US738947A - Automatic safety train-stop. - Google Patents

Description

PATENTED SEPT. 15, 1903. H. G. SEDGWIGK.

AUTOMATIC SAFETY TRAIN STOP.

APPLIOATION FILED DEC. 30, 1902.

3 SHEETS-SHBET 1.

N0 MODEL.

S M E m PATBNTED SEPT. 15, 1903.

. H. G. SBDGWIGK. AUTOMATIC SAFETY TRAIN STOP.

APPLICATION FILED DEC. 30, 1902.

3 SHEETS-SHEET 2.

NO MODEL.

.4 II pm HI IHHHIIHIIIII' lu u: m u- WJI/VESJES fQ z [WE/V202 I I .21 220ml gy-r PATENTBD SEPT. 15'; 1903.

H. G. SBDGWIGK. AUTOMATIC SAFETY TRAIN STOP.

7 APPLICATION FILED no. so, 1902.

no MODEL.

3 sums-sum 3 hut: brown-Eh W'IZZZESSES UNITED STATES HIRAM G. SEDGWIOK,

Patentediseptember 15, 1903.

OF NEW YORK, N. Y.

AUTOMATlC SAFETY TR-AIN-ISTYO P.

SPECIFICATION forming part of Letters Patent No. 738,947, dated September 15, 1903.

Application filed December 30, 1902. Serial No. 137,129. (No model.)

To all whom it 172,014, concern/.-

Be it known that I, HIRAM.G. SEDGWICK, a citizen of the United States of America, and a resident of New York, State of New York, have invented certain new and useful Improvements in Automatic Safety Train-Stops, of which the following is a specification, reference being had therein to the accompanying drawings, in which-- of a road-bed provided with several forms of the tripping devices; Fig. 8, a similar view showing another form of the tripping device; Fig. 9, a perspective view showing another form of the tripping device in its two po sitions; Fig. 10, a detail view showing in side elevation one of the devices shown in Fig. '7; Fig. 11, a detail perspective view of still another one of the tripping devices shown in Fig. 7.

It is the purpose of my invention to do away entirely with the necessity of communicating with a member of the train-crew and upon the will of that individual and'to substitute therefor a positively automatic trainstopping device or appliance which shall be under the absolute and sole control of some individual-that is, the signalman or switchman or other employee not on the train-having a knowledge of the danger or other nocessity that requires the stopping of the train or who can be easily communicated withand upon whom, therefore, the responsibility can be fixed as unconditionally as is practically possible.

This invention may be carried into sheet by a great variety of appliances, and I therefore wish it understood that by describing and claiming specific devices in this specification I do not intend limiting myself to any particular means for putting my invention into practice.

In its preferred form the invention consists of attaching to the train-pipe of the air-brake system a series of suitable valves adapted to apply the brakes with gradually-increasing force when actuated in succession and in combining therewith a suitable tripping or' actuating device located on the road-bed, which when properly set will open this valve and instantly apply the brakes, and thus stop the train independently of the will or act of any member of the train-crew.

In' the preferred form one of the brakeapplying valve devices will be attached to the locomotive and one to each of the cars composing the train, and the valve-openings will be of such area that the brakes will be applied with. gradually-increasing force as the valves are opened in succession, thereby bringingthe train to a standstill without undue shock. In practice Ipropose arranging these brake-applying devices on the opposite sides of each car and also place the tripping.

devices on the road-bed on opposite sides of the track, so that the safety appliances will be operative in whichever direction the train may move. The tripping or actuating devices on the road-bed will preferably be disposed permanently along the same at any desired point, especially at those points where danger signals are now employed, or they may consist of suitable devices adapted to be fastened to a rail or a tie or to the road-bed di rect by a track-walker or other employee at whatever point along the road an emergency may arise which requires that an approaching train be stopped. I prefer that the actuating device on the road-bed be attached to the semaphore-wires or other signal devices and also to switch and drawbridgedevices, so that they will be set automatically and positively when the said devices are operated. In some cases it may simply be necessary to use a simple valve, which when openedby contact with the tripping device on the road-bed will remain open until again closed by some member of the train-crew, while in other cases I propose using valves which will close automatically rapidly or slowly, as may be desired, as more fully hereinafter set forth.

Referring to Figs. 1, 2, and 3 of the drawings by letters, A designates the brake-applying valves, which are mounted rigidly on any suitable part of the locomotive and on one of the trucks of each car and which are connected to the usual trainpipe B by the branch pipes C, which latter are flexible in whole or in part to permit the cars to swing independently of thetrucks, as usual. In Fig. 2 at D is shown one of the tripping devices on the road-bed.

