US1459029A - Train stop - Google Patents

Description

June I9, 1923.

W. MAXWELL ET AL TRAIN STO? Filed June 24, 1921 3 Sheets-Sheet 2 INVENTORS ATTO RN EY WITNESS:

June 19, 19.23.

W. MAXWELL ET AL TRAIN STOP l Filedjune 24, 1921 5 Sheets-Sheet 3 INVENTOR L Y E ATTORNEY Patented .lune 19, 1923.

u is 'ri WILLIAM MAXWELL AND LEROY A.,BARKER`,OF FBEDlclR-ICK'J?OWN',0310.v`

- TRAIN smor.

' iaaaczg HCE Application filed June 24, 1921. Serial No. 480,141.

To all whom t may concern: l

Be it known that we, lVILLiAM MAXwnLL and Linzer A. ABARKnmcitizens of the United States, residing'at Fredericktown, in the county of Knox and State oi Ohio, have invented new and useful improvements in Train Stops, of which thefollowing a specification.

This invention .relates to a n automatic train stop, the general object of the.,inven-A tion being to provide means rfor turning yoff the steanito the cylinders 1andapplying the brakes iftheengineer should run by a signal or if the trainshould ,approachan open switch.` V 1 i ,n Anotherobject of vtheinvention is to so arrange thevparts that ,it willbe necessary for the engineer to close a valve by hand before he canstart the locomotivefagain.

A further object of the invention J-isto provider manually operated means whereby the engineerA can ,render the device inactive, when desired, and means for preventing the device from operating when the locomotive is backing.

This invention also consists in certain other features of construction and in the combination and arrangement of the several parts, to be hereinafter fully described, illustrated in the accompanying drawings and specilically pointed out in the appended claim.

In describingr the invention in detail, reference will be had to the accompanying drawings wherein like characters denote like or corresponding parts throughout the several views, and in which Figure 1 is a diagrammatic elevation showing the locomotive equipped with our invention.

Figure 2 is a diagrammatic view showing the different parts oi" the invention.

. Figure 3 is an enlarged view oi the sliding member which engages the track obstruction.

Figures 4. 5 and 6 are detail views.

Figure 7 is a detail view of the three-way valve.

In these views 1 indicates a cylinder which is arranged in the cab oi the locomotive and.

of the cylinderl engages a part ofthe air-y brake lever 11. QA. pipen12 enters the rea-r of this cylinder S. These pipes 7 and 12 are coupledl to a pipe line 13 which leads to an airtank 14. A threewayvalve 15 is located in said pipeline, the ports in which'are l arranged to connect the tankwith thecylinders rin one'position ofthe valve and "to connect thecylinders withan exhaust port Iin the valve casing in the other position of the valve. handle 1.6 which is in reach of the engineer.

A rod 17 is slidably mounted lon a part lof the locomotive by meansof the/brackets 18 and the upper end ofA said rodis provided Thisvalve is provided rwith `a with a head 19 which is adaptiedto: engageg.

,f thehandlel [16.,v A block 20 .isfhinged to the lowerend of the rodlZ bythe hinge., 21, The parts are so arranged. that whenfthe an obstruction itwillswing on",itshinge,and,l

will notimove lthe rod but when the 4vlocomotive is moving forwardly and the' block should strike an obstructionsaid block will be held against swinging movement so that it will be compelled to ride up the obstrucof a cam member 24 which is pivotallyv mounted at 25l to` a support along thetrack. A connection 26 connects this member 24 with the bell crank 27 which is connected with a part of the signal means 28 in such l a manner that when the signal is set the obstruction will be in raised position so that it will engage the block`20 of a train if the engineer should fail to stop before reaching the member 24.

This member 24 `can be connected with switch operating` means so that when a switch is op'en the obstruction will be raised to prevent a train from entering the open switch.

From the above it will be apparent that if the engineer should fail to stop at a set signal the rod 17 will be Jforced upwardly by theblock 20 striking the member 24 and this 75 l, locomotive is backing'and Jthisblock.strikes `to apply the brakes.

upward movement of the rod will cause the handle 16 to move upwardly and thus open the pipe line 13 to permit the compressed air in tank 14 to flow into the cylinders 1 and 8. As will be seen the piston 2 in cylinder 1 will b'e moved rearwardly to cause the hooked end of its piston rod to first release the latch of the throttle and then move the throttle to shut off the steam. Piston lO of vcylinder 8 is moved forwardly so that its piston rod will actuate the brake lever The pipe 7 is of comparatively large dimensions so as to make the piston 2 move quickly to the rear while pipe 12 is of small dimensions so that piston 10 moves slowly yto apply the brakes so that the steam is` shut off immediately upon the opening of the valve while the brakes are lapplied gradually. This will Ibring the train to a stop and before the engineer can start it up again it will be necessary for him yto push the handle 16 downwardly to reset the device'. This movement of the handle 16 will shut off the supp-ly of compressed air from the tank and will permit'the air `in the cylinders 2 and S to escape so that the throttle can be opened and the brakes re leased.

If the engineer wishes to render the device inactive for any reason it is simply necessary for him to `push upon the handle 23 of link 22 to swing block 20 above the members 24.

It is thought from the foregoing descrip tion that the advantages and n-vel features of the invention will be readily apparent.

IVe desire it to be understood that we may make changes in the construction and in the combination and arrangement of the several parts, provided that such changes fall within the scope of the appended claim.

What we claim is In combination with a throttle and brake levers of a locomotive, a pair of cylinders, pistons therein having their rods engaging the throttle and brake levers, a compressed air tank, a pipe line connecting the same with the cylinders, a valve in the line, a vertically movable rod having its upper end engaging a part on the valve, a block hinged to the lower end of the rod, a member on the track for engaging said block for forcing the rod upwardly, the hinge permitting the block to swing without moving the rod when the locomotive is backing and manually operated means for swinging the block upon its hinge to render the device inoperative.

In testimony whereof we aiiixour signatures.

WILLIAM MAXWELL. LEROY A. BARKER.

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