US1288602A

US1288602A - Device for controlling the speed of trains.

Info

Publication number: US1288602A
Application number: US23378718A
Authority: US
Inventors: Allan F Jacobson
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-05-10
Filing date: 1918-05-10
Publication date: 1918-12-24
Anticipated expiration: 1935-12-24

Description

\ A. F. JACOBSON.

DEVICE FOR CONTROLLING THE SPEED OF TRAINS.

APPLlCATiON FILED ml. 28, I9l4. RENEWED MAY 10. 19121 1,288,62, Patented Dec. 24, 1918.

JFK

V/T/VESSES l/VVENTUR ALLAN F. JACOBSON, OF NEW YORK, N. Y.

DEVICE FOR CONTROLLING THE SPEED OF TRAINS.

Specification of Letters Patent.

Patented Dec. 24., 1918.

Application filed January 28. 1914. Serial No. 814,874. Renewed May 10, 1918. Serial No. 233,787.

7 '0 all whom it may concern:

Be it known that I, ALLAN F. JACOBSON, a

citizen of the United States, and resident of borough of Richmond, county of Richmond, city and State of New York, have invented certain new and useful Improvements in Devices for Controlling the Speed of Trains, of which the following is a specification.

The device. the subject of this invention is a further development and improvement in an art that has been made the subject of previous applications by myself and others.

In the earlier inventions certain difiic-ulties have been experienced in accomplishing by the devices and means supplied all of the separate requirements that are demanded of a complete and highly efiicient train stop, or controlling mechanism, and I have therefore endeavored to fulfil these requirements in a manner at once simple and efficient. I have arranged for a selective operation and for a multiple operation, both of which are as simple as they will no doubt appear now that they have been developed and shown possible. The construction and method of operation will be fully set forth as the specification progresses.

The following is what I consider the best means of carrylng out this invention.

The accompanying drawing shows in diagram and in central vertical section my completed device. In connection with this drawing it will be understood that no attempt has been made to show the parts in operative position nor are the separate elements drawn to any particular scale, it being considered more essential that the construction of novel features be shown in combination with a wiring diagram for the electrical connections that will be readily understood by any one familiar with the art. At 1, and 2 I have shown ordinary rails of any preferable material and these rails combined may be considered as composing an ordinary track over which steam or electric locomotives are free to operate. The air gaps w in the rail 2, indicate the breaks or insulated sections between blocks. At a convenient point between the rails 1 and 2 I have arranged a third rail 3 which may be a bar of metal or any other similar and convenient member. This third rail is also divided into sections as is indicated at a.

In operative relation to the track I hav shown the track signals A properly connected by means of signal circuits 5 and these sigfrom the boiler or other source of power.

The current generated by the dynamo or generator 6 is passed through t e circuit breakers 7 and 8 into the solenoid coils 9 and 10 and when these coils are energized they will lift the

cores

11 and 12 which in turn may be caused to operate an auxiliary steam valve or electric switch as desired.

Thus far I have set forth only a general idea of the operation. I will now carefully canvass each and every step so that the full value and importance of each part may be fully understood and I will consider for the purpose of this canvass that the locomotive used is an ordinary steam locomotive, that the road bed and block signal arrangement are'of any well known and satisfactory type and that where two or more locomotives are mentioned they will each be steam driven and each will operate under ordinary conditions and requirements.

Entering one of the upper cylinders 13 I. have shown a pipe 14 which is connected to the train line air pipe and I desire that-the connection should be so made that when the air valve is open or closed this pipe 14 and-the pressure therein will be subject only to the control of that valve; in other words, this pipe 14 should be connected directly with the .break operating pipes and no means should be provided for controlling the pressure in this pipe alone. When an engineer desires to start his locomotive he will first see that the generator 6 is in operation for unless the coils 9 and 10 are charged steam cannot be admitted to the throttle. The

