US1293579A - Automatic train or car stop system. - Google Patents

Description

L. H. THULLEN. AUTOMATIC TRAIN 0R cm STOP SYSTEM.

L'Q935790 AFPLICATION mm mm. 1916. Patented Feb 4, 1919. 2 SHEETS-SHEET I INYENTOR MATTORN YS mum/s puns ca. "min-Luna, WASHINGTON. n. c

L. H. THULLEN.

AUTOMATIC mm 0R CAR STOP SYSTEM.

I APPLIC TION mso JAN. 21, 1916.

1,293,579. Patented Feb. l, 1:19.

2 $HEEY3-$HEEY Z.

LoUrsH. rI UL Em or moo cnyn, new YORK, asslci ron T0 HALLSWITCH & SIGNAL 00.,Aoonromr1onor Mama,

To allwhomdtmayconcernze BeitQknQWn-that -I,- Lou-1s H; TI'IULLillNj a citizen ofthe United States, anda resident bf- Brooklyn, countyof Kingspstate" of New forarendering ineffective.- the automatic stop devicesdepending upon' the-location of a train. Further and more specific qobjects,

part of this -.specificat;ion. 1*

featuresan'd advantages will more clearly appear fromthe detailed description given below, taken in'fconnection' with the accompanying sheet ofvdrawings, which forms a lathe drawings, Figure 1 illustrates a portion off the: system embodying my im-.

provements'in one form, the figure being largely diagrammatic and certain parts heii'ng shown in section tomore clearly illustrate the operation thereof. Fig. 2 isan end view of certain parts of-the automatic stop apparatus shown inFig. 1. Fig. 3 is a de tail-section of'certain,v relay apparatus, havfing.an-. electrical1y controlled valve; and Fig.

4 isa detail section of another'of-the' electricallyjcontrolled valves.

Referring t t -d i the rails on which the cars-ortrains run.

' 2' represents a powerflconductor'and 3 the trolley coiiperating therewith. trepresents one of a number of members fixed along the track and called ramps, that will be energizedfrom' the power conductor 2 through I a circuit '5 when closed by a switch 6, operated by an electromagnet or relay 7. When it is desired that the train be stopped, suitable 1 apparatus is arranged to 'deenergize the-magnet 7 and open the switch 6 This caube accomplished by means of any suitable automatic signaling system. 8 represents a member pivoted upon a pin 9, carried by a casting 10, suitably secured to the car 11. The casting 10 carries a cylinder 12-, in which operates apiston 13.,- carrying a piston rod. l4,..adapted to engage. an upwardly extending-v iarm. 15' integral with the member 8. The piston rod 1-4.: zisapro'vided with a. contact Specification of Letters I'atent.

' circuit.

ff f nuroivie'riojrnem'on can s'roi= SYSTEM.

atented lEebrit, 191 9; I

16-at its-outer end. suitably insulated from themain portion of the piston rod,"-whiclr conductor 2 "by means ofa conductor 17, a

suitable resistance 18 being included inthe Air is admitted to the lefthand end or the cylinder '12 behind the piston 13 by 'means or a valve 19 controlled by an electro magnetic device 20, consisting of magnet windings 20 around a fixed core 20 acting when energized to attract an armature disk 1 20 carryinga spindle 20 to which the valve 19 is attached. (See Fig. 4). i The armature 20 is normally forced upward by springs 20 so that the valve-19 isv normally held in its upper position. The electromagnetic device 20 is :adapted to-b'e connectedto the power conductor 2 by a conductor 21,-when the trolley 3 is raised. For this purposea switch 22 is included in the conductor 21 between the electromagnetic device 20' and trolley 3, which switch member is normally pressed against the trolley by means of a spring 23. When the trolley is raised, spring 23 causes switch 22 to be raised simultaneously and close the circuit of conductor 21" to the trolley 3'and power conductor 2. This energizes the magnet 20* and causes the valve 19 to drop so as to close'the exhaust port 24 and connect the cylinder 1'2 with the air in the train line through a port 25. This causes the piston 13 to be forced to the right, thereby forcing the arm 15 to the right, in. the position shown in dotted lines at 26. \Vhen the magnet 20 is deenergized, valve 19 is raised by any suitable mechanism and the cylinder 12 to the left of the piston 13 permitted to be exhausted and the piston 13 is forced to the left by the arm 15, which is acted upon by a spring 27 for this purpose.

