US1241997A - Automatic train-stop. - Google Patents

Description

E, LA. .BARRE & w. SC'HUCKAR;

AUTOMATIC TRAIN STOP.

APPLICATION FILED JAN- 7, 19M. RENEWED MAR. 9. I917- Patentd Oct. 2,1917.

3 SHEETS-SHEET l-- INVENTORS Edwn rd La Barre WITHESSES Schuc kar ATTORNEYS William .vV da W3 E. 'LA'BARRE & w. SCHUCKAR.

AUTOMATIC TRAIN STOP. APPLICATION FILED JAN-7,1914. RENEWED MAR-9,1917.

1,241,997. Patented 001a. 2,1917.

3 SHEETSSHEET 2.

WITNESSES nvmvroiw,

Edward Lo: Bar-he W William Schuc-kar'.

\ Y NTOIWEYS E. LA BAR RE & W. SCHUCKAR.

AUTOMATIC TRAIN STOP.

APPLICATION FILED JAN. 1. 1914. RENEWED MAR. 9. l9l7.

1,241,997. v I Patented 00t.2,1917.

3 SHEETSSHEET 3.

mmmm WIT/M8858 INVE/VTUHS Edward La Banhe W Willi m Schuckam W W V ATTORNEYS EDWARD LA BARRE, on new YORK, a. Y.,

FFTQ. I

"AND WILLIAM SCHUCKAE, OF WEST NEW YORK, NEW JERSEY.

AUTOMATIC TRAIN-error.

Specification of Letterslatent.

Patented oee z, 191v.

' Application filed January 7, 191a, Serial 1\T0. 810,729.. Renewed March 9, 1917. Serial nmissfiea To all whom it may concern:

Hudson and State of New Jersey, have invented a new and Improved vAutomatic Train-Stop, of which the following is a full, clear, and exact description. I

Among the principal objects which the present invention has in view are: to provide a series of'stationary signal-operating mechanisms adapted to automatically assume the position to which they have been adjusted; to provide standing signal mechanisms operable electrically or mechanically at will and in correspondence with or independent of the conventional visual or semaphore signals; to provide a signal-operating mechanism carried by a locomotive or' car to set the brakes controlling the movement of.

the locomotive, car or train; and to provide a flexible structure adapted to avoid break-' age.

In the accompanying drawings,

Figure 1 is a plan view of a fragment of a railway track bed and the pilot of a 1000- motive, said bed and pilot being provided with removable and stationary parts of an;

automatic stopping mechanism, constructed and arranged m accordance with the present in renti on Fig. 2 is a detail view on an enlargedscale, showing in vertical section a stationary stand, constructed and arranged in accordance with the present invention;

Fig. 3 is a detail view in perspective on an enlarged scale, showing a flag head of one of the station stands, I

Fig. 4 is detail VlQW on an enlarged scale, showing in horizontal sectlon afragment of a station stand case box and a flexiblesetting and resetting mechanism;

Fig. 5 is a side view of a signal-operating mechanism and latch therefor;

Fig. 6 is a cross section on an enlarged scale taken on the line 6-6 in Fig. 5;

Fig. 7 is a top plan'view of Fig. 5, show- 2 ing in dotted lines the arrangement of the trigger lever when operated upon;

Fig. 8 is a vertical sectlon on an enlarged "being indicated.

21 on the base plate 22 of the casing 15.

scale, taken as on the line 88 in Fig. 7; and V i Fig. 9 is a section on an enlarged scale, taken as on the line 99 in F ig..5. i i Fig. 10 is a detail viewin'elevation, show-' in'gthe main controlling positioning block with which the apparatus is provided, the dotted lines insaid. figure'indicatingthe rollers for supportinga weighted member on said block, the raised and lowered position.of said rollers in relation to said block As indicated best in Fig.1 of the drawings, a station-operating mechanism is bolted or otherwise made fast in position, adjacent the roadbed or one of the track rails thereof. The casing 15, in which the station-operating mechanism is mounted, is provided with a rounded extension 16, the cap-17 whereof is bolted to theextension. The cap 17 is centrally perforated and prov'ided with an. upstanding boss 18, said' boss being bored concentric with the perforation mentioned and being adapted to register W1th the screw threads of the'lower end of 'the tube 19 are both intended as a guide and housing for the vertical shaft 20., The shaft 20 is stepped in a socket formed in a boss The boss 21 is bored to form an annular flange to receive a supporting block 24. The supporting block 24 is circular. The edges are shaped to form two cam surfaces 25. The surfaces 25 are of equal length and made to form the peaks 26', which are the high points of the cams thus constructed. The cams thus formed are provided as paths or runways for the rollers 27. The

rollers 27 are pivotally' mounted in bearin the weighted cage 28 and in the solid ring portion 29 thereof. The cage 28 is supported upon the block 24 and slidably en ages the vanes 30, in the casing 15 an extension 16 thereof.

