US1290223A - Automatic train-stop or cab-signal. - Google Patents

Description

Iutfud Jun. 7, IQIQ.

3 sHErs---SHEEI l.

E. M. IONES. AUTOMATIC TRAIN STOP 0H CAB SIGNAL.

APPLICATION FILED SEPT. I3. ISIS.

J M* a c/M Il 2 I A I y l0. I I] Q f N d 3 @I w f f 5 I II w10. ML I J. 1 f r .//F i r/f 5 E M 7/ I a A Hm ql ...r1/#Mw J iii/ow I I III /TYE/ m- IHWMII I n.: Nam: runs n.rnmLnnmvummvM 1. c

E. M.10NES.

AUTOMATIC TRAIN STOP 0R CAB SIGNAL.

APPLICATION FILED sEPT.13.1915.

1,290,223. Patented 1311.111119.

3 SHEETS-SHEE 2.

E. IVI. JONES.

AUTOMATIC TRAIN STOP OH CAB SIGNAL.I

\ Patented. Jim. 7, ISIIJ.

' 3 SHEETS- sneu 3.

" APPLICATION FILED SEPT. I3. I9l5.

IIIIIIII,

ZZTU fr www.

TTU-

srns PATENTI orrion.

ELMER M. JONES, OF ATLANTA, GEORGIA, ASSIGNOR T JCNES SIGNAL SYSTEM CUIVIPANY, OF ATLANTA, GEORGIA, A CQIRPRATION `0F GEGRGIA.

AUTOMATIC TRAINSTOP OR CAB-SIGNAL.

ll,29itl,223.

Specification of Letters Patent.

Patented J all. 7, 1919.

Application filed September 1S, 1915. Serial No. 50,289.

To all whom t may concern.'

Be it known that I, ELMER M. JONES, a

citizen of the United States, residing at At lanta, in the county of Fulton and State of Georgia, have invented a (ertain new and useful lmprovement in Automatic Traindtops or Cab-Signals, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings.

rlhis invention relates to automatic train stops, cab signals or similar indicators of the mechanical trip type, wherein a train or tar is provided with a movable member, the actuation ot which may apply a brake, give a. signal or otherwise control the train, and the trackway is provided with movable ramps or impingement devices located at intervals and adapted to be positioned in active or idle position, according to the track conditi ons. My invention is concerned with both the vehile device, which when actuated opens an air vent giving a signal or applying a brake, and with the track equipment, which in this case is pneumatically operated and electrically controlled. My system is especially well adapted for use on such railroads (tor example, elevated roads) as are provided with pneumatically operated and electrically controlled tra k signals, and operates in harmony with such signals. With such initial equipment, I simply tap the air line for my operating power' and the electric line for the controlling energy, without interterirg in any way with the present track signals. Mv invention is hereinafter more fully explained and its essential characteristics set out in the claims.

ln the drawings, Figure 1 is a side elevation oi a portion of a tra'kway' and a car equipped with my automatic stop; Fig. 2 is a sectional side elevation and Fig. 3 is a sectional plan of the vehicle equipment; Figs. 4 and 5 are respectively a longitudinal section and an end view ot the air valve seat; Figs. 6 and 7 are respectively a side elevation and an end view of the air valve plug; Fig. 8 is a plan, partly broken away, of the grr-und or track device; Fig. 9 is a vertical section of the track devire, being taken at right angles to the track rail and on a scale larger than Fig. 8; Fig. 10 is a diagram illustrating the connection of my system to the existing air and electric signal lines.

As shown in Figs. 1, 2 and 3, 10 is the casing of my vehicle equipment, which is a rectangular box-like l'rame adapted to be secured to the truck of a car or other vehicle. As shown in Fig. l, the frame is secured to the outer side of a longitudinal member A of a truck supporting a suitable car B. The wheels of the truck travel on the rails C sup ported on the ties D, which constitute the trackway.

The casing 10- for the vehicle equipment is shown as having a top plate 1l, a rear or inner wall 12, end walls 13 and 14, inwardly extending bottom portions 15 and 16 near the opposite ends, and a low front wall 17. Above the low wall 17 I provide a suitable cover plate 18 (Fig. l), thus completing a box open only below.

