US1511611A

US1511611A - Train-control apparatus

Info

Publication number: US1511611A
Application number: US673496A
Authority: US
Inventors: Robert F Hudson
Original assignee: WILLIAM J FORD
Current assignee: WILLIAM J FORD
Priority date: 1923-11-08
Filing date: 1923-11-08
Publication date: 1924-10-14
Anticipated expiration: 1941-10-14

Description

mmm

R. F.1HUDsoN TRAINCONTROL APPARATUS d. M, n.924. Lmm

R. F. HUDSON TRAIN CONTROL APPARATUS Filed NOV. 8. 1923 3 Shet wm. M, 1924. wmm

R. F. HUDSON TRAIN CONTROL APPARATUS Filed Nov. 8d 1923 3 Sheets-Sheet 5 Patented cti. ld, Pl

ROBERT F. HUDSON, 0F RICHMOND, VIRGINIA, ASSIGNOR TO 'WILLIAM J'. E'O'ELD, TRUSTEE, OF FREDERICKSBURG, VIRGINA.

TRAIN-CONTROL APPARATUS.

Application filed November 8, 1923.

To all whom it may concern:

Be it known that I, ROBERT F. HUDSON, a citizen of the United States, residing at Richmond, in the county of Henrico and State of Virginia, have invented certain new and useful Improvements in Train- Control Apparatus, of which the following is a specification.

This invention relates to improvements in train control apparatus, one object of the invention being the provision of a novel and practical arrangement of shoe, so arranged and mounted as to be brought into contact with the ramp rail only when approaching the same, the ramp rail being dislposed adjacent to the traffic rail and slightly above the same and as particularly set forth in my U. S. Letters Patent No. 1,387,400, dated August 9th, 1921.

A further object of this invention is to provide a heavy wheel mounted so as to run at all times upon the traffic rail, but being of greater width than the tread of the rail so as to ride upon the ramp rail and out of contact with the traflic rail, there being provided a swinging contact shoe, which is operated by the rise and fall of the trallic rail engaging wheel to bring the Contact shoe into engagement with the ramp when the traffic rail engaging wheel is in engagement with the ramp, or vice versa.

A still further object of the invention is the provision of a type of shoe and conn tact which is readily applied to any of the ramp rail systems now in use, and which will permit the ramp to be placed in such a position as to be free of all clearance objections, and adaptable for use where a third rail for electricity is employed.

In the accompanying drawings Figure 1 is a side elevation of a portion of traffic rail with the shoe and rail engaging wheel in normal positiont Figure 2 is a similar view showing the parts in the position they assume when e1i-` gagingv a ramp raile Figure 3 is a front elevation of the same as shown` in Figure 1. p

Figure L1 i-s a view illustrating the two ends ofthe ramp showing the wheel when on the ytraffic rail and also upon the ramp rail.

Figs. 5 and 6 are views of a modified fo Serial No. 673,496.

Referring to the drawings, the numeral 5 designates a support, which is adapted to be mounted upon a 'vehicle so that the trailic rail engaging wheel 10, will run upon said rail, and upon any part of the vehicle as may 'be decided upon as the best. This frame 5 carries a supplemental frame 6 in which t-he cylindrical stem 7 of the wheel carrying yoke 8` is mounted for sliding movement, the axle 9 supporting the wheel 10. This wheel with its own weight and the action of the spring 11, exerts a pressure of approximately 800 pounds upon the traffic' rail 27.

The two studs l2, one carried by each member of the yoke 8, lits in the elongated slot 13 of the swinging frame 14, fulcrumed between the lugs 15 by means of the pin 16, so that when the wheel 10 is held downwardly upon the traflic rail 27, the tubular casing 17 will be elevated. Mounted for slight vertical movement with the casing 17, is the shaft 19, which carries upon it a spring 2Ol within the chamber '18 of the casing, so that the lower end 21 having the ramp rail engaging Contact 23 removably attached thereto by the bolt 22, will resiliently engage the ramp rail when the parts are caused to assume the position as 'shown in Figure l2, when. wheel 1() rides upon the ramp rail 29 and is elevated upon the traffic rail.

A switch which constitutes part of a train control circuit the detail of which is not here set forth may be attached in any desired manner, but is here shown as the stationary contact 24:, the movable member 25 and the plate 26, attached to be carried by the upper end of the stem 7.

The traffic rail 27 is mounted upon ties 28, and the ramp rail 29 preferably designed for use in conjunction with this shoe apparatus is supported in castings or angle members 30.

