US1582142A - Train-control apparatus - Google Patents

Description

April 27 1926. 1,582,142

C. A; PARKER TRAIN CONTROL APPARATUS Filed' March 6.. 1923 2 Sheets-Sheet 1 a a a mar/ea Parke/ April 27 1926. 4 1,582,142

C. A. PARKER TRAIN CONTROL APPARATUS Filed March 6. 1923 2 Sheets-Sheet 2 uwaufm UMP/es Fbr/rer Chem Patented Apr. 27, 1926;

CHARLES A. rAnKEn,

OF"HAUGA1\T, MONTANA, ASSIGNOR TO WESTERN AUTOMATIC CQMLPANY, or sroxann, WASHINGTON.

. y TRAIN-CONTROL Ar'rAnA'rUs.

Application filed March 6, 1923. Serial No. 623,289.

To all, whom it may. concern:

Be it known that I, GHAnLns A. PARKER, a citizen of the United States, residing at Haugan, in Mineral County and State of Montana, have invented certain new and use .ful Improvements in 'lirain-Control Apparatus, of which the following is a specification.

My present invention relates to improvements in train control apparatus for use on steamrailroads or electric railways employing automatic air brake systems for control of the train, whereby a moving train may be stopped by the automatic. actuation of the air brake system to apply the brakes on a train, or the train brought under the control of a train dispatcher or other person located at a distant point. 1

The train stop mechanism, which is automatically actuated, does not interfere with the usual application of the brakes from the enginemans valve, but acts independently thereof to bring a train to a stop, in case the usual signals are disregarded, to prevent the train from proceeding into a block or section ahead which is already occupied.

The apparatus of the invention is applicable for use on either single track or double track railroads, and utilizes both mechanically actuated and electrically actuated mechanisms in combination with a trackside installation, and a stationary ramp rail and moving ramp shoe carried-by the locomotive or tender, an electric motor, street car or other carrier equipped with the standard form of air brake system. V I

Briefly stated the invention consists essentially in the combination with a standard air brake system for steam railroads or electric-railways, of a control device including an air valve mechanism interposed between the main reservoir of the air brake system and the engineers valve on one side and the train line or main pipe onlthe other side, said valve being normally held open by equalized air pressure for the usual passage of air from the engineer's valve to the train pipe. In connection with the equalizing dcvice of the control member I utilize a train stopping device, which, when actuated causes a reduction of the equalized pressure of air in the control device, resulting in cutting oil' the connection between the train line and the engmeers. valve and sunult'aneously bringing about reduction of pr re 1n tbetrain pipe, with consequent application of the air brakes in usual manner. The train stop device is actuated through the instrumentality of a train carried ramp-shoe in co-action with a. stationary ramp rail, and the ramp shoe is utilized, together with certain elements, for holding the train. stop inechanisn'l normally in inoperative position.

matic restoration of the required air pressure in the train pipe and release the brakes. The automatically operating train stop mechanism may be adjusted to gradually ap ply the brakes and thus bring the train to a standstill withoutshock, but means, under control of the engineer, are provided for coaction with the automatic applicationof the air brakes .whereby the reduction of air pressure in thetrain pipe may be accelerated resulting in a more rapid application of the brakes and quicker stopping of the train. Other accessories insuring reliable. control, facile manipulation, strength of structures, &c., and safety in traveling willbe herein after more specifically pointed out.

In the accompanying drawingsI have illustrated one complete example of the physical embodiment of my invention in connection with a railroad employing a block system of control by electrically actuated semaphores, in which the parts involving my invention are combined and arranged according to one mode I have so far devised forthe practical application ofthe principles of my invention.

Figure 1 is a composite view showing the train stop andcontrol mechanism in connection with the air brake system or the part thereof carried by the engine, together with the ramp installation along the railway track, and a block signal of the semaphore type, the ramp mechanism being in position to actuate the train stop mechanism as the train proceeds.

Figure 2 is an enlarged view of the train stop mechanism, carried by the engine. v Figure 3 is an enlarged, detail sectional view of the air control valve mechanism interposed in the' air brake system between the engii'ieers' valve and the train pipe.

a order re 1" "understood I have indicated a portion of the main air pipe or train line as that the relation of parts may lit) 1 which is connected in usual manner for the purpose of applying the air brakes of a standard air brake system. The train line is supplied with air pressure from the main air reservoir B, which reservoir is supplied in usual manner from the pump equipment (not shown) with a pressure or say 130 pounds. C indicates the usual and standard form of engineer's valve for controlling air pressure between the main reservoir and train pipe, and is connected to the main reservoir or tank by means'of a branch pipe or tank pipeD. The engineers valve is con nected to the train pipe A by two pipe sections 1 and 2, between which are interposed the air control device indicated as a whole by thenum'eral 3, and air'supplied' to the train pipe is normally at 70 lbs. pressure.

