US1232569A - Automatic train-stop. - Google Patents

Description

P. J. KOGLER.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY 31. 1916.

1,232,569 PatentedJuly 10, 1917.

2 SHEETSSHEIET 1.

' Hu /Win 11.

P. J. KOGLER.

AUTOMATIC TRAIN STOP. APPLICATION FILED MAY 3!. 1916.

1,232,569.} Patented July 10, 1917.

2 SHEETS-SHEET 2- PETER J. KOGLER, OF

OSSINING, NEW YORK, ASSIGNOR OF ONE-HALF TO JOHN J.

HAYDEN. OF OSSINING, NEW YORK.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented July 10, 1917.

Application filed May 31, 1916. Serial No. 100,901.

To all whom it may concern:

Be it known that 1, PETER J. KOGLER, a citizen of the United States, residing at Ossining, in the county of WVestohester and State of New York, have invented certain new and useful Improvements in Automatic Train-Stops; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

invention relates to improvements in automatic controlling mechanism for trains and has for its primary object to provide simple and effective means that will operate to cut off the supply of steam to the working cylinders of the locomotive in a train, and operate the engineers air valve to bring about an application of the brakes should the engineer attempt to run past a set danger signal.

An object of importance is to provide effective and reliable means to be carried by the train so as to operate the throttle and engineers air valve to bring about the stopping of the train which is arranged in the cab of the locomotive in such manner that little space is consumed and the air valve and throttle operated in the ordinary manner without interference.

Another object of importance is to provide mechanism to be carried by the track and operatively associated with semaphore signaling apparatus so that when'the semaphore signal is set into danger position, the mechanism will be arranged to trip the train carried mechanism and bring about stopping of the train.

Another object is to generally improve and simplify train stopping devices of the char acter described so as to render them more practical, reliable and eflicient in operation and inexpensive to install and maintain in operation.

Theabove and additional objects are accomplished by such means as are illustrated in the accompanying drawings, described in the following specification, and then more particularly pointed out in the claims.

With reference to the drawings, wherein I have illustrated the preferred embodiment of my invention as it is reduced to practice, and throughout the several views of which similar reference numerals designate corre sponding parts.

Figure 1 represents a side elevation of a locomotive showing my controlling mechanism thereof in position, and arranged for cooperation with the track obstacle or mechamsm,

Fig. 2 is an enlarged detail plan view of the throttle latch releasing mechanism with the throttle lever,

Fig. 3 is a fragmentary front elevation of the track carried mechanism showing it operatively associated with semaphore signaling mechanism,

Fig. 4: is a detail top plan view of the throttle latch rod,

Fig. 5 is a top plan view of the throttle latch rod showing it in flexed position,

Fig. 6 is a detail top plan of the spring plate for returning the latch rod to normal position,

Fig. 7 is a detail front elevation of the track carried trip member or obstacle, and

Fig. 8 is an enlarged fragmentary sectional view showing the throttle lever and latch rod in operative relation to the means for releasing the latch rod.

Referring to the drawings by characters of reference, A represents a locomotive provided with a cab B, throttle lever C and engineers air brake valve D.

Pivoted as at l to a bracket carried within the cab B of the locomotive A is a throttle operating lever 3 of the train carried mechanism. This member 3 extends upwardly through the roof of the cab and is slidable through a slot in the roof. I provide a slidable cover plate 3 carried by the lever 3 and arranged to close the slot in the cab roof at all times. An L-shaped throttle lever engaging arm a is rigidly secured to the pivoted end of the lever 3 and extends rearwardly then downwardly from said pivoted end and is arranged to engage said lever C when the arm 3 is moved rearwardly from position shown in Fig. 1, so as to operate the throttle to cut off the supply of steam to the working cylinders of the locomotive.

The throttle lever C is provided intermediate its ends with a releasing pin receiving opening 5 in which is slidably mounted a releasing pin 6. Carried by the lever C is a latch rod 7 of mechanism for latching the lever C in different positions.

The latch rod 7 is hinged intermediate its ends as at 8 and at a point opposite to the mounted upon said soclated with a signaling tower,

opening 5. A spring pressed handle 8 is carried at the outer end of the rod 7 and a guide member '8 is carried by the lever U and slidably supports the rod 7. A notched quadrant 8 is arranged for cooperation with the inner end of the rod 7 to hold the lever C in adjusted position.

A pair of headed pins 9 are carried upon the outer face of the rod 7, a pin being arranged upon either side of the hinge 8 and a slotted spring metal plate 10 is slidably pins 9 and arranged to return the rod 7 to normal position as shown in 'Fig. 1 from flexed position as shown in Fig. 5.

A U-shaped frame 11 provided intermediate the ends of its bight portion With a boss 12 is carried by the outer end of the pin 6, said pin being mounted within the boss 12. An anti-friction roller 13 provided with trunnions at its ends is journaled in the arms of the U-shaped frame 11 and arranged to be engaged by the lower end of the L-shaped throttle lever engaging bar 4. Carried upon the frame 11 at points on opposite sides of the boss 12 are guide pins 14; which are provided with heads that engage the outer ends of expansive springs 15. The springs 15 are mounted within openings or recesses 16 formed in the throttle lever C and are arranged to yield when the roller 13 is engaged and the pin 6 forced inwardly. WVhen the pin 6 is forced inwardly it engages the hinge point 8 of the rod 7 and bends the rod or moves it into position shown :in Fig. 5 thus releasing it from the notched quadrant 8 and allowing the lever to be moved farther.

