US738349A - Automatic train-controlling mechanism. - Google Patents

Description

No. 738,349. 1 PATENTED SEPT. 8, 1903. A. E. OSBORN. AUTOMATIC TRAIN CONTROLLING MECHANISM.

APPLICATION FILED MAY 8, 1902.

N0 MODEL.

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AUTOMATIC TRAIN CONTROLLING MECHANISM.

APPL'IOATION FILED MAY 8, 1902.

3 SHBETSSHBET 3- NO MODEL.

E I I I WI TNESSES:

UNITED STATES Jiatented September 8, 1903 ALDEN E. OSBORN, OF NEW YORK, N. Y.

AUTOMATIC TRAIN-CONTROLLING MECHANISM.

SEECIFICATION forming part of Letters Patent N 0. 738,349, dated September 8, 1903.

Application filed May 8, 1902. erial No. 106,397. (No model.) I

By means of my invention the source of power is cut off, brakes are applied, and this is done automatically by utilizing the fluid-pressure of the brake system or of the motive power for driving the train or any other source of fluid-pressure, whereby to furnish the energy necessary for throwing the valve or other devices required to be operated in order to bring about the desired end. In the case of a steam-locomotive this fluid-pressure may be brought from the steam-boiler. If the car or train is equipped with fluid-pressure brakes, the air-pressure from the main reservoir may be utilized, or connections may be made from any other source of power available, so that upon the operation of the trip devices employed this power will be thrown into action and the movement of the train arrested.

This specification is an exact description of several forms of the invention, while the claims define the actual scope thereof.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a view showing diagrammatically the application of a fluid-pressure operating device to the throttle-lever of a locomotive, this view illustrating the general class of inventions to which mine belongs.

Fig. 2 illustrates one form of my invention whereby the power and brake systems are connected to be worked in a certain hereinafter-described relation. Fig. 3 shows the invention applied independently to the engineers valve of the brake system. Fig. 4 is a view illustrating a modified form of the invention which provides for two separate movements of the engineers valve of the brake system, thus to secure a service or an emergency operation of the brakes, as may be desired; and Figs. 5 and 6 are views showing different manners of attaining the end referred to in connection with Fig. 1.

- Referring to Fig. 1, a indicates the throttlelever, as the device is shown as used in a steam-locomotive. 1) indicates a fluid-cylinder provided at its broad or outer end with an exhaust-port c and at its nearor inner end with a vent d. In this cylinder works a piston e, connected by a rodfor in any suitable manner with the throttle-lever a. 9 indicates a pipe extending from a source of fluid-pressure, as above explained, and 72 indicates a valve, which may be of any form desired,

this valve being interposed between the sup: ply-pipe g and a pipe t', leading to the near or inner end of the cylinder 1). The valve h is operated by a swinging arm 7t, connected with its stem, and Z indicates a dog adapted to coact with a ratchet m on the arm 7t,whereby to hold the arm in active position after said arm has been moved thereto, although any other equivalent arrangement may be used. These parts above described are carried on the locomotive or other part of the train of cars, and 07. indicates a cam-plate, which is mounted along the track and which is hinged or otherwise arranged so as to be thrown in and out of the path of the arm 70.

In the practical use of the invention the cam-plate n is connected with the signaling apparatus, to be operated either manually or automatically, and the parts are so arranged that when a train isto be arrested the plate n is thrown up into the path of the arm 70. As the train passes the arm 7c is caused to ride over the cam-plate and the valve his opened. The fluid pressure then passes throughthepipetintothe end of thecylinderb, and the piston e is caused to move to the left, carrying with it the throttle-lever and shutting ofi the steam-supply to the engine of the locomotive. After the piston e passes the exhaust-port o the tluid-pressu re is exhausted into the atmosphere.

in order to permit the easy manual operation The vent d is provided of the lever a by preventing compression in t the near or inner end of the piston. This vent is not, however, of suflicient area materially to interfere with the action of the fluidpressure as it enters the cylinder 1) from the pipe i. The same end may be attained by fitting the piston so loosely in the cylinder as to allow a certain quantity of pressure to leak past the piston.

In the construction shown in Fig. 2 the piston 6 works .in a cylinder b, to the inner end of which the pipet leads, as before explained. This cylinder has a vent d, the same as the vent d; but its exhaust-port c is joined to a pipe 0, which leads tov a cylinder p, in which works a piston q, connected with the engineers valve r of the brake system. The cylinder 19 has a vent s for the same purpose as the vents d and d, and the opposite end of the cylinder is open to the atmosphere, as shown. In this form of the inventionras the fluid-pressu re passes through the pipe 2' and actuates the piston e, as be fore described, it moves the piston past the exhaust-port c, and the fluid-pressure after having done its duty in the cylinder 1) passes by the pipe 0 to the cylinder 19 and throws the engineers valve 7. By this mechanism the throttle of the locomotive is first operated to shut off the motive power and then the engineers valve is thrown to apply the brakes. In Fig. 2 it is supposed that the pipe t is connected with a valve and valveoperating devices the same as or equivalent to those shown in Fig. 1.