A cut out valve l, oi the double heading type is interposed in the pipe 2 between the air control device 3 and the train pipe. This valve may be manually closed after thetrain stop mechanism is actuated, and must be again opened, manually. by the engineer to permit restoration of the required air prcs sure for the automatic application of the brakes.

Referring especially to Figure 3 of the drawing the control valve is shown in detail as provided witha valve casing 5 withwhich the two pipe sections 1 and 2 communicate, and the valve easing has a partition 6 fashioned with a normally open"valve seat 7. Through the operation of the train stop mechanism this valve seat isclosed'for automatic application of the brakes, by the valve head 8 which cuts off pressure through the engineers valve, to the train pipe A. An adjustable stop 9 in the form ot a threaded bolt orscrew, is provided in the valveeasing 5 and alined with the valve 8, to prevent, it desired, the complete closure of the valve seat.

The upwardly extending stem 10 of the valve is provided with a piston head 11, slidable in the cylinder'lfl which is secured at its lower end to the valve casing 5, and at its upper end closed by a plug or cap 13. Above the piston and within the cylinder an expansion chamber l lis thus provided and below the piston a reduction chamber 15 is formed, and under normal conditions the air pressure within these two chambers is equal.-

head 19 and the transverse partition 15 an outlet chamber 2-0 is provided. From the outlet chamber a short outlet pipe 21 extends and in this pipe a manually adjustable graduating valve 22 is interposed whichniay be adjusted to permit outlet or discharge of air from the outlet chamber to the atmos phere, but prevents entire expulsionot the air to Zero point. Thus the graduating valve may be adjusted to a predetermined pressure, say 20 lbs. to "prevent the too rapid dischargelo't air when the train is being stopped. By this adjustment the train may be'stopped gradually when the brakes are automatically applied, to prevent danger of breakage of parts or undue wear on the equipment. l

The valve casing 5 is equipped with an auxiliary plunger valve 23 to close a seat Q-l iiithe valve-partition G'between the two pipe sections 1 and 2, and this valve'is held normally closed by its spring Unde'r normal conditions withthe train line pressure equalized in the'valve casing 5 this valve re mains closed by its spring but it is opened against tension'of its spring, by air pressure in the pipe 2 under exhaust conditions.

Under normal conditions air at. say 130 lbs. pressure from the tank B is supplied to the control valve 3 through the engineer's valve, which pressure is supplied through the open valve seat- 7 between pipe sections 1 and 2 to the train line, A. hen the train stop mechanism is actuated as will be described the'air pressure in chamber 15 is reduced by passage through a reduction pipe 26 which connnunicates with this chamber. Because of this reduction in pressure in chamber 15. the higher pressure in chamber H :t'orces down the piston, valve 8 and its stem, against; tension of the valve spring. The valvei's forced to its seat 7 closing communication between'the pipe sections 1 and'Q and cutting oil pressure through the valve 3 by way of the engineers valve; The movement of the piston closes port 17, and the movement of the valve opens ports 18 per initting air to flow from pipe 2 through these ports into thedischarge chamber 20, and thence to the atmosphere through the discharge pipe 21 and its graduating valve 22. This flow of air causes a reduction in the train line pressure and consequently an application of t'he'air brakes throughout the brake system in usual manner. lVhile the brakes are being applied the valve 8 is'held liltl asserts course, before the train can proceed, thevalve 8 must be 'restoret-l'to'its normal pos'itimroi -Figure 3. The cut out ivalve 4 in pipe 2 is closed by the engineer to prevent escape of thereduced air pressure from the train line, and their by manipulation of the engincers' valve G all air is exhausted fron'r between the cut-out valve 4 and the engineers valve C. The valve spring 16 is now free to elevate the piston 11 thus withdrawing the valve 8 from its seat? to re-establish the'train-linc prcssureand ports 18 are closed by'the valve when restored to its normal position. The cut-out valve 4 is opened by the engineer, and the valve 0 is manipulated to restore the normal pressure throughout the entire line. Y

Li I

Should an emergencyrequire quicker stop of thetrain than is being accomplished bythe action ofthe control valve as herede scribed, the engineer may assist in the application of the brakes by manipulating the valve C toexhaust air therethrongh from the pipe 1 thus Withdrawing pressure from beneath the closed'valve 23. Air pressure from pipe 2 is now relieved through the open auxiliary-valve seat 24, in addition to the exhaust by way of thediscliarge pipe '21, thus more rapidly reducing the pressure in the train line with consequent accelerated application of the brakes. When the train line pressure is again restored, the valve spring closes its valve 23 to normal position.

