US1817380A - Combined track gauge control device and train stopping device - Google Patents

Description

Aug. 4, 1931. H. KARL 1,817,330

COMBINED TRACK GAUGE CONTROL DEVICE AND TRAIN STOPPING DEVICE Original Filed Oct. 1, 1925 Iii/en far Patented Aug. 4, 1931 UNITED STATES PATENT, OFFICE HEINRICH KARLOF JERSEY GI'IY, NEW JERSEY COMBINED TRACK GAUGE CONTROL DEVICE.AND TRAIN STOPPING Original application filed October 1, 1925, Serial No. 59,917, and in Germany June 24, 1927. Dividedfand this application filed October 26, 1927.

This invention formed part of my pending patent application, Serial No. 59,917 that was filed October 1, 1925, and of which division was required according to the Examiners communication of December 4, 1925.

This invention relates more particularly to a system in which the gauge of the entire track of a railroad line or trolley line, etc. can be controlled automatically and this control performed by a special truck or some unit of a train that is equipped with said device.

One object of this invention isto bring said device in connection with an automatic train stopping device so that a train equipped therewith will be braked or stopped automatically before a derailment occurs, or "it will avoid disaster to afast moving train of which some unit might have been derailed already following the moving of the train on a part of the trackway that has abnormal gauge.

Another object of the invention is to render this system completely safe and, therefore, it

, is designed on the principle of the normally closedelectric circuit.

A further object is to create a signal, audible or -visible, or both, and a device for making the signalling therethrough continuously, should that train move on such track rails To that have abnormal gauge.

A further object is to create means for dis continuing the stopping of the train and said signalling.

Although only one embodiment is exempli- 33 fied in this invention, it can be. brought in connection with any automatic train control system, or it may be so devised as to be independent of it and to cause the display of a signal on the train or on a special truck, and it may be so designed as to cause the automatic stopping of the train or trolley car, etc.,or to cause only the reduction of the speed thereof it that special truck or train unit moves on rails that have not the normal gauge or that may be spread or inwardly inclined.

This invention is hereinafter described 1n detail and the novelty pointed out in the appended claims and is illustrated by theaccompanying drawings of which Fig re '1 shows a side View of the device Serial No. 228,868.

diagram of electric connections that serve" for making audible or visual signals and for bringim the trainto a stop in case of an abnormality in the gauge of the track rails.

Figure 4: shows in section aymodification of'the center part of the device shown in F igure 2 whereby arrangements are shown for exerting the flexible pressure through compressed air instead of the spring 8 of Figure 2. The Wheels 1 and 2, which are of light construction since there will not be any weight of the car ortruck 10 that bearsupon them, each has its special shaft or axle 3, 4 respectively, and at their inner ends these axles are provided with piston-like parts 5 .6 respectively, of insulating material. These parts 5 and 6 and part of the axles .3 and 4 are confined in a cylindrical body 7 that is made in part'of insulating material and having one-or more ribs 7a on its outer'surface for preventing it from revolving." The ends of this tube or cylindrical body 7 form bearings made of metal that serve for the axles 8, 1 respectvely. 7

Between the parts 5 and 6 a spring 8 of certain flexibility is arranged and between the spring and-the parts 5, 6 plates of metal 5a, 6a may be placed. Instead of the spring 8, however, compressed air may be used. -The use of compressed air may be preferable to that of the spring 8 because the spring is liable to be worn out or partsin connection therewith, and since there is continuous supply of compressed air on trains for the operation of the brakes the simplest arrangement is then that as shown in Fig. 4: in which a pipe 101 is con-,

nected to the trainpipe and also to the tube compressed air enters "that space and exerts pressure upon 7 said discs and consequently also upon the piston-like parts 5 and 6 whiclare exactly like those indicated by 5 and 6 in Fig. 2.