If desired, the power-controlling and the brake-applying devices may be connected with independently-operating cylinders performing the same functions as the cylinders b andp in Fig. 2. In' this case thearrangement may be, for example, the same as that shown in Fig. 1, with the arrangement shown in Fig. 3 added thereto, although if it is only desired to automatically operate the brakes I this arrangement may be used alone.

p in Fig. 3 indicates the cylinder in which works the piston q, connected with the engineers valve 0". The cylinder p has a vent s, the same as the vent s in Fig. 2, and an exhaust-port 3 h indicates a valve for providing for the passage of the fluid-pressure through a pipe 0 and this valve is operated by a swinging arm W. It indicates the stem of the valve 72 and Z indicates a cam fastened to the axis of the arm so as to swing therewith. This cam Z serves to operate the valvestem 72 and also to lock the arm 70 inoperative position after it has been thrown by a cam-plate or other operating device equivalent to the element n in Fig. 1. Asthe arm 70 swings in the direction of the arrow in Fig. 3 the cam Z rides past the stem h and throws the stem so as to open the valve, after which the cam engages its radial side with the valve- .stem, and thus the return of the arm 7: is prer is operated, and this movement of the piston continues until the piston passes the ex haust-port 8 after which the fluid-pressure is exhausted into the atmosphere.

Under certain conditions of railway service it may be necessary or advisable to operate the engineers valve twice, once to produce a service or partial application of the brakes and the second time to produce an emergency or complete application of the brakes. In Fig. 4 I have shown a mechanism for firstcutting off the motive power and effecting a service or partial application of the brakes, and then should the train or car run on into immediate danger an emergency or complete application of the brakes is effected. In'this view, a indicates the lever or handle for controlling the motive power, and 1" indicates the engineers valve of the brake system. b indicates a cylinder in which works a piston e, connected bya rod f with the lever a. The cylinder 12 has a vent 61 the same as the vents d and d, before described, and the exhaust-port c of the cylin der 5 communicates by a pipe 0' with a cylinder p. In this cylinder works a piston q, connected by its rod with the engineers valve '2". In the cylinderp are formed two ports i and 15, located at different positions along the length thereof and operating as will be hereinafter described. The pipe 0 leads into the cylinder b and 72. indicates a valve similar to the valve h, before described. This valve is operated by a swinging arm 70', adapted to be actuated by a cam-plate n, as before described. g indicates the pipe for leading the fluid-pressure to the valve h. it indicates a second valve communicating by a pipe U with the pipe 0' and having the fluid-pressure led thereto by a pipe a similar to the pipes g and 9, before described. 1) indicates aswinging arm for operating the valve u, this arm being similar to the arms 7c and is, before described, and being adapted to be actuated by a cam-plate 41 similar to the cam-plates 'n and n.

In the practical operation of the device, as shown in Fig. 4;, the cam-plates n and n are placed at different positions along the track,

.the relative location being of course determined by the peculiar conditions to be dealt with. Assuming that the danger is ahead and the signals have been properly operated, the cam-plate n, which is located in advance of the plate 02 will be thrown down, thus operating the arm is and opening the valve 71.. The fluid-pressure now passes into the cylinder b and operates the lever 01., moving it into the closed position, which is shown in the view referred to. After the piston e reaches the position shown, the fluid-pressure passes I oo by the port a through the pipe 0 into the this port said port will be capable of exhausting the entire working pressure remaining in the pipe and therefore the movement of.

. should it run 011 into immediate danger, the

signaling apparatus having been so constructed or arranged as to throw down the cam-plate n simultaneously with the distant plate at, its continued movement would bring the swinging arm 0) into engagement with this cam-plate, throwing the arm and opening the valve M. This valve permits a second volume of the fluid under pressure to pass into the pipe 0' and from thence to the cylinder 19 The parts are so proportioned that this second volume of fluid is so great that it cannot be all exhausted throughthe port t of the cylinder 19, and therefore the piston q is moved farther and the valve 1" is thrown farther, this movement continuing until the piston q passes the port '6, after which both.

ports 15 and t are then openedto the atmosphere, and the fluid-pressure is then com-. pletely exhausted. Bythis action a complete or emergency application of the brakes is effected.