The brake applying valve consists, as shown in Figs. 3, 4, and 5, of a horizontal cylinder a, connected, to the branch pipe 0 and inclosing a rotative hollow cylinder-valve b, nicely fitting the casing and provided with a stem extending out through one end of the casing, the outer end of this stem being provided with a lever c, which depends far enough to strike the tripping device on the road-bed. The inner end of the valve is open and in communication with the branch pipe 0, and its outer end is closed by a head, which is provided with two ports d, one or the other of which is adapted to register with a curved port e in the adjacent head of the casing, this port e being located between the ports (1, so that it will be brought into register with one of the ports d in whichever direction the lever is swung. A springfis inclosed in the valve to normally hold it to its seat, although the air will hold it closely to its seat and prevent leakage when the pressure is on, and this spring is therefore not absolutely essential. As shown in Figs. 2and 3, the lever c is unprovided with means for restoring it to a vertical position after it is swung to one side; but in Figs. 4 and 5 a pair of oppositely-working springs g are attached to an extension h of its upper end to perform this function, these springs being connected at their inner ends to said extension and at theirouter ends to bracket-arms on the valvecasing.

The restoring-springs 9 (shown in Figs. 4 and 5) close the valve immediately with a speed proportionate to the strength of the springs and the friction on the val ve-seat caused by the air-pressure in the valve. If it be desired to close the ports more slow] devices such as shown in Fig. 6 may be employed. In this figure two of the valves A are employed side by side, both being connected to the branch pipe 0. Each valvestem is provided with an arm 0, one dependingand the other extending upward, and each valve is held normally closed by a spring g, attached to its arm 0. Attached to the end of each arm 0' is a piston-rod carrying a piston 2', which works in a horizontal cylinder k. The upper piston is provided with outwardlyopening valves l and the lower piston with inwardly-opening valves m. The inner end of the upper cylinderis provided withasmall hole a, and its outer end is provided with large openings, putting it in free communication with the atmosphere. This arrangement is reversed in the lower cylinder, the small hole 71 being in the outer head and the large openings being in the innerhead. Pivoted between the valve-casings is a depending striking-lever 0, provided with an upward extension h, connected to two oppositely-pullingrestoringsprings g. Adjacent to its pivotal point this lever is provided with oppositely-projecting tappets j, adapted to respectively engage the lateral arms 0, projecting inward from the respective stems of valves b.

It will be seen that when lever c is swung in either direction one or the other of the valves will be opened by its arm 0 being depressed by one of the tappetsj and that when the lever is released the springs will re store it to its normal vertical position immediately. The valve will also be restored to its normal position by its spring g; but it will close slowly, because of its attachment to the piston, the speed of closing being dependent ,upon the strength of spring g and the size of the escape-opening n in the head of the cylinder or dash-pot. When either valve is opened, its piston moves freely in the cylinder, owing to the arrangement of the valves 1 or m; but when itcloses it must move slowly, owing to the slow escape of airthrough small holes 17.. With this valve arrangement it will be seen that each valve need be provided with but one port d.

Various forms of the tripping device D are shown on Sheet 3. At the left end of Fig. 7 it is shown in the form of a spring-actuated bolt connected by an angle-leverp to an interlocking crossing wire 19 and adapted to be set simultaneously with the operation thereof. In the middle of this figure a pair of the same spring-actuated bolts are shown on opposite sides of the track and connected, respectively, to pivoted levers q, which are connected together by a wire '1' and to an operating-wire r. By releasing wire 1* the bolts are allowed to spring into operative position, as is shown. a In this figure, E designates a semaphore-signal device, connected to whose operating-wire is one arm of a bellcrank s, the other arm of which is connected to a spring-actuated bolt, as in the other de vices just described. In this arrangement the bolt will be allowed to normally setitsclf at the same time the semaphore-arm is set. At the right of this figure is shown a pivoted lever F, whose forward end is provided with a block 25, adapted to be shifted inward toward the rail, and whose rear end is locked to at-ie by means of acommon staple and padlock. By unlocking the rear end of tlre lever its forward end may be swung into the path of the depending lever of the brakingvalve.

' In Fig. 8 a spring-actuated bolt is shown, which is connected to a switch-lever w by a.

wire w, whereby when the switch is thrown in a predetermined direction the bolt will be automatically set in position to stop the train.

In Fig. 9 another form of the tripping device D is shown, in which it consists of a small frame 00, pivoted to a tie adjacent to one of the rails and adapted to be locked out of position by a staple and padlock and to be thrown up into operative position when unlocked. T

In Fig. 10 the tripping device is shown in the form of a large staple G, which may be set by driving it into the earth alongside the rail. This form, as well as the form shown in Fig. 11, is especially adapted for use where a portable device is required which shall be easy to set at any point along the road-bed where an emergency requires a train to be stopped. In Fig. 11 the device is shown in the form of a clip I-I,which may be applied to the rail at any point between the ties. This clip, as well as the staple G, is shown also inFig. 7. r

A feature which contributes greatly to the utility of the automatic appliance is that it is very simple in constructionand is purely supplemental to the signaling and braking apparatus now in use and is therefore capable of application thereto without necessarily disturbing or abrogating the existing signaling codes or other provisions for the safety of the train or the duties of any of the railway employees.

