US1349489A - Safety train-stop mechanism - Google Patents

Safety train-stop mechanism Download PDF

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US1349489A
US1349489A US132871A US13287116A US1349489A US 1349489 A US1349489 A US 1349489A US 132871 A US132871 A US 132871A US 13287116 A US13287116 A US 13287116A US 1349489 A US1349489 A US 1349489A
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valve
magnet
circuit
train
switch
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US132871A
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John W Bingley
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction

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  • the application is caused by a magnetically operated vent-valve which vents air from the equalizing reservoir on the engineers brake valve. 'At the same time a magoif the vmain reservoir, so that this cannot feed the train-pipe, whatever' may be the position of the engineersbrake-valve.
  • Both the vent and the stop valves are actuated by an electromagnet relay, which is brought into action "by a track-trip of the inductive type. This lastconsists essentially of afixed electromagneten the track, givied 'according to the position of the corresjponding signal, and an inductive coil onthe "i .train and carried thereby through the ⁇ ield of-'the fixed track magnet. ⁇ The current induced in the inductive coil actuatcs the relay.
  • 40 f rllhe invention maybe applied to any usual l f type of automatic air brake system in which 'the brakes. are applied by a reduction in train ⁇ pipe pressure.
  • the engineers brake valve is provided with the usualcasing 1 and operating handle 2, which is connected in the usual manner to the rotary valve 3.
  • the rotary valve has'the ordinary functions' corresponding to release, running, lap, service and emergency positions, but might have lto the atmosphere.
  • the casing 1 is provided with the usual pipe connections.
  • the niain reservoir connection is shown at 1l, the feed-valve connection at 5, the train-pipe connection at 6, and the equalizing reservoir connection at 7.
  • the main air-pipe, leading from the main reservoir (not shown) is illustrated at 8: 60 and 9 is the pressure reducing feed valve, interposed between the main air pipe 8 and the feed pipe 10.
  • the equalizing reservoir is shown at 11.
  • vrfhe duplex pressure-gage 12 is connected by the pipes 13 and 14 to the 65 equalizing reservoir 11 and main air pipe 8, respectively.
  • the equalizing reservoir 11 is'connected to the equalizing chamber 15, above the equalizing piston 16, which is subject en its lower side to train-pipe pressure.
  • the piston 16 operates the equalizing discharge valve 17, which controls an exhaust or discharge port 18, leading from the train-pipe
  • the pressure in the chamber 15 is controlled by the valve 3, by its coaction with a port 19 in the Iseat of said v valve. All the parts so far described are of familiar construction, and operatein ⁇ the usual manner, service applications being 30 made by reducing the pressure 1n the cham- Y ber 15, which causes the piston 16 to rise and open valve 17 to vent train-pipe pressure.
  • the valve 17 again closes when the train-pipev pressure has fallen slightly be- 5 low the reduced pressure in the equalizing chamber.
  • 4lVIy'improved safety'stop mechanism opvcrates to apply the brakes by reducing the pressure inthe equalizing chamber and for this.
  • purpose l make use of a vent valve 20 mounted on a branch pipe 21.
  • the valve 2() is held closed by the pressure in the equalizing chamber and also by a spring 22. It may be forced open by a sliding armature 23, which is drawn down by a surrounding electro-magnet 24 when the latter is energized.
  • the lcasing yof the stop valve is shown at 25, and the valve proper at 26.
  • the stem 27 of the valve 26 carries a piston 28, working in the cylinder 29 which has a vent port 30 serving to release any pressure which may exist beneath the piston.
  • the valve 26 is normally held up ofi' its seat by the coiled spring 31,and may be forced up off its seat and held by the threaded rod ⁇ 32, in
  • Pressure from the main air pipe 8 may be admitted above the piston 28 by a valve 33.
  • This is mounted in a branch pipe 34, ⁇ which connects with the 30 valve' 33 is held against .its seat by the main air pressure and also. by a spring 35. It may be forced open by a sliding armature 36 when the latter is drawn ⁇ down by an electromagnet, 37.
