US452871A

US452871A - deming-

Info

Publication number: US452871A
Authority: US
Publication date: 1891-05-26
Anticipated expiration: 1908-05-26

Description

(No Model.) y 3 Sheets-Sheet 1.

E. DEMING. Y VAUTOMATIC SAFETY ELECTRIC SYSTEM FOR LCMOTIVES. No. 452,871. Patented May 26, 1891.

"gm L, 1 1f I 1.1-11* l 5f i n 1N 31 L 1 .h1 fw- [li X 'if' l :N

[JN/eJz-ar Wznes avv/ma f/wm/Q .EY H/S' HaR/VEY M j Tk www 3 Sheets-Sheet 2.

I (No Model.)

E. DEMING. AUTOMATIC SAFETY ELECTRIC SYSTEM POR LOGOMGTIVES.

No. 452,871. Patented May.26,1891.

MDJZeJs-es nfw m `fie 3% mfw af wm l M V M A im@ 7am. o( (3%)@ 3 Sheets-Sheet.l 3.

(No Model.)

E DEMING AUTOMATIC SAFETY ELEGTRIG SYSTEM POR LoGoMoTIVES. N. 452,871.

Patented May 26, 1891.

lll ll INI Il] l.

jzesse s QMMXQMSMSL de, j md f i ZM ,Y

MAL 6%.

NITED STATES PATENT Ormea..

ED'WARD DEMING, OF BROOKLYN, ASSIGNOR OF rIWOJIHIRDS TO ADOLPI'I VKAUFMANN AND ISAAC STERN, OF NEV YORK, N. Y.

AUTOMATIC SAFETY ELECTRIC SYSTEM FOR LOCONIOTIVES.

SPECIFICATION forming part of Letters Patent No. 452,871, dated May 26, 1891i.

Application tiled September 1S, 1890. Serial No. 365,377. (No model.)

To @ZZ wtom, t may concern: electric circuit t', passing from said battery Be it known that I, EDWARD DEMING,aciti through said motor and including open cirzen of the United States, and a resident of cuit-@losers j, having terminals and y, said Brooklyn, county ot Kings, and State of New circut-closers being in parallel,which are sup- 55 5 York, have invented certain new and useful posed to be located upon the respective cars Improvements in Automatic Safety Electric forming the same train with the locomotive, Systems for Locomotives, (Case 1,) ot which the said cars being represented by the dot. the following is a specification. ted squares My present invention relates to a device for The details are as follows: The rods e and 6o 1o automatically applying the brakes of a railc each has a pivot-joint m and m', respectway-train and closing the throttle-valve of ively, to allow for flexibility. In order that the locomotive. the throttle may be operated, in practice it The object of the invention is to provide must tirst be released. The catch n must be for the safety ot' passengers and freight durmoved outward toward the extremity of the 65 15 ing transportation by railway-trains. handle f. The rod c has an opening through The invention is described in all its details which pass both the crank-levero and thehanby reference to the accompanying drawings. dief. Vhen the rod e is pulled to the right, Figure l is an elevation partly in section it iirst turns the crank-lever o, which raises and certain parts broken away. The figure the catch and releases the handle f from be- 7o 2o shows in elevation a complete locomotive, ing locked, and then it pulls the handle fto such as is used in connection with an inventhe right, all being performed in a similar tion set forth in another application filed manner and as effectually as if done by hand. September 20, 1890, Serial No. 365,628. The The cranlnlever 0 corresponds to the cranktrolley at the lower part of the locomotive is lever o, which is operated by the engineers 7 5 z 5 described in said other application, and conhand. The piece q, with the teeth o', is stasists of two wheels G and II, the one being tionary, while the catch An has teeth engaging' arranged to make electrical contact with a the former teeth and is attached to the hansurface rail or conductor and the other being dle f, which is pivoted at the fulcrum S. The provided with a rotary brush I for clearing movementof the haudlef to the right moves 8o 3o the track. A belt J, crossed upon itself, en the valve-rod t, which closes the throttlegages the two Wheels, so that when the wheel valve, thereby cutting off the steam from the G rotates by friction in one direction the steai'1'1-cylinders of the locomotive. wheel Il rotates in an opposite direction and Therod e hasahole u, through which passes keeps the surface conductor clean. The rod a projection o from the handle f', which is 85 3 5 K, projecting over the wheel I-I and reaching adapted to apply the automatic brake, suoli nearly to the rail, is to throw off any unusu as an air-brake. Between this projection and ally-large objects, such as stones, dsc. Fig. 2 the end of the rod c is a spring w, by which is an enlarged elevation of aportion of Fig. l. the motion is communicated gradually.

Figs. 3, 4, and 5 are enlarged views ot' me- .Supposing that for some important reason 9o 4o chanical details of those parts located within it is desired that. the conductor or brakeman the cab of the locomotive. must stop the train in the shortest possible The systeminvolviugmyinvention consists time.v Instead of signaling to the engineer,

of the combination of an electric motor 01,10- and losing thereby time and risk of the encated in a casing b on top of the boiler c ot gineer not hearing the signal, or his being in- 95 45 the locomotive, a crank d upon the shaft of capacitated at the time by sleep, sickness, or

the motor, a rod c, pivoted at one end to said drunkenness, or,V instead of applying the crank and at the other end to the handle f of brakes simply by means of `the ropes usually the throttle-valve, a second rod e,pivoted to provided in the cars and connected to the the first atits one end and at its other end to brake system, he, the conductor or brakeman, roo 5o the handle f of the air-brake valve, a bator even a passenger, closes one of the circuittery g, located in the cow-catcher 71., and an closcrsj, which causes a current to pass from the battery g through the motor d. This' motor operates the rods e and e', which respectively turn oft the steam and apply the brake. The circuit-closer j should be maintained closed until either the train stops or until its speed has been slackened to such an extent as to satisfy the condition of closing it at all. WVhen the circuit-closer is opened again, the engineer may at the proper time start the train in the usual manner.

It is evident that the motor maybe provided with a crank to operate the handle of the vsand-box, so as to increase the traction, and thereby assist in stopping the train. This construction is shown in Figs. I and 2. The crank A of the motor is pivoted to the connecting-rod B, which in turn is pivoted to the handle C of the sand-box D. Then the handle C is pulled to the left, the sand issues from the pipe E upon the track.

I claim as my invention- In a locomotive, the combination, with the throttle-valve, of a stationary piece q, provided with teeth o, a handle f, provided with a movable catch n, having teeth engaging with said former-named teeth, a lever-crank carried by said handle and connected to said catch, an electric motor, and a rod e, provided with a hole through Which pass said levercrank and said handle, said rod being connected to a crank upon the shaftot1 said motor.

In testimony that I claim the foregoing as my invention I have signed my name, in pres-y encef of two Witnesses, this 10th day of September, 1890.

EDVARD DEMING.

IVitnesses:

E. G. DUVALL, Jr., EDWARD l?. THoMPsoN.