In order to prevent the pressure in said space 102 between the discs 5a and 654 from becoming too weak when there will be a reduction in pressure in the train pipe 100 an automatic valve 103 well known in the art is brought in connection with pipe 101. A spring 104 is arranged around the stem 105 of valve 103 and so placed in the perforated extension 101 that it presses the valve plug 103 immediately against the opening at the lower end of pipe 101 so that said pipe will be hermetically closed when the pressure in the train pipe and consequen ly in pipe 101 becomes so low that there will not be enough ressure exerted upon the valve plug 103.

he pressure in space 102 thus will not be reduced. It may happen, however, that a too strong pressure will be exerted upon the discs 5a and 60; which is not desirable neither and in order to prevent an cxc ssive pres" ire of the compressed air in space 102 a relief-valve 106 is arranged. This valve is also the plu type and a spring 107 that is arranged around the stem 108 of the valve plug 100 prcs s against the plug 106 and the lower end wall of the extension 109 and forces thereby the valve plug 106 to close the aperture 110 at the upper end of the extension 100. I 107 must therefore yield only to an e; pressure in which case the plug 1 0 will. be pressed downward against the pressure ot the spring 107 so that a quantity of compressed air can escape through the channel 111 whereupon sprin 107 pushes the plug 100 against the upper end wall of the extension 109 in which the opening 110 is left whereby that opening will be closed again when the pressure in space 102 has become normal. The other structural parts in connection with. tube 7 are exactly alike to those illus rater. in Fig. 2 in connection with tube T and for this reason no illustration thereof has been deemed necessary and further reference is therefore made to Fig. 2 instead of F i On one of the axles such as indicated by 3, an annular electric contact 14 is arranged that normally contacts with the electric contact 11 that is somewhat flexibly arranged on the tube 7. The axle 1 has an abutment or stop 12 that prevents the axle from moving further into the tulle '7 and another stop 13 on axle 4 that like stop 12 adjoins bearing 15a but inside the tube prevents the axle 4 from moving further outside the tube. These or similar stops, however, are not einployed in connection with the axle Pi and it is therefore apparent that the sp in 8 ill, by exerting pressure against the plate 51.1. or part 5, move the axle 3 outwardly should the rail 20 or the rail 21 be bent or inclined outwardly as shown in Figure 2, because in. that event the wheel 1 whose flange, is always H1 to the left because stop 13 that is I with the axle l pushes then a --:t the bean contact with the inner side of ll .:3 rail-head on account of the pressure exert-1d by the spring 8, mov s there-tore also "the axle ll outwardly whereby the contact 141 wil be FitifillQlTQCl from the contact 11 when the ran 20 becomes inclined. or moved ontwi certain extent.

In the case where rail 2, is spreao. clined or moved out the rail-head of i f'lange is pressed against rail-head of rail 20 inches counand axle 3 witn'pistono, and plate exert this pressure upon the spring 8; 2 "11;; 8 again presses against plate c0. a d moves thereby piston 6, axle 1 and wheel towards the le according to the view 01' Figure 2. The flange of wheel therefore for e of the contact with the head 01 the rail. 21. The tube T is also i'orc d to i it move com n-cssed and conseque y the axle 3 that rigidly united with the wheel 1 will also be moved further into the tube 7 wl'iereby t i contact 1 1 will also come out of contacti he contact 1 and will takes position mat is on the hit of contact accmdiogto the view of Figure 2. The tube 7 is held by springy bands 16, '17 that are fastened to a log 18 which a 'ain held by braces it, 1% which are rigidly uni L w h "he wheel frame of the truck wheels 22, the springy bands 16, 17, however, are not fastened to the tube 7, they simply surround it partly but hold it loosely so that the tube '7 is allowed to move lengthwise to certain extent the ii left within. the bent portion of ti bands 10, 17 when the truc 1 curve etc. Ribs To (see Fig 1) being longitudina ly arranged on the outer side of tube 7 are provided for to prevent the revolving of this tube whi the who 1 and roll'along the track rails and the spi. 11g bands 16, 17 are bent so as to hold the ribs vhen the tube 7 would otherwise to'revolve.

The truck 10 to which belong wheels 22, 23 may car that forms 10, l1OTVOV01',D'lEl;Y as well be a special truck that serves only the purpose forcarry w wheels 1 and 2 and associat mechani an d therefore need to have only the two truce:

pressure" iv united wheels 22, 23 andthis truck may becoupled so to the locomotive that it travels at the head of the train, such asexemplified in Fig-" ure 1.

