US1457558A - Combination air-valve and electric switch - Google Patents

Description

June 5, 1923. 1,457,558

H. R. STEVENS ET AL COMBINATION AIR VALVE AND ELECTRIC SWITCH Filed June 12 1918 2 Sheets-Sheet l INVENTOR5 PODEPT L. PocKWELL HENPV p. STEVENS H. R. STEVENS ET AL COMBINATIN AIR VALVE AND ELECTRIC SWITCH Filed June 12. 191

2 Sheets-Sheet 2 INVENTOR5 PObCRT L. QOCKWCLL Hcmzw Q :STCVEHS,

@i -J fl ATT NEY Patented June 5, 1923.

UNITED STATES PATENT OFFICE.

HENRY R. STEVENS AND ROBERT L. ROCKWELL, 0F SEATTLE, WASHINGTON, ASSIGNORS, BY MESNE ASSIGNMENTS, T0 ERNEST G. HOWE, TRUSTEE, OF

SEATTLE, WASHINGTON.

COMBINATION AIR-VALVE AND ELECTRIC SWITCH.

Application filed June 12,

T 0 all whom it may concern:

Be it known that we, HENRY R. STEVENS and Bonner L. ROCKWELL,- citizens of the United States, residing at Seattle, in the county of King and State of lVashington, have invented a new and useful Improvement in Combination Air-Valve and Electric Switches, of which the following is a specification.

This invention relates to new and useful improvements in combination air valve and electric switches required to "form an automatic system for bringing to a stop cars or trains operating on a mono-rail, elevated or other railway system, in case the engineer, for any reason, attempts to pass a semaphore station indicating danger. It is intended that this combination shall oper ate in conjunction with the automatic semaphore signal system forming the subject of a co-pending application of even date, Serial No. 239,677.

The object of this improvement is to pro vide a combination air valve and electric switch arranged to be operated by so -called automatic stop levers actuated by the operating mechanism of the various semaphores of an automatic signal system for controlling the movement-of cars or trains, said air valve and electric switch forming the basis of a combination, the object of which is to automatically bring to a stop all such cars or trains that for any reason attempt to pass a semaphore station of the signal system indicating danger.

further object resides in the provision of an automatic car stop equipment designed to employ electromagnetic, as well as air brakes to effect the automatic stopping of aid cars.

A final object is to provide a means incorporated in said automatic car stop equipment for re-setting the combination airvalve and electric switch, (the operation of which eifects the stoppage oi the car or train) by means of an electromagnet that may be energized by closing a switch at the motormans station.

The invention consists in the novel construction, adaptation and combination of parts as will be more fully described in the following specification, illustrated in the ac- 1918. Serial N0. 239,676.

companying drawings and finally pointed out in the appended claims.

In the drawings, Figure l is an end View of the car truck and rail showing the arrangement of automatic stop levers and combination air valve electric switch applied to a mono-rail elevated railway system.

Fig. 2 is a side view of the truck and rail with combination air valve and electric switch and automatic stop levers mounted thereon to further illustratethe arrangement of these elements of the. automatic stop equipment.

Fig. 3 is a plan view of the valve-switch with cover 15 removed.

Fig. 4: is a longitudinal section through the stationary members of the valve-switch disclosing the moving parts to view.

Fig. 5 is a top view showing the arrangement of contact fingers and contact disks of the electric switch.

Fig. 6 is. a bottom view of the moving element of the air valve showing the openings through it.

Figs. 7 and 8 show the details of construction of the automatic stop levers and the method used to support and operate them.

Fig. 9 is a diagram of the apparatus, piping and electric circuits comprising the complete automatic car stop equipment.

Fig. 10 is a top view of truck 91 showing more clearly the arrangement of levers 83 and 84L actuating rod 86 and 87 of the air brake equipment. 7

Referring more particularly to the drawings, in which similar numerals refer to similar parts throu hout the several views, the automatic emergency stop equipment shown in diagram in Fig. 9 consists essentially of a suitable system of air brakes, circuit breaker trip solenoid, electromagnet brake, electric circuit for conveying current to and from the several devices to be operated electrically, and an electrically re-set combination air-valve and electric switch to control the flow of air and electric current under emergency conditions. It is thus seen that the combination air-valve and electric switch and the automatic stop levers required to operate it are inseparable parts of this automatic car stop equipment,

The air brake equipment shown in diagram in Fig. 9 is intended to represent the well known emergency straight-air brake system, the component parts being briefly designated by the numeral 76 which represents the motor driven air compressor, 77 the pressure governed electric switch, 53 the compressed air reservoir, 78 a safety valve, 7 9 an air pressure gauge, 74 the motormans air valve, 57 the train line, 50 the reservoir line, 54 the emergency valve, which normally connects brake cylinder 56 with train line 57, thus allowing the equipment to operate as a straight-air brake system, 79 a muffler attached to the end. of exhaust pipe 80 connected to valve 74. S1, 82, 83 and 84 are levers, and 85, 86 and 87 are rods used to connect air cylinder 56 with the brake shoes 88 are rods used to suspend brake shoes 85 in correct alignment with drive wheels 89.

