US3858524A

US3858524A - System for halting runaway electrically powered train

Info

Publication number: US3858524A
Application number: US428786A
Authority: US
Inventors: Roy C Stones
Original assignee: Individual
Current assignee: Individual
Priority date: 1973-12-27
Filing date: 1973-12-27
Publication date: 1975-01-07
Anticipated expiration: 1992-01-07

Abstract

A system for bringing runaway powered trains to a stop at the end of an outlying and terminal station comprises several hundred feet of dead rail spur track extending from powered track and electrically insulated therefrom and inclining gradually in elevation with distance from the powered track. A dead split skid track extends alongside and is spaced from and parallel to the dead spur track and inclines at a greater angle of inclination than the spur track. The greater angle of inclination of the dead split skid track reaches a maximum height of one inch above the dead spur track and maintains this one inch parallel to the gradual incline of the dead spur track for four or five hundred remaining feet of the dead spur track. The dead split skid track comprises a pair of spaced parallel rails and springs between the spaced rails biasing the rails away from each other. A plurality of skid blocks are mounted on each car of the train and on the locomotive itself, if possible. Each skid block comprises a substantially U-shaped integral member having a pair of spaced parallel legs and a joining bridge forming inner surfaces thereof and having brake lining material thereon and moving into contact with the rails of the split skid track when the train rolls on the spur track.

Description

United States Patent 19] Stones 1 Jan. 7, 1975 1 1 SYSTEM FOR HALTING RUNAWAY ELECTRICALLY POWERED TRAIN Roy C. Stones, 20401 Almeda St., Castro Valley, Calif. 94546 22 Filed: Dec. 27, 1973 21 Appl. No.: 428,786

[76] Inventor:

Primary Examiner-M. Henson Wood, Jr. Assistant Examiner-George H. Libman Attorney, Agent, or Firm-Daniel Jay Tick [57] ABSTRACT A system for bringing runaway powered trains to a stop at the end of an outlying and terminal station comprises several hundred feet of dead rail spur track extending from powered track and electrically insulated therefrom and inclining gradually in elevation with distance from the powered track. A dead split skid track extends alongside and is spaced from and parallel to the dead spur track and inclines at a greater angle of inclination than the spur track. The greater angle of inclination of the dead split skid track reaches a maximum height of one inch above the dead spur track and maintains this one inch parallel to the gradual incline of the dead spur track for four or five hundred remaining feet of the dead spur track. The dead split skid track comprises a pair of spaced parallel rails and springs between the spaced rails biasing the rails away from each other. A plurality of skid blocks are mounted on each car of the train and on the locomotive itself, if possible, Each skid block comprises a substantially U-shaped integral member having a pair of spaced parallel legs and a joining bridge forming inner surfaces thereof and having brake lining material thereon and moving into contact with the rails of the split skid track when the train rolls on the spur track.

5 Claims, 9 Drawing Figures Patented Jan. 7, 1975 q 3585 SYSTEM FOR HALTING RUNAWAY ELECTRICALLY POWERED TRAIN DESCRIPTION OF THE INVENTION The present invention relates to a system for halting a runaway powered train. More particularly, the invention relates to a system for bringing a runaway-powered train to a stop at the end of an outlying and terminal station.

Objects of the invention are to provide a system for bringing a runaway powered train to a stop at the end of an outlying and terminal station with facility, rapidity, safety, lack of damage to equipment, efficiency, effectiveness and reliability. The train may be powered by any means, such as, for example, steam, electricity, diesel, atomic power or the like.

In order that the invention may be readily carried into effect, it will now be described with reference to the accompanying drawing, wherein:

FIG. 1 is a schematic diagram of a car of a train on two different types of track;

FIG. 2 is a schematic diagram of a car of a train on the spur track of the system of the invention, wherein the car skid blocks are in contact with the dead split skid spur track, so that the wheels are raised above the dead spur track and the car is actually skidding to a stop;

FIG. 3 is a side view of part of the dead split skid track of the system of the invention, inclined;

FIG. 4 is a side view of part of the dead split skid track of the system of the invention, lowered;

FIGS. 5a and 5b are schematic diagrams of parts of the split skid track of the system of the invention illustrating the release of a skid block from the skid track;

FIG. 6 is a plan of the system of the invention;

FIG. 7 is a cross-sectional view of the split skid track of the system of the invention,'in uncoupled relation; and

FIG. 8 is a cross-sectional view of the split skid track of the system of the invention, in coupled relation.

In the FIGS., the same components are identified by the same reference numerals.

The system of the invention is for bringing a runaway powered train to a stop at the end of an outlying and terminal station. The train may be powered by any means such as, for example, steam, electricity, atomic power, diesel, or the like.

The system of the invention comprises several hundred feet of dead rail spur track 1 (FIGS. 1, 2, 6, 7 and 8) extending from powered track 2 (FIGS. 1 and 6) and electrically insulated therefrom by electrical insulation. In FIG. 2, the powered track has already terminated and is out of the scope of the FIG. FIG. 2 actually shows the train skidding on the split skid track or rails 4 and 5, with the parallel dead spur track one inch lower. The spur track 1 inclines gradually in elevation with distance from the powered track 2, as indicated in FIG. 2. The inclination of the spur track 1 is approximately 1 foot for 500 feet of track.