In order that the above described oper ation of the control valve3 may be accomplished I utilize a train stop mechanism in connection with thereduction pipe 26, which is provided with two normally closed air valves 27 and 28 which-are enclosed, with other parts of the stop mechanism in a housing 29 that may be located in the engine'cab; or at other suitable place. The valve 27 is held normally closed throughthe instrumentality ot a-ramp actuated mechanism carried by the train, or the engine and adapted to"cooperate With aramp rail 30 at the track side. A resilient, flexible ramp arm 81 is carried, as by a truck 32, and the pivoted ramp shoe'33 on the arm has connected thereto-a cable 34, under tension and held in that condition by the resilient ramp arm, except when the ramp shoe is ridin up the tread of the ramp rail. in the manner indicated 'in Figure 1. 1

By means o'l? an eye-bolt 35 the cable'is connected to a bell crank lever 36 pivoted at 37 to a stationary support in the housing 29, and a spring 38 is coiled about the bolt and interposed between adjusting nut 39' on the bolt andone arm of the bell crank lever. Manipulation of the adjusting nuton the bolt tightens thecable withthe result that the resilient and flexible ramp arm is flexed' upwardlyand held under tension.

The bell crank lever is thus pressed against the valve stem 40 of I the spring pressed valve 27, to hold said valve normally closed. hen the ramp shoe slides over the ramp rail; the cable is slackened, the bell cranklevor is released, and air pressure in pipe 26 forces the valve 27 open .i'or pas-- sage therethrough of air under pressure from the reduction chamber 15. he bell crank lever is swung on its pivot 37, swinging out the long latch arm 41 to doti ed po sition in Fig'ureQ. This arm in normal position supports an armature 42 of an electromagnet43, and the armature co-acts n1echanically' as alatch in connectionwith the latch arm 410i the bellcra-nk lever. Assuming the magnet 43 isdeenergized, and the armature latch is resting on the latch arm. 41; when the latter swings to the left on its pivot 37 in Figure 2, this armature-latch drops into engagement with the latch arm" as44, in Figure 1, the ramp muse (being energized) isencountered by the ramp shoe and direct electrical contact is madebetween these parts. 'Electrical current now passes through the conductor wire 45. from the ramp arm 31 to the magnet 43,v and thence to ground at 46 in Figure 1. The magnet is thus energized to hold the latch 42 out of position for engagement with the latch arm 41, until the ramp shoe has moved entirely over and off of the ramp rail. As the shoe passes down the inclined tread of the ramp rail, the resilient ramp arm (which has previously been elevated as it. rode upthe ramp rail) pulls the bell crank lever to normal position before the electric circuit is broken, and valve '27 is also closed before the brake operating mechanism can be oporated. p

Valve 28 also is held normally closed, to.

prevent application of the brakes, when the ramp shoe is passing over an energized ramp ail, and a second ar1natnre47 is influenced by the magnet 43. to preserve this condition and prevent, application of the brakes. This valve 28 has a stem 48 pivotally connected to a suspending arm 49 that is pivoted at p '50 in the casing 29, and a spring 51 tends to hold" said arm in normal position with the mature .47. -Thesuspending ,arm is pivotally conconnection, of acylinder having a head in said casing, an exhaust chamber and ports between said casing and chamber, a valve and a piston connected thereto forming a closed expansion chamber and a reduction chamber and communicating with the train v pipe connection to normally receive equalized air pressure, and means'for reducing pressure in the reduction chamber.

8. The combination with a valve casing having a normally open seat, of a cylinder having a head 1n said caslng, an exhaust chamber and ports between said casing and chamber, a valve normally closing said ports, a piston connected with the valve forming a closed expansion chamber and a reduction chamber having normally equalized pressure and a spring engaging said piston to hold the valve normally closed, and means for reducing pressure in the reduction chamber whereby the piston is pressure actuated to close said valve.

In testimony whereof I safiix my signature.

CHARLES A. PARKER.

Images