  • the magnets 24 and 37 are connected in series with each other, and receive current from any suitable source 38 under .the control of a relay switch.
  • a manually operated switch 39 is interposed in the circuit, and preferably is so located as to be inaccessible except when the train is at rest, so that the engineer cannot release the brakes until thel train has stopped.
  • the relay switch includes an electromagnet 40 connected in circuit with the magnets 24A and 37, and apivoted switch arm 41 coacting with a contact 42.
  • the arm 41 is urged in circuit closing direction by a spring .43 (a weight may be used if preferred) and whenA the magnet 40 is energized is held in circuit closing position by this magnet.
  • the arm 4l is, howe'ver,ynor. mally held-in circuit breaking position b an electromagnet 4,4 connected in a' secon ary circuit which includes a battery or other source of current 45, and inductive windings 46 having iron cores47..
  • Theinductive windings 46 and their cores ⁇ 47varle mounted-on the train so as to be carried by it past and close to an electro-ma net 48 fixed beside the track and adapte to be case it is desired to render this part of the' pipe 8 in advance of the valve 26.
  • For closed circuit operation 48 would be a permanent magnet lwith soft. iron pole pieces carrying the windings 50.
  • the windings 50 would be in circuit with battery 49, the circuit being opened by the signal by any suitable switch (not shown) when, the signal is set to stop position. In all clear positions ofthe signal the circuit would be closed so that the field created by the windings 50 would neutralize the permanent field o the permanent magnet.
  • both devices are essentially electro-magnets, and in each case 95 I consider such electro-magnet tobe enery .gizedw'hen an effective field is created and lef'" ergized Iwhen the effective field is de.- stroyed. I use the terms in the present description and ⁇ claims in this sense, such use being warranted 'by the admitted functional equivalence of the two devices.
  • v In either case, when the signal is clear the magnet 48 is denergizedorcreates no field and the train may pass it Without efl1015 /fect upon the stop mechanism. When the signal is set against the engineer the magnet 48 is energized or lcreates a lfield.
  • valve 20 has a greater capacity than gort' 19,'the equalizln'g reservoir is vente
  • the 'valve 26 is simultaneously closed.. A full service ap plicationresults.
  • the brake cannot be rel leased until the switch 39 is opened.
  • the Vopening of thisswitch permits magnet ,4 4 to restore the switch 41 toits running posi- 130 55 f. nected in circuit with the vent and stop valve mechanisms to actuate the same simul- ⁇ tion, after which the switch 39 is again closedand the device is again in running condition.
  • the leakage around the piston 2'8 is purposely made sufficient to permit a relatively prompt opening of the valve 26, and pressure in chamber will be restored through port 19, that being a normal function of this port in release and running positions.
  • railway brake system having a main reservoir and an-equalizing discharge chamber
  • an electro-magnetic vent valve vfor releasing air from said chamber for releasing air from said chamber; an electromagnetically controlled stop valve for cutting oil the supply of air from the main reservoir to the system; a relay switch contaneously; an electro-magnet on the track capable of being energized or denergized; and electric means carried by the train, connected with the relay switch and adapted to operate said switch or to leave it inert according to the magnetic condition of said electro-magnet.
  • a fixed electro-magnet on the track capable of being energized to produce a lield through which said inductive windings are moved b the travel of the train, the inductive wint ings being so arranged that the induced cui'- rent overpowers the current source and thus denergizes the switch holding magnet in circuit with such windings.
  • the combination ot' an automatic railway brake system having a main reservoir and an equ'aliaing discharge chamber; electro-magnetically operable valve means for venting air from, said equalizin chamber and for cutting oil' the supply o air from said main reservoir to the supply; a current source, a switch, and a magnet in circuit with said electro-magnetically operable valve means, said magnet when energized by the closing of the switch, serving to hold said switch closed; means exerting a constant closing tendencyon"said switch; a second,

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)

Description

I. VV. BINGLEY.
SAIETY TRAIN STOP IVIECHANISIVI.