Bolted to the upper wall of the casing 10 is the seat member 20 of the air valve. This member is shown in detail in Figs. 4 and 5. It consists oi a bracket having a central opening 21 threaded for the reception of an air pipe and terminating at its lower end in a partiallv cylindrical face 22. Extending downwardly at opposite ends ot' this curved face are bifurcatcd legs 23 and 24.I The bracket is shown secured to the upper plate of the casing by cap screws passing through openings 25 in the bra ket. The other memz ber of the air valve consists oi'. a cylindrical barrel or plug having the same curvature as the seat 22 and having gudgeons 3l`atits ends occupying the bifurcations of the legs 23 and 24. Extending into a radial opening in the under portion of the valve plug is a strut which is shown as secured some what loosely to the barrel by a pin 36. The barrel and seat i'orm a ground joint, and, when the barrel is pressed upwardly to the seat by the strut, it seats snugly and the escape of air through the opening 21 is prevented. However, when the barrel is allowed to drop, the air pipe connected with a passageway 2l is thereby vented, which, as is well understood, will apply brakes or operate a signal, as desired.

To maintain the plug 30 against its seat and allow it to drop when desired, l provide the toll-owing me' hanism. Pivoted on a rod 40 (secured to the side members et the casing), is a lever 4l having a downwardly inclined portion 42 and an upwardly inclined portion 43 with an end projection 44 which overhangs the casing bottom 16. The botinto a position so that the lever 41 engages it.

'portion 47 of the bar 46.

tom 15 at the other end comes close to the pivot of the lever and the lever is substantially as wide as the space between the side plates 12 and 17, and thus terms a movable bottom for the casing. Extending upwardly from the pivot 40 is an extension 45 ot the lever, the upper end of which is pivotally connected to a bar 46. This bar is shown as extending diagonally downward from its pivot, then horizontally at 47, then upwardly at 48 and iinally having a horizontal extension 49. The extension 49 normally engages and is supported by the hooked end or catch 50 of an upright rod 51, which is pressed upwardly by a surrounding spring 52. The spring and rod are mounted in a housing 53 bolted to the top plate 11, the spring resting at its lower end against the Vbase plate ot the housing and at its upper end against a collar 55 on the rod.

The strut 35 which, as stated, is connected with the valve plug, is pivoted at its lower end between ears 57'on the under side of tjie The lever 41 is normally held in the position shown in Fig. 2, by means of the compression spring 60, -whi h is shown as located in a tube 61 pivoted to the casing at 62, the spring surrounding a rod 63 and bearing against a collar 64'thereon. The rod extends out of the casing, as shown at 65, where it is pivoted to a bracket 66 secured to the upper tace of the lever 41.

' vThe spring 60 holding the lever 41 in the v.position shown, the lett hand end (Fig. 2)

ot' the bar 46 is held elevated, and the right hand. end being held up by the catch 50, the barrel 30 is maintained against its seat under pressure of the spring 52. This spring is strong enough to overcome thel air pressure on the barrel through the opening 21, 'so that the valve remains closed. New,

it will be seen that the upward movement of the lever 41 will move the pivot of the lear 46 to the left (Fig. 2), and withdraw the nose 49 from the catch 50, whereupon the bar 46, the strut 35 and the barrel 30 will drop by gravity, assisted by the air pressure inthe pipe 21. which is thus opened.

The correspondingly numbered dotted lines in Fig. 2 show the position ot the partel at the time when the air pipe is vented. ne

cordinglv, to automati ally apply the brake I provide an impingement member or ramp along the tra'kway, which may be moved l/Vhen the forward movement ot the car causes the lever to ride upwardly on the ram a this shifts the bar 46 and releases the l a air valve. After the lever 41 has cleared the ramp it drops bv Igravity to normal position. but `when it returns the valve remains `onen as the bar 46 simply rides on the sta tionary sto-o 70 and cones into a position where its left hand end is elevated and its right hand portion depressed, the right hand portion being` indicated at 49'l in Fig.

To restore the bar 46 to normal position and thus close the nalve, it is necessary to elevate the right hand end ot it, and I do this by 'orcing downwardly the bar 51 against the action of the spring 52 until the inclined lower end or rath thereof slides over the end 49at of the bar, whereupon the return of the rod 51 to elevated position under the iniiuence of the spring 52 returns thel bar 46 to normal position and cloes the valve. This closing movement rocks the valve plug on its seat, thus insuring a clean and tight joint.

