US757191A - Device for preventing railway collisions. - Google Patents

Description

PATEN-TED APRJZ, 1904 c. HOLTMANN & J, P. BUTLER. DEVICE FOR PREVBNTINQRAILWAY GOLLISIONS.

APBLIMTL'QH. FILED MAR. s, 1903.

H0 MODEL.

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APPLICATION I'ILEDIA R. 5, 1903.

N0 MODEL.

inc. 357,191.

U ITED STATES PATE T Patented April 12,1904.

* Fries,

CHARLES HOLTMANN AND JOSEPH F. BUTLER,'OF PITTSBURG, PENN- sYLvANIn.

DEVICE FOR PREVENTING RAILWAY COLLISIONS- srno'lrrcn'non forming part of Letters Patent No. 757,191, dated April 12, 1904.

Application filed March 5, 1908- Serial lio- 146318. (No model.)

To all [I'll/)7, it may concern:

Be it known that we, CHARLES HoL'rMANN and JOSEPH F. BUTLER, citizens of the United States of America, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented certain newand useful Improvements in Devices for Preventing Railway Collisions, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to certain new and useful iinprovements'in automatic oleyices for operating air-brakes to prevent railway collision; and it consists in a device or apparatus, in connection with the ordinary air-brakes, which will set the said brakes should two trains enter one block at the same time and which will also automatically operate the throtile to shut olf the strain simultaneously with the application of the brakes.

Briefly described, the invention comprises, in connection with a track divided into blocks, a con trolliugqnagmct suitably located on the cnginc and 'col'inectcd to the axles thereof, an cioclrically controllcd valve in the air-line and coni'iocicd with an auxiliary pressurc cyl" inder having a piston therein to operate the tln'ottlc-lcvcr. This cylinder is in communication through a pipe with a second auxiliary n'cssuro-i-yliudcr having a piston therein, the Sivm of which extends into a valve-casing in.

4UiIll-UililiCiiElHll with the air-supply and the train-dine and which piston-stem also controls the cxhausi', of the air to apply the brakes.

.ill of the above construction will be hereinafter inorc specifically described, and then warticularly pointed out in the appended claims, and in describing the invention in detail reference will be hadto the accompanying drawings, forming a part of this application. and herein like numerals of reference will be employed fordesignating like parts throughout thesevcral views, in which Figure 'l. is a diagrannnatical view of our improved apparatus, showing parts thereof in section. 2 s an enlarged sectional view of the auxiiiar .'linder controlling the throttle-valve. iii g. 3 1s a horizontal sectional view on the line :12 w thereof. Fig. 4 is an enlarged longitudinal sectional view of the air-line valve, governor, and auxiliary pressure-controlling cylinder therefor. Fig. 5 is a longitudinal'sectionalw'iew of a modified form of valve for the air-line. Fig. 6 is a central vertical sectional view of the same.-

The insulated blocks or sections of track and the circuit thereof may, if desired, be the same as that shown in Patent No. 522,757,

granted July 10, 1894, to Charles Holtmann (one of the present joint inventors) and Nickolous' Schmidt, and the present invention is in many respects an improvement on the invention of the aforesaid patent; This prior invention aims to automatically apply the;

brakes in event of, two trains'occupying the same block, and wlnle the present invention has the same object in View it aims to also anton'iatically and simultaneously operate the throttle-lever, so as to shut ofi the steam. As in the prior patent, so in this,,to construct and operate the invention the track is divided into blocks, the rails 1 1 1 2 2 2" being insulated, as at .3 3 3" 3 3 3, these insulated ends of the rails at the respective ends of the blocks being so placed that the ends of the rails do not comeopposite to each other.

I Each of these blocks is provided With a trackbattery 4:, with one pole thereof connected by a suitable conductor 5 to the rail 2 of one block and the other pole of the battery connected by a suitable conductor 6 to the rail 1 of the same block. We preferably employ both a track-battery 4 and a local battery 4:, the track-battery 4: being in a closed circuit and employed only for the purpose of throwing the local battery into circuit should a rail be broken 'or another train be in the block: In case of a broken rail the closed circuit will be opened and the relay Gdenergizedfihereby throwing in the local circuit, and in the case of a train entering the block the saline effect will result by short-circuiting of the battery, as will appear more fully hereinafter in the description of the circuit.

