US1600584A - Automatic train-stopping system - Google Patents

Description

J. A. GRAMM AUTOMATIC TRAIN STOPPING SYSTEM Sept. 21 ,1926. I 1,600,584

Filed March 19, 1925 6 Sheets-Sheet 1 VENTOR J. 5/4):

,ATTORNEY 1,600,584 J. A. GRAMM 1925 6 Sheets-Sheet 2 AUTOMATIC TRAIN STOPPING SYSTEM Filed March 19,

M H M D 9 I 6 4 w w nw J a W F o a T R 5/ 5 2 m m 6 a 5 ,6 5 .9 m A 5 l w 5 m 3 J N u nufi L M H a I a /& 8

4 8 V 3 8 a r 9 M, F

Sept. 21 1926.

Sept. 21 ,192e; 1,600,584

J. A.. .GRAMM 1 AUTOMATIC TRAIN STOPPING SYSTEM Filed March 19, 1925 6 Sheets-Sheet 5 ATTORNEY I Sept. 21 1926.

J. A. GRAMM AUTOMATIC TRAIN STOPPING SYSTEM Filed March 19, 1925 s sheets-sheet? 4 //v VENTOR J54 rda/n Sept. 21 1926. 1,600,584

J. A. VGRAMM AUTOMATIC TRAI N STOTPING SYSTEM Filed March 19, 1925 6 Sheets-Sheet} Sept. 21,1926. 1,600,584

J. A. GRAMM AUTOMATIC TRAIN STOPPING SYSTEM Filed March 19, 1925 6 Sheets-Sheetk Will/Ill! r VENTOR ATTORNi;

Patented Sept. 21, 1926.

UNITED STATES 1,600,584 PATENT OFFICE.

JOHNA. GRAMM, OF DALLAS, TEXAS, ASSIGNOR OF oNE EIGHTl-I TO A. J. URBISH, ONE-EIGHTH TO JAMES P. THOMAS, ONE-EIGHTH T O BENJAMIN'R. BUFQRD, AND ONE-EIGHTH TO D. B. MATHERS, ALL OF DALLAS, TEXAS.

AUTOMATIC TRAIN-STOPPING SYSTEM.

Application filed; March 19, 1925.

This invention relates to new and useful improvements in automatic train stopping systems. I I

The object of the invention is to provide in conjunction with the usual electric block signal system, means automatically set at the track to be engaged by means carried by the train, for stopping said train whenever the block is not clear. I I

A further object is to provide an operat ing trip at the track normally in the path of the .tr'ain-carried operator, together with electrically energized means having a circuit switch operated by the block semaphore, for the breaking of the circuit when the block is closed and preventing retracting of the trip and permitting retraction of the trip when the block is clear.

Another object is to provide a trip at the track normally in the path of the train operator arranged to be retracted manually from the signal tower or otherwise.

A further object of the invention is to provide means for gradually applying the brakes, whereby the train is gradually brought to astop and too sudden stopping or derailing prevented. Y

Another object is to provide means where'- by the fluid of the air brake line may be utilizedto hold the parts in a tripped position, after the actuating element has been tripped.

Another object is to provide an improved type of'valve including means for releasing the air to apply the brakes when the train is backed.

Important features of the invention are means for providing emergencies, whereby under certain-conditions the engineer may prevent the operation of the train stopping and also whereby the engineer is warned of a break in the air conduit of the apparatus.

A construction designed to carry out the invention will be hereinafter'described together with other features of the invention.

The invention will be more readily understood from a reading of the following spec-' ification and by reference to the accompanying drawings, in which an example of the invention is shown and wherein Fig. l'is aside elevation of a portion of the truck of a locomotive equi ped with a val e and p rate! QOIlstruQiQ. in 'a'ccord-' Serial No. 16,789.

ance with my invention and showing the operator in engagement with a "trip, Fig. 2 1s an elevation of the valve showmg the operator in its-normal position, F g. 3 is a side elevation of the same,

Flg. 1 is a side elevation of the trip in its retracted position, I Fig. 5 is an enlarged side elevation lmproved valve and operating arm;