Any suitable means may be provided for depressing the bar 51. It is desirable, however, to provide means which are operable from the cab or some portion of the vehicle, and, as the vehicle n'lechanisin described preferably mounted on the truck, there should be some flexible operatirg onne tion which would allow the turning ot' the truck on its king pin. Such flexible connewtion is indicated in Fig. 1, .where 75 designates a chain leading t'rom the lnotormans cab ot' the vehicle B to a bell crank 76 pivoted to the truck and connected with the bar :31. The (hain may be pulled by hand, by an air devi e, or in any other manner.

I will now describe the track devi e which is adapted to be positioned to cooperate with `the lever 41. This track device is pneumatically operated and electrcally controlled. Its air supply is adapted to be received -from an air pipe along` the trackway by means ot a bran'h pipe having .fr T- onnection with the tra'k pipe. A suitable master valve in this track pipe is controlled by a ma griet or solenoid energized by an electric circuit. This master valve may be the controller tor the track signal or may be additional thereto.

The diagram (Fig. 10) shows at 100 the main track air pipe, at 101 the braneh pipe leading therefrom to an individual ground device, and at 102 a master valve ontrolling the admission otl air to the bran h pipe. A pipe 103 is indi ated as leading 'tron the pipe 101 to a track signal. The master valve is adapted to be opened by a solenoid 103 the solenoid is energirfed) but to vent that pipe whenever it is desired to throw the ramp to active or stoppinfr position. 10iindicates an air vent and 110 the spring tendingto turn the valve barrel to vented position. when the solenoid is deuere'ixed. this being the position shown in the diagram.

llO

The ramp is illustrated in Figs. 1, 8 and 9 and is designated 120. Tt is shown as having a double-inclined topto present a pea-k. When this peakis below the level of the rail top, as shown in full lines in Fig. 9, the ramp is in clear position and the lever 41 of the vehiiV le device may pass idly over it.. When the ramp is elevated into the position shown in dotted lines in Fig. 9 and in full lines in F ig. 1, it is in its active or danger posi.- tion and operates to elevate the lever 41 and apply the brake or give a cab signal. The ground devices operates, as will now be eX- plained, to elevate the ramp whenever the air pressure or electric current fails,` intentionally or accidentally. l

The ground or track device is shown in Figs. 1. 8, 9 and 10. It is contained within a casing 125 lo'ated between ties and extending outwardly beneath therail and on the outer side of the rail, and isprovided with upwardly extending parts 126 and 127 (Fig. 9) which form a bearing and guide for a plate 130, which forms the shank of the double fared ramp 120. This ramp, in safety position, stands with its peak a slight distance below the top of the plane of the rail C. It is raised to danger position by an upward movement of the shank 130 whi h carries the perk to the position shown in dotted lines in Fig. 9 and in fulllines in Fig. 1.

The shank of the ramp 130 is shown as guided near its lower portion by a pair of stationary cross rods 132 and 133. Extending into an opening in the shank above these rods is a lever 135 which is pivoted on a cross bar `136 and is heavily counterweighted `on the opposite side of the lever, as indicated by the flaring extension 137. The gravity, therefore, tends to swing the left hand end of this lever downwardly (Fig. 9) and thus raise the ramp.

ln Fig. 9. `140 indicates a stationary piston mounted on the upper end of a pedestal 141 seured to the bottom of therasing 125. Surrounding this piston is a cylinder 14.3 having a iiange 144 extending beneath the piston andcarrying on its underhangine; portion the packing 146. Extending axially through the piston and pedestal is an air passageway 147, and when air is forced the pivoted latch V156 which carries or forms gravity until the extension 160 thereofv strikes: on the abutment bumper 161 (preferably: a fiber block), on the upper end of the cylinder. Such movement raises the ramp suiiiciently for it to be in danger position. In this falling movement the air in the cylinder forms a buffer, breaking the shock.

It will be seen from the above that `any failure in the elet-tric current .fo the magnet 15S, whether intentionally or from a broken circuit, or run-down batteries, will `throw the ramp to danger position. Any failure in the air supply to the cylinder, whether `intentionally or accidental, will allow the `cylinder to drop, carrying down the supporting pawl 150 and thus lowering the lever, also raising the ramp to danger position. In the intended operation of the device to danger position the magnet 15S is denergized and the air supply is also shut off to the cylinder. i

.When the counterweightcd lever falls to the liber blok 161 it delivers a decided blow to the ramp shank, by reason of oenipying a loose slot in the shank. This blow will break the ramp loose from any incasing ice which might form on it, and it also raises it to a sufficient height to engage the car `lever whether the cylinder falls or not.

i the trainlnens attention to this condition.

