US1437159A

US1437159A - Train-controlling mechanism

Info

Publication number: US1437159A
Application number: US550507A
Authority: US
Inventors: Allen E Snyder; Snyder Moses
Original assignee: Individual
Current assignee: Individual
Priority date: 1922-04-07
Filing date: 1922-04-07
Publication date: 1922-11-28
Anticipated expiration: 1939-11-28

Description

A. EQAND' M. SNYDER, TRAIN CONTHULLING MECHANIhn-n.

APPLICATION FILED APR. 7, I922.

Patented Nov. 28, 1922.

2 SHEETSSHEET 1.

nyder,

INVENTORS A. E. AND M. SNYDER. TRAIN CONTROLLING MECHANISM.

APPLICATION FILED APR. 7, 1922- Patsnted Nov. 28, 1922.-

2 SHEETSSHEET 2.

NV ENTORS sass .se

Allen E. @fiiases Snyder,

ATTORN EY Patented Nov. 28, 1922.

stares.

;, rgs at ram-comme tsassessmen- Applieation viilerl April 7, 1 92 2. Serial No. 5Q,507.

To all whom it mayconcern;

Be it known that we, A nnN E. Smrnnn and Moses SNYDER, citizens ofthe United States, residing at Bowmanstown, in the county of Carbon and Stateof Pennsylvania, have invented new and useful Improvements in Train-Controlling Mechanism, of which the following is a specification.

This invention relates to n eansfor auto: matically retarding or arresting the further travel of a locomotive or'train operating on a. railroad when a danger condition arises or is imminent, andit has for its. primary object to provide a novel formof mechanically operated mechanism which is controlled by the speed of saidlocomotive or train, said mechanism being adapted to corn tact with an electrically actuated means located at the side of the track when a block or other signal is set at danger, said mQCh'anically operated mechanism when tripped by the electrically actuated means being arranged to automatically open the air valve and apply the brakes.

Another object. ofthisinvention is to PTO? vide a novel train controlling .mechanism which is simple in construction, easy to manufacture and install, not liable to get out of order, whilst it can bequickly ap plied to either steam, electric or otherwise propelled locomotives andtrains.

'- With the foregoing and otherobjeots in view as will become more apparent as this description proceeds. our invention consists essentially in the novel featnres of construe tion, combinations. and arrangements of partsv hereinafter' fully described.- and more specifically defined by the subj o ined claims.

In the further disclosure of the invention reference is tobe had tothe accompanying sheets of explanatory drawings constituting a part of this specification, and in which like characters of reference designate the same or corresponding parts in all the views.

Figure. 1is an,elevation ofour improved train controlling mechanism, parts being broken away and, insection to. better disclose the underlying structures, showing a conventional form of obstacle in connection therewith.

Figure 2is a detail elevationfpartly in sectiontaken substantially on the line 2 .-,2 in the preceding figure.

Figure 3- -is, asectional plan taken substantially on the line 3-.3Yin. Figure 4.

Figure 4is a detail elevationepartly in section illustrative of the connection between the mechanically operated mechanism and the electrically actuated means hereinafter e ul emain d F gure [51 sj a fragmentary 'detail view showing the mechanically operated trip bogie p ropelr inthe well known way, said elements however formlng no part of our present, invention andbeing simply referred 'to for, a clearer understanding of our inong v tach as set screws 17 t0theouter end of the axle 15' where itprojects into the journal box'lG what; may be, conveniently termed a stub extension 18,'the outer end whereof is According to our presentinvention we at formed with an integral disc 19 for a purposelater on explained. Appropriately se cured byclamping-bOltsQO to the underside of the journal bon 16 a, laterally disposed plate that constitutes a bearing 21 for the mechanism now to bedescribed. This, plate orbearing 21 is provided with a plurality of upstanding distance pieces 22 on which is seated the, basal flange 230ian outwardly and upwardly inclined bearing 24 ofplatelike, construction and having a vertical portion 2 5 for a, purpose later-on explained. Suitably mounted on the aforesaid basal flange 23 isa vertical bearing 26 in which is rotatably journaled a shaft 27-that seats on anti-friction race 28 provided forthe purpose This shaft. 27 has finedthereon a collar29 that serves as anabutment for an expansible, spring .30. interposed the-rebetween and a horizontally disposed disc driver 31 said driver 31 being feathered on the gha ftby akey 32Figure 1. I I