In connection with the ordinaryainbrake's now in use We employ means to automatically I 5 f centrally inward from the end of the rod or ,stem for some distance and opening'out at one set the brakes when a circuit is completed and also to automatically operate the throttle. To this end we employ a-valve-casing 7, having acentra ividingpar tition 8, which separates the chamber of the easing into compartments or chambers 9 10, respectively. The chamber 10 is in communication with the air-supply (not shown) by means of a pipe 11, while the chamber 9 is in' communication with the train-line 12. The partition 8 is provided with a port 15, whereby communication isestabconsequently between the air-supply and the train-line. This port is closed during the lished between the chambers 9 and 10, and

application of the brakes by means of a valve 16, carried on a stem or valve-rod 17, thatis mounted to reciprocate in a plug 18, screwed into said valve-casing 7,-a suitable stuffing box or gland being provided aroundsaid stem or rod, as at 19, -.As the valve 16will be of much greater diameter than the stem or rod carrying the same, we provide the screw-plu g,

"as shown and described, in order to permit the placing of the valve w ithin thevalve-cas ing 7. The stem 17 has a port 20extending side thereof, this port being closed when the part's'arein their normal position by reason h portfbeing within thfev plug 18. The or'i-i'fodi' 17 is connected, preferably, by a helped. fitting 21, as shown, to the rod or stem 22 of the piston 23, which operates in 1 -2 the auxiliary.pressure-cylinder 24. A spring r 35 25 '7 on sai' rod or stem between the wall of the cylinder and the piston holds the piston normally retracted and the valve 16 unseated! from its seat against the partition 8 of 'the valve 7 [Attaohed'to the right-angular extending leg of the T-fitting 21 is a governor,

, which comprises in its construction-a-casing' 26,

having ascrew-cap 28 on the outer end thereof.

This capcanries an inwardly e rtending plug- *collar 29, which fits the interior wall of the casing 26 and is providedwith a central opening registering with the central opening 27 in the screw-cap 28. The central opening in the plug-' collar and the registering opening 27 in the cap Sareof larger diameter than the valvesten. that projects through said openings in order that the air'may escape through said openings around the valve-stem. The plug-collar is for the purpose of engaging the spring 30, ar-

ranged on the stem 31 of the valve 31' to regulate the tensiojn' of said spring, The tension of this valve in practice is less than the pressure of air in the train-line, whereby when commuhication is established through the port 20 with the governor the 'valve 31' will be un'-' seated and the air will escape through the openings in the plug-collar and screw-cap 28.

I "We preferably employ this T-shaped fitting for the connection the governor, as this enables ihsto turn the governor in any position as may 'be required, owing to the conditions existing under the engine. Also connected to the air-supply (not shown) or to' the pipe 11 is a pipe 32, which communicates with the chamber-33 of a valve-casing 34, the chamber 35 of said valve-casing being in communication with a cylinder 36 through pipe 37. The port in the partition separating these two chambers in the valve-casing is normallyclosed by a valve '38, having its stem connected to the armature 39 of a pair of magnets 4:0, mounted on the valve 34. The valve 38 is held normally seated by a-spring 38. Suitably located in the engine is a controliing magnet 41, 'conne ctedby conductors as as to the axles 44 45 of the engine and tender, respectively, the said engine and tender being insulated one from'the trolling-magnet 41. A trigger 53 is pivoted to this arm 52 and is ncrmallyheld by a catch 5%, attached to 'the'core of the magnet 41, this catch being pivoted to an arm 55', carried by the frame of said' magnet, and to which arm and to the-free end of the catch 54 a spring 56 is attached. I

' The cylinder 36 has a piston 57 therein, the

rod 58 of which is adapted to actuate the throttle-valve lever-when the piston is moved by the action of the air'. To accomplish this, the