Thevvanes 30 hold the cage 28 against rotation, hence when the block 24 is rotated, the peaks 26 are moved from the position shown in Fig. 4 of the drawings to a position coincident with or adjacent to the rollers 27. In this action, the block 24 operates to lift the cage 28 a distance represented by the rise of thecam surfaces 25. When the block 24 is not held'in the adjusted= posishaft in the event that the operating connections between the block 2a and the signal system are broken or interrupted.

The block 24: operates primarily to rotate tie shaft 20. The block in service is held in clear way indicating position by a lever arm 31, pivoted at 32, and by a H connecting link 33, pivotally connected at The lever arm 31 is provided with an eyelet 35,

34tat the under side' of the block 2%.

to which a connecting rod is attached. The connecting rod is not shown in the present draivings, it being understood that the rod is a part of any of the conventional mechanisms at present used for operating sema phore or other standing railway signal devices. scription, it will be understood that when a companion semaphore is disposed in warning or danger-indicating, position, the arm 31 is in the position shown in Figs. 1, 2 and i of the drawlngs. When the track is clear,

the arm 31 is moved to the right of the position shown in Fig. l, thereby rotating the,

block 2f to a position where the point 26 would be coincident with, or adjacent to, the indicated position of the rollers 27.

The block 24 is centrally bored to receive loosely the lower end of the shaft 20. Con centric with and surrounding the bore for the shaft 20 in the upper surface of the block 2%, a recess or cup is formed to re ceive the bearing balls 36, upon which is mounted a cam block 37.

The block 37 is moved independently of the block 24. bored to provide a rectangular passage for the square section 38 of the shaft 20. By"

this method, the shaft 20 and block 37 are operatively united.

The cam block 3'? supports the weighted cage 39, and the cage 39 is centrally bored to freely pass the shaft 20, and is operativelyconnected with the block 24-,by means of upright guides 4:0. The guides -10 extend into slots il, with which the cage 39 is provided.

The portion of the cage 39 wherein the' slots are provided, is shaped to form a depending flange, which serves as a housing for the block 37. The cage 39 is in turn housed within the cage 23 by a cylindrical extension thereof, which extension is closed adjacent the top thereof by a partition 42, centrally perforated to receive the shaft 20 For the purpose of the present de The block 37 is centrallytherein as a guide therefor. From the foregoing it will be noted that the blocks 2i and 37, the rollers 27 and 43 and the cage 39 are neatly and simply nested within the cage 28, as best seen in Fig. 2 of the drawings.

The rollers 43 are pivotally mounted in the cage 39 in a manner similar to that employed in mounting the rollers 27 in the cage 28, and the action of the rollers 27 on the cam surfaces is similar to the action of the rollers 423 on the cam surfaces a4; formed in the edge of the block 37.

The cross head 45 is provided with a cap 46 and at the extremities of the arms, with the vanes 4.7. The cap 46 is rigidly mounted at the end of the shaft 20. The vanes T7 are so arranged that when the shaft '20 is properly rotated, one of the vanes will rest in the path of the trigger lever 4:8, carried by a locomotive or other vehicle mov- A stand constructed and arranged as de-.

scribed and as shown in the accompanying drawings, is operable by any of the usual and known methods. The normal position is that in which the vanes 47 rest in the path of the trigger lever 48. To this position the cages 28 and 39 automatically move the blocks 24; and 37, the shaft 20 and cross head 45 connected therewith, when the lever arm 31 is moved to the position shown in Fig. a of the drawings.

In the disposition of the vanes 47 and parts connected therewith, as above described, provision is made for striking the trigger lever 4E8 with a yielding blow, thus avoiding breakage of the engaging elements of the moving and the stationary structures.

It will also be noted that the block 24 having been set in the manner described, the cross head T5 cannot be successfully tampered with, for if the said head, with the shaft 20 connected therewith, is moved out of service position to which it is set, the weight of the cage 39, operating upon the block 37, immediately and automatically causes the return of the parts to their service position. The same is true of the parts w ien in out-of-service position.