plungers

11 and 12 will remain down retaining the auxiliary steam valve in a closed position, at the same time the brakes cannot be released because the pressure of air normally used to release the brakes will be exhausted by passing through the pipe 14 into the lower por tion of the ylinder 13 and outward through the passage 15. If, however the lunger or core 11 is lifted the passage 15 wifi be closed by reason of the port 16 in the rod 17 passing out of register with the passage 15. This movement of the rod 17 occasioned by the operation of the solenoid 9 will not only allow the brakes to be released but will also allow steam to pass to the throttle of the engine although to a limited extent. When however the piston 18 has been lifted past the port 19 the air entering through the pipe 141 will be free to pass under the piston 20 in the cylinder 21 and this piston Will be raised, that is providedthe circuit' through the solenoid 10 has been completed and the port 22 in the rod 23 ha's been lifted out of register-withthe' passage 241. The operatiorl of the air pressure and the energizing of the solenoids 9 and 10 willthen combine a) he umpistons 18' and 20u'p'vvard to their fullest i extent even against the pressureof the s rings 2'5 and 26 and the f n head of 'stean 1 being received by the engine it canp'roceed ata speedthat shall be determined by the s e' ri, V v The running p'ositions'o'f the circuit break ers 7 and 8 are shown in full lines" on each circuit breaker and ifwhen in that'position the locomotive enters a reen or controlled block the circuit bre aker's will be automatically thrown into the position sho w'n in dotted lines and the solenoid will be defenergized. Its' plunger will at once drop be causebftli" force of the s'pringQfi and the m. pr ss i tb' .r d d-;, l l th piston has dropped to its full extent, theport' 22' will be opened, andthe air mag escape at;

a rate" t me P e min' e m thesize' of the' passage 24, or U a suitable valve that be inserted into t is passage.

It' isnot intended however that theair shall escape'from this passage with sufficient free dom to apply the brakes. now should locomotive "asslint'o a White or free block or should t e green or controlled block be changed to White,the Circuit breaker 8, vhich is a balanced breaker Will beautomatically re-s'et'," and the solenoid 10 ,re'energized theresult'that the locomotive will again re; ceive' its'full hea'diof steam;

Should the'locomotive hoi'vever'rurl into a? red or stop block both'eircuit breakers Will be opened or thrown to the'position shown in dotted lines; both solenoids vvill' beideener giz' d' andbot'li plungers 11' and 12 v drop shutting off the steam' and later exhausting the "air fromthe train line a'ir pipei and setting thebmkes n the usual manner.

rm operation ofthe eir'ciiitweakestis occasioned by" an overload bfeiiig' thrg'w'a I uponithem". The overload upon the-i green or controlled circuit is determined by" a re 27 Which" is so sista'n'ce erate or. circuit breaker 7', both; cir

cuit breakers however aref-operated" a Thus far I have described the mechanical L a iustedltliat-itwill not: allow sufficient currentt passi the White indication orthe' normal running condition of the train; The path of the current will, under this condition be as" follows: from the'generator 6 A; to B through the coils}? to to D to the center right hand terminal of the circuit breaker 7, through the bar of the circuit breaker td' the lower right'han'dterminal of the circuit breakento E to the" coil F to jG back to the generator 6; Thejeoil 10 is in circuit through A through the switch coilH through the circuit breaker 8, through Ito Jlto the coil; backthrough K to to the upper right hand terminal of the circuit breaker? to the bar thereof, to E, F, and G and back to 'the'g'eneratort The White lightof the signal 5Q is energized from M which isconneoted' to I to J to N to the m b 31 L a d, G} o when e s'ho rt errcua' hrough the" resist ance"27 occurs, it will throw an overload on e; o H. 6f e swi lH'; opeh gi is" switch and at thefsame time releasing the circuit breaker" allovving it to assume the position indicated by dotted At this: time the coil 10 Will also be out. This lower right terminator the breakers? to F to The current will also pass'throiighA', through the coil H' to the hand terminal of the" circuit breaker 8',' to the center rail"; acrossfthe .tials'hort circuit to the circuit breaker ms 11), to; F, to G ts the generator. The fcurrent will also" pass from the lower right hand terminalof the" circuit breaker 8 to"O,jto 1P, through. th e' bra'ke 31', through the I contactorl 39'; through the Wire Q through the "resistance to the circuit breaker 7 back to the generator; Thegreeli signal v'villl, be

illuminated; by the teams of the" current m P th eh e ne ent a h circuit; breaker 7 Now should a complete short"circuitoccur at'ithis time or otlieif time; b en coi1s9land 10 will be cut out, the

brakevvillf pie-uprate with full orce; an d'the path of; deterrent; will be from A as A,

througlig tlie" to the uppeif right hand terminalfof the circuit breaker 8 to -T across the the r mes between an intermediate and outside rails to D throughthe arm of la the circuit breaker 7 to E, to the coil F to G, and return to the generator. The brake will be applied through the lower right hand terminal of the circuit breaker 8 which receives its current through A, A and H, to O, P. the brake 31, through the contact disk 39, through Q, through the lower left hand and center terminals of the circuit breaker 7 to the coil F to G, to the generator.

It will be noted however that immediately the short circuit occurs the arm of the circuit breaker 7 will be thrown into the position of the dotted line, this will open the short circuit by disconnecting the center and lower right hand terminals of the circuit breaker 7 but will maintain the brake in a set condition through the left hand side of the circuit breaker as described.

