US638026A - Automatic block-signal and train-stopping device. - Google Patents

Description

No. 638,026. Patented Nov. 28, I899.

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AUTOMATIC BLOCK SIGNAL AND TRAIN STOPPING DEVICE 0 (Application filed June 3, 1899. (No Model.) 2 8heeIs-SheeI I,

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No. 638,026. Patented Nov. 28, I899.

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AUTUMATIC BLOCK SIGNAL AND TRAIN STOPPING DEVICE.

(Application filed June 3, 1899.\

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UNITED STATES PATENT GFFIQE. I

SAMUEL J. MCOART, or APPLETON, Wisconsin.

AUTOMATIC BLOCK-SIGNAL AND TRAIN-STOPPING DEVICE.

SPECIFICATION forming partof Letters Patent No. 638,026, dated November 28, 1899.

Application filed June 3, 1899. Serial No. 719,174. (No model.)

T0 at whom it may concern I Be it known that LSAMUEL J.MCCART,a citizen of the United States, residing at Appleton, in the county of Outagamie, State of Wisconsin, have invented certain new and useful Improvements in Automatic Block-Signal and Train-Stopping Devices; and I do declare the following to be a full, clear, andexact description of the invention ,such as will enable others skilled in the art to which it appertains to make and use the same, reference being bad to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to an automatic block-signal and train-stopping device; and it consists in the construction and arrangement of parts hereinafter fully set forth, and pointed out particularly in the claim.

The object of the invention is to provide simple and efficient means whereby trains may be automatically stopped should they become dangerously near each other upon a certain section or block of the track, whether approaching each other or going in the same direction, thereby obviating the possibility of a head-end or rear-end collision. This object is attained by the. mechanism illustrated in the accompanying drawings, in which Figure 1 is a side elevation of a portion of an engine and train, parts being broken away, showing the engine provided with my improved train-stopping apparatus. Fig. 2 is an enlarged end' elevation of the engine and cab. Fig. 3 is a plan view of a portion of a railway-track, showing the continuous central conductor and the rails divided into insulated blocks or sections. Fig. 4 is an enlarged sectional view of the valve for con trolling the passage of steam from the dome, through the steam-pipe,to the cylinders. Fig. 5 is an enlarged sectional view of the valve closing the end of the train air-pipe. Fig. 6 is a perspective view of the electromagnet which serves when energized to unlock the rod which closes the valve in the steam-pipe and opens the valve in the train air-pipe. Fig. 7 is a perspective view of the electromagnet adapted to close the circuit of the lockactuating magnet.

Referring to the letters of reference, A designates an ordinary locomotive, parts of which are broken away in Fig. l and which is provided with the usual cab B. WVithin the cab of the locomotive or at some other convenient point is located an electromagnet C, having an angled armature D, adapted to slide between the fianges a of the plate upon which said magnet is mounted. Projecting from said armature D is a bolt Z), which is adapted to engage a catch 0 on the vertical spring-actuated rod E, whereby said rod is held down against the action of its spring 0. To the lower end of said rod is attached a valve d, which normally closes an opening in the train air-pipe F. The upper end of said rod E is pivoted to an arm G, mounted on the end of a shaft H, which passes through the dome H of the boiler and carries a plug-valve I on its inner end, which controls the passage of steam into the steam-pipe J, through which the steam is conveyed to the cylinders of the engine. (Not shown.)

Located in the circuit bof the electromagnet C is a battery I) and a signal-bell e. Forming a portion of the circuit b is the armature c in the electromagnet C, said armature when said magnet O is energized being adapted to close said circuit b at the points 6". The circuit Z) is normally open. The circuit f of the electromagnet O is provided with a batteryf. One terminal of the line or circuit f is electrically connected by the spring f with the axle K of the drive-wheels L, while the other terminal of said line is at the contact-brush M, mounted on a springactuated stem g, supported in the bracket h, depending from the under side of the engine, in the center thereof, said stem being insu lated from said bracket.

In Fig. 3 is shown a portion of a railwaytrack built in accordance with my invention, in which P designates a central rail or conductor which is continuous and with which the contact-brush M at one terminal of the line f is adapted to have electrical contact. R designates the rails of the track. These rails are divided into sections a mile in length or such other distance as may be found desirable. The divided blocks or sections of the track are insulated from each other, while the rails within said divisions or sections are bonded to make of each rail-section a continuous electrical conductor in a manner well ICO understood in the art. The contact-brush M is always in electrical contact with the central conductor P, while the drive-wheels of the engine are in contact with the rails of the track. There being no connection between the central conductor and the outer rails of the track the line or circuit f remains normally open. Should two trains, however, enter upon the same block or section of track, a closed circuit would be immediately formed through the lines f on each locomotive, thereby energizing upon each train or locomotive the electromagnet O and attracting the armaturee, closing the circuit 1). The closing of the circuit 6 energizes the electromagnet C, thereby attracting its armature D and withdrawing its bolt 17 from engagement with the catch 0 on the rod E, permitting the coiled spring 0' on said rod to raise it vertically, which action withdraws the valve d from its seat in the train air-pipe F, thereby permitting the air to escape from said pipe and setting the brakes of the train (not shown) in a manner well understood. At the same time the upward movement of the rod E rotates the shaft H through the medium of the crank or arm G, to which said rod is coupled. This rotation of said crank turns the valve I so as to close the passage in the steam-pipe J, thereby cutting off the flow of steam to the cylinders of theengine, (not shown,) whereby the brakes are applied, and the steam is shut off simultaneously upon each engine or train when said trains approach dangerously near each other or when they are both within the same block or section of the track. The lines f on each engine, which are connected to the central conductor through the contact-brushes and to the track-section through the drivewheels, form the terminals of a circuit the complementary portion of which is the continuous conductor P, extending between said trains or engines and the track or railway section upon which said trains or engines are standing. After the approaching trains have been brought to a standstill one of said trains is moved off from the section of track occupied by the other, when the circuit through the line f is broken, thereby opening the circuit b, releasing the armature D of the magnet O, permitting said armature to be moved outward, so that its bolt 1) may be again engaged with the catch 0 on the rod E to hold said rod down against the action of its spring c,thereby closing the valve d in the train air-pipe and opening the valve I in the steam-pipe J, in which position said parts remain until the train moves into a block or section of the track occupied by another train, when the operation above described of setting the brakes and shutting off the steam will be repeated.

Located in the line b is an electric bell e, which is caused to ring when said circuit is closed, thereby sounding a signal to Warn the engineer of the approach of another train, so that the engineer may stop the train in case the mechanism for automatically stopping the train should for any reason become inoperative or fail to work properly.

Having thus fully set forth this invention, what I claim is y In an automatic train-stopping device, the combination of the track divided into insulated sections, a continuous electrical conductor extending along said track, a line havin g therein a source of electricity and an electromagnet, the terminals of said line being electrically connected with said track and with said electrical conductor respectively, a second electromagnet adapted to be energized by the closing of said first-mentioned line, a spring-actuated vertically-movable rod adapt ed to be released by the energizing of said last-mentioned electromagnet, said rod carrying a valve on its lower end adapted to close the train air-pipe, a rock-shaft carrying a valve adapted to close the steam-pipe, and a crank on said shaft connected to the upper end of said spring-actuated rod. I

In testimony whereof I sign this specifica tion in the presence oftwo witnesses.

SAMUEL J. MOOART.

Witnesses:

FRED BUsHEY, HENRY D. RYAN.

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