. As to the means for operatingthe cam-plates or the other devices which may be employed to throw the arms 7t, 7t, and 1) these may be of anysort desired and form no part of the present invention. They may be connected with the automatic signal apparatus, so as to be thrown automatically, or, if desired, they may be connected with manually-operated devices, or both. In Fig. 4 I have illustrated cams Z connected with the arms and 'v to hold said arms after they have been thrown, these cams Z being the same as the cam Z, before described. Anyother means suitable for this purpose may of course be employed. In order to avoid that delicacy of adjust ment of pressures and movements involved in the construction shown in Fig. 4,-I have devised the devices shown in Figs. 5 and 6, in which the pipes 0" and u are led separately to the cylinder for operating the engineers valve or other part of the brake system.

Both of these pipes 0 and u are controlled.

by valves the same as shown in Fig. i; but in Figs. 5 and 6 these pipes 0 and u, have no immediate connection with each other. Refer-ring to Fig. 5, the cylinder therein is divided into two parts 19 and p separated from each other by a web 13 In the part 19 works a piston (1 and in the part 10 works a piston g These pistons are connected by a rod g which passes loosely through the web 19 and the piston is connected by a rod q with the engineer-is valve. The pipe 0 leads into the inner end of the division 12 of the i rod (1 cylinder, and this division is formed with an exhaust-port 17 intermediate the length of the stroke of the piston g The pipe tt leads into the inner end of the part 19 of the pis ton, and this pipe is formed with an exhaustportp at the limit of the outstroke of the piston q. When, therefore, the pressure passes through the pipe 0 from the cylinder which operates the power-controller, this pressure is exerted against the piston g and the piston is moved until it passes the port 19 whereupon the pressure is exhausted into the atmosphere and the engineers valve 0" is but partly thrown. Should the second or emergency application be necessary, the fluidpressure will be introduced into the pipe u in the manner before explained and then this pressure will be exerted against the piston stood that the pistons and move as a unit.

In Fig. 6,1) indicates the cylinder, in which works a piston (1 connected by its rod g with the engineers valve 1'. In the inner end of this cylinderp is formed a passagep", with the intermediate part of which the pipe 0 communicates, the outer end of said passage being open to the atmosphere. In this passage 19 plays a small plug-like valve q", connected with the piston Q7 by means of a The pipe a enters into the inner end of the cylinder p and the outer portion of this cylinder is formed with an exhaustport 19 When the pressure passes first from I the pipe o, it enters thepassagep and through this passage into the cylinder operating the piston g This piston carries with it the valve q", and the operation of the parts continues until this valve passes the mouthof the pipe 0. Then this pipe is placed in direct communication with the atmosphere and the fluid pressure in said pipe is exhausted.

This will have served partly to throw thevalve r. Then if the pressure is applied to the pipe it it passes directly into the cylinder p and continues the movement of the piston g until the exhaust-port p is passed, whereupon the pressure of the pipe u is also exhausted and the valve 7" is-fully thrown.

Various changes in the form and details of my invention may be resorted to at will without departing from the spirit of my invention. Hence I consider myself entitled to all forms of theinvention as may lie within the intent of my claims.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. In a motor-driven vehicle, the combination with the means for controlling the motive. power and with the brake system thereof,'of fluid-pressure-actuated devices for op-v I to 'erating said mechanism in succession, and

means for automatically throwing said fluidpressure-actuated devices into action, said means for throwing the fluid-pressure-actuated devices into operation being mounted stationary independently of the vehicle.

2. In a motor-driven vehicle, the combination with the means for controlling the motive power and with the brake system, of

fluid-pressure cylinders, pistons therein respectively in connection with said power-com trolling means and the brake-controlling system, means for leading the fluid-pressure into and through the cylinder of the power-controlling means to the cylinder of the brakecontrolling system, and an additional means for leading a second volume of fluid under pressure to the second-named cylinder.

3. In an automatic train-controlling mechanism, the combination of a fluid-pressure cylinder having two. inlets thereto and having an exhaust-port opposite said inlets, a piston working in the cylinder, and a valve in connection with the piston and commanding one of the inlets to the cylinder, for the purpose specified. I

4. In a motor-driven vehicle, the combination with the means for controlling the motive power and the brake system of the vehicle, of two fluid-actuated devices respectively for operating said power and brake controlling means, and separate devices for automatically controlling the fluid-actuated devices.

5. In a motor-driven vehicle, the combination with the means for controlling the motive power and the brake system of the vehicle, of two fluid-actuated devices respectively for actuating said power and brake controlling means, and means for automatically' supplying the fluid in succession to said fluid-actuated devices to cause them to operate the one following the other.

6. In an automatic-controlling means for vehicles, the combination of two fluid-pressure-operated devices adapted to work in succession, means for supplying the fiuid-presa pressure=communicating means extending from the exhaust of the first fluid-pressureoperated device to the second fluid-pressureoperated device to operate the latter, whereby the power-controlling means is operated first and the brake-controlling means second.