Fig. '6 is a longitudinal vertical sectional view,

Fig. 7 is a vertical sectional view of a modified form of valve,

Fig. 8 is a vertical sectional view taken on the line 8-8 of Fig. 5,

Fig. 9 is a cross-sectional view taken on the line 99 of Fig. 6, I 4

Fig. 10 is a detail of a" trip to be operated mechanically,

Fig. 11 is a longitudinal sectional view of the electrically operated trip, 1

Fig. 12 is a cross-sectional view taken on the line 12-12 of Fig. 11, 1

Fig. 13 is a diagrammatical View of the operating circuit and component parts thereof,

Fig. 14 is a detail of an engineers valve and control connected with the stopping valve, l I a Fig. 14 is a detail of the governor at a right angle to Fig. 14, I

Fig. 15 is a detail of another form, and

Fig. 16 is a detail of still another form.

In the drawings the numeral 20 designates a valve casing which maybe suitably or the constructed for casting and machining or other method of making- At its inner end the casing has a vertical cylinder 21 covered by a cap plate 22. A crank shaft 23 extends longitudinally through the casing and has a crank 24 in the cylinder. A link .25 has its lower end pivoted on the crank while its upper end is connected to a piston 26 operating in the cylinder. I

The casing has a manifold 27 cast on its I valve 30 has a dependingstem 31; 'whilethe valve 30 has a sim lar stem 31, The

shaft 23 has a cut-out flat portion 32. The valves are located over the portion 32 on opposite sides of its aXis. By this arrangement when the shaft is rocked in one direction the valve 30 is lifted by its stem 31, the valve 30 remaining closed; while a reverse movement of the shaft lifts the valve 30, the valve 30 remaining closed.

Immediately above the valve seat 29 a passage-34 leads to the upper end of the cylinder 21 above the limit of the upper stroke of the piston 26. The cap 22 has an air escape port 35 (Fig. 6) greatly less in diameter than the passage. .A volume of air or fluid admitted to the cylinder 21 would hold the piston depressed, but would escape very slowly through said port. The valve 30 opens int-o a cavity 28 which has a small escape port 35 (Fig. 6), opening to atmosphere.

The crank shaft 23 extends through a boss 36 on the front of the valve casing and a cap 37 which is screwed onto the boss. Within the cap are oppositely coiled springs 38 and 39, each having one end attached to the shaft and the other secured to the cap. An arm 10 depends from the front end of the shaft and the springs act to hold said arm in a central position and to return itto such position when it is swung either for wardly or rearwardly. The a1 m and shaft have afiuid passage 41' communicating with the chamber 28at the flat portion 32 of the shaft,which if the arm is broken will release the air and set the brakes. I

The valve casing 20 may be mounted on any suitable part of the train so as to be engaged by a trip at the track. I have shown said case mounted on thetruck of a locomotive, but this isoptional. In Fig. 10 I have shown a trip comprising a bracket 4-2 secured to one of the rails and supporting a trough 43, which is received in the bottom of a telescoping cap 441, having a suitable tread 15. This'cap may be sustained by one or more coiled springs 16 carried by the bracket. A plunger 47 secured to the cap extends through the trough and has a stud 48 engaging in a slot 49 in an operating lever '50 hinged at its upper endfto the bracket. An operating rod 51is pivoted. to the low-er end of the lever. This rod may be connected with a suitable operating means located at a switch tower or otherwise.

One of the features of the invention is an electrically operated trip for actuating the train arm 40. While this trip may assume various. forms, I have-for the purposesjof illustration, shown an elongated trough 52 (Figs. 1, 2, 11 and 12) which is mounted outside, thetrack on brackets V 53'. carried by. the. cross-ties. The troughisdisposed parallel to the rail and may have any suitable length. Cross. 'barsf 5t. are secured atthe upper portion of-thetrough which telescopes into the bottom of a cap or tread member 57. Plungers 55 supporting the cap have their lower ends sliding through the bars 5 1 and are surrounded by coiled springs 56 restingupon said bars. The cap has a flat tread 58 inclined in each direction from the center so that the lower end of the arm 40 will ride up one side and'down the other.

A crank shaft 59 is journaled longitudinally of the trough 52 below the cross bars 5% and. links 60 pivoted to the cranks of the shaft have their upper ends pivoted to the cap. Upon the rocking of the shaft the cap is pulled down by the links against the tension of the springs. Counter-balancing weigl'its .61 pendant from the shaft and rigidly attached are swung to one side when the shaft is rocked. These weights act to return the shaft and elevate the cap 57 when the shaft is released, in which action they are assist-ed by the s rings. It is possible to omit either the springs or theweights.