As is well known, an engineer in making the ordinary service or station stops applies the brakes with gradually-increasing force by opening and closing the controllingvalve several times in more or less quick succession. plying the brakes may be simulated closely by so adjusting the automatic closing devices that the first ones opened will close before the succeeding ones are opened, and thus obtain an automatic emergency stoppage of the train with no more damage to the train than is caused by a service or station stop. It will also be seen that with the series arrangement of valves I employ the valve first to open will attract the engineers attention and Warn him to throttle his engine and also manipulate the controller-valve, if need be.

It will be observed that my invention may be employed also'in the so-called vacuum air-brake systems, as the opening of the valves connected with the train-pipe will instead of releasing the compressed air, as in the systems now in general use, let air into the train-pipe and destroy the vacuum therein and apply the brakes in a manner well known. I therefore wish it understood that I do not confine myself to any particular brake system. I

It will be understood from the foregoing that where I describe or claim the actuating or tripping device to be placed on the road bed I mean to cover-its application to the This advantageous manner of aprails or ties or the road-bed proper or, in fact, to any place adjacent to the rails and not on the passing train. I

In its broad aspect, it will be observed, my invention contemplates the employment, so far as the actuating device is concerned, of any device whatsoever, whether purely mechanical or electric or magnetic upon the road-bed, which when thetrain passes will actuate the brake-applying device or devices on the train automatically, and thus positively bring the train to a stopwithout any cooperation whatever of any member of the train-crew, and, so far as the brake-applying device is concerned, it contemplates the employment of any series of valve devices connected to the train-pipe or other suitable part of the brake system carried by the train and adapted to be actuated in succession to apply the brakes with grad ually-increasin g force by the actuating device as the train passes over the same.

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In combination with a railway train equipped with a fluid-brake system, of means connected to said system for applying the brakes with gradually-increasing force, said means consisting of a series of valves or vents connected to the systems at different points in thetrain, and a device on the roadbed for automatically opening said valves or vents in succession as the train passes over it. 2. In combination with a series of coupled railway-vehicles equipped with an air-brake system, a brake-applying valve device attached to the system on each car, and an actuating device on the road-bed adapted to actuate said valve devices in succession as the train passes over it and thereby apply the brakes with gradually-increasing force.

3. In combination with a railway-vehicle" equipped with a fluid-pressure-brake system, a brake-applying device connected to said system, said device consisting of a valvecasing having a port and a rotary valve inclosed in the casing and also provided with a port adapted to register with the port in the casing, this valve being held to its seat by the pressure of air in the brake system, and means for automatically rotating and closing said valve after it is opened, and an actuating or opening device on the road-bed adaptedto open the valve as the vehicle passes over it.

4. In combination with a fluid-brake sys term, a brake-applying device consisting of a double valve connected to said system and adapted when either valve is opened to apply the brakes, and a single lever for opening either of these valves according to which way it is actuated, and a device on the road-bed for actuating said lever.

6. In combination with a fluid-brake system, a pair of valves connected thereto and adapted when either is opened to apply the brakes, devices for opening either of these valves according to which way the, train is moving, means for restoring these devices to their normal position and slowly closing the valve after each operation, and an actuating device on the road-bed.

6. In combination with a fluid-brake system, a pair of valves connected thereto and adapted when either is opened to apply the brakes, devices for opening either of these valves according to which way the train is moving, means for restoring these devices to their normal position and closing the valve after each operation, and an actuating device on the road-bed.

7. In combination with a fluid-brake system, a pair of brake-applying valves connected thereto, a single operating device adapted to operate either of these valves according to which way the train is moving, means for restoring this device to its normal position after each operation, and means for permitting the quick opening of either valve and causing the slow closing, and an actuating device on the road-bed.

8. In combination with a railway-vehicle equipped with a fluid-brake system, a brake applying device attached thereto, and an actuatin g device for said brake-applying device on the road-bed adapted to be shifted into the path of said brake-applying device, means for normally shifting said actuating device into the path of said brake-applying device, a signaling device, and means connecting said signaling device to the actuating device whereby the latter is released and set when the signaling apparatus is operated.

9. In combination with a railway train equipped with a fluid-brake system, of means connected to said system for applying the brakes with gradually-increasing force, said means consisting of a series of vents connected to the system, and means for automatically closing said vents and a device on the road-bed for automatically opening said vents in succession as the train advances.

In testimony whereof I hereunto afiix my signature, in thepresence of two witnesses, this 30th day of December, 1902.

HIRAM G. SEDGWIOK.

Witnesses: 7

CHARLES D. DAVIS, R. W. BIsHoP. 7

Images