Pivoted at its lower end to a bracket 17 carried within the cab 2B of the locomotive is an upstanding air valve operating lever 18 that is movable in a slot in the roof of the cab Band carries a slidable cover plate 18 similar to the one 3 A link 19 pivotally connects the lever 18 with the handle 20 of the 'engineers air valve D and it will be seen that when the lever 18 is moved rearwardly, a pull is communicated to the handle 20 and the valve D opened. The levers 3 and 18 are arranged in alinement, the lever 3 being foremost. thus it will be seen that the steam is cut off from the work ingcylinders of the locomotive prior to the application of the brakes.

I provide track carried mechanism which includes a semaphore standard 21 to which is pivoted a semaphore arm 22 of the ordinary construction. An operating rod 23 asnot shown, is=operatively connected with suitable mechanism, :not shown, for operating the semaphore 22. Pivoted upon the lower portion of a vertical supporting member 24 is a bell crank .25 that is pivoted to one end of the rod 23. Pivoted adjacent to the upper end of the support 24 is a bell crank 26 and a rod 27 pivotally connects the bell cranks and 26 with one another. The support 24 extends above the plane of the train and arranged adjacent to the track. A lateral extension 28 is carried by the upper end of the support 2% and pivoted on said extension 28 at point over where the train passes, is a crank arm 29. An arm 29 connects the bell crank 26 with the free end of the crank rod or arm 29. A depending trip arm 31 is fixed to the pivoted end of the crank arm 29 as at and is provided at its lower end with spaced arms 32 between which is journaled an anti-friction roller 33. The roller 33 is designed. to engage the levers 3 and 18 respectively so as :to move them rearwardly and effect a stopping of the train as described.

It will be readily seen that when-the semaphore arm 22 is moved into danger position the depending trip arm 31 is moved into vertical position asshown in Fig. 3 and into a position to engage the levers 3 and 18. This action is had through the medium of the bell cranks and cooperating parts. When the semaphore moves into safety position, the rod 31 is drawn upwardly so as to be out of position to engage the levers 3 and 18. L

With reference to the foregoing description and accompanying drawings, it will be observed that I have provided simple and effective train stopping mechanism that will prevent an engineer running past a set danger signal and operate to bring about an expeditious stopping of the train.

In practice, I have found that the form of my invention, illustrated in the drawings and referred to in the above description, as the preferred embodiment, is the most e cient and practical; yet realizing that the conditions concurrent with the adoption of my device will necessarily vary, I desire to emphasize the fact that various minor changes in details of construction, proportion and arrangement of parts maybe resorted to, when required, without sacrificing any of the advantages of my invention, as set forth.

What is claimed is 1. In a train stop, the combination with a locomotive including a throttle lever and latching mechanism therefor, including a latch rod being hinged intermediate its ends, 2 of a throttle actuating lever pivoted to said locomotive, a latch releasing pin slidable transversely through said throttle lever and arranged to engage the latch rod at the hinge point thereof, a throttle engaging arm Car- 125 ried by said lever, and means carried by said pin to be slidably engaged by said arm to force said pin into engagement with said rod and bring-about releasing of the throttle lever, and means carried by the latch rodleo arm to force said pin into to normally hold the same in latched position.

2. In a train stop, the combination With a locomotive including a throttle lever and latching mechanism therefor including a latch rod being hinged intermediate its ends, of a throttle actuating lever pivoted to said locomotive, a latch releasing pin slida-ble transversely through said throttle lever, and arranged to engage the latch rod at the hinge points thereof, a throttle engaging arm carried by said lever, a friction reducing roller carried by the free end of said pin adapted to be slidably engaged by said engagement With said latch rod and bring about releasing of the throttle lever, and means carried by said throttle lever and engaging said roller t0 normally hold the same in engagement With said arm.

3. In a train stop, the combination with a locomotive including a throttle lever and latching mechanism therefor including a Copies of this patent may be obtained for latch rod being hinged intermediate its ends, of a throttle actuating lever pivoted to said locomotive, a latch releasing pin slidable transversely through said throttle lever and arranged to engage the latch rod at the hinge points thereof, a throttle engaging arm carried by said lever, a friction reducing roller carried by the free end of said pin adapted to be slidably engaged by said arm to force said pin into engagement with said latch rod and bring about releasing of the throttle lever, means carried by said throttle lever and engaging said roller to normally hold the same in engagement With said arm, and spring means extending across the hinge of the hinged latch rod to normally hold the same in latched position.

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

PETER J. KOGLER. Witnesses:

DANIEL J. I-IIoKEY, WILLIAM F. KELLY.

five cents each, by addressing the Commissioner of Patents,

Washington, D. G.

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