From the foregoing description taken in connection with the drawings it is evident that with a shoe mechanism constructed as herein set forth that the present device may` be used under all present clearances, as the wheel 10 and contact 23 will follow the `wheels of the vehicle, and can be attached tionable distance, thus [rendering this device very easy of installation andpositive i and efficient in its workings.

' In the form shown in Figures 5 and 6 bra-ce members 34 are secured to appropriate points of the journal boxes J on each side of the wheel truck and support a'beam`85 eX- tending laterally across the end of the truck to form a rigid supplemental frame .to carry the contact wheel and scraping shoe assembly.

A bracket 36 is mounted on the beam, and a lever-'.37 is fulcrum'ed thereon at 38. yIn

` its free end is formed'a casing 39 for the shaft 40 carrying the ramp scraping member v41 normally lpressed down toward the rail bythe spring member 42. i i

"The other endv of the lever is connected through a horizontal slot 44 in the lever and `throingh a vertical slot 45 in the bracketby "al pin 46 to a yoke 47 which slides up and down in the bracket and carries a wheel 48 y cutaway at 49 tov clear obstructions at the f track side andfto .contact .with the ramp 50.

. A portion 51 of the wheel rides the traffic `rail 52m front of the truck wheel 54 and n when a ramp is reached is lifted from the 'traffic vrail by contact withv the ramp rail. At the same time the contact scraper 41 is lowered to the ramp rail surface and held against it by `action of the spring 42 afore- 2 said on the Vfree end of the lever 37 and by thespring 55 acting against the yoke 56 on the bracket 36 against vthe other end of the 'lever 37 throughits pin 46` connection with the yoke 47.

Electriceircuit contacts 57 vand 58 and 59 are mounted tothe opened or closed as the i wheel 48 and yoke 47 raise and lower.

Vlhile in the foregoing I have described specific embodiments, and have mentioned lonly certain possible modifications, it will be appreciated that in practice I do not -f-limit myself to such specific details as herein ythe traiic rail and capable ofl engaging and set forth, but may resort to-any practical modifications, falling within the scope of the appended claims.

being` raised by the ramp rail, and a ramp rail contact operably connected to the rst wheel whereby the contact is elevated .when the wheel isy upon the traffic rail and in "engagement with the ramp rail when the` -wh'eel is engaging the ramp rail.

2. A shoe mechanism including a frame, a

wheel mounted therein for vertical sliding movement, and ramp rail contact member operably connected to the wheel whereby as the wheel is lowered the contact is elevated and vice versa.

3. A shoe mechanism including a frame, a yoke mounted therein for sliding movement, a wheel carried in said yoke, and a ramp rail engaging contact carried by the frame and operably connected to the yoke, whereby when the yoke is held downwardly the contact is raised and vice versa.

4. A shoe mechanism including a frame, a

`sliding yokel mounted therein and normally pressed downwardly, a traiic rail engaging wheel carriedbythe yoke, and a ramp rail engaging contact operably connected to the yoke and held upwardly when the wheel is in engagement with the traiiic rail and vice versa.

5. A shoe mechanism including a frame, a sliding yoke mounted therein and normally pressed downwardly, a traiiic rail engaging wheel carried yby the yoke and sli htly wider than the traffic rail, said wheel wIien engaging a ramp rail being elevated outfof contactwith the traiiic rail, and a ramp rail engaging contact operably connected to the yoke, whereby when the wheel is in engagement with the traffic rail said contact is raised higher than the ramp rail and when the ramp rail is engaged by the wheel the coitact vis -in engagement 4with the ramp rai ,i 6. A shoe mechanism including a frame, a sliding yoke mounted therein and normally pressed downwardly7 a trafiic rail engaging wheel carried by the yoke, and aresilient ramp rail engaging Contact operably connected to the yoke and held upwardly when the wheel is in engagement with the traiic lrail and vice versa. i l

7. A shoe mechanism including a frame, asliding yoke mounted therein and normally pressed downwardly. a traffic rail engaging wheel mounted in thev yoke, a lever fulcrumedl to the frame. and having oneend operablyconnected to the yoke, and a ramp rail contact mounted in the free end of the lever and moved up and down byr the yoke.

8. A shoe mechanism including aframe,w

a sliding yoke mounted therein and normally pressed downwardly, a traiiic rail engaging wheel mounted in the yoke, a lever fulcrumed to the frame and having one end operably connected to the yoke. a casing mounted in the free end of the lever, and a spring pressed ramp rail contact mounted in the casing.

In testimony whereof'IaiiiX myisignati'i're.

ROBERT' F. HDsoN.