US1305851A - Train-controlling mechanism - Google Patents

Description

W. T. WHITE. TRAIN CONTROLLING MECHANISM.

APPLICATION FILED NOV. 10. EH6.

AIIIMF ahumtoz W. T. WHITE. TRAIN CONTROLLING MECHANISM. APPLICATION men NOV. 10. 1916.

1 ,3Q5,85 1 Patented June 3, 1919.

Z SHEETS-SHEET 2- III ' IXZIWW Elttomww WILLIAM T. WHITE, OF PHILADELPHIA, PENNSYLVANIA.

TRAIN-CONTROLLING MECHANISM.

Specification of Letters Patent.

Patented June 3, 1919.

Application filed November 10, 1916. Serial No. 130,656.

To all whom it may concern:

Be it known that I, WiLLIAM T. WHITE, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented new and useful Improvements in Train- Controlling Mechanism, of which the following is a specification.

This invention relates to train controlling devices, and has for an object to provide mechanism for automatically arresting the movement of a train operating over a line of way when a danger condition precedes the same.

Another object is to provide mechanism of the above character which can be readily attached to standard railway equipment, either steam or electrical, without necessitat ing serious alterations in the construction of the latter, and to be capable of being in stalled at minimum cost.

A further obj ect resides in a train controlling system embodying a locomotive carried electrical circuit in which are provided relays, the latter being capable of being energized when the locomotive or other vehicle, upon which they are mounted, is in dangerous proximity of a second vehicle, or if the preceding track'way should be damaged, so that when the relays are operated novel valve mechanism will be actuated to efiFect the operation of the throttle and air brake controlling members of the locomotive, so that the movement of the latter Will be arrested.

A still further object resides in a train controlling system of the above character having improved features of construction to insure the proper operation of the movement controlling elements of a locomotive, and to permit the latter to be gradually stopped in order to eliminate objectionable features which arise when the power controlling elements are too suddenly applied.

With regard to the details of the present invention, reference is to be had to the accompanying drawings which form a part of this specification, in which,

Figure l'is a diagrammatic view illustrating the train controlling system cornprising the present invention,

Fig. 2 is an enlarged vertical sectional View taken through the locomotive carried mechanism,

Fig. 3 is a diagrammatic view of the track circuits, and

Fig. 4 is a detail sectional View of the air releasing valve.

Similar characters of reference denote like parts throughout all the figures of the drawings. Y

The preferred embodiment of the present invention includes improved locomotive carriedmechanism for governing the operation of'the power controlling elements of a loco motive or other vehicle operating over a line of Way, the mechanism being operable to be thrown into operation when the loco motive approaches a danger zone, such as an occupied block or a broken section of trackway. It frequently occurs that for reasons of physical disability or carelessness on the part of the engineer of the locomotive, that the latte-r will run past or ignore a semaphore set against the advance of the train, which frequently results in disastrous consequences. Therefore, the object and aim of this invention is to provide improved means to effect the stopping of a train when a danger condition confronts the same. The means provided by this invention are purely automatic in operation so as to eliminate the possibility of manual error.

This invention constitutes an improvement upon the construction disclosed in my co-pending application, bearing Serial Number 95%,859, filed May 3rd, 1916.

Referring more particularly to the form of the invention illustrated in the drawings, I have provided novel track mechanism A, wherein is embodied a trackway B, having a block section C of the usual insulating character provided therein. As is usual, the block forms a part of an electrical circuit 1), utilized for the purpose of operating a semaphore or other warning signal 5, to indicate the condition of the block C, said semaphore being preferably located contiguous to the entrance of a block. By this construction, it will be apparent that the entrance of a train into the block, C will result in breaking the circuit D. this being caused by the bridging of the rails of the block by the wheels and axles of a train. When the circuit D is broken, relays E will be deenergized, so that the normally attracted and spring pressed armatures thereof will be oscillated to close auxiliary motor circuits G and H. When the circuit G is closed a semaphore controlling motor I will be thrown into operation so as to swing the semaphore 5 to a position indicating the presence of a train within the block C.