The member 8 is so positioned on the car that it is adapted to engage the ramps or memlbers 4c, as the car or train passes them.

The member 8, with its pivot pin 9 is elecmagnet Winding 30 around a fixed core 30* and operating an armature disk 30"carrying a spindle "30,., the lower. end. of which acts a" as a valve closing for closing a port 30 when the magnet windings are energized. (See Fig. 3). Below the port 30 is a chamber 32 in which is located a valve 32* adapted to open an exhaust port 32*, to control the air on the train line and cause the application of the brakes to the car or train. The valve 32 is normally pressed downwardly by a spring 32 and theair pressure is normally maintained the same on both sides of the valve 32 through a small by-pass 32. When the magnet 30 is deenergized, causing the spindle 30 to open the port 30 the pres sure in the train line causes valve 32 to be raised and exhausted through the ports in chamber 32, below the piston, so as to cause the brakes to be applied. With the parts in the position shown in full lines, the current passes from the power conductor 2, to the trolley 3, resistance 18, conductor 17, arm 15, pivot 9, conductor 31 to the electromagnetic device 30 and thence to ground through con ductor 33, so that the electromagnetic device 30 is energized and the brakes prevented from being set. As the train or car approaches one of the ramps 4, which may be at the entrance to a block in a signaling sys tem, if the ramp 4 is deenergized by reason of switch 6 being open, then upon the member 8 engaging the ramp 4, it rocks the arm 15 away from the contact 16, so that the circuit of the electromagnetic device 30 is deenergized, causing the brakes to be applied. This engagement of the member 8 with the ramp 4 causes the same to move to the position shown in dotted lines at 34, while the arm 15 moves to the position shown at 35, so that it is disconnected from the contact 16. If, however, the ramp 4 is energized upon its being engaged by the member 8, by reason of the switch 6 being closed, indicating that it is safe to proceed and it is not desired that brakes be applied, then when the member 8 engages the ramp 4, the arm 15 will be disconnected from the contact 16 in the same manner, but the electromagnetic device 30 will not be deenergized, because current will flow therethrough from the power conductor 2 through the conductor 5, switch 6, ramp 4, member 8, pivot 9, conductor 31 and electromagnetic device 30 to ground, so that the electric condition of the electromagnetic device is not altered by reason of the rocking of the member 8 upon its engagement with the ramp 4.

When the magnet 30 is deenergized as above explained, and the armature 30 is moved upwardly by the springs, the circuit to the magnet is again broken at 30 the normal circuit from wire 31 through the;

magnet being from wire 31 through armature 30, a fixed contact 30*, wire 30* to point 30', windings 30 and wire 33 to ground. Therefore the brakes will remain set until,

- the circuit (broken at 30 is in some way diaphragm is raised, thereby closing the shunt circuit and causing the magnet30 to be again energized and the circuit again closed at 30 I In many systems, as for example in systems wherein the trains or cars travel over a portion of the line in a subway and an-v other portion of theline on the surface, it is extremely important to make use of the automatic stop arrangement in the subway, whereas it is not desired to do so when running on the surface. When so running on the surface, it is desirable to move the memher 8 to as great a distance from the track as possible, so that it will not be liable to hit objects which may be accidentally lying on the track or in its path, &c. This is accomplished by means of the electromagnetic de vice 20 and piston 13 and associated parts in the following manner. When the train or car proceeds from the subway to the surface, the trolley 3 is permitted to rise by reason of the power conductor Qbeing at a greater distance from the car than it is in the subway. When the trolley 3 rises-in this manner, switch 22, acted upon by spring 23, closes the circuit of conductor 21 and thus energizes the magnet 20, its other terminal being connected to ground through conductor 36. This causes air pressure to be exerted on the left hand end of the piston 13, so that piston rod 14' causes the arm 15 to move to the position shown in dotted lines at 26. This causes the member 8 to be raised to the position shown,

in dotted lines at 37, so that it is outof the path of the ramps or members 4, and will not engage them when the car or train passes them and is also moved to a greater distance from the track, so that the danger of its being hit by obstacles on the track is greatly decreased.

