US1298782A

US1298782A - Automatic train-stop.

Info

Publication number: US1298782A
Application number: US20010817A
Authority: US
Inventors: Bert P Pranker
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-11-03
Filing date: 1917-11-03
Publication date: 1919-04-01
Anticipated expiration: 1936-04-01

Description

B. P. PRANKER.

AUTOMATIC TRAIN STOP. APPLICATION FILED. NOV- 3. 1911.

1 ,298,78%, Patented Apr. 1, 1919 2 SHEETS-SHEET 66 A A 67 J 1 F 1 7 v INVENTOR WITNESSES 4 Beri PPranker;

ATTORNEY 2 SHEETS-SHEET 2 ATTORNEY B. P. PRANKER.

AUTOMATIC TRAIN STOP.

APPLICATION FILED NOV. 3, 1911.

Patented Apr. 1, 1919.

045 namns PrrEns cu. r-n'ommm. msmuanm. D a

BERT P. PRAN'KER, OF MARBLEHEAD, MASSACHUSETTS.

AUTOMATIC TRAIN-STOP.

To all whom it may concern:

Be it known that I, BERT P. PRANKER, a citizen of the United States, residing at Marblehead, in the county of Essex and State of Massachusetts, have invented new and useful Improvements. in Automatic Train-Stops, of which the following is a specification.

This invention is an automatic train stop wherein the air brake system is operated to apply the brake.

Owing to the increasing number of railroad accidents incident to frequent train service when headway time is short, some means must be employed to automatically control the progress of a train at a dangerous point.

Retarding the progress of the train must be effective on approaching a leading train as well as nearing a dangerous point or block.

WVhen the weather conditions are bad due to snow or rain, it is sometimes impossible to view the signals displayed by the semaphore stands adjacent the track as the bulls eye may be obscured, so that the color may not be determined.

WVith the heavy steel coaches and engines usually employed, it requires time and the train passes over a considerable distance before it can be brought to a stop or under caution proceeding control. This makes it obvious that the personal equation should be eliminated as far as possible as is present when an engineer passes a semaphore signal set against him.

Therefore to provide a means whereby the human element may be eliminated and a control of the progress of the train be had, this invention has for one of its objects to employ simple devices that may be operated from a track side position to automatically apply the air brakes should an engineer pass a signal set against him.

a It has also another object to provide track elements that include a source of energy and circuits, which circuits may be closed by means of vehicle carried'elements.

It has still another object to provide electromagnetic elements mounted upon a vehicle to cooperate with the air brake system .Specification of Letters Patent.

Patented A r. 1, 1.919.

Application filed November 3, 1917. Serial No. 200,108.

so that when the vehicle carried circuit closing elements engage with the track side elements, the electromagnetic elements will become efl'ective to apply the brakes. i

A further object is to provide suitable valves whose positions are controlled by re- N silient means and by the electro-magnetic elements, which control is made more or less One practical form of construction and assembly will be described and illustrated in the accompanying drawings in which- Figure 1 is a diagrammatical view showing the circuits and elements connected therewith.

Fig. 2 is a side elevation partly in sectiolns of an electro-magnetic element and va ve.

' Fig. 3 is a top plan view of the same element and valve, and

Fig. 4 is a detail view of the air valve partly in section.

In the preferred embodiment shown, the track rails may be generally indicated by the letter A and the locomotive or engine thereon by the letter B. Positioned adjacent the track rails is a stationary contact element 6 which forms one terminal for the circuit which includes a battery 7, the other side of which battery is suitably connected with the operating mechanism of the semaphore stand 8. The other stationary track 'element is indicated at 9. It also forms a terminal for the other circuit wire leading from said semaphore stand 8. The semaphore stand 8 and its operating mechanism are so constructed that when the semaphore blade 10 moves to the danger position circuit contacts will be operated upon to close the circuit leading to the stationary track elements '6 and 9. The mechanism for operating the contacts may be of any usual Or customary type that will be efiective to close the circuit.

Mounted upon the locomotive or engine B, there are two shoes 12, which shoes are so positioned and carried that they will make a rubbing contact with the stationary contacts 6 and 9 forming the track side element.

Connected to each of the shoes 11 and 12 are suitable conductors indicated at 13 and 14. These conductors 13 and 14 are connected at their other ends with the

terminals

15 and 16 carried by thebase 17. The base 17 may be formed'of any suitable material and is preferred to make it of the shape more articularly shown in Fig. 3.- This base 1 is provided with a plurality of apertures orv holes, the purposes and uses of which will be hereinafter described.

