US1442011A - Train control - Google Patents

Description

Jam. 9, 1923..

W. STINE.

TRAIN CONTROL. -FI I .ED MAY 23,1921.

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Z? 2 flznw INVENTOR ATTORNEY WITNESS ILA-412M L W. STINE.

' TRAIN CONTROL.

FlLED MAY 23.1921.

Jan. 9, 1923..

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Application filed May 2%, 1921. Serial No. t ilfitlfi.

To all whom it may concern) Be it known that l, /l nnrnu tl'rinn zen oi? the United liltz-ites, residing, at ton, in the county oi tiuniniit and Ohio, have invented new and u .2. improvements in 'llrain Controls, of which the 'li'ollowing is a specification.

This invention relates to automatic train stops, and comprehends the construction by means oil which the bral' cs will be gradually applied to stop the train without any jerking oil. the latter, and at the uaiuc time o gioraie the throttle to shut oil? the SiJBtllIl, the invention residing in the construction, combination and arrangement of parts claimed.

.llln the drawings forming part or this application, like numerals of reili'erence indicate similar parts in the several views and wherein:

Figure 1 is a fragmentary sectional View through the train control apparatus, show ing the normal position of the parts.

Figure 2 is a sectional view talten on line 2-2 of Figure l.

Figure 3 is a View similar to l ieuire 1, showing the active position of the parts.

Figure a is a view, partlyin section, of a modified form oi the invention.

Figure 5 is a top plan View oi. the piston and piston rod.

Referring to the drawings in detail, indicates a cylinder which is adapted to be bolted or otherwise suitably secured to the locomotive (not shown), the cylinder being closed at both ends with the upper end provided with an opening through which the piston rod 11 reciprocates. The piston rod supports spaced pistons 12 and 13 respec tively, while surrounding the piston rod ll is a coiled spring'lst, the latter being; tensioncd to bear against the adjacent piston and the upper end of the cylinder, to normally hold the pistons in the postiou illustiu .d

an opening in the bottom. oi the cylinder and carries at its lower end a shoe 15 which is threadedly secured thereto and is adapted to engage the ramp rail 16 when the latter is set for use, it being understood that as the shoe passes over the ramp rail, the piston rod together with the pistons are shifted to the position. illustrated in Figure 3 against the tension of said spring. A conduit 17 communicates with the cylinder 10 at a point ad jacent the bottom thereof and establishes Figure 1. The piston rod iljf. slides thr h communication between the train line pressure and the cylinder between the pistons 12 and i3. The cylinder is provided with an ()XllitllSi port 18 adjacent the lower end thereot, which port is considerably smaller than the inlet port with which. the conduit it? comniunicates. Leading from. the lower end ot the cylinder is a pipe 19 which is oci ated l .i 50, the latter being actuated by the ul'e which passes through the pipe .19 rim the cylinder 10. f branch pipe Ell projects from the pipe 20 and establishes communication between the latter and a. cylllllllllTl l supported by the branch pipe 21. 'l uis cylinder forms a part of the locomo tire control device. and embodies a piston 4 which operates within the cylinder 23, the piston rod reciprocating through the o 'iening 9,6 in one end oi the cylinder and extended for operative association with the throttle valve (not shown). A. coiled spring surrounds the piston rod 26 and normally holds the piston adjacent that end of the cylinder next to thebranch pipe 21.

Normally, the parts are arranged in the manner illustrated in Figure 1, wherein the 1. on 18 closes the exhaust port 18 and the adpicent end of the pipe 19. The pressure from the train line is then conveyed to the cylinder ll) and between the pistons and .3. l l hen the shoe 1.5 passes over the ramp rail ill, the pistons are moved upwardly in the cylinder 10 to the position illus rated in Figure 2, and the pressure in the air line is then allowed to exhaust to the port 18 causing; the brakes to set on the train, in a manner which will stop the train gradually,

without any unnecessary jerking. A pertion oil. the train line pressure also escapes through the pipe 19 to op "ate the signal 20, and to also actuate the piston in the cyliniiler 23, which is connected with the throttle valve, thereby sh itting cit the steam. The device is not only simple in construction. but is very positive and etlicicut tor the purpose intended. I

ltn Figure 4t, l have illustrated a modified term of the invention wherein the cylinder 10" is constructed similarly to the cylinder 10, except that the exhaust port 18 is eli1ninated. The conduit 1'? leads into the cylinder 10 in the same manner as illustrated in l i ure 1, while the piston 13' normally closes the adjacent end of the pipe 19 which with a whistle or other suitable leads from the lower end or the cylinder 1.0. The pipe 19 supports a whistle or other signal 20 at the upper end thereof, the latter being actuated. by the pressure tron'i. the cylinder passing through the pipe 19. In this form of the invention, two branch pipes 21 and 22' project from the pipe 19, and each of the branch pipes supports a cylinder 23 as illustrated. A spring pressed piston (not shown) cylinders 23, the-piston rods 24: projecting from their respective cylinders, and operatively connected in any suitable manner to the throttle valve, and to the brake control lever in the locomotive, so that the steam is automatically cut elf and the brakes automatically applied incident to the exhaust passing through the pipe 19 and entering the cylinders 23. Otherwise, the construction shown in Figure t operates in the same manner as that shown and described in conjunction with the pre't'erred "form of the invention.

While it is believed that from the foregoing description the nature and advantages of the invention will be readily apparent, I desire to have it understood that I do not limit myself to what is herein shown and described, and that such changes may be resorted to when desired as fall within the scope of what is claimed.

What is claimed is:

An automatic train control comprising a cylinder provided with openings in the upper and lower ends thereof, a piston rod adapted to reciprocate within the cylinder and having its respective ends passing through said openings, spaced pistons car ried by the rod and arranged intermediate operates within each of the o'l its ends, a (oil spring surrouinling the rod and lmving its end conrolutions hearing against the adjacent piston and the upper end of the cylinder and said spring being anapted to hold said pistons in a normal. position, a shoe threadcdly secured to the lower end of said rod and adapted to ongage a ramp rail of the system at predetermined times, a conduit establishing communication between the train line pressure and. said cylinder and designed to COlHlYlfllllCtltO with said cylinder at a point between the normal posit-ion of said pistons, said cylinder having an exhaust port in its cylindrical wall adjacent the lower end thereof, and said port being normally closed by the adjacent piston, a pipe leading from the cylinder at a point opposite to the exhaust port, a signal carried by the opposite end o't said pipe and adapted to be actuated by the pressure passing through said. pipe l'roni the cylinder, a branch pipe leading from the last mentioned pipe adjacent and bel ow said signal, a second cylinder supported by the branch pipe which communicates therewith, said last mentioned cylinder being arranged at an angle with respect to thc first mentioned cylinder, and provided with an opening directly opposite the connnunication end. of the branch pipe, a spring pressed piston adapted to operate in the second cylinder, and a rod entering the opening in the second cylinder and having one end secured to the adjacent end of said piston and its opposite end. extended for operative association with the throttle valve of the train as and for the purpose specified.

In testimony whereof I ailix my signature.

WALTER STINE.

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