The circuit H forms a part of the present invention, as it is utilized in conjunction with the usual semaphore operating systems now in general service, an example of which having been above described. The circuit H operates simultaneously upon the closing of the circuit G, and the closing of the circuit H results in the operation of a motor 6, positioned adjacent to the entrance of the block 0. The armature shaft 7 of the motor 5 is provided with a pinion 8, adapted to mesh with an enlarged gear 9 rotatably mounted in a casing 10 for said motor, the casing being preferably mounted adjacent to one of the side rails 11 of the trackway B. The gear 9 has eccentrically secured thereto a link 13, which extends outwardly from the casing 10 and has its free end pivotally con nected with the upper extremity of a rocker arm 14. The arm is rotatably mounted in bearings 15, fixed to the tie 16 of the trackway B, said arm being adapted to rotate a shaft 17 journaled in the fixed bearings 15. Fixed to the shaft 17 is a crank arm 18 having the opposite end thereof pivotally associated with a movable switch throwing rail. 19, contiguous to one extremity'of the latter. The other end of the rail 19 is provided with a similar crank arm 20, which is pivoted to a stationary bearing 21 mounted on one of the ties 16. By this construction it will be apparent that when the block C is occupied, or if a rail therein should become broken so as to hinder the passage of a train, the motor 6 will be operated. This results in rotating the gear 9 a predetermined distance, which will be sufficient to elevate the rail 19, through the medium of the members 13, 14: and 18 to a plane im mediately above that of the rail 11, whereby said rail will be in an active position so as to coeperate with locomotive carrying mechanism to be hereinafter described, in the event of the locomotive running past the track or rail 19. The engagement or co6peration of the locomotive carried mechanism with the elevated rail 19 is adapted, in a manner to be hereinafter described to apply the power controlling elements of a locomotive, so as to efiectively arrest the movement of a train.

In cooperation with the rail 19 I provide improved locomotive carried mechanism 22, which in its preferred form consists of a primary electrical circuit 23, adapted to be mounted upon a locomotive, and a secondary'circuit 24. Both circuits are energized from a common source of energy 25, the primary circuit being normally closed, as will be fully explained, and the secondary circuit being so arranged as to be closed when the primary circuit is opened or broken. The conductors of the primary circuit are connected with binding posts 26, carried upon a circuit controlling casing 27, the latter being positioned upon a locomotive and so disposed as to be able to cooperate with the rail 19 when the latter is in an elevated position. Mounted for rocking movement within the casing 27, and pivoted as at 28 thereto, is a swinging switch actuating arm 29, said arm being operable to depend from the casing so as to be able to engage with the rail 19, when the latter is in an active position, however, when said rail is lowered, the arm 29 will be independent thereof, as will be clearly understood. Pivotally connected to a crank extension formed on the arm 29 is a plunger rod 30, which is connected with a resilient contact strip 31, and, through the action of the arm 29, will force the strip 31 into engagement with a similar resilient contact strip 32, mounted within the casing 27. The strips 31' and 32- are electrically connected with the binding posts 26, so that the normal action of the arm 29 will be to force the contact strips into frictional engagement in order that the primary circuit 23 will be normally closed. However, when the arm contacts with the rail 19, the plunger 30 will be retracted so as to separate said contact strips and to thus break the circuit 23. The casing 27 is preferably formed to provide spaced inner and outer walls, in order to provide an intervening space 34: therebetween, which is adapted in cold weather to receive a quantity of steam or other heating medium so as to heat the interior of the easing 27 and to thus insure an efiicient electrical contactbetween the resilient conductor strips 31 and 32.

Provided in the primary circuit is a relav 35, which is normally energized, by being formed a part of the circuit 23, and when energized, the same is adapted to attract an armature 36. The armature normally engages with a spring pressed lever 37, 1101111- mg a part of the secondary circuit 24:, so as to retain the latter circuit normally open. However, when the primary circuit is broken, the relays 35 will be deenergized so as to permit the armature 36 thereof to respond to the influence of the spring 38. This action results in the interlocking engagement of the armature 36 with the lever 37, the latter also being operated by a spring 39.

. When locked by the lever 37 the armature 36 engages with a fixed contact 40 and thereby closes the circuit 24. Upon the closing of the secondary clrcuit, a magnet 40' provided therein will be energized to attract an armature 41, which controls the operation of a power applying cylinder 42.

