and arrangement, and that can be relied upon for a certain operation at all times. A further purpose of the invention consists in affording a combination that requires a small number of parts arranged in such a manner as to enable the engineer to maintain a complete and perfect control over the apparatus at all times. Still another object of our improvement resides in affording an arrangement whereby the train may be brought to a standstill either through the regular or service system or through the emergency system, depending upon the particular conditions. A further object resides in placing the apparatus under the control of the engineer, so that he may be enabled to pass a danger condition, if desirable, without efi'ecting an automatic setting of the brakes. To these and other ends the invention consists in certain improvements and combinations of parts all as will be hereinafter more fully described, the novel features being pointed out in the claims atthe end of the specification.

In the drawings:

Figure 1 is a side elevation, showing the rear part of a locomotive equipped with our invention;

Fig. 2 is a sectional view on the line 2 2' 0f Fig. 1;

Fig. 3 is an enlarged side elevation of the apparatus;

Fig. 4 is a sectional view on the line 4*-4= of Fig. 3;

Fig. 5 is an enlarged sectional view through the controlling valve and easing;

Fig. 6 is a plan view of the parts;

Fig. 7 is a viewin end elevation. looking to the right of Fig. 3, and Fig. 8 is a sectional view on the line 8 8 of Fig. 3.

Similar reference numerals in the several figures indicate the sameparts.

In carrying out our invention, we provide means connected with the air brake system so as to control a train either by a service application or by an emergency application of the brakes, as determined by a preliminary adjustment, and We connect the controlling devices both to the service pipe and to the emergency pipe so that they may be placed selectively under the control of the operating devices. In the present embodiment, A designates the equalizing reservoir which is connected by the pipe a with the valve casing to be described hereinafter. When it is desired to stop thevtrain by a service application of the brakes the pressure is reduced in the reservoirv A, and a is a hand valvejforfcutting ofl the reservoir A from the controlling devices when it is desired to make only an einergency'application. The latter operation is efiected'by reducing pressure in the emergency pipe B, which is connected with the valve casing before mentioned by the pipe 6, the latter being provided with a hand valve 12 for cutting it oft from the automatic controlling devices.

The casing referred to is designated at C, and is of annular formation as shown, to support the valve D which is preferably in the form of a sleeve rotatably and slidably arranged on the casing. In Fig. 4, the valve is shown in closed position, while in Fig. 5 it is shown open to permit reduction of air pressure in the system. The valve comprises a removable head d having openings 0? extending therethrough and anenlargement d adapted to cooperate with I a seat formed on theend of the service pipe 0;, to

maintain pressure ,in'said pipe when the provided at its end, within the casing with a sleeve a forming a chamber around the end of the pipe and connnunicating with the interior thereof by means of openings a the purpose of this construction being'to prevent freezing between the valve and the end of the pipe 0;, which would otherwise tend to interfere with the proper operation of the mechanism when subjected to cold.

In order to move the valve B longitudinally on the casing C, we provide means for rotating the valve as will now be described, and also provide it with projections d", which engage cam slots (Z in the valve casing so as to impart the necessary longitudinal movement to the valve as it is rotated. The valve carries an arm (Z which lies normally in the position shown in Fig.3,and is adapted to be moved to the position shown in dotted lines where it is held by a spring actuated latch (Z pivoted at 6Z8 and controlled by the spring cl". The latc h d cooperates with the stop or projection (Z formed on the arm (Z so thatwhen the arm is raised by the operating means, it will be held in such position and thus insure application of the brakes. E is a lever pivotally mounted on a bracket E which is carried by the frame E the free end of the lever being arranged to engage and operate the arm cl. The lever E is movable between stops 0' and c and is provided with a buffer 0 00-- operating with the upper stop. 6 is an adjustable slide mounted upon the lever E and adapted to contact with the actuator which we will now describe.

The actuator embodies a rod F which is slidably mounted in a sleeve F, and rotatively carried by the rod F is a downwardly projecting bracket 7 provided at its end with an upwardly extending arm 7, adapted to engage the base of the slide 6 The arm f embodies a guideway to receive an adjustable bar f carrying a foot f at its lowermost end which is adapted to engage a specially constructed stationary or other abutment or roadside member. The bar f is provided with a series of notches f by which it be adjusted within the guideway, being held in place by an adjusting bolt i cooperating with said notches. The abutment for effecting the operation is of gradual inclination so as to engage the foot 7" without causing too sudden jar of the parts, although it will be understood that the form and construtcion of the abutment which sets the controlling devices into operation is unimportant so far as concerns the present invention, which has todo particularly with the structure of the controlling devices on the train..