When the car enters the subway from the surface line, the trolley 3 is depressed, thus opening switch 22 and denergizing electromagnetic device 20. This causes the valve 19 to be raised permitting the left hand end of the cylinder 12 to be connected with the atmosphere through the port 24, whereupon the spring 27, acting on the member 8 and arm 15, causes piston rod 14 and piston 13 to be pushed back tothe left hand end of the r cylinder, and the member 8 lowered, so that it is in position to engage the members or ramps 4-. The automatic stop mechanism is then again put into operative condition, whereas upon leaving the subway, the automast stop mechanism is automatically reir" f dere'd ineffective to cause the application of the ima k'es. 'The 'parts carried by the casting Having fully and clearly describedthese 1 operationsof the system embodying my invention in one form, sufiicient to enable those skilled in "the art to understand the same,

What I claim as new and desire to secure by Letters Patent is:

1. An automatic train or car stop system having in combination withmeans for automatically causing the brakes to be applied, embracing members along the track and a member carried by the train or car adapted to engage said members along the track, means dependent upon the location of the car adaptedto operate independently of the embracing members along the track and to render said automatic means ineffective to cause such application of the brakes, said last mentioned means consisting of automatic apparatus for removing said member carried by the train from its operative position where it is adapted to engage said track members.

2. An automatic train or car stop system having in combination with a power conductor, a trolley therefor, and automatic means for opening a circuit to cause the brakes to be applied independently of the power conductor, means adapted to operate said automatic means without opening said circuit whereby said automatic means is rendered ineffective to cause such application of the brakes depending upon a change in position of the trolley.

3. An automatic train or car stop system having in combination with a power conductor, a trolley therefor, and means for automatically causing the brakes to be applied, embracing members along the traclc and a member carried by the train or car adapted to engage said members along the track, means adapted to render said automatic means ineffective to cause such application of the brakes, said last mentioned means consisting of automatic apparatus for removing said member carried y the train from its operative position where it is adaptengages s'aid "track members depending on the electrical condition of thelatter, apower cation of the'brakes depending upon. the

location-of the car ordtrain with relation to the power conductor-.1 I

5. An automatic train or car stop system having in combinatlon-members along the track, means for electrically energlzlng and deenergizing said members, a member carried by the train or car adapted to engage said track members, an electrical circuit the energization and denergization of which controls the automatic application of the brakes, means whereby said last member controls the energization and de'nergization of said circuit by engagement with said track members, a power conductor, a trolley therefor and means preventing said last member affecting the energization of said circuit responsive to a certain movement of said trolley to cause the operation of the last member.

6. An automatic train or car stop system having in combination members along the track, means for electrically energizing and denergizing said members, a member carried by the train or car adapted to engage said track members, air brakes for said car or train, an electrically controlled valve for controlling the application of said brakes, means whereby said last member controls said electrically controlled valve when it engages said track members, a power conductor, a trolley therefor, a piston for moving said last member, electromagnetic means controlling the movement of said piston and a switch operated by movement of said trolley to affect the electrical condition of said electromagnetic means and cause said piston to move said last member to a position where it will not engage said track members.

7. An automatic train or car stop system having in combination members along the track, means for electrically energizing and deenergizing said members, a member carried by the train or car adapted to engage said track members, air brakes for said car or train, means whereby said last member causes the application of the brakes when it engages said track members and depend ing on the electrical condition thereof, a power conductor, a trolley therefor, a piston for moving said last member, electromagnetic means controlling the movement of said piston and a switch operated by movement of said trolley to affect the electrical condition of said electromagnetic means and cause said piston to move said last member to a position Where it will not engage said track members.

8. An automatic train or car stop system having in combination with brakes, members along the track, a member carried by the car or train and adapted to engage said track members, means for causing the application of the brakes upon said last member engaging said track members, a member adapted to automatically change its position depending on the location of the car or train and means automatically controlled by such change of position for moving said last 1% member out of the path of said track membersto make said last member ineffective to cause application of the brakes.

In testimony whereof, I have signed my name to this specification. 1

LOUIS H. THULLEN.

Copies of this patent may be obtained for five cents each, by lddrening the Commissioner 01! Patent,

. Washington, D. 0." p V p

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