The cylinder 42 is formed to provide a main chamber 43, in which is positioned for reciprocal movement a double end piston 44. Compressed air is forced into the chamber 43 by means of an air supply pipe 45, leading from an air brake system (not shown) of the locomotive. In order to vequalize the air compression upon both ends of the piston 44, the air admitting port 46 of the cylinder is provided with a communicating port 47 leading to an auxiliary valve chamber 48. Connecting the chamber 48 with one end of the chamber 43 is a bore 49, through which air will be admitted to equally engage with both ends of the piston 44, whereby the latter will be normally maintained stationary.

The movement of the piston 44 within the cylinder 42 is regulated by a valve mechanism 50, movably positioned within the valve chamber 48. The mechanism 50 preferably comprises tapered valve members 51, which are adapted to alternately engage with valve seats 52 and 53, in order to control the entrance of air into the extremity 54 of the cylinder 42. The valves 51 and 53 are carried upon a horizontally extending rod 55, operable in bearings 56, the free extremity of the rod 55 being suitably connected with the lower extremity of the an mature 41, so that the movement of the latter will be directly imparted to the valves 50 and 51.

Normally, the valve 51 uncovers the seat 52 of the bore 47 leading from the air entrance 46 to the valve chamber 48. This is done in order that air will be admitted to the end 54 of the chamber 43 to maintain the piston 44 relatively stationary. However, when the secondary circuit 24 is closed, the armature 41 will be oscillated to impart horizontal movement to the rod 55, thus forcing the valve 51 to close the bore 47 and thereby obstructing the flow of air through said port. The movement of the valve 51 to close the bore 47 will simultaneously result in HIlCOVGling the seat, 53 so that an escape port 56 will be opened. The opening of the port 56 will result in permitting the air confined within the portion 54 of the cylinder 42 to escape from the latter by way of the ports 49 and 56, thus decreasing the fluid pressure upon the head 44 of the piston 44. It will be noted that when this reduction of pressure takes place on one side of the piston 44, the pressure on the head 44 will remain undisturbed, thus resulting in the movement of the piston 44, by reason of the unequal pressure upon the heads 44 and 44 of the piston 44, as will be clearly understood.

The head 44 of the piston 44 serves in the capacity of a slide valve and, when in the position shown in Fig. 2, is normally located on one side of an air port 60, so as to prevent air from the source of supply 45 from entering the port 60. However, upon the reciprocation of the slide valve or head 44', in the direction of the arrow X, the port 60 will be uncovered to permit air to flow from the pipe 45 therethrough. lipe connections 61 are associated with the port 60 and extend to a throttle operating cylinder and to an air pressure reducing valve 63, the operation of the latter elements being governed by the positions of the piston 44, as will be clearly understood. When the members 61, 62 and 63 are normal or inactive, any air contained therein will be discharged therefrom by means of an exhaust port 64 formed in the cylinder 42.

Mounted within the cylinder 62 is a sliding piston 67, having a piston rod 68 extending therefrom, and outwardly of the cylinder 62. The outer end of the rod 68 is provided with an enlarged head 69 in which is formed an elongated slot 69. Associated with the head 69 is a throttle mechanism 70 of the locomotive, the same being pivoted. as at 71 to the boiler 72, and is provided With the usual latch and rack mechanism 73, to regulate the movement of a valve rod 74. The head 69 is employed to release the mechanism '73 and to effect the movement of the throttle mechanism after the rack and latch mechanism have been operated. This is accomplished by providing the head 69 with a cam surface 75, which coeperates with a movable link 76, connected with the mechanism 73 of the throttle. Thus it will be seen that the initial movement of the piston 67 will result in operating the mechanism 53 and to permit the throttle 70 to be oscillated, this being caused by the cam 75 engaging with the link 76. A fixed pin 77 is mounted upon the throttle 70 and operates in the slot 69, so that after the mechanism 73 has been operated, the pin 77 will engage with one extremity of the slot 69 so that the throttle 70 will move in unison with the rod 68. Thus it will be apparent that the initial movement of the rod 68 will release the locking mechanism 73 of the throt tle, and that the continued movement of said rod will effect the oscillation of the throttle, for an obvious purpose. A hand operated valve 78 controls the entrance of air into the cylinder 62.

The valve 63 is operated by air pressure, that is, when the port '60 is uncovered by the slide valve 44, air pressure will be concentrated upon a valve 80, located within the casing 81 of said valve 63. A helical spring 81 is interposed between the valve and an adjustable setscrew 82, and by this construction it will be obvious that when air is forced into the pipe connection 61, the valve 80 will be elevated against the action of the spring 81, so that air will be per- By adjusting the strength of the spring 81 with regard to the valve 80, the air pressure which will remain in the source of supply 45 may be conveniently regulated, after the valve 68 ceases to be in active service, to govern the application of air brakes (not shown).