The rod F is slidable within the sleeve F,

the latter being slotted to receive the bracket f,- the purpose of such longitudinal adjustment being to enable the foot i to be moved away from operative relation with the abutment, in case the engineer should desire to pass the abutment without subjecting the admitted by the engineer when desirable.

It will be seen that when the parts are in normal position shown in Figs. 3 and 4, if pressure is admitted to the pipe 72,, the piston H will be moved along the cylinder H, carrying the actuator out of the path of the abutment, and after the latter is passed, the actuator is returned to its normal position by the spring it, upon cutting off the supply of air pressure to the pipe 72 The normal position of the actuator is determined by a stop f which is engaged by a lug or extension f carried by the arm 7.

l Ve claim as our invention:

1. In an automatic train stop mechanism, the combination with the service pipe and the emergency pipe of an air brake system, of a valve controlling both of said pipes, and automatically operable means arranged on the train and having operative connection with the valve.

2. In an automatic train stop mechanism, the combination with the service pipe and theemergency pipe of an air brake system, said pipes terminating in an annular casing, of a rotary valve movable on said casing and controlling both of said pipes, and automatically operable means arranged on the train and operatively connected with the valve, 7

3. In an automatic train stop mechanism, the combination with a valve controlling the air brake system, of a pivoted lever cooperating with the valve, and an actuator in engagement with the lever and provided with a shoe adapted to engage a stationary abutment while the train is moving, the actuator being laterally adjustable to move the shoe outof cooperative relation with the stationary abutment.

4. In an automatic train stop mechanism, the combination with a valve controlling the air brake system, of an actuator operatively connected with the valve and provided with a shoe adapted to engage a stationary abutment while the train is moving, the actuator being laterally adjustable to move the shoe out of cooperative relation with the stationary abutment. f

5. In an automatic train stop mechanism, the combination with a valve controlling the air brake system, of a pivoted lever cooperating with-the valve, and an actuator in engagement with the lever and provided with a shoe adapted to engage a stationary abutment while the train is moving, the actuator being laterally adjustable to move the shoe out of cooperative relation with the stationary abutment, and fluid pressure controlled means for adjusting the actuator.

6. In an automatic train stop mechanism, the combination with a valve controlling the air brake system, of an actuator operatively connected with the valve and provided with a shoe adapted to engage a stationary abutment while the train is moving. the actuator being laterally adjustable to 'move the shoe out of cooperative relation with the stationary abutment, and fluid pressure controlled means for adjusting the actuator.

7. In an automatic train stop mechanism, the combination with a valve controlling the air brake system, of an actuator operatively connected with the valve and provided with a shoe adapted to engage a stationary abutment while the train is moving, the actuator being rotatable to effect operation of the valve and slidable laterallv to move the shoe out of operative relation with said abutment.

8. In an automatic train stop mechanism, the combination with a valve controlling the air brake system, of an actuator operatively connected with the valve and provided with a shoe adapted to engage a stationary abutment while the train is moving, the actuator being rotatable to effect operation of the valve and slidable laterally to move the shoe Copies of this patent may be obtained for out of operative relation with said abutment, and fluid pressure controlled means for adjusting the actuator.

9. In an automatic train stop mechanism,

the combination with a service and emergency pipes of an air brake system, of a single controlling means cooperating with both of said pipes, and means on the train actuated by an abutment along the track for operating said controlling means.

10. In an automatic train stop mechanism, the combination with the service and emergency pipes of an air brake system, of controlling means cooperating with each of said pipes, and instrumentalities on the train actuated by an abutment along the track for operating said controlling means.

11. In an automatic train stop mechanism, the combination with the service and the emergency pipes of an air brake system, said pipes terminating in a casing, of a valve movable on said casing and controlling both said pipes, and' means on the train actuated by an abutment along the track for operating said valve.

WILLIAM E. LAWN. JAMES A. RYAN.

Witnesses:

HARRIET T. VAY, RUssELL B. GRIFFITH.

five cents each, by addressing the Commissioner of Patents,

Washington, I). G.