Referring to Figs. 1 and 2, the numerals 1 and 1 are automatic stop levers supported near the ends of horizontally arranged channel irons 6 and 6. These channel irons are supported by means of an angle iron frame braced, riveted and bolted to form a suitable, rigid, simple and reliable support for these levers. It is intended that these frames be bolted to the under side of the track rail as indicated. At the points where frames 7 and 7- are bolted to the horizontal channel irons 6 and 6', spacers 40 are provided'to keep the channel irons a sufficient distance apart to accommodate stop levers 1 and 1 which operate freely about accurately machined and fitted spacer sleeves 35 of Fig. 7, held in place by bolts 34 and 34. Additional spacers 41 and 41, Fig. 2, are provided between channel irons 6 and 6' and angle irons 7 and 7 to insure rigidity of construction. Bolts 42 pass through angles 7 and 7', channels 6 and 6, and spacers 40. 41 and 41, all of which are suitably punched or drilled to receive them.

For all practical purposes only one valveswitch per car or train is required and such valve-switch may be mounted on either side of the truck. This is made possible by providing two stop levers 1 and 1 as shown in Fig. 1, so that in case a car for any reason may be turned around relative to the track, the emergency stop equipment is still effective. The clear positions of the levers are indicated by the dotted lines 43 and 43 in Fig. 1.

The positions of levers 1 and 1 are controlled by the semaphore operating mechanism through a system of rods, bell cranks and levers, as shown diagrammatically in the drawings relating to the co-pending application on the signal system of even date. It is. intended that rod 4 shall represent one of the elements used to make the necessary mechanical connection between the semaphore operating mechanism and lever 3 carried at its pivotal point by bearing 5 mounted on the under side of channel irons 6 and 6. Rods 2 and 2 connect levers 1 and 1 with lever 3.

The arrangement must be such that when the mechanism of the semaphore moves the semaphore arm to the danger position, le-- vers 1 and 1 will be in the positions indicated in Fig. 1. hen so placed, it is evident that one or the other will engage lever 10 of the valve switch in case the car should proceed past the semaphore station. This would result in a deflection of lever 10 45 to the right or left, depending upon the direction of motion of the car.

Reference to Fig. 4 will show that as lover 10 is moved-say, to the rightcorresponding to a movement of the car shown in Fig. 2 from right to left-the curved projection 23 made integral with valve stem 11' of valve 11 will force vertically upward the movable element consisting of a ball 22, ball socket and cover 21 at the extremity of rod 21, core 20 /and contact disks 17 and 17'. These disks 17 and 17 will make contact respectively with contact fingers 16 and 16, thus closing two electric circuits. The first of these is from wire 59 on the motor side of the main circuit breaker 60 through solenoid 61, wire 62, contact fingers 1.6, disk 17 and wire 63 to the frame of the car, and from thence to the rails through which the current returns to the source. The second is from wire 64 connected directly to the trolley, or contact shoe, if a third rail system is used, through wire 65, electromagnet brake 66, wire 67, contact fingers 16, contact disk 17 and wire 63 to the frame of the car, thence to the rails and back to the source of supply. The first circuit allows current to energize coil 61, which raises the iron plunger 61, which in turn trips circuit breaker 60, thus turning off current to the motors used to drive the car. The second circuit energizes the electromagnet brake 66 which operates in conjunction with, or in addition to, the air brakes.

By the movement of lever 10 cited, air valve 11 allows the compressed air stored in reservoir line 530 to escape to the atmosphere through pipe 51, flexible hose connection 27, pipe 26, pipe 26, flexible hose connection 27 and pressure regulating valve 52. The compressed air in tank 53, connected to the emergency valve 54. by means of piping forces downward the moving element 534 of emergency valve thereby com pressing spring 54 and connecting air reservoir with brake cylinder 56 through pipe 55 and emergency valve 54. i

The amount of opening thus provided by emergency valve 54, is, to a certain extent, inversely proportional to the pressure in reservoir line 50. Hence if pressure regulating valve '52 has been previously set correctly, the pressure in reservoir line 50 will decrease to that value at which air will flow into brake cylinder 56 at such a rate as to best effect the stoppage of the car or train by means of the air brake equipment. Pressure regulating valve 52 is essentially a socalled safety valve provided with a suitable means for obtaining a fine adjustment of the pressure at which it will allow air to escape through it to the atmosphere. It is intended that this setting of air and electromagnet brakes shall afford quick, but not violent, stoppage of the car.