. end of the piston rod or stem is connected to a yoke 59-, encircling-the throttle-lever 60 and connected to "the rod 61, whichjlocks said valve-lever in position. The yoke 59 is piv- 'oted or fulcrumed at 59' to the lever 60, on

which pivot or fulcrum it works when oper- 'ated. The outward movement of the-rod58 will first push thelonger leg of yoke 59,to-

raise the rod 61 and. unlock the throttle-lever:

ward the throttle-lever and cause the yoketo The further movement of rod .58 causes the rod to abut against the throttle-lever and pushes it over, so as to turn off the steam. In order that the brakes may be applied simultaneously with the actuating of the throte tle-val-ve lever, air must be passed from the cylinder 36 to the cylinder 24, and to this end the cylinder 36 is provided in one wall with a port 62, communicating at its lower end with v ,the chamber of the cylinder 36 below the piston 57 andat-its upper. end with'a chamber 63 in'a casing 63", attached" to the top ofcylinder 36 and closed by a cap 64'. This-cas ing is mounted on a plate 64 on top of cylin der 36, and this plate has a port-65 leading to a vvalveseat 66, normally closed by a valve communication between the port 65 and the cylinder 24. Vi e preferably provide flexible washers 71 72 on the valve 67 and stem 68, re spectively, both of which act as l'iuflers torelieve jar.

In operation, assuming a train to have entered the block, as shown in Fig. 1, and moving toward the right, so long as no other train enters this block no local circuitis established;

but if a train should enter the opposite end of the block at the same time a circuit would be established as soonas the first pair of wheels passed over insulation-point 3. 'Circuit is then made from local battery 4- over conduo tor 5to the rail 2" through axle e5, switch 43, wire 43, relay 4C1, wire 42, axle 4C4, rail 1", wire 5 wire 5 ,'switch 6", and conductor or wire Shack to local battery 4. The energizing of magnet 41 depresses catch 54L, allowing trigger 53 to fall into engagement with con tact-point 50, thereby completing a circuit over conductors to 47 through battery 48 to the magnets 4:9, energizing said magnets,

whereby to attract the armature 39, opening valve 38, and admitting air from pipe 32 into chamber 33 through the port in partition in the valve 34: to chamber 35 and from chamber 35 through pipe 37 to auxiliary pressure-eylinder 36. The admission of air to this cylindeg 36 actuates the piston 57, causing the rod or stem 58 thereof to actuate the yoke 59, so as to disengage 'rod 61 and permitthe rod or stem 58 in its movement to push against the throttlerlever 60, so as to operate the same to shut off the steam. \V hen the piston 57 engages the end of the valve-stem 68, it lifts the valve 67, thereby pern'zitting the air to pass from the auxiliary pressure cylinder 36 through port into chamber 63 and from said chamber through port through said port into pipe to the secondary auxiliary prcsto close port 15.

sure-cylinder 2 t. The air entering this auxiliary pressurte-cylinder 24 moves piston 23 forward, actuating stem or rod 22 and valvestem 17, forcing the latter inwardly into the valve-casing? and seating the valve 16, so as This inward movement of the stem 17 and valve '16 establishes communication between the chamber 9, communicating with the train-pipe 12, and the port 20, thus permitting the air to escape from the train-pipe l2'through said port 2i), unseat the valve 31, and escape through the governor to apply the brakes. As soon as the excess pressure in/thc train-line is eithausted the spring 30 seats said valve 31, wheri-zby to prevent't'ur ther exhaust from the train-line. in order to permit the air to escape from behind the piston 23, and thus permit the valve fl 5 to unseat, we provide a cock 73 on the cylinder 94.