The brakesetting mechanism, when constructed in accordance with the present in vention, is mounted on a face plate 50. The face plate 50 may be mounted on any part of the moving vehicle. When applied to a lo comotive, we prefer to mount it on the pilot frame. The setting of the brakes when operated in accordance with the present invention, is effected by bleeding the train pipe 51, a branch connection 52, uniting the same with a valve case 53, as shown best in Figs. 5 and 8 of the drawings. The valve case is provided with a discharge port 54 Communication between the port 54 and the dislodged from their holding grooves in the piston valve. 7 p

The plug 56 1S rigidly mounted on the valve 55 by a co-mpresslon screw 61. The

screw 61 is provided with a threaded end and a cupped flange 62. The lower face of the valve 55 1s provlded with an annularflange 63, shaped to correspond with the flange 62, and both flanges operate to coinpress the materialof the plug 56 toward the screw 61.

The valve 55 has a contracted portion or stem 6%. The stem 64: is transverselypierced to receive a pin 65 by which it is coupled The stem 6e'is slidably I with a plunger 66. fitted or housed in a cap 67, provided for the valve case 53. Oiling spaces 68 and 69 are formed above and beside the stem 64,00111- munication between which .is maintained' during a portion of the stroke of the valve by a saw cut channel 70 formed in the inner wall of the lower portion of the cap 67.

The channel 70 is shortened so that the stem 6% closes the said channelon the upstroke of the piston valve 55 and operates to trap air containedin the spaces 68 and 69 to form acushion for the piston valve 55.

This operation is not interfered with by any lubricating oil which may be present in either of the said spaces.

The valve 55 is lifted by the pressure of the brake operating air in the train pipe and branch thereof. Normally, the said valve and the plug 56 are maintained in closed relation by a latch arm 71. The arm 71 is pivoted on the face plate 50 and upon a bolt 72. he arm 71 is provided with a short 'arm' 7 3. The arm 73 is pivotally connected with a rocking lever 74, which is pivoted on the bolt 7 on the plate 50. lhe lever 7tis bifurcated at one end to enfold the end of the arm 7 3 and to hold the pin 76 and a roller mounted thereon. The said roller is disposed in an elongated slot 77,

with which' the arm 73 is provided. This construction is best shown in Fig. 5 of the drawings. 7 The opposite extension of the In service position, or when the plunger 66 and valve 55 connected :therewith are 'as shown in Fig, 9 of'tlieklra'wings.

lowered to close the port-5430f the valve case 53, the "latch arm "71 is "held in the "position I shown in full lines in Fig. 5, by the trigger lever 48. The lever 18*fits in a groove formed in the endofthelatch arm7 1, as best'seen in Figs. 5 and 7 of the drawings. The pressure exerted through the-valve 55, plunger 66 and 'lever 74, upon the latch arm 71 is'such'as, unrestrained, would lift the said latch'arn'rand parts connected therewith,to the position shown bydottedlines in Fig. 5*of the drawings. Theu nvard stress tl1us maintaine'd on the latch arm 71 holds theend of the said" lever having a groove 80, in lockedengagement with the trigger lever 48. i When in the course of operation, the lever'ASengages one of the vanes 47 and is forcedbackward thereby to I the position shown by dotted lines in Fig. 7 of the drawings," the said trigger lever disengages the latch arm, and the said latch arm and parts connectedtherewithare'permitted to assume the position shown by dotted lin'esin Fig. 5 ofthe drawings. This position is readily effected by the pressure of the air in the train pipe-and branch 52 thereof, whichlifts' the piston valve"55until thejslot 59 iseXposeol andthe airfrom the train pipe and branch "52 thereof'is permitted to escape to the outer atmosphere, reducing the train pipe pressure 'andoperating the triple valves of the brake-setting mechanism.

Itfis to provide a buffer for the trigger lever 4.8 that We provide aws 81, shown best in Fig. 9 of the draWingsJThepivot shaft of the lever 48 i sp'rovided with a wedge 82,

which, when the lever 58 is thrown back by engagingthe vanes 47, assumes the position shownfbyidottedlines in Fig. '7 of the drawing siwhere the contracted edge of the wedge is forced between the jaws 81. p

The iaws 81 are pivoted by pins 83 on brackets 8-1, and are provided with'tail extensions 85, betweeriwhich is held a rubber jack86, or other suitable compression spring. The jack 86 is held in position by a pin 87, The ends ot the vs are inclined, as best shown in Fig. 7 of the drawings, to accommodate the throw of the wedge 82.

, The trigger lever 48 is held in operative position byb'olts 88, which set up the clamp plates 89 to grip the inner end ofthe said lever; To avoid the breakage of the trigger lever -i 8,' but to insure its breakiiig at such a place as to release the arm 71, in the event of breakage, yieldingsection 96 is formed by reducingthe material at the point indicated n F gs. 5 and 7 of the drawings.