Before the car can proceed, it is necessary that the air valve of the valve-switch be closed and the connections between contact fingers 16 and 16 and contact disks 17 and 17 be broken. This is accomplishel by energizing the iron-clad electromagnet mounted directly over'the valve housing and attached thereto by means of countersunk screws This is effected by means of a third electric circuit from wire '64 through wire 68, switch 69, wire 70, terminal wire 33, electromagnet 29, terminal wire 33 and wire 71 to the frame of the car, thence .back to the source of supply. When electromagnet 29 is energized, armature 20 is drawn downward and the :force :t-hus exerted by it through stem 21 and ball 22 on projection 23 will be sufficient to return the moving element of the air valve, to its original position with handle extending vertically downward, open the electric switch control ling current flow to the .electromagnet brake 66 and the circuit breaker trip coil 61. The valve-switch re -setting .circuit is complete only while switch 69 is closed, it being held normally opened by means of spring 69. After opening switch 72 and resetting valve 11 by momentarily closing switch 69, the motorman (with controller handle placed in the off position) can then re-set circuit breaker 60. He may then release the air brakes by movinghandle 73 of his air valve 74.- to the emergency release position, and may then proceed on his way as soon as the semaphore indicates clear.

In the emergency release position, valve 74 connects reservoir line 50 through pipes 7 5 and 7 6 to the main air reservoir 53, thus restoring pressure in reservoir line 50, which pressure in connection with the force due to compressed spring 54 forces the moving element 54 of emergency valve 54 to such a position that brake cylinder 56 is again connected to train line 57 through pipes and 58 as shown in the diagram, Fig. 9. This again allows the airbrake equipment to be operated by means of motormans valve 74. as a straight-air brake system.

It is intended that Valve 11 and the combination valve seat and "base frame 12 be made preferably of brass, also stem 21 and tubing 31 which acts as a guide for the wrought-iron core and at the same time supports the winding of the electromagnet. End pieces 28 and 30 of the electromagnet are made preferably of wrought-iron. also the cylindrical cover 29. It will be seen that this constructiton forms a closed magnetic circuit through movable core 20, air gap 45, end piece 30, sleeve 29, end piece 28 and the small magnetic air gap between end piece 28 and movable core 20, due to the brass tube 31. This construction allows the design of a comparatively powerful electromagnet of small dimensions.

Disks 17 and 1.7 are to be made preferably of brass, also contact fingers 16 and 1.6. It may be advantageous, however, to make the cylindrical contact pieces mounted at the extremities of these fingers of carbon, thus insuring freedom from the sticking together of the contact fingers and disks which may have to carry currents of considerable magnitude. Operating lever 10 may be constructed of mild steel in order to insure such lever having sufficient strength to withstand the severe strains imposed upon it when engaged by the trip levers while the car is moving at a high rate of speed. It is .preferable that the valve 11 and valve stem 11 be made from the same piece of brass with projections 23 and 23 formed integral therewith. In order to insure. valve 11 being held firmly in connection with the valve seat 12, spring washer 13 in connection with plain washer 13 and screw 1% are used as shown in Fig. i. Cover 15, also of brass, is used to support the lever end of the valve stem and protect the working mechanism from dust and moisture.

In Fig. 3,26 and 26' indicate air pipes attached to the valve by means of unions 36 and .36. This construction allows the valveswitch to be readily removed from its place on the car truck for inspection, repairs or replacement. Pieces of the hose 27 and 27, shown in Figs. 2 and 9, provide the necessary flexible connections between the piping on the truck and the car. The dotted lines indicated by 39 and 38', Fig. 3, represent the ports which allow the compressed air to flow from pipe 26 and 26 when the valve is turned in either one of the operative positions. With handle 10 in the position indicated in Fig. 3, it is evident that holes 38 and 38 through the valve, as shown in Fig. 6, will not allow air to flow from pipe 26 to 26, but if the handle be deflected to the right or left, one or'the other of these holes will make the necessary connection between ports 39 and 39'. The length and shape of projections 23 and 23, of Fig. 3, are such that they serve in conjunction with stem 21 and its attachment to form a stop for the'valve at either one of these positions. In addition, two stops 40 are provided on cover 15 to limit the deflection of lever 10 from the vertical position. If for any reason the deflection of handle 10 differs slightly from the necessary 15, the enlargements of ports 39 and 39 in the valve seat and of holes 38 and 38 in the valve serve to insure the necessary area for passage of the air.