APPLICATION FILED HOV. 22. I9I G.
www@ Aug. m wz@ v netically ope ated stop-valve cuts JOHN W. BINGLEY,.OF WATERTOWN, NEW YORK.
SAFETY TRAIN-savor MECHANISM.
air-brakes if the engineer runs past a signal,
15 which is set against him.
The application is caused by a magnetically operated vent-valve which vents air from the equalizing reservoir on the engineers brake valve. 'At the same time a magoif the vmain reservoir, so that this cannot feed the train-pipe, whatever' may be the position of the engineersbrake-valve. Both the vent and the stop valves are actuated by an electromagnet relay, which is brought into action "by a track-trip of the inductive type. This lastconsists essentially of afixed electromagneten the track, givied 'according to the position of the corresjponding signal, and an inductive coil onthe "i .train and carried thereby through the {ield of-'the fixed track magnet. `The current induced in the inductive coil actuatcs the relay.
il illustrate a preferred form of the invention in the accompanying drawings, in
- which the various ,valv'e mechanisms are ili flustrated in /section and the pipe vand electrical connections are shown in diagram, as
are tlie'relay and the track trip.
40 f rllhe invention maybe applied to any usual l f type of automatic air brake system in which 'the brakes. are applied by a reduction in train `pipe pressure. The engineers brake valve is provided with the usualcasing 1 and operating handle 2, which is connected in the usual manner to the rotary valve 3.
The rotary valve has'the ordinary functions' corresponding to release, running, lap, service and emergency positions, but might have lto the atmosphere.
energized or denerl specification of Lenersratent. Patented Aui 10, 1920, Application. filed November 22, 1916. Serial No. 132,871.
' more or fewer positions so i'ar as the present 50 invention is concerned, for the rotary valve takes no part in, and cannot affect the action. ot the safety stop mechanism.
The casing 1 is provided with the usual pipe connections. The niain reservoir connection is shown at 1l, the feed-valve connection at 5, the train-pipe connection at 6, and the equalizing reservoir connection at 7. The main air-pipe, leading from the main reservoir (not shown) is illustrated at 8: 60 and 9 is the pressure reducing feed valve, interposed between the main air pipe 8 and the feed pipe 10. f The equalizing reservoir is shown at 11. vrfhe duplex pressure-gage 12 is connected by the pipes 13 and 14 to the 65 equalizing reservoir 11 and main air pipe 8, respectively.
The equalizing reservoir 11 is'connected to the equalizing chamber 15, above the equalizing piston 16, which is subject en its lower side to train-pipe pressure. The piston 16 operates the equalizing discharge valve 17, which controls an exhaust or discharge port 18, leading from the train-pipe The pressure in the chamber 15 is controlled by the valve 3, by its coaction with a port 19 in the Iseat of said v valve. All the parts so far described are of familiar construction, and operatein `the usual manner, service applications being 30 made by reducing the pressure 1n the cham- Y ber 15, which causes the piston 16 to rise and open valve 17 to vent train-pipe pressure. The valve 17 again closes when the train-pipev pressure has fallen slightly be- 5 low the reduced pressure in the equalizing chamber. f l
4lVIy'improved safety'stop mechanism opvcrates to apply the brakes by reducing the pressure inthe equalizing chamber and for this. purpose l make use of a vent valve 20 mounted on a branch pipe 21. The valve 2() is held closed by the pressure in the equalizing chamber and also by a spring 22. It may be forced open by a sliding armature 23, which is drawn down by a surrounding electro-magnet 24 when the latter is energized. l
if, however, the engineers valve should be at release or running position, air from the main reservoir would be :fed to the train pipe, either directly or through the -feed 5 valve 9, and this would overcome the vent-- ing action of theequalizing discharge valve and prevent a proper application ofthe brakes. To prevent this I make use of a stop valve laced in the main air pipe-in advance of t e feed valve connection, so that when the stop-valve is closed no air can feed to the engineers valve -either directly or through the feed valve. The action of this stop Valve. is controlled by a magnet in circuit withv the magnet 24. l
The lcasing yof the stop valve is shown at 25, and the valve proper at 26. .The stem 27 of the valve 26 carries a piston 28, working in the cylinder 29 which has a vent port 30 serving to release any pressure which may exist beneath the piston. The valve 26 is normally held up ofi' its seat by the coiled spring 31,and may be forced up off its seat and held by the threaded rod `32, in
device inoperative. Pressure from the main air pipe 8 may be admitted above the piston 28 by a valve 33. This is mounted in a branch pipe 34,` which connects with the 30 valve' 33 is held against .its seat by the main air pressure and also. by a spring 35. It may be forced open by a sliding armature 36 when the latter is drawn `down by an electromagnet, 37.