From'theabove, it will be seen that the tendency to break the lever #18 is largely overcome, -and also that, infthe event that a lever i b oken, it may b dily and quickly replaced. a

. with the latch arm 71 and the brakes are applied to the train in the manner as above described. This operation is beyond the control of the engineer or driver, the mechanism being disposed at a position on the locomotive inaccessible for him. After the brakes have been automatically set, the engine and train carried thereby cannot proceed until the latch arm 71 is placed in the position shown in full lines in Fig. 5 of the drawings, to close the valve 55. The lever 48 is then moved to engage the latch arm 71 and the groove 80 therein, to hold the same and the valve 55 connected therewith in service position and ready to be operated upon by a succeeding station, should the engine be again run by the danger or caution signal. 7

As may be seen in the drawings, the cap 46 is provided with hinge knuckles 91 and hooks 92. This construction is provided to permit the placement on the cap, of a lantern to be used in conjunction with the stand.

Also, it will be understood that the space between the wall of the extension 16 and the cage 28, above the ring portion 29 thereof, permits the introduction thereon of additional weights, the purpose being to make the operation of the cage on the block 24 more positive if required. The same arrangement is provided between the inner walls of the cage 28 and the neck of the cage 39, which may also be provided with auxiliary or added weight members.

Claims:

1. An apparatus as characterized, com prising a rotary shaft; a cross head rigidly mounted on said shaft; interference members mounted at the ends of said cross head; a rotary block for supporting said shaft, said block having upwardly turned cam sur faces; a weighted cage supported on said block and embodying rotary members to track on said cam surfaces for rotating said block to its adjusted position; means for guiding said cage to move in a vertical direction; means loosely connecting said block and shaft to move in unison; and means remotely operative to rotate said block.

2. An apparatus as characterized, comprising a rotary shaft; a cross head mounted on said shaft; interference members mounted on the ends of said cross head; a rotary block rotatively supporting said shaft and provided at the edge thereof with upwardly turned cam surfaces; a Weighted member having roller supports to track on said cam surfaces for rotating said block to its adjusted position; a fixed structure forming guides for said weighted member to move the same in a vertical direction; a cam block fixedly mounted on said shaft in superposed relation to said rotary block, said cam block being providedwith a plurality of cam surfaces upwardly turned; a minor weighted member having rolling supports to track on the cam surfaces of said cam block; guides operatively connecting said cam block and minor weighted member to guide the movement of said minor weighted member; and means operatively remote for revolving said rotary block.

3. An apparatus as characterized comprising, a signal vane; a supporting shaft therefor rigidly attached thereto; a cam block for supporting said shaft, said block having upwardly-acting cam surfaces, said surfaces being disposed at opposite sides of said block; a supporting block for normally supporting the said cam block, said supporting block being provided with upwardly-acting cam surfaces, similar in char acter to the cam surfaces of said cam block; a weighted member operatively connected with said supporting block for maintaining its alinement therewith, said member being free to move vertically-above said supporting block; rolling means interposed between said member and said cam block for sup porting said member on said block; a stationary casing for said block and parts connected therewith, said casing having vertically disposed guide members; a weighted cage surrounding said weighted member and said blocks, said member being free to move vertically in said casing and above said supporting block; rolling means interposed between said supporting block and said cage for tracking on the cam surfaces of said block for normally maintaining said supporting block in constant relation to said casing and guide members therein; and means operable at a distance from said casing for rotating said supporting block.

' 4. A11 apparatus as characterized com prising, a signalvane; a supporting shaft therefor rigidly attached thereto; a cam block for supporting said shaft, said block having upwardly-acting cam surfaces, said surfaces being disposed at opposite sides of said block; a supporting block for normally supporting the said cam blocks, said supporting block being' provided with upwardly-acting cam surfaces, similar in character to the cam surfaces of said cam block; a weighted member operatively connected with said supporting block for maintaining its alinement therewith, said member being free to move vertically above said supporting block, means interposed between said member and said cam block for supporting said member .on said block; a stationary casing for-.said'block and parts connected therewith, said casing having vertically disposed guide members; a Weighted cage surrounding said Weighted member and said blocks, said member being free to move vertically in said casing and above said supporting block; means interposed between said supporting block and said cage for tracking on the cam surfaces of said block for normally maintaining said supporting block in constant relation to said casing and guide members therein; and means operablef at a distance from said casing for rotating of two subscribing Witnesses.

EDWARD LA BARRE,

7 WILLIAM SCHUGKAR.

Witnesses: v

CHAS. PnIEsTnn, WILLIAM KRETSOI-I.

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

' WaShingtom-D. 6.;

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