This. disc driver 31 is of suitable diame ter to cooperate with and be frictionally driven by the aforesaid disc 19, and it will be readily seen from. the drawings as, well as understood from the description that due to the feathering of the driver 31 on the shaft 27 and the employment of the expansible spring 30 that a very simple and effioient constant drive for said shaft 27 is provided. Pivotally mounted between ears provided for the purpose at the upper end of the shaft 27 are a pair of governor balls 34 which in turn are connected by links 35 to a vertically slid-able sleeve 36. This sleeve 36 isas will be bestv seen from Figure 2- formed at its lower part with a grooved portion 37 in which is fitted an anti-friction collar 38 having lateral pintles 39 engaglng in the forked ends of the stirrup portion 40 of a lever 41 fulcrumed at 42 in the upper end of a standard 43 integral with the aforesaid inclined bearing 24. A contractile spring 44 is connected to the lever 41 at 45 and to a stop 46 at the back of the standard 43, and it will be readily understood by those conversant with the art that said spring 44 normally tends to pull the sleeve 36 downwards in opposition to the momentum of the governor balls 34.

Referring back again to the vertical portion 25 of the inclined bearing 24 and also to Figures 3 to 8 of the drawings which more specifically illustrate the mechanism associated therewith, it will be seen that the outer free end or tip 41 of the aforementioned fulcrumed lever 41 projects through a vertical slot 47 in the said vertical portion 25 and engages in an aperture or hole 48 intermediate the upper and'lower 'ends'of a slide 49. This slide 49 is adapted for vertical movement in appropriate gibs 50 secured to or formed integral with the frontface of the vertical portion 25, whilst a lat eral stop 51 limits the downward'travel of said slide. Pivoted pendulum fashion on an appropriate stud or pivot 52 on the upper outer face of the slide 49 is a' depending arm or trip member 53 which is adapted for movement in either direction as later on explained. It is also to be particularly noted that this depending arm or trip member 53 will be raised and lowered by the aforesaid lever 41 under the action ofand in accord withthe l'l'lOIIlBIllZHDI of the governor balls 34 through the connections here inbefore described. The upper end of the depending arm or trip member '53 is provided at each sidewith a notched out or tooth portion 54 that serves as a trip for cooperation with a head member 55 integral with or secured to the stem of an air valve 56 fitted in the air line 57. It will of course be clearly apparent to those acquainted with the art that each air valve 56 is under the action of a compression spring 58 and that when opened as indicated by the arrows on Figure 6 the same will be held so opened by the engagement of the tooth portion 54 on the head member 55, whereupon the air will escape through the valve cage 59 and continue to do so until the particular valve 56 is again closed. A limit yoke 60 is appropriately mounted on the aforesaid vertical portion 25 of the bearing 23 and it serves in use also as a guide to prevent lateral displacement of the depending arm or trip member 53.

Integral with each of the aforesaid head members 55 is an angled arm, the free end 81 whereof projects through a slot 62 provided for the purpose in the vertical position or wall 25, and it will be most clearly seen from Figures 6 to 8 that said free ends 61 lie in the path of opposed spring influenced rock levers 63 under the action of compression springs 64 that normally tend to force said rock levers 63 downwards relative to or on their pivots 65. These rock levers 63 are each provided with a notched out part 66 which engages on the upper beveled edge of the aforesaid free endsGl as clearly shown at the left hand side of Figure 8, and from which it will be perfectly obvious that the particular air valve 56 associated therewith will be held locked in the open position until reclosed as hereinafter fully explained.

(3'? indicates an obstacle mechanism which cooperates with arm 5;) to operate the here- 95 inbefore described mechanism. 4

From the foregoing description and an examination of thedrawings it will be easily! understood that our governor mechanism may be easily located on the underframe of 100 a locomotive or train and driven by one of the moving axles thereof; or, friction gears, belt or other appropriate drive therefor may be employed. Furthermore the device is equally applicable forapplication to steam, 5 electric or otherwise propelledlocomotives or trains. Obviously our novel mechanism may be fitted on one or bothsides of a locomotive or train to accommodate our invention to single track systems.