. Mounted upon the base and preferably between the

terminals

15 and 16 is an elec tro-magnet, the windings of which are generally indicated at 1'8,'which windings have their terminals also connected to the termlnals l5 and 16. This electro-magnet is preferably formed as a solenoid and is therefore provided with a movable core- 19 one end of which is adapted to pro ect through a suitable aperture indicated at 20,

formed 1n the base 17. The upper end of the 9 core 19 is preferably made of small diameter as indicated at 21 and connecting this portion 21 with the main portion 19 there is a sloping shouldered section indlcated at 22.

As shown in Fig; 2, the electro-magnet is provided with a U-shaped member 23 threaded to co'ciperate with other portions of the flange27 so as to provide adjustment for a resilient element 29 which is interposed.

between the cap and the core 19. This is an alternative construction and will serve to further assist the core 19 in being forced outward through the base 17 when the cir- 17 in any usual or customary manner, one

cuit through the winding 18 is completed. The U-shaped member 23 and electro\ magnetic element maybe secured to the base means of-attaching or securing said parts being by the nut 30 which is adapted to cooperate with the threaded portion carried by the U-shaped member 23 and the solenoid.

Mounted upon the base 17 and projecting therefrom are two lugs indicated at 30 and 31', which lugs are provided with suitable apertures through which may pass the pin 32. To cooperate with the pin 32 and the

lugs

30 and 31 there is provided a curved lever generally indicated by the letter C. The

lugs

30 and 31 are preferably so positioned that the striking end 31 of the solenoid core 19 will hit this lever C about midway of its free: end and itspivotal mounting. The free end of this lever is provided with a counterweighted member 33 which may be of the shape as shown more particularly in Fig; 3 where it is illustrated as being formed more or less as ahandle. By forming the member 33 in thisfashion it may be adapted to be moved by manual means independent of the blow of impact of the core 19. The

other portion of. this lever C extending upon the other side of the pivot pin 32also is curved in such a manner that its inner sur: face is adapted to form a hook, the point of which is indicated at 34'and the recess portion at 35. The recess portion 35 is adapted to engage with the cylindrical member 36 carried at the free end of a dependent Q forked member 37 As shown, this cylindrical member 36 may be provided with the shaft or axle 38 so that it may freely rotate between the ends of the fork.

The forked member 37 is suitably connected to the lever 39 by means of a pin 40. The lever 39 is provided with a handle 41 which projects upwardly and outwardly from the base 17 as shown more particularly in Fig. 2. The lever 39 as illustrated in V.

Fig. 2 is formed as an elongated U-shaped lever thus forming a fork, embraced and cooperatively connected with certain elements about to be described.

Extending from the base is a standard or I pillar 42, which pillar. may be secured to the base in any suitable manner. The outer end of this pillar 42 maybe provided with a transverse aperture through which passes a pin 43, which pin is also adapted to pass through both members of the lever 39 and thus form a pivotal mounting for said lever. The outer end of this forked lever 39 is provided with suitable apertures through which passes a pin 44, which pin is also adapted to carry a rod 45 so that one end is pivotally mounted between the sides of the fork. This rod 45 is adapted to pass through a suitable aperture 46' formed in the base 17 This aperture 46 should be made of sufficient size so as not to bind or restrict the movement of the rod 45' which might occur from the construction and attachment'of the rod 45' and the forked lever 39 as described. The rod. 45 extends through the'bas'e 17 a sulficient distance so as to accommodate the coil spring 47 between the adjusting nut '48 and the base 17. The end of the rod is preferably threaded so as to enable it tocoope'rate with the adjusting nut 48 and the lock nut 49. p

As shown in Fig. 2, the spring 47 is under compression and tends to expand when the latching device releases the spring 47, when the-spring 47 will pull the end of the lever toward the base by means of the rod 45.

At a point intermediate between the standard 42 and the pin 43 and the rod 45 and its pin 44, the forked lever 39 is provided with two slots, one in each side as indicated at 50. To ride in these slots is a pin 51*which also passes through a stem 52. This stem 52 is adapted to pass through the base 17 and its other end has secured thereto a valve 53. The valve 53 is provided with a passage which has the radial extending portion 53 connecting with an axially ex tending portion 55 which connected with a transverse portion 56. The outer end of the valve 53 may be cone-shape as shown at 57.