The magnets 24 and 37 are connected in series with each other, and receive current from any suitable source 38 under .the control of a relay switch. A manually operated switch 39 is interposed in the circuit, and preferably is so located as to be inaccessible except when the train is at rest, so that the engineer cannot release the brakes until thel train has stopped.
The relay switchincludes an electromagnet 40 connected in circuit with the magnets 24A and 37, and apivoted switch arm 41 coacting with a contact 42. The arm 41 is urged in circuit closing direction by a spring .43 (a weight may be used if preferred) and whenA the magnet 40 is energized is held in circuit closing position by this magnet.
vVl/he'n the arm 41 contacts with the contactv 42 the' windings of the magnet 40 are placed '55 in 'circuit with the windings of the magnets 24 and 37. The arm 4l is, howe'ver,ynor. mally held-in circuit breaking position b an electromagnet 4,4 connected in a' secon ary circuit which includes a battery or other source of current 45, and inductive windings 46 having iron cores47.. Theinductive windings 46 and their cores `47varle mounted-on the train so as to be carried by it past and close to an electro-ma net 48 fixed beside the track and adapte to be case it is desired to render this part of the' pipe 8 in advance of the valve 26. The' 'energized so as tol produce a strong magl netic field Whenever an associated'signal is set against the passage ofthe train. The form of this electro-magnet is not material and types are now familiar, one of which operates on open and another on closed circuit, the latter being usually preferable because a derangement of the circuit causesl stopping of the train. TheJ drawing may represent either. f
For open circuit operation 48 would be the soft iron core 'of an ordinary electro-mag5 net whose windings 50 would be in circuit with a battery 49, the circuit being closed by thesignal when the latter is set tostop position, by mea-ns of any suitable switch (not shown);.
For closed circuit operation 48 would be a permanent magnet lwith soft. iron pole pieces carrying the windings 50. The windings 50 would be in circuit with battery 49, the circuit being opened by the signal by any suitable switch (not shown) when, the signal is set to stop position. In all clear positions ofthe signal the circuit would be closed so that the field created by the windings 50 would neutralize the permanent field o the permanent magnet. i z
It is to be noted that both devices are essentially electro-magnets, and in each case 95 I consider such electro-magnet tobe enery .gizedw'hen an effective field is created and lef'" ergized Iwhen the effective field is de.- stroyed. I use the terms in the present description and `claims in this sense, such use being warranted 'by the admitted functional equivalence of the two devices. v In either case, when the signal is clear the magnet 48 is denergizedorcreates no field and the train may pass it Without efl1015 /fect upon the stop mechanism. When the signal is set against the engineer the magnet 48 is energized or lcreates a lfield. The inductive effect of this field on the windings 46 when the latter are moyed through the field by the motion of the train produces a current which `momentarily-overpowers the battery 45 andi thus momentan ri'ly denergizes the magnet 44. This releases the arm 41 which'movesiunder the infiuence of thespring 43 to close the circuit through the arm 41 -and contact 42j, battery .38.,and the magnets"24, 37 and 40., The' magnet 40 then holds this circuit closed by attracting the vv,switch arm 41. This allows 120 `the magnets24'and 37 to open theirl respective valvesl and hold thein open continu ously." -As a result,l since valve 20 has a greater capacity than gort' 19,'the equalizln'g reservoir is vente The 'valve 26 is simultaneously closed.. A full service ap plicationresults. The brake cannot be rel leased until the switch 39 is opened. The Vopening of thisswitch permits magnet ,4 4 to restore the switch 41 toits running posi- 130 55 f. nected in circuit with the vent and stop valve mechanisms to actuate the same simul-` tion, after which the switch 39 is again closedand the device is again in running condition. The leakage around the piston 2'8 is purposely made sufficient to permit a relatively prompt opening of the valve 26, and pressure in chamber will be restored through port 19, that being a normal function of this port in release and running positions.