Vhen the counterweighted lever drops by reason of the magnet 158 being denergized, abar 170 fonnected with the lever is shoved downward and a shoulder 171 thereon engages a pawl `172 on the end of an arm 173 which is connected with the shaft of an oscillatory air valve 174. This valve is located in a casing. 17 5 interposed between the branch airline 101 and a conduit 176 leading to the passageway 147. Ordinarily the line is open from the pipe 101 to the pipe 176 by reason of the arenal recess 178 in the oscillatory head 174. As the strut 170 `shoves downwardly on the pawl 172 it swings this oscillatory head in the left hand direction (Fig." 9), against the influenceof Ia spring 179 `to close the pipe 101 and @pen an exhaust pipe 180 communicating with the atmosphere in the casing 175. rl`his frees the air in the cylinder 148 and the latter drops by gravity, thus allowing the counterweighted arm to descend farther, until stopped by striking and resting on the cross rod 182. This elevates the ramp to its highest position, as shown in dotted lines in Fig. 9. Y

The counterweighted arm follows downwardly, as stated, with the fall of the cylinder 143.- As these parts reach their lowest position the cylinder impinges on a horizontal arm 185 of a bell crank pivoted on the base of the pedestal 141 and having an arm 186 connected at its upper end with a slot 188 on the link 170.l The weight of the cylinder depresses the horizontal arm 185 and thereby swings the link to the left (F ig. 9), which releases the pawl 172, and thereupon the spring 175 restores the valve 174 to the position shown in Fig.`9. In this position, if air is supplied through the pipe 101 the cylinder is again raised, and, in rising, restores the counterweighted arm to the K clear position shown in Fig. 9.

The valve 174, just described, is `for the purpose of insuring a restoration of the air vcylinder to elevated position, following the actuation of the latch ma gnet158, whenever the air is supplied through the master valve, such 'supply corresponding to a safety condition of the circuit controlling the master solenoid.

The air supply to the pipe 101 is, as stated, controlled by the mastervalve 102. This valve is shown as being simply an oscillatory cock, which, in the denergized position of the solenoid, opens the pipe 101, and, in the energized position, closes communication from the main pipe 100 and connects the pipe 101 with the vent 10i. Accordingly, the energization of the solenoid 105 normally vents the cylinder 143, and, under proper working conditions this is .fuficient to throw the ramp to danger position. In case, however, for any reason, the master valve should fail to vent when the solenoid is de'energized, the simultaneous deenergizing of the magnet 158 (which may be in series with the solenoid), releases the catch 151, causing the counterweighted lever to drop, and putting the ramp in danger; position. As stated. this movement is automatically followed by the dropping of the cylinder and placing the parts in such position that, when the current is again established through the solenoid and magnet 158 the lever and ramp will be restored to clear position. Y

Air used .in electro-pneumatic signaling is usuallyV dried before it is allowed to enter the service pipes, but, as an eXtra precaution water traps may be placed in the pipe line leading to the stop machines, as indicated at 191 in Fig. 10. To prevent an)r moisture which might get into the cylinder from possibly forming an ice coating across the upper end ot the passageway 147, I provide a central boss 194 on the upper end of the piston, thus leaving an outside annular channel for the preciptated moisture.

Having thus described my invention, what I claim is:

1. The combination with a movable track member, of a pneumatic device and an electro-magnetic device acting conjointly to move the track member to clear position, and constantly acting means tending to move it to danger position, whereby the failure of either the` electric supply or the air supply gives the track device a danger position.

2. The combination of a movable track ramp, a. counterweightod lever tending to move the same to danger position, and combined pneumatic and electric devices acting conjointly to sustain the counterweighted lever with the ramp in clear position.

3. The combination of a movable track ramp, a counterweighted lever tending to move the same to danger position, an electro-magnetic latch carried by said leer, and a pneumatic operating device coacting with said latch lto raise the counterwcighted end of the lever.

4. The combination of a movable track device, a c'ounterweigbted lever adapted to move said device, a latch carried by said lever, an electro-magnet for controlling said latch, and a pneumatic motor having a movable member adapted to coact with said latch.