After the air pressure has been reduced sufliciently to permit the air brakes of a locomotive to be operated, the piston 67 will return to its normal position by the action of a spring 85, located within the cylinder 62, thus permitting the throttle 7 0 to be operated in the usual manner. By manually releasing (or otherwise) the latch 37, the armature 36 may again resume its normal position so as to deenergize the magnets 40, thus enabling the valves 51 to be manually reset in order that the piston 44 may resume its normal position, thus eliminating the action of the members 62 and 63. It will be noted that the armature 4:1 is connected with any suitable form of a recording mechanism 86, which will register each operation of the train controlling de vice. From the foregoing description taken in connection with the accompanying drawings, it is thought that the operation and construction of the present invention will be readily apparent to those versed in the art, and therefore, a more extended explanation relative thereto, has'been accordingly omitted.

Having described the invention, what is claimed as new and patentable is 1. An automatic train stopping device comprising, in combination, a track carried rail element operable to assume active or inactive positions, the positions of said rail element being eiiected by electrically oper ated means susceptible to the presence of a vehicle within the relative proximity of said rail, train carried circuit controlling mechanism operable to engage with said rail when the latter is in an active position, electromagnetic devices carried by said train and adapted to be deenergized upon the cooperation of said circuit controlling mechanism with said rail, a secondary circuit adapted to be closed upon the breaking or the deenergizing of said devices, magnets carried by said secondary circuit, a spring pressed armature arranged for operation by said magnets, a throttle governing cylinder, a controlling cylinder, a piston slidably mounted within said cylinder and having the movement thereof controlled by air pressure, a valve mechanism mounted within said cylinder, means actuated by the magnets of the secondary circuit to cause said valve to efi'ect a reduction of air pressure in said cylinder to reciprocate said piston, a slide valve con nected with said piston and movable insyn chronism with said piston, in order to permit air to flow into said throttle governing cylinder, a pistonmounted in said latter cylinder and connected with throttle operating mechanism, whereby the movement of said piston will result in the movement of the throttle to shut off the operating power of a train, and an air releasing valve operable consequent to the movement of said slide valve to cause the application of the air brakes of said train.

2. A train controlling system embodying a train carried normally energized primary circuit, electro-magnets forming a part of said circuit, switch mechanism incorporated in said circuit and adapted to be operated by track carried means to efiect the opening of said circuit when a danger condition confronts the train, a secondary circuit operable to be closed by the opening of the primary circuit, electro-magnets forming a part of said secondary circuit, and operable to attract a spring pressed armature, a controlling cylinder, a piston slida'bly mounted within said cylinder and having themovement thereof controlled by air pressure, valve mechanism mounted within said cylinder and directly connected with said armature, whereby the movement of the latter in a specified direction will result in the operation of said valve mechanism to efi'ect a reduction of air pressure within said, cylinder to reciprocate said piston, a slide valve con-' nected with said piston and movable in synchronism therewith, means operable upon the movement of said slide valve to per mit compressed air to flow from said cylinder to a throttle governing cylinder connect ed to the first named cylinder, a piston mounted in said throttle governing cylinder and connected with throttle operating mechanism, whereby the movement of the throttle cylinder piston will result in actuating a throttle to shut off the operating power of the train, and an air releasing valve operable consequent to the movement of said slide valve to effect the application of the air brakes of said train.

3. In train controlling apparatus,the combination of a normally closed primary circuit including an electro-magnet; means including a track element and a train carried element to open said circuit; a normally open secondary circuit including an electromagnet; means controlled by the first named electro-magnet to close the secondary circuit when the primary circuit is opened; fluid pressure actuated throttle governing mechanism, a' cylinder having an inlet duct, a duct connected to said inlet duct and to the opposite ends of the cylinder, an escape port, a port connected to the governing mechanism,

and a second escape port; a piston and a head connected thereto and arranged to simultaneously move in the cylinder, said head forming also a slide valve and controlling the said connection with the throttle governing mechanism and the second named escape port; a valve to control the said cylsaid valve.

In testimony whereof I aflix my signature.

WILLIAM T. WHITE.

Copies of this atent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.

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