In Fig. 13 I have shown a diagrammatical view in which the rails are, indicated at A and B. phore I) connected with an electric switch E in the pole by a rod F. A circuit wire H leads from a battery or electrical source G to one side of the switch E. A circuit wire II leads from the other side of the switch to a rail section A which is insulated from the remainder of the rail A. A circuit wire I leads from a section B insulated from the remainder of the rail B while a circuit wire J leads from a solenoid 63 to the battery G. Circuit wires M and M bridge over the rail sections A and B so as to maintain the block signal circuit.

In Figs. 11 and 12 the solenoid 63 is shown provided with a core 6 1 attached to a pitman 65 which is pivoted at its outer end-to a link 66. The link is pivoted to the short arm of-a bell crank lever 67 A" pitman 68 connects the lever with a depending arm 69 integral with the crank shaft 59. lVhen the solenoid is energized thecore 64 is retracted,'whereby the lever 67 is swung and the shaft 59 is rocked by the ar1n69. This pulls down the cape? of the trip. Referring again to Fig. 13 it will be seen that normally the cap 57 is held elevated and the semaphore is raised when the blockisclear whereby the switch is closed. Thus when the wheels o f'the. train roll onto the rail sections A and B .the circuit is closed, the solenoid is energized and the trip cap is lowered, so that the arm 40 is not operated.

The manifold 27 leading from the chanr ber 28of the valve case 10 connected to a pipe 70 which in turn is connected with one end of a hose or other. flexible conductor 71. This. permits the. case 10 to be mounted on the truck and connected with an airbrake pipe '72 (,Fig. 16) carried on the cab or; body of the locomotive or car. Under ordi.

A semaphore pole C has a semanary circumstances thepipe 72 is connected to a branch pipe 73 extending from the main air line 74 as is shown in Fig. 16. A repair cut-off valve 75 is included inthe pipe 73. Abovethe connection with the pipe 72 an engineers valve 76 is connected with the pipe 73. An automatic spring back out off valve 77 is connected in the pipe 72. The air linepassage is normally open through the pipes 73, 72, 71 and 'to the case, but may be by-passed by the operation of the engineers valve.

In Fig. 14. I have shown a modified form of'air release in which an ordinary cut-off valve 78 is connected in the pipe 72 instead of the valve 77. The valve has an operating arm 79 forming an armature for an electromagnet 80. An electric circuit includes a battery a, wire I) in which a push button switch a is connected, a wire (Z leading from the other side of the battery and a wire 6 leading from the magnet. The wire 6 is connected with the ring 7 mounted upon a rotatable part of a suitable governor con trol; while the wire I) is connected with the expanding member 9 of the usual centrifugal governor adapted to engage part 7" upon a reduction in speed of rotation.

So long as the speed of the train is above a certain point, say ten miles per hour, the governor which is mounted on the axle of the locomotive or car, which prevent contact between the parts f and g, and prevent closing of the circuit by the push button, thus holding the valve 78 open. When the valve 78 is open the stopping valve 10 may operate. lVh-en the speed of the train is reduced sufficiently to let the parts f and 9 contact, then the engineer may close the valve 78 by pushing the button 0, thus preventing the valve 10 from applying the brakes' Another form is shown in Fig. 15. The valve'lO has the pipe. 70 connected thereto together with the hose 71 and pipes 72, 73 and 74. Theengineers valve 76 is mounted on the pipe 73. However said valve 10 is modified as is shown in Fig. 7. The passage 34 instead of being connected to the cylinder 21 leads to a collar 81 in which a perforated plug 82 is screwed. The plug has a central port 83. An air escape pipe 84 in two sec tions is connected by a hose 85 with the port 83. A jacket 86 in two sections connected by a hose 87 surrounds the pipe 84and the hose 85. The jacket extends from the plug 82. i