5. The combination with a stationary piston, of an upright cylinder embracing the same, means for admitting fluid into the space between the piston and cylinder. a counterweighted track device. and mechanism for positioning it, including an electromagnetic latch connecting it with the cylinder.

6. The combination with a stationary piston, of an upright cylinder embracing the same, means for admitting fluid into the space between the piston and cylinder, a track device, mechanism for positioning it including a counterweighted member adapted to descend by gravity, and an electrioally controlled latch carried by said member and coacting with the cylinder.

7. The combination with a movable track ramp, of a counterweighted lever adapted to move the ramp, a stationary piston, an upright cylinder embracing the piston, means for admitting fluid into the cylinder above the piston to raise the cylinder, and an electrically controlled latch between the cylinder and lever.

8. The combination of a track ramp adaptedv to be raised into danger position or de- CII pressed into clear position, a counterweighted lever for so moving the ramp, a lat h carried by the lever, electro-magnetic means for controlling the latch, a stationary piston, an upright movable cylinder surrounding the piston, and means carried by the cylinder coacting with the latch.

9. 'l he combination ol. a track device adapted to coact with indication mechanism on a Vehicle, ine` hanism for moving the trank device, pneumatic and electro-magnetic means acting conjointly for ioitrolling said mechanism, and means whereby the `failure of the electric current automatically releases the air in the pneumatic device.

10. The combination et a movable track ramp, counterweighted mey hanism tending to move it to danger position when said mei hanism drops, a pneumatic motor to raise said mehanism, an electro-magnetic latch adapted to release said mechanism, and means whereby the electro-magnetic release of the mechanism is automatically followed by the release of the air in the pneumatic motor.

11. Ill`he combination with an indication device on a vehicle, of a movable track device adapted to coact therewith, a pneumatic motor for moving the track device to clear position, a weight for moving it to danger position, electromagnetic means for releasing the air in said motor, and means for automatically closing said release when the motor reaches the end of its stroke. y

12. The combination of a movable track ramp, a pneumatic motor adapted to move the same to clear position, an electro-magnetic latch adapted to release the ramp, a weight adapted to move the ramp when re leased, mechanism operated by the falling weight to release the air from the motor, and means for automatically closing` said release after the motor has moved into position corresponding to the danger position ol the ramp.

13. rlhe combination olf' a movable track ramp, a counterweighted lever tending to move the ramp into danger position, a pneumatic motor, and an electro-magnetic latch coacting and adapted to raise the counterweighted end of the lever, mechanism whereby the dropping of the lever or failure of the electric currentreleases the air in the motor, and mechanism for automatically clos ing such release at the end of the stroke of the motor.

14. The combination with vehicle indication mechanism, of a movable track device adapted to coact therewith, constantly acting means tending to move the track device to danger position, a fluid lnotor adapted to Vmove the device to clear position, an electromagnetically controlled valve for releasing the fluid in the motor, means for automatically closing such release after the motor is operated, and electrically controlled means for supplying pressure fluid to the motor.

15. 'll` he combination of a movable track ramp, a counterweighted lever adapted to move the same to danger position, a fluid motor and an electro-magnetic latrh acting conjointly to raise the counterweighted lever, the failure oit' the electric current or the pressure fluid causing the lever to drop, means whereby the dropping of the lever automatically releases the fluid to the motor, means whereby such release is closed after the motor has moved, and means for controlling the air supply to the motor.

16. The combination ol a movable track ramp, a counterweighted lever connected therewith, a stationary iston, a movable upright cylinder embracing the same, an ele'trdmagnetic latch between the cylinder and lever, an automatic valve controlling the air supply to the cylinder and adapted to release such supply when the lever drops, and a controlling valve for controlling the supply of air to the automatic valve mentioned.

17. rllhe combination of a movable track ramp, a counterweighted lever conneifted therewith, a stationary piston, a movable upright cylinder embracing the same, an elec tro-magnetic latch between the cylinder and lever, an automatic valve controlling theair supply to the cylinder and adapted to release such supply when the lever drops, means `for restoring said valve to normal position when the released motor reaches the end of its effective stroke, and a controlling valve controlling the supply of air to the automatic valve.

.ln testimony whereof, I hereunto atlix my signature.

ELMER M. J UNES.

Genies et" this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, I). El."

Images