In Figs. 5 and 6 we show a modified form of valve whichwe may employ instead of the valve 7. In this form of construction the governor is connected direct to the plug-valve 7 4, which is mounted in the casing 7 5 and is provided with a transverse port 7 6 and a bypass or port 77. The valve-casing 75 is connected to the train-line l2 and air-supply line 11. Connected to the upper end of the plug-valve 74E isa casing 79, having an exhaust-port and provided with a screw-cap 81. Mounted in this casing and operating in the screw-cap thereof is a valve 82, which engagesthe seat on the upper end of the plug 7 4 and normally closes the by-pass or port 77, the valve being held normally seated by the spring 83. Connectcd to thelowerend of the plug-valve 74is a crank 84, pivotally connected by the link to the piston-rod 22 of the piston 23. In Fig. 6 the plug-valve 7a is shown in position.,sothat the port 76 r risters with the air-supply line and train-line, and in Fig. 6 this plug-valve is shown in position where to cut ofi" communication between the air-supply line and the train-line and open communication from the train-line through pdrt 77 to unseat the valve 82 and exhaust the air through port 86 to ap-' ply the brakes. As soon as the pressure in the train-line over and above t e pressure of the spring 83 is exhausted this spring will seat the valve 82 and prevent further exhaust of the air from the train-line.

Having fully described our invention, what we claim as new, and desire to secure by Letters Patent, is

l. lnlan apparatus for automatically controlling the' brakes of a railway-train and-actuating the throttle-valve lever, the combination with a track and a local circuit, of a con-.- trolli ng-magnet carried by the engine, an electrically controlled valve in communication withthe air-supply, a throttle-actuating controlling-cylinder in communication with said valve and connected to the throttle-lever, a valve-casing in communication with the airsupply and train line, a controlling-valve in said casing, 'a secondary cylinder and a piston therein for actuating said Valve, and a governor in communication with said valve-casing, substantially as described.

trolling the brakes of a railway-train and s multaneously operatingthe throttle-valve l 2. in an apparatusfor automatically c0nver, the combination with a normally closed circuit magnet, of means carried, by the engine and connected with the throttle-valve lever and electrically operated for actuat ng said lever, means also'carried by the engine and operated by the air-pressure to exhaust the air and apply the brakes, and a local battery carried by the engine for establishing a circuit and permitting said means to operate when the track-circuit is closed, substantially as described.

4- In an apparatus for automatically controlling the brakes of a railway-train and automatically actuating the throttle-valve lever to shut oif the steam, the combination with the controlling-lever for the throttle-valve, a yoke pivoted thereto and adapted to release the locking-dog of said lever, means operative through a track and local circuits for actuating said ever through connection with the yoke, and

means also operative through said circuits for simultaneously applying the brakes with the actuating of the throttle valve lever, substan- 1 tially as described;

5. "In an apparatus for simultaneously actuating the throttle-valve of an engine to shut ofi' the steam and exhausting the air to apply I the brakes automatically, the combination with the brake apparatus, of means including a track-circuit, a local circuit and a controllinginagfiet, an air-cylinder, a piston therein with its rod orstemconnected to a yoke pivoted to the throttle-lever and adapted to release the locking-dog of the same and connections between said cylinder and an air-supply for ac tuating the piston to operate the throttlevalve, and means in communication with said air-cylinder whereby the brakes are applied automatically and simultaneously with the actuating of the throttle-valve lever, substantially as described.

6. In an apparatus for'automatically actuating the throttle-valve leveroi an engine to shut off the steam and exhaust the air to apply the brakes, the combination with the brake apparatus, of brake actuating means and throttle-lever-actuating means both operative through the medium of a normally closed, track-circuit including a magnet its armature and a contact-point the armature and contact-1 point being included in a normally closed track-circuit, and a controlling-magnet mounted on the engine and adapted when energized to complete a circuit to cause the brake-actuating means and throttle-actuating means to operate and respectively apply the brakes and shut oil the steam.

7. The herein-described means for simulta neously actuating the throttle-valve lever of an engine to shut ofi" the steam and exhaust the air to apply the brakes, embodying a brakegovernor, a valve for normally closing the communication between the governor and the train-line ol' the brake apparatus, an air-cyl inder with a piston therein for actuating said valve, a second air-cylinder with a piston therein having its stem pivotally connected to the throttle-valve lever, a valve-casing in communication with said second cylinder, and with an air-supply, an electrically-controlled valve in said casing. connections between said second cylinder and the brake-controlling cylinder, a controlling-magnet on theengine, and means for completing a circuit through said magnet for actuating the electrically controlled valve in the valv'e casing to admit air to said cylinders, as and for the purpose described.

In testimony whereof we aflix our signatures

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