8. In an automatic controlling means for vehicles, the combination of two fluid-pressure-operated devices adapted to work in succession, means for supplying the fluidfrom the exhaust of the first fiuid-pressureoperated device to operate the latter,whereby the power-controlling means is operated first and the brake-controlling means second, and a second'means for supplying fluid-pressure leading directly to the second fluid-pressureoperated device, further to operate the second fiuid-pressure-operated device.

10. In an automatic controlling means for vehicles, the combination of two fluid-pressure-operated devices adapted to Work in succession, means for supplying the fluid-pressure to the first of said devices, a pressurecommunicating means extending from the exhaust of the first device to the second device to operate the latter, a second means for supplying fluid-pressure leading directly to the second fluid-operated device, and two independent operating members stationary at different points in the path of the vehicle respectively for the two means for supplying fluid-pressure whereby to permit operating the pressure-supplying means separately and at ditferent points.

11. In a motor-driven vehicle the combination with the power and brake controlling means, of a fluid-pressure-operated device in operative connection with each of said means, means for supplying fiuidpressure to the first of said fluid-pressure-operated devices, a pressure-communicating means extending from the exhaust of the first fluid-pressureoperated device to the second fluid-pressureoperated device to operate the latter, whereby the power-controlling means is operated first and the brake-controlling means second, a second means for supplying fluid-pressure leading directly to the second fluid-pressureoperated device, further to operate the second fluid-pressure-operated device, and two independent operating members stationary at diiferent points in the path of the vehicle respectively for the two means for supplying fluid-pressure whereby to permit operating the pressure-supplying means separately and at different points.

12. In an automatic controlling means for vehicles the combination of two fluid-pressure-operated devices in operative connection with difierent parts of the vehicle and adapted to work in succession, two means respectively for supplying fluid to said devices, and two independent operating members stationary at different points in the path of the vehicle and respectively for the fluid-supply means whereby to permit operating said means separately and at different points.

13. In an automatic controlling means for vehicles the combination of two fluid pressure-operated devices in operative connection with difierent parts of the vehicle and adapted to work in succession, two means respectively for supplying fluid to said devices, and two independent operating members stationary at different points in the path of the vehicle and respectively for the fluid-supply means whereby to permit operating said means separately and at different points, said operating members consisting of cams mounted to swing in and out of active position.

14. The combination of'a fluid pressure cylinder having two inlets therein, one of said inlets opening into a passage in the cylinder and said passage being disposed longitudinally of the bore of the cylinder, a piston working in the cylinder, a stem attached to the piston, and a plug-valve attached to the stem and working in the said passage, the plug-valve being movable to cover the cylinder-inlet of the passage.

15. In a motor-driven vehicle the combination with the means controlling the power and brake system, of separate devices respectively for independently operating said controlling means, and operating members respectively for said separate devices, the operating members being stationary at different points in the path of the vehicle for the purpose specified.

16. In a motor-driven vehicle the combination with the power and brake controlling means, of separate devices respectively for operating said power and brake controlling means, means for actuating the said devices of the power-controller, a connection extending from the operating device of the powercontroller to the operating device of the brakecontroller to apply the brake upon the action of the operating device of the power-controller, and a separate means for separately and further actuatingthe operating device of the brake-controller.

17. In a motor-driven vehicle the combina tion withthe controlling means of the power and brake system, of a cylinder and piston in der to the feed of the second, and separate means for supplying fluid-pressure to the respective cylinders.

18. In a motor-driven vehicle the combination with the controlling meansof the power and brake system, of a cylinder and piston in connection with the power-controller, a cylinder and piston in connection with the brakecontroller, a pressure-communicating means extending from the exhaust of the first cylinder to the feed of the second, a separate means for supplyingfluid pressure to each cylinder, and two independent operating members for said separate means, the operating members being stationary at different points in the path of the vehicle for the purpose set forth.

19. In a controlling means for fluid-pressure brake systems, the combination with the brake-valve, of means for automatically imparting two separate and successive movements thereto, whereby to effect a service or an emergency application of the brakes.

20. In a controlling means for fluid-pressure brake systems, the combination with the brake-valve, of means for automatically imparting two separate and successive movements thereto, whereby to eifect a service or an emergency application of the brakes, and two separate operating members for said means placed at different points along the path of the vehicle to which the brake system is applied.

21. In a controlling means for power-driven vehic1es,the combination with the controlling element of the vehicle, of means for automatically imparting two separate movements to said controlling means, and operating devices for said means, the operating devices including two members placed at diiferent points along the path of the vehicle, for the purpose specified.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ALDEN E. OSBORN.

Witnesses:

R. E. HOLDER, JOHN H. GRATACAP.

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