A pad of insulating material 18, Figs. 3 and 41, is used to insulate contact fingers 16 and 16 from the base frame 12. These fingers are shown attached to the insulating material by means of combined fastening screws and terminals 19 and 19. The winding of the electromagnet coil 1-1 composed of a suitable number of turns of insulated copper wire, is covered with additional insulation to adequately insulate it from the metal frame of the magnet. 33 and 33, Fig. 3, indicate the insulated flexible terminal wires connected to the ends of the magnet winding and well insulated from end pieces 28 and 30 through which they pass. Disks 17 and 1.7 are each insulated from rod 16 by means of an insulating sleeve (not shown) of suitable thickness and equal length to the thickness of the disk, also by disks of insulating material 49 placed one on each side of each disk. lVashers 4-8 are used to protect the insulation from abrasion as nuts 4:? are screwed into place.

The cylindrical construction of the moving part of the electromagnet and the attachments thereto make possible the use of contact disks 17 and 17' of the form shown. This arrangement provides on the contact disks a multiplicity of contact points with the contact fingers 16 and 16, thus distributing the wear over a considerable area of contact surface instead of concentrating it at one point as would be necessary in case the moving part of the elec'tromagnet was not free to rotate about its axis and made integral with base frame 12 are legs 12 means of which the valve-switch is attached to the frame of the truck 9 as shown in Figs. 1 and 2.

What we claim as new, and desire to protect by Letters Patent, is

1. A train stop mechanism for a railway car in combination with the stop lever of an automatic semaphore signal system disposed at selected points along the track, a valveswitch adapted to be secured to said car comprising a lever operable by said stop lever, a member and an air valve operable by said switch lever whereby the operation of said member will close an electric circuit and effect the turning ofl of current from the motors that drive said car and whereby the operation of said air valve will actuate the emergency valve of said cars air brake equipment whereupon said air brakes will be applied to the wheels to stop said train.

2. A train stop mechanism for a railway car in combination with the stop lever of an automatic semaphore signal system disposed at selected points along the track, a valveswitch adapted to be secured to said car comprising a lever operable by said stop lever, a member and an air valve operable by said switch lever, said member comprising contact disks adapted to close an electric clrcuit, a solenoid energized by the closing of said circuit, a circuit breaker actuated by the energizing of said solenoid whereby current is turned off from the motors that drive said car, an emergency valve and air reservoir, and means whereby the opening of said air valve by the actuation of said switch will effect the opening of said emergency valve whereupon said air brakes will be applied to the wheels to stop said train.

3. A train stop mechanism for a railway car in combination with the stop lever of an automatic semaphore signal system disposed at selected points along the track, a valveswitch operatively secured to said car comprising a lever adapted to be actuated by said stop lever, a contact disk member and an air valve operable by said lever, said disk member adapted to close an electric circuit and actuate a circuit breaker thereby turning current off from the motors that drive said car and means for connecting the air equipment of said car with the brake cylinders thereof by the opening of said air valve whereby air brakes will be applied to the wheels to stop said train.

4-. A train stop mechanism for railway cars in combination with the stop lever of an automatic semaphore signal system disposed at selected points along the track, a switch operatively secured to said car comprising a lever operable by contact with said stop lever, a member comprising a plurality of contact disks actuated by said lever, said disk adapted to close two electric circuits, one of said circuits adapted to effect the turning off of current from the motors that drive said car, the other of said circuits adapted to energize an electromagnet brake provided to engage said rail and stop said car.

5. A train stop mechanism for a railway car in combination with the stop lever of an automatic semaphore signal system disposed at selected points along the track. a valveswitch secured to the truck of said car comprising a lever adapted to be actuated by contact with said stop lever, an air valve and a member comprising a plurality of contact segment disks operable collectively by said lever, said disks adapted to close two electric circuits, one of said circuits adapted to effect the turning off of current from the motors that drive said car, the other of said circuits adapted to energize electromagnet brakes provided to engage said rail and stop said car, and whereby the operation of said air valve will actuate the emergency valve of said cars air brake equipment whereupon air brakes Will be applied to the Wheels to stop said train.

6. A train stop and startin mechanism for a railway car in combination with the stop lever of an automatic semaphore signal system disposed at selected points along the track, a valve-switch adapted to be secured to the frame of said car, a lever adapted to be actuated by contact With said stop lever, an air valve opened and a plurality of electric circuits closed thereby whereupon current will be turned off from the motors that drive said car and an electromagnet brake and air brakes respectively applied to stop 15 Signed by us at Seattle, WVashington, this 20 29th day of May, 1918.

HENRY R. STEVENS. ROBERT L. ROCKWELL. Witnesses:

R. J. (3001:, D. O. KUHNS.

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