US1536095A

US1536095A - Train-stopping device

Info

Publication number: US1536095A
Application number: US592636A
Authority: US
Inventors: Claude I Haines; Bower John Stanley
Original assignee: Individual
Current assignee: Individual
Priority date: 1922-10-05
Filing date: 1922-10-05
Publication date: 1925-05-05
Anticipated expiration: 1942-05-05

Description

May 5, 1925. 1,536,095

' C, l. HAINES ET AL TRAIN STOPPING DEVICE Filed Oct. 5'. 1922 2 Sheets-Sheet l A TTHNEYS www NuIITIIvIr. mmm M?! o May 5 1925 1,536,095

c. l, HAINEs E'r AL.

TRAIN STOPPING DEVICE Filed oct. s. 1922 2 sheets-sheet 2 A nom/frs e Patented May s, 192s.

UNrrED sra Y170 ollwlhom t may concern.' f Beit known that We, (JLAUDE PATENT ,QH-ICB CLAUDE I. HAINES AND Jorrit srnnnnrnownr, or annuo,` ILLINOIS.

TRAIN-srorrrivcf` 1an-vron.`

Application ledOctober 5, 1922. Serial kNo. 592,636.

` Il Hannes and JOI-IN VSTANLEY Bowne, citizens of the United States,-and\residents otAledo, in

the" county of Mercer and State of Illinois, have invented a new and useful lmprove` ment in "Train-Stopping `Devic`es,'of which l v theliiollovving is a full, clear, andexact `deseription.

v()furinvemiion relates to improvementsin' train stOppingdeViceS, and it consists inthe combinations,A constructions, and arrangeymerits herein described andjclfa'imed. l 1

hAnobject oi ourfinvention `is tof provide adevice or the character describedin keeping with the requirements of'moder'nsafety,

in which manual control is entirely obviated. "Affurther object oit'v our invention is to provide a device or the characterdeseribed which may cause the train to come Vto a dead stopvvhenever the tr'ainxhas passed avblock that has-been set" against passage of the train. f

further object of our invention is to provide a device of the character described which must be setmanually after its operation before the Atrain can` proceed. l

""""A`urther object of our invention is `to provide a device of the character described which `will Work as eeetually whenthe trainfis moving backward as when the train isl`lmoving'-forward. f :i further object of ourinvention is to providel a device of [the character described i which 1m`a^yf be set by the engineer or the train so that-the train 4may Vpass through a block` thathasl been set against the passage of trains, as in the case of special orders.

Other objects and advantageswvill appear in theiollowing specification, andthe novel f iu"`operation.

lln carrying out-our invent-ion, we make `the restricted portions 22 and23 may useoflthe ordinary type of steam locomotive 1, such `as shown in dotted linesiinf F igure 1t."v The locomotive-1 is Vprovided with asteam valve2 `which `controls the HOW ofvsteam to; its steam`4 chest 3, thethrottle rod` 4 v controllingthe` valve 2 andan" ai-r l brake control line-i545.

A pair of pillarn blocksi ande-71am,

mounted uponlthef-Yguide members Sand 9, respectively. Thelpill-ar blocks` and Pare provided vvithf co-axial bearing portions therethrough.` Ahoriontal crank shaft 10 is rotatably mounted on` the bearingfporJ tions-othe pillar "blocks V"(and 7 as shown in Figure -One end or; the crank-shaft 10 is bent laterally ati11,]"thusfprovidingfa? lever portion 125-Wliicli is disposedf'sub'stan tially above thecrosshead guide bars liand 14 ofthe locomotive 1.` Y pair "of supporting plates 15 andJ 16 are secured by means of boltsor the like to the'outer surfaces ofthe guide vbarsl' and Y 14 respectively, asshovvn ,in Figure 1.*The" plateslf and` are each provided yiivitli a lsquare opening 17 therethrough. l fvertical slide bar 1S Isubstantially square in 0the cross section isslidably mounted in the open-` ing "llofthe plates 15 and 16, thebar bef ing arranged to` closely tthe opening 17 so thatit maynot turn. The lower end or the vertical barflSis provided with a shoe y 194 integra-l therewith,V and `havingalr -arcuate p surface 20 on its lo-Wermost face(` *The vertical slide bar 18 is further provided With a laterally bent portion 21, ,extending in perpendicular" relation with the shoe 19. This may be clearly seen in Figure y2". -y

F f The vertical slide bar 18 is provided k"with a pair of restricted portions 22and 23inter" mediate its length, arrahgedsol that moved into registration with the plates 15 `and 16 when the slide bar. is elevated,there permitting theslide bar 18tot'fbe rotated at will," and the laterally bent portionj` y21 l moved toward or avvia-y from the-locomotive as shov'vn in dotted lines iniFigure 2, forma purpose hereinafter described.

The crank shaft 10 is `provided"With a crank portion 24, uponA which 1Va suitable sleeve 25 iscarried. 'A tension spring 26 is connected atione end with the sleeveV 25 as shown at 27 ,and at its opposite e`nd'28lto f-a T-shaped supporting `member 29;` The sup; porting memberf29fis securely Xed tothe forward `end-of the-'boiler supportera-the locomotive 1. kThe crank shaft 10 is -further provided with a pair of radially eX- tending spaced apart arms and 31.