The part of. the invention that causes the I stopping'of the train and the signalling to the engineer in case that .thereis an abnormality in the gauge of the track isof an 7 electrical character and is chiefly illustrated. in Figure 3.

" danger exists that the wholeftrain-or some units thereof will derail at the same moment in which the train moves on' rails thatare spread or moved inwardly-etc, it is of imconnected the wire 206 which leads to the gized.

pipe and a stopping of the .train'aswwill' be portance thatthe train then be braked instantly for avoidingdisaster. But the fact thatit cannot be relied upon, the alterness of the engineer, it is necessary that such'neefded' rapid action of applying the brakes be made automatic and one of the simplest but very safe systems is described hereinafter,

Connected tothe bearing which maybe made of brass or copper (or it may be a special connection) there is a wire 26 (see Figures 2 and 3) which wire is also connected to one end of the winding'of the .electromagnet 204. To the other end ofthat winding is positive side of battery 25. "To the negative side of'battery is: connected the wire 28 which by its other end is-connected to one of the ends of the winding of relay 27 that serves in the signalling system of the invention to be described later. Connected tothe other end of the winding is the wire 30 which is again in. electric connection with contact. 11. By adding the contact 14 an'daxle 3 a circuit is created' which I will term circuit a VVhenever the contact 14 becomes disengaged from the contact'll on account of an abnormality in the gauge of the track the circuit a' will be interrupted a-nd'the electromagnet 204 that forms part of an electromagnetic venting device becomes de-ener-' The result-is a venting of theZtra-in briefly pointed out hereinafter By the reference numeral'224 isindicated the train'pipe that is shown in section. Con- .nected to this train pipe 224 is a short pipe permitting the exhaust ofair-fromfthe train pipe in well dosed portions according to the needs for braking the train, the electromagv net 204 is, employedwhose core is attached I to the lower end of the lever 230' If elec} tro-magnet 204 is fully energized'thecore thereof will be fully attracted and the lever 230 will resume the vertical position {in 1' which it moves the valve 225 to closed position' whereby no compressed air can escape from the train pipe 224. A very weak ener-v gization of electro-magnet 204, however, or a complete de-energization renders electromagnet 204 powerless against the pressure of the weight 2310 that is attracted by gravity and the lever 230 will be turned so as to move the valve 225 to open position whereby compressed air can freelyescape to the atmospheretorto a suitable-reservoir) which,

as known, causes the application of "the brakes and a quick stop which is termed an emergency application. i

' A lock 2300 is to be employed to hold the lever 230 in the inclined position that itiresumes at the de-energization'of electromagnet 204whereby the valve'225 would remain in its open position even after the re-energization of electromagnet 204. Only through i the release of the lever 230 through the man- A preferable form of ,such signalling means 1s shown in Figure 3 and is brought in connection with circuit a which includes the'winding of relay 27.

' If'the relay 27 becomes de-energizedits armature or contact'40 comes into contact 1 with a contact 41 and a circuit will be closed thereby which I will term the circuit d. In I this circuit are included: battery 25, wire 42 that must have a resistance 43 of a certain amount of ohms, electric bulb 44, wire 45, bell 46, wire 47, contact 41, armature 40, wire '48 and battery 25 According to desirability only the electric bulb 44or only the bell 46 maybe used and included in the circuit.

tion and therefore disconnected from the contact 41, which might take place immediately contact 14 will come again into contact'with contact'11 while the wheels 1 and 2move on rails. that have the normal gauge whereby circuit a will ;be'closed, the spring 50 is used that serves as a holder and isso arrangedthat In order to prevent the armature .40 from being moved to its uppermost posia after it is dropped upon contact 41 because continuous ringing of the bell 46 and con darts back but is held up by astop 51, and

in this position the free end of spring 50 holds fast the armature whose end part may be so formed that the spring will have a hold on it. Through this simple device a tinuous burning of the light 4 1 is obtained that signals the engineer of the fact that there is an abnormality in the gauge of the track that caused also the emergency application of the brakes.