The greater angle of inclination of the dead split skid track reaches a maximum height of 1 inch above the dead spur track and maintains this 1 inch parallel to the gradual incline of the dead spur track for 4 or 500 remaining feet of the dead spur track.

A housing 3 covers a split skid track 4, 5 (FIGS. 3 to 8). The split skid track extends alongside and is spaced from and parallel to the spur track 1. The split skid track 4, 5 inclines at a greater angle of inclination than the spur track, by a slight amount. The skid track 4, 5 comprises a pair of spaced parallel rails 4 and 5 (FIGS. 5a, 5b and 6 to 8). A plurality of springs, of which a single spring 6 is shown in FIGS. 50, 5b, 7 and 8, are provided between the spaced rails 4 and 5 and bias the rails 4 and 5 away from each other. The skid blocks skid on the split skid track or rails 4, 5 (FIGS. 5a, 5b, 6, 7 and 8). The housing 3 covers the split skid track 4, 5 and springs and maintains the split skid tracks steady and erect.

A plurality of skid blocks, of which a single skid block 7 is shown in each of FIGS. 1 to 4 and 6 to 8, are mounted on each car of the train. FIGS. 1, 2 and 6 show a car 8 of a train having a wheel 9. Each skid block such as, for example, the skid block 7, comprises a substantially U-shaped integral member having a pair of spaced

parallel legs

10 and 11 and a joining bridge forming inner surfaces of the skid block (FIGS. 6, 7 and 8). The

parallel legs

10 and 11 and the bridge have brake lining material 12 and 13 thereon facing each other. The brake lining material 12 and 13 (FIGS. 7 and 8) and that on the bridge moves into contact with the rails 4 and 5 of the split skid track when the train rolls on the spur track I.

The bearing of the skid blocks, such as the skid block 7, on the split skid track 4, 5 raises the wheels of the cars of the train due to the greater inclination of the split skid track than the spur track 1 and compresses the rails 4 and 5 of the split skid track toward each other, as shown in FIG. 8, the produces a great braking force. This is abetted by the inclination of the split skid track 4, 5 and the absence of power for the train as it rolls along the spur track.

A plurality of cams, of which one cam 14 is shown in each of FIGS. 3 and 4, are mounted under the split skid track 4, 5 for lowering the split skid track to settle the wheels of the train back onto the spur track 1, after the train has been stopped.

A cantilever type tool 15 (FIGS. 50 and 5b) is utilized, as illustrated in FIGS. 5a and 5b, to urge the rails 4 and 5 of the split skid track toward each other to release the braking force from the skid blocks and thereby enable the car of the train to move free from the split skid track.

While the invention has been described by means of a specific example and in a specific embodiment, I do not wish to be limited thereto, for obvious modifications will occur to those skilled in the art without departing from the spirit and scope of the invention.

I claim:

l. A system for bringing a runaway powered train to a stop at the end of an outlying and terminal station, said system comprising several hundred feet of dead rail spur track extending from powered track and electrically insulated therefrom-and inclining gradually in elevation with distance from the powered track;

a dead split skid track extending alongside and spaced from and parallel to the dead spur track and inclining at a greater angle of inclination than the spur track, the skid track comprising a pair of spaced parallel rails and spring means between the spaced rails biasing the rails away from each other; and

a plurality of skid blocks mounted on each car of the train, each skid block comprising a substantially U-shaped integral member having a pair of spaced parallel legs and a joining bridge forming inner surfaces thereof and having brake lining material thereon and moving into contact with the rails of the split skid track when the train rolls on the spur track.

2. A system as claimed in claim 1, wherein the bearing of the skid blocks on the split skid track raises the wheels of the cars of the train due to the greater inclination of the split skid track than the spur track and compresses the rails of the split skid track toward each other and produces a great braking force.

3. A system as claimed in claim 2, further comprising cam means mounted under the split skid track for lowering the split skid track to settle the wheels of the train back onto the spur track.

4. A system as claimed in claim 2, further comprising means for urging the rails of the split skid track toward each other to release the braking force from the skid blocks.

5. A system as claimed in claim 2, wherein the greater angle of inclination of the dead split skid track reaches a maximum height of 1 inch above the dead spur track and maintains the 1 inch parallel to the gradual incline of the dead spur track for approximately 500 remaining feet of the dead spur track.

Claims

1. A system for bringing a runaway powered train to a stop at the end of an outlying and terminal station, said system comprising several hundred feet of dead rail spur track extending from powered track and electrically insulated therefrom and incliniNg gradually in elevation with distance from the powered track; a dead split skid track extending alongside and spaced from and parallel to the dead spur track and inclining at a greater angle of inclination than the spur track, the skid track comprising a pair of spaced parallel rails and spring means between the spaced rails biasing the rails away from each other; and a plurality of skid blocks mounted on each car of the train, each skid block comprising a substantially U-shaped integral member having a pair of spaced parallel legs and a joining bridge forming inner surfaces thereof and having brake lining material thereon and moving into contact with the rails of the split skid track when the train rolls on the spur track.