The valve 53 is adapted to operate in a suitable valve chamber disposed within the valve body 58. The valve body 58 may be secured to the base in any suitable manner, one of the methods being to provide a shoulder portion 59 on the valve body and a suitable recess 60 in the base 17 which construction will permit of a positive seating of the body 58 against the base 17. To hold the body 58 in firm engagement with the base 17, the screws 61 may be employed, the general features of this method and attachment being shown more clearly in Figs. 2 and 3.

The valve chamber body 58 is provided with the bosses 62 and 63, which bosses are to be connected with the air brake system so that the air in the train line will pass through the chamber formed in the valve body. As shown in Figs. 2 and 3, these bosses 62 and 63 are provided with

suitable apertures

64 and 65 which permit communication with the chamber formed in the interior of the valve body 58.

Extending through the valve body 58 is a passage 66 which is adapted to communicate with the external air when the valve 53 moves inward and the axle portion 54 registers therewith so as to permit a reduction of the train line pressure.

In practical operation the track side elements 6 and 9 are preferably positioned adjacent the track rails A and to these track elements there is connected a circuit which includes suitable contacts and a source of energy such as indicated by the battery 7. These contacts are so arranged that when the semaphore blade 10 moves to the position indicated, the circuit leading to the track side elements 6 and 9 will be closed. The contact elements 12 which are preferably mounted upon the locomotive in a convenient position are suitably spaced apart a suiiicient distance so that they will coiiperate with and engage with the track side elements 6 and 9 as the locomotive moves over the track rails A. hen the vehicle carried contact element 12 engages with the track side elements 6 and 9, the current is then permitted to flow through the electro-magnetic device which comprises a solenoid having the movable core 19.

The winding of this solenoid being connected to the

terminals

15 and 16 and to these terminals the circuit conductors 13 and 1.4 connects the element 12. Thus it will be seen that upon the engagement of the element with the stationaryelements 6 and 9 the circuit will be entirely completed and current will pass through the winding 18 of the solenoid. The passage of current through the winding 18 will produce a suflicient number of magnetic lines that will cause the core 19 to move upwardly with considerable force. As the core 19 moves upward, the end 21 will strike the lever C midway between its counterweight end and its pivotal mounting.

The impact will force the lever to such a position that it will disengage the cylindrical roller 36 from its engagement with the recess 35 and the hook end 34. As soon as this disengagement occurs, the spring 47 which has been under compression will tend to expand and throw the rod 45 through the base 17. As the rod 45 is connected to the forked lever 39 and the forked lever is pivotally mounted on the pin 43, the end of the adjacent rod 45 is freely moved. As this end moves toward the base 17, the stem 52, is also caused to move inwardly and carries with it the valve 53. The valve 53 is then moved to such a position that the axial passage 54 and the other portions of this passage indicated at 55 and 56 will permit the air within the train line pipe to exhaust freely to the air through the port or passage 66. This reduces the pressure on the train lme pipe and causes an application of the brakes, which application operates to retard the movement of the train.

In order to provide for a rectilineal move ment of the stem 52 through its aperture of the base, the slots 50 are provided in the forked lever 39. In order to reset the device, the counterweight or handle 33 is lifted slightly and at the same time the handle 41 carried by the lever 39 is depressed a sufficient distance so that the roller 36 will be seated in its co5perative recess 35, which re cess is formed in the lever C.

While I have shown and described the in- Vention as applied to a locomotive operated by steam it will of course be understood that the invention may be used with trains driven by means other than steam.

What is claimed as new is An automatic train stop comprising track side elements including a source of energy and circuits therefor, vehicle carried elements adapted to contact with the track side elements,including a base, an electro-magnetic element having a movable core therein,

a lever pivotally connected With the base intermediate its ends and having a hand engaging part, spring means engaging With one end of said lever for drawing said end toward the base, a valve for controlling the train line pressure connected With said lever, a fork member pivoted to thelever, a latch member pivoted to the base vand having a hooked end adapted" to engage with the fork member; the other part of said latch mem- 10 her being located above the'end of the core and a combined counter Weight-and a handle on the latch member. r In testimony whereof afiixmy signature.

BERT r. PRANKER.

Copies otthis patent-meybe obtained for five-cents each, by addzeuin: therfiohmlm onef at fatent l,

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