An elbow 88 seals the upper end of the jacket 86. The jacket and hose 87 are kept filled with air supplied from the line pipe 74 through a T connection 74. Thus if a break occurs anywhere the escaping air will notify the engineer, and stop the train. The release pipe 84 is connected with a cylinder 89 having a plunger 90. When the valve 30 is opened by the operation of the arm 40 the air pressure admitted to the pipe 84 displaces the plunger 90 which strikes the lever 91 of a bleed valve 92. 'When the valve 92 is thus operated air is released througha pipe 93 connected with the line 74, whereby the brakes are applied. The operation is as follows 7 Normally the block is clear so that the semaphore D is raised and the switch E is closed; also the cap 57 iselevated. The trip and solenoid 63 together with the-rail sections A and B are located a suitable pole C to give ample I distance from the signal time for operation. The rail B has an insulated-gap K" opposite the trip which is connected with the rail B on oppositesides of said gap by wires K and L, so that if the trip is moved or tampered with the signal" circuit will be broken and the arm D dropped, this opening switch E.

So long as the switch E is closed, train wheels rolling onto the rail sections A and B will close the circuit fromthe'wire H to the wire I, whereby the solenoid 63 will be energized and the cap 57 will be drawn I .30 will be lifted permitting the air from the train line to flow through the passage 34 into the upper end of the cylinder. The i crank :24 of the shaft pulls the 'pi'ston26 downward. in the cylinder and thepr essure of the air admitted above the piston, holds,

it depressed thus keeping the valve 30 open. The air escapes from the cylinder through the small port 35, whereby the pressure is slowly reduced and the brakes are gradually set. lVhen the train is stopped the pressure will have been reduced sufficiently to allow spring 38 to return the arm to its normal position, whereby the valve 30 is 7 closed and the piston 26 is elevated.

If the train is backed, or the arm 40 swung to the right (Figs. 1 and 2), and held in this position, the shaft 23 will be rocked so as to raise the valve 30 so that the 'air from chamber 28 will pass into chamber 28' and escape through the port 35 (Fig. 6), thereby releasing the air for setting the brakes.

Various changes in the size and shape of the different parts, as well itSlIlOdlfiGLtlOllS and alterations, maybe made'within the scope of the appended claims.

That I claim, is I 1. In a train stopping system, the combination with the electrical'signal circuit and sem'aphore of a block'system, of a train-caried air controlling valve having an operator, a trip at the track normally in the path of the operator, electrically energized means "Cor-retracting the trip from the path oi the valve operator, and an electrical circuit operating in conjunction with the semaphore for.

energizing said means.

2. In a tram stopping system, the combination with the electrical signal circuit and semaphore of a block system, of a train-carried air controlling valve having an operator, a trip at the track normally in the path of the operator, electrically energized means for retracting the trip from the path of the valve operator, an electrical circuit for operating said means when closed by the wheels of a train and means in said signal circuit to automatically open the retracting circuit. v

of a train, and an electrical switch connected in said operating circuit and operated by the semaphore.

4. In a tram stopping system, the combination with the electrical signal circuit and semaphore of a block system, of a train-carried air controlling valve havlng an operator, a trip at the track normally in the path of the operator, a solenoid for retracting the trip, and an electrical switch operated by the semaphore, the solenoid and switch belng connected in an electrical circuit connected with the rails and insulatedv from the signal circuit.

for closing said circuit to retract said trip when the block is clear, and means in the signal circuit for opening said retracting circuit when the block is closed.

6. In a train stopping valve, a case, a cylinder, a fluid chamber in the case having a passage communicating with the cylinder,

of a train-carried air brake setting a piston in the cylinder, a crank shaft connected to said piston, a valve between the cli-an'iber and passage operated by the rocking vof said shaft, an operating arm carried the shaft for opening said valve in its inov ment in one direction, and a reverse ralve controlling an exhaust port-and operable in an opposite movement of said arm. '4'. in a train stopping valve, '21 case, 'a cylinder in the case, a fluid chamberin the case, a passage in the case leading from the chamber to the cylinder, a piston in the cylinccr, a crank shait having its crank in the cylinder connected with the piston and a valve operating face, a valve between the chamber and the passage operated by said facein the rocking of the shaft, and an operating arm carried by the shaft.

8. in a train stopping apparatus, the combination with a train-carried valve having an operator, an air supply pipe leading to the valve, an air release pipeconnected with'the valve, a jacket siirrounding the air release pipe and connectedwith the supply pipe, a bleeder valve, and means connected with the release pipe for operating the bleeder valve.

In testimony whereof I affiX my signature. I

JOHN A. GRAMM,

Images