For stopping the ringing of the bell and for discontinuing the burning of the lamp 44: the free end of spring 50 must be pulled down so that the armature i0 will not be hindered to move to its upper position when relay electro-magnet 27 is energized again. If this relay :27 should be situatedat a place that might not be very well accessible a rope 52 may be attached to the free end of spring 50 and a ring or handle 53 secured to the other end thereof with which to pull down that free end of the spring 50.

' Track gauge control devices for merely signalling abnormalities in the gauge of the track are known already in the art, but those belonging to that class that are adapted to move along the whole trackway for detecting abnormalities in the gauge thereof are designed on the normally open circuit which,

however, is not completely reliable.

There may be employed a special truck 10 that will not be part of a train and that is equipped with self-propelling means such as a motor (electric or otherwise) and serving simply for moving along the railroad lines for detecting abnormalities of the gauge'of the track.

Having described a preferable form of my invention, I wish to make it known that many modifications thereof are possible which, however, may be all in the spirit and scope of this invention; such modifications may be made especially with normally open circuit arrangements while this invention is devised chiefly on the principle of the normally closed circuits.

I claim:

1. In a device for controlling the gauge 0 the track combined with a train stopping de vice, two electric contacts arranged on this device, normally contacting each other and comprised in an electric circuit which they keep closed when contacting each other, said track gauge controlling device belonging to that type in which two wheels with flanges are employed, one of which is adapted to be always in contact with the rail-head of the left-side rail ofthe'track when moved along said track and the other adapted to be al- Ways in contact with therail-head of the right-side rail of said track, two piston-like parts arranged in a tube, one of these parts connected to a shaft of one of said wheels and the other connected to another shaft of the other wheel, and compressed fluid introduced between said piston-like parts'to exert pressure upon them and thereby keep said wheels always in contact with their respective rail-heads also whenever the gauge of the track becomes abnormal, said two electric contacts, however, being so arranged that they will be separated whenever said two wheels become more distanced from each othor or when they approach each other more than they will do when the gauge of the track is normal, a train control mechanism controlled by said circuit and rendered effec tive when said circuit will be opened, and a signalling means so arranged thatit will then become also effective.

2. In a system for controlling the gauge of the track combined with a "brake controlling device, a train and an automatic control device thereon, anormally closed circuit in connection with brake-controlling devices adapted to stop the train when said circuit is opened, a train unit adapted to travel at the head of the train and having a pair of wheels of lighter construction than the truck wheels thereof, a tube and a flexible fluid confined therein, a shaft united with one of said wheels of light construction and a part of said shaft thrusting against said flexible fluid when these wheels of light construction are engaged by the track rails, whereby said wheels 'oflight construction therefore will reduce and will also increase the distance between each other according to the abnormalities in the gauge of the track, an electric contact arranged so as to contact with a second electric contact on said shaft when the gauge of the track is normal and thereby forming a closed connection in said circuit, and this contact being so formed as to become disconnected from the electric contact on said shaft when said wheels of light construction move outwardly or inwardly accordingto the abnormal condition of the gauge of the track,

thereby causing an application of the brakes following the opening of said circuit.

3. In a system for controlling the gauge of the track combined with a train stopping device, the combination of a railroad line and a train to travel thereon, an automatic train control device on the train, a normally closed circuit for controlling brake control devices on the train, a train unit, means on said train unit for controlling the gauge of the track while it is travelling, two electric contact means so arranged within said means for controlling the gauge of the track as to contact with each other and keeping said circuit closed when the gauge of the track is normal and saidelectric contact means separating from each other and causing the opening of said circuit and consequently the effective control of the train when the gauge of the track becomes abnormal.

4. In a system for controlling the gauge of the track combined with a train stopping device, the combination of a railroad line, a trainand an automatic control device thereon, a normally closed circuit in connection with brake-controlling devices adapted to stop the train when said circuit is opened, a train unit adapted to travel at the head of the train and having the known pair of wheels serving in connection with other means for the control of the gauge of the track while rolling along the rails, two electric contacts 7 arranged within said other means for controlling the gauge of the track, contacting with each other and keeping thereby said circuit closed when said pair of wheels move on rails where the gauge of the track is normal and said electric contacts separating themselves and opening said circuit when i said wheels move on rails where the gauge of the track is abnormal.

- HEINRICH KARL.

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