Vhilst we have shown and described the best form of our invention at present known to us it will be obvious that the same is susceptible of considerable detail variation, and other combinations of the several parts 5 thereof, and the right is hereby reserved to make all such reasonable changes and modifications therein as fairly fall within the scope and intent of the appended claims.

Having described our invention, what we 20 claim as new and desire to secure by Letters Patent is:

1. In a train controlling mechanism the combination with a rotating axle thereof and the air brake line of ball governor 125 mechanism frictionally driven by said axle, means adjacent the governor mechanism and having a vertically movable trip arm carried thereby, means connecting the governor mechanism with the movable trip arm car- 130 rying means, said trip arm effecting the opening of a valve in the air brake line, and latching means for locking said valve in'the open position until the train speed is arrested.

2. A train controlling mechanism comprising ball governor mechanism adapted for operation by a moving axle of the train, a vertically movable pendulum trip member, means connecting the governor mechanism with the trip member whereby the centrifugal acceleration and retardation of said governor mechanism respectively effects a lowering and raising of the trip member, means actuable by the trip member for opening a valve in the air brake line, and means for locking the said valve open until the train speed is arrested.

3. In a train controlling mechanism the combination with a rotating axle thereof and the air brake line of centrifugal governor mechanism, said mechanism comprising a bearing and an integral spaced support for connection to an axle box, a vertically disposed shaft rotatable in the aforesaid bearing having governor balls at the upper end thereof, a friction drive from the axle to the vertical shaft, a pendulum trip arm vertically slidable on the spaced support, means actuable by the governor mechanism for effecting the lowering and raising of the trip arm, spaced valves in the air line adapted to be opened by the trip arm when swung in either direction, and means for holding said valves in the open position until the train speed is arrested.

4. In a train controlling mechanism the combination with a rotating axle thereof and the air brake line of centrifugal governor mechanism, said mechanism comprising a bearing and an integral spaced support for connection to an axle box, a vertically disposed shaft rotatable in the aforesaid bearing having governor balls at the upper end thereof, a friction drive from the axle to the vertical shaft, a pendulum trip arm vertically slidable on the spaced support, a spring influenced rock lever supported intermediate the governor and the pendulum trip arm, said rock lever having operative connection with a slidable sleeve vertically movable on the governor shaft and its other end engaging in the trip arm supporting means whereby said trip arm is lowered andraised, spaced valves in the air line adapted to be opened by the trip arm when swung in either direction, and means forholding said valves in the open position until the train speed is arrested.

5. In a train controlling mechanism the combination with a rotating axle thereof and the air brake line of centrifugal governor mechanism, said mechanism comprismg a bearing and an integral spaced support for connection to'an axle box, a vertically disposed shaft rotatable in the afore said bearing having governor balls at the upper end thereof, a friction drive from the tically movable on the governor shaft and its other endengaging in the trip arm support-mg means whereby said trip arm is lowered and raised, spring influenced spaced valves in the air line having head members for engagement by toothed portions on the trip arm to effect their opening when said arm is swung in either direction, and means for holding said valves in the open position until the train speed is arrested,

6. In a train controlling mechanism the combination with a rotating axle thereof and the air brake line of centrifugal governor mechanism, said mechanism comprising a bearing and an integral spaced support for connection to an axle box, a vertically disposed shaft rotatable in the aforesaid bearing ha-vinggovernor balls at the upper end thereof, a friction drive from the axle to the vertical shaft, a pendulum trip arm vertically slidable on the spaced support, a spring influenced rock lever supported intermediate the governor and the pendulum trip arm, said rock lever having operative connection with aslidable sleeve vertically movable on the governor shaft and its other end engaging in the trip arm supporting means whereby said trip arm is lowered and raised, and spring influenced spaced valves in the line having head members for engagement by toothed portions on the trip arm to effect their opening when said arm is swung in either direction, said head members having outwardly directed angled portions, the free ends whereof project through slots in the spaced support, spring influenced opposed levers pivoted on the spaced support, the inner ends whereof overlap and lie in the path of the aforesaid spring influenced rock lever, notched out parts on the underside of the opposed pivoted levers for latching engagement with the free ends of the head members angled portions to effect the retention of the air line valves, in open position until the train speed is arrested.

In testimony whereof we afiix our tures.

signa- ALLEN sNYD'Ea. MosEs SNYDER.