The arm 31 has pivotally connected thereto at 32 a rod 33 which is adapted to slide within a tubular casing 34 secured by brackets 35 to the outer boiler sheet of the locomotive 1. The opposite end of the rod 33 isconnected to a cable 36. The cable 36 extendsupwardly and over a guide pulley 37 supported above the top of the outer boiler sheeting by means of a bracket 38.

The opposite end y3,9 of the cable 36 is connected to a breakjoint generally indicated at 40, which connects the throttle rod 4 with the valve stem 41 of the steam control valve y2.

The break joint 40 consists of an arm 42 which is pivotally mounted at one end of the valve stem 2, as shown at 43, and a second arm 44 pivotally mounted at 45 to an upwardly extending port-ion of the throttle rod 4, The rod44 is hingedly connected at to the rod 42 to form a joint which may be broken by lifting the rod 44 as by means of .drawing it on the cable 36.

The radial arm 30 on the crank shaft end is pivotally connected at 47 to a Connecting rlodj48, the outer end of which is pivotally Connected at 49 to the stem 50 o-f a threeway valve 51 disposed in the air lbrake line ofthe air brake control 5,-5. The valve 50 is so connected in ythe brake line 5-5 that movement in one direction of the valve stem50 will .cause the air to escape from the brake linie and apply the brakes to the tra-in, while the normal position of the valve .stem 50 would merely maintain the brake line in an inoperative positionand hold the brakes free from engagement with the wheels.

It should be vexplained here that the lever portion 12 of the crank shaft 10 exactly over-lies and rests upon the laterally bent portiony 21 of the slide bar 18 when that bar is `turned in the position shown in full lines in Figure 2. v

From the foregoing description of the various parts of the device, the operation thereof may be readily understood. In using our train stopping device, it is necessary to employ a block which is shown at 53 having inclined end walls 54 and 55. The block 53 may be connected to the ordinary semaphore block signal or railroad signal device so that it may be moved into registration with-the shoe 19 whenl it is desired that the locomotive shouldrnot pass a block.

It is well known that occasionally an engineer may not see the signal or may be injured and unable to see the visual signal. It is for such cases as this that our present invention is provided, as well as for the purpose ofl rendering the present block system absolutely positive in its operation.

Let us assume that lthe locomotive 1 is appreaching a section of track upon which another train is at present running, and that the block 53 has been elevated to that position shown in Figure 1 as a signal that the locomotive must not pass. The semaphore signal of course will operate at the same time that the block 53 is moved, but for the purpose of the explanation let us assume that the engineer' does not see the semaphore. The ieconiotive 1 continues to move forward until the me 19 engages the block 53. As the shot` l, moves into contact with the block 53 the rod 18 will move upwardly in the openings 17 of the plates 15 and 16. As the rod 18 is elevated it will also move the lever portion 12 of the crank shaft 10, thus causing the crank shaft to rotate in the pillar block 6 and 7. It will be noted upon inspection of Figures 1 and 2 that the spring 26 is disposed so as to draw the lever 12 quickly in an upward direction when the crank portion 24 has moved beyond its dead cen' ter relative to the portion 28. This will cause a quick movement of the entire crank shaft 10 and the radial arms 30 and 31 integral therewith.

As the arm 31 moves, the rod 33 will slide within the casing 34 and draw the cable 36 downv'vardly. As the cable 36 moves downwardly, its opposite end 39, which is connected to the arm 44 ofthe break joint 40, will swing and the break joint 40 will open. This will move the valve `stem 41 and close the steam valve 2. As the radial arm 30 moves, the connecting rod 48 will cause the stem 50 of the valve 51 to move and the valve to operate. The operation of the valve 51 will permit air ink the brake line 5 5 to escape and the brakes will be set, thus stopping the train. It should be understood at this time that the opening to which air escapes from the valve 51 may be controlled by a needle and pin-hole construction, so that the brakes may not set too quickly and the operation of the brakes may be adjusted manually.

It will be seen, therefore, that the introduction of the block 53 to engagement with the rod 18 will cause the locomotive to stop.

ln order to again operate the locomotive, it is necessary for the engineer to step out of the cab and manually throw the lever portion 12 of the crank shaft 10 downwardly beyond the dead center of the crank portion 24 and the portion 2 8 ofthe support 29, which will cause the spring 26 to hold the lever 12 in close engagement with the top of the vertical slide rod 18. The cable 36 will thereupon lie slack and permit the arm 40 to be manually reset in an operative position.

Means for preventing the rod 18 from dropping out of engagement with the plates 15 and 16 is provided in a pin 57.

It will be noted that the supporting member 29 besides serving' as a means for supporting one end ofthe spring 26 as shown at 28, Will serve as a stop to limit the rotation of the crank shaft l0. This is shown in Figure 3 Where the crank 24 is represented in dotted lines, and rests upon the forward end of the Supporting member 29.

I claim: j j

The combination with a steam locomotive having a throttle valve and a throttle rod for operating seid throttle valve, of a break joint disposed between said throttle rod and said throttle valve, and :it a point exterior of the cab ofsaid locomotive, a cable connected with said break joint, and means associated vvtih said locomotive and With the track upon which said locomotive is disposed for operating said break joint through said `cable to open the joint, thereby operatively disconnecting said throttle rod from said throttle valve.

CLAUDE I. HAINES.

JOHN STANLEY BOWER.