While the embodiment ofthe invention illustrated in the drawings is preferred, changes are possible within the scope of my invention. "or example while the magnets "Q4/'and ,37 are normally in open circuit and apply the brakes when such circuit is closed, it 4is well understood by those skilled in the art that this action may be reversed by a suitable change in the magnet valves, relay switch and connections, so that the device would normally be in closed circuit and apply the brakes when the circuit is opened. Obviously throughout the electrical part of y the equipment since there are only two brake conditions for the automatic mechanism, 1,
normal running, and 2,' automatic stop,V
either may be made to depend upon an open and the other upon a closed. circuit condi tion at any desired point in the electrical mechanism by a proper coordination of the elements of the device. Such alternative arrangements as well as minor mechanical y variations fall Within the scope of the vin- .etl
railway brake system, having a main reservoir and an-equalizing discharge chamber,
of an electro-magnetic vent valve vfor releasing air from said chamber; an electromagnetically controlled stop valve for cutting oil the supply of air from the main reservoir to the system; a relay switch contaneously; an electro-magnet on the track capable of being energized or denergized; and electric means carried by the train, connected with the relay switch and adapted to operate said switch or to leave it inert according to the magnetic condition of said electro-magnet.
3. The combination with an automatic railway brake system, having a main reservoir and an equalizing discharge chamber, of an electro-magnetic vent valve for releasing air from said chamber; an electroemag- V netically controlled stop valve for cutting ofi the supply'of air from the main reservoir to the system; -a relay switch connected in i circuit with the vent and stop valve mecha' nisms to actuate the same simultaneously; a ixed electro-magnet on the track capable of being energized or denergized; and inductive windings on the train electrically cbnnected to said relay switch and \movable 14. The combination oflan automatic railway brake system having a main reservoir and an equalizing discharge chamber; electro-magnetically operable valve means for venting air from said equalizing chamber and for cutting off the supply of air from said main reservoir to the supply; a current source, a switch, and a magnet in circuit with said electro-magnetically operable valve means, said magnet when energized by the closing of the'aswitch, serving to hold said switch closed; means exerting a constant closinggtendencyon said switch; a second,` constantly closed circuit including inductive windings, a` current source and an electro-magnet, the last named magnet normally holding said switch open, all the parts so far named being mounted on the train; and
a fixed electro-magnet on the track capable of being energized to produce a lield through which said inductive windings are moved b the travel of the train, the inductive wint ings being so arranged that the induced cui'- rent overpowers the current source and thus denergizes the switch holding magnet in circuit with such windings.
The combination ot' an automatic railway brake system having a main reservoir and an equ'aliaing discharge chamber; electro-magnetically operable valve means for venting air from, said equalizin chamber and for cutting oil' the supply o air from said main reservoir to the supply; a current source, a switch, and a magnet in circuit with said electro-magnetically operable valve means, said magnet when energized by the closing of the switch, serving to hold said switch closed; means exerting a constant closing tendencyon"said switch; a second,
constantly closed circuit including inductive windings, a current'i'seurceA and an electromagnet, the last nainjed magnet normally holding said switch open, all the parts so far named being mounted on the train; a fixed electro-magnet on thetrack capable of being energized to produce field through which said inductive windings ,are moved by the travel of the trein, the inductive windings being so arranged that the induced current over-powers the current source and thus denergizes the switch holding magnet in circuit with such windings; and a no1-- melly inaccessible manually operable switch interposed Iin circuit with said electro-mag netically operable valve means to permit restoration of said switch to normal position after actuation. 10
In testimony whereof I have signed my name to this specification.
JOHN W. BINGLEY.
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