It may sometimes be desirable to allow a locomotive to enter a red block at a reduced speed and to accomplish this I have arranged a switch 29 which may be located on the signal bridge or pole and which may be operated only by means of a key normally in the possession of a flag man. When this switch 29 is open the conditions of operation are similar to those described in connection with a green signal, that is, a complete short circuit between the rails cannot occur as the resistance 30 will ofier a path of less resistance then would a short circuit, but in this instance the resistance 30 is used in lieu of the resistance 27. I prefer that this switch 29 should be entirely inclosed and that it should be returned to a. closed position by means of a spring or weight, so that when the key is Withdrawn the switch will close and the train brought to a stop unless the red signal has been cleared.

It is often desirable to utilize two engines in tandem or to use one locomotive as a pusher or assistant to another. Under ordinary conditions this could not be accomplished as the first locomotive would constantly set a red signal against the second locomotive thereby operating the solenoids and brakes of the second locomotive and forbidding it from accomplishing any useful work. To overcome this difficulty I have provided a means whereby the second locomotive will be under the control of the first locomotive only and even the deenergizing of its solenoids will not forbid its useful operation.

Through a suitable pipe I connect the train line air pipe of the first locomotive with the outlet 35 of the second locomotive and when the pressure is raised to release the brakes of the first locomotive and train the air enters the cylinder 36 of the second locomotive under the piston 37 compressing the spring 38 and through the disk 39 and contacts 40 and 41 opens the circuit through the electric brake 31 on the second locomotive. At the same time the pressure of the air lifts the piston 42 in the cylinder 43 raising the plunger 11 and allowing the second locomotive to receive steam at its throttle and when this piston 42 is raised above the port 44 the air pressure will enter under the piston 45 raising it and the plunger 12 so that the second locomotive may receive its full steam pressure. The movement of the pistons 42 and 45 closes the ports 16 and 22 and the brakes of the second locomotive will be freed by the air pressure of the first locomotive or train line reservoir. It will be noted that this operation can take place even though both of the circuit breakers 7 and 8 are in the positions shown by the solid lines, and it will further be noted that this same operation may take place in any number of locomotives that are connected together in a similar manner. The first locomotive operating the second, the second operating the third and so on. It will however be understood that only the first locomotive will be subject to the control of'the track signals, but it will also be noted that a reverse or control or stop operation of the first locomotive will be accompanied by a similar operation of each of the other locomotives for the lowering of the pressure of the train line pipe from the first locomotive occasioned by the setting of the brakes will be accompanied by the lowering of the pistons 42 and 45 of any following locomotive.

At 50, I have shown an indicator which may be placed within the cab and which will serve as a check on the operation of the track signal. This however may be omitted. At 51 I have shown a port in the cylinder 46 which will serve to relieve the pressure above the piston 45. A similar port may be provided in each cylinder or they may all be omitted as desired. The switch 29, described as arranged upon a suitable pole may also be omitted and other modifications may be made within the scope of the appended claims.

Having carefully and fully described my invention what I claim and desire to secure by Letters Patent is 1. A device for controlling the speed of trains having in combination with a throttle valve of a locomotive a plurality of plungers, magnetic means for elevating said plungers, and resilient means for urging said plungers downward and means controlling said plungers adapted to retain one said plunger after the operation of the other said plunger as herein specified.

2. A device of the character described comprising a steam valve and a plurality of electrically controlled plungers for operatin said valve, each said plunger operating said valve through a part of its entire movement, a spring for returning each said plunger and a piston and cylinder adapted to assist in the compression of each said spring in combinacigc I and ele ctror hagfiets; a circuit parallel to.

the; circuits of said electromagnets and. by mea'i'ls of whichflthe cfirreht flow through aicl cifuit, breakrs may be increased; one. said ci'rpuit br'eaker perating one said electrom y'gnt topapt'ially close said yalve upon slhall inreae of. current p21$$ihgthr0figh sa'id circuit ]orea,ker,' the other said cirpuit breaker being adapted to operate thedo'theljilejct'ggfr'mgneh and qompletly, cloS'e said valve Q11 gneater quantity of currient P 15 6S through said cirquit breaker; in c mb j; 11 43 OIL With isual signals. i gaid ircuits 1111; retxkrs and said plungers as herein S'igfid at New York city',,,in th county of New,Yo rk,.angd State of N ew Ydrk this 27 ALLAN F. J ACOB'S ON.

. ARTHUR PHELPS MARK;

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