US841403A

US841403A - Automatic stop-signal system.

Info

Publication number: US841403A
Application number: US33298006A
Authority: US
Inventors: Calvin Luther Iungerich
Original assignee: SAMUEL O REEL; WILLIAM S REEL
Current assignee: WILLIAM S REEL; SAMUEL O REEL
Priority date: 1906-09-01
Filing date: 1906-09-01
Publication date: 1907-01-15
Anticipated expiration: 1924-01-15

Description

No. 841,403. PATENTED JAN. 15, 1967.

0. IUNGERIOH.

AUTOMATIC STOP SIGNAL SYSTEM. APPLICATION FILED SEPT.1.19()6.

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Q PATENTED JAN. 15, 1907. V U. L. LUNGBRIGH. AUTOMATIC STOP SIGNAL SYSTEM.

APPLICATION I'iLED-SEPT. 1.1906.

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C. L. IUNGERIOH. AUTOMATIC STOP SIGNAL SYSTEM.

APPLICATION FILED SEPT. 1.1906.

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UNITED STATESWPAT NT GFFIOE.

CALVIN LUTHER IUNGERICH, OF HARRISBURG, PENNSYLVANIA, ASSIGNOR OF ONE-THIRD TO WlLLiA.\I S. REEL AND ONE-THlRD TO SAMUEL O. REEL, OF HARRISBURG, PENNSYLVANIA.

AUTOMATIC STOP-SIGNAL SYSTEM.

Application filed September 1. 1.906- Serial No- 332,980.

automatically applying the air brakes on a train of cars in case the engineer should for any reason fail to notice a danger-signal or attempt to run the train past a signal-block.

The object of the invention is to provide means operable through the medium of suit.

able actuating devices along the track for au tomatically applying the brakes when the semaphore-arm is moved to caution or danger position, thus effectually stopping the train without attention on the part of the engineer.

A further object is to provide means for disconnecting the valve-operating means, thereby to permit the brake-valve to be moved to released position. i 1

A further object is to provide gravity-actuated means for automatically shifting the valve to lap position after each application of the brakes, and. means whereby the valve may be operated independently of the automatic means.

A still further object is to generally in1- prove this class of devices so as to increase their utility, durability, and efficiency.

With these and other objects in view the invention consists in the construction and novel combination and arrangement of parts hereinafter fully described, and illustrated in the accompanying drawings, it being understood that various changes inform, proportions, and minor details of construction may be resorted to within the scope of the appended claims. In the accom anying drawiiigsforminga part of this specification, Figure 1 is a side elevation of an air-brake signal apparatus constructed in accordance with myinvention. Fig. 2 is a side elevation showing the construction of the track devices. Fig. 3 is a top plan view of one of the track devices. Fig. 4 is a top plan view of the engineers brake-valve. Fig. 5 is a side elevation of the same.

Similar numerals of reference indicate cor- Specification of Letters Patent.

Patented Jan. 15, 1907.

respondingv parts in all of the figures of the drawings. I

In the accompanying drawings, 5 designates the track, upon which is mounted for travel a locomotive 6 of any approved construction, in the cab 7 of which is positioned the engineers brake-valve 8. The valve 8 is provided with the usual operating-lever 9, and extending laterally from the pivoted end of said lever is a flange or plate 10, having a slot or recess 11 formed therein and opening through the periphery of the flange, as shown. Extending from the valve-casing at the upper end thereof are spaced arms 12, connected by a longitudinally-disposed bar 13 and defining a slot or guideway 14 for the reception of a sliding block or cross-head 15. The bar 13 is detachably secured to the arms 12 by screws or similar fastening devices 16,whereby the cross-head 15 may be readily removed from or positioned within the guideway 14.

. Pivot-ally mounted on the block 15 is a .pawl 17, one end of which is provided with a threaded extension 18, which extends through the block or cross-head 15, while the opposite end thereof is provided with a depending lug 19 adapted to enter the slot 11 for movingthe valve to operative and inoperative position. Pivotally mounted on the extension 18 and secured thereto by a clampingnut 20 is a link 21, the opposite end of which is pivotally connected to a vertically-reciprocating rod 22, which extends through a tube or guiding member 23 and is provided with a terminal weight or knob 24, constituting a tappet adapted to engage the track devices or cams, aswill be more fully explained hereinafter. The guide 23 is secured in position by lateral braces 25, secured in any suitable manner to the walls of the cab 7, there being an auxiliary guide 26 arranged within the cab near the engineers valve, as shown. Extending laterally from the valvecasing and secured thereto in any'suitable manner, as by screws 27, is a bracket 28, the free end of which is bent upwardly to form a yieldable arm 29, having an inclined or cam face 30, adapted to engage the correspondingly-inclined face 31 of the pawl 17, the latter being provided at its free end with a curved or rounded surface 32. It will thus be seen that when an upward pull is exerted on the rod 22 the cross-head 15, through the medium of the link 21, will move the pawl 17 laterally, and thus rotate the handle 9 to servcleared said arm. When the upward movement of t ressure on the rod 22 is released, the weigl t 24 will, through the medium of the pawl 17, return the lever 9 to lap position, thus holding the brakes ap lied. The initial rearward lie'pa'wl 17 will cause the inclined face to engage the inclined face 31, so' that after the lever 9 has been moved to lap position the lug 19 will be lifted out of the slot 11 and in position to again engage the slot 11 when the tappet is again actuated to apply the brakes; The pawl 17 is provided with a handle or finger-piece 33, by means of which the pawl 17 may be manuall lifted out of the slot 11, thereby to permit the engineer to operate the lever 9 independently of the automatic me ans.

, 'As a means for automatically operating the engineers brake-valve there is provided one or more stationary tappets or cams dis posed at predetermined intervals along the i track 5 and each consisting, preferably, of a platej34, the opposite ends of which are defiected downwardly and connected to the cross-ties '35 by suitable coil-springs 36. A

Disposed in alinement with the apex of each of the tappets or plates 34 and secured in any suitable manner to the adjacent crosstie 35 are spaced brackets 36, in which is journaled a stub-shaft 37, one end of which is provided with a crank-arm 38, While the. opposite end thereof is provided with alifting member or arm 39, adapted to engage the adjacent wall of the plate 34 and elevate the same above the track-rails when the lifting device 39 is moved to operative position.

Arranged on one side of the track and spaced at any desired distance from the adj acent cam or track device 34 is a post or standard 40, on the upper end of which is pivotally mounted a semaphore-arm 2]., the latter being provided with a'crank-arm 42, to which is secured a cordor cable 43. The capic 43 passes over suitable pulleys or rollers 44 or the other of the lifting devices 39, and thus project the cams or

plates

34 and 34 above the adjacent surface of the track and in the path of movement of the knob or tappet 2 4.

The elevating devices 39 are so positioned on the shafts 37 that when the danger-signal is displayed at the semaphore-arm the cam or track device 34 will be elevated so as to ac tuate the tappet 24 and move the lever of the i brake-valve to service position, while the tappet or plate 34 will be elevated above the track a sufiicient distance to cause the tappet above the track and in the path of movement. of the knob or tap et 24. As the train approaches the signa -s tation the knob or tappet 25 will ride over the inclined surface of the cam and through the medium of the rod 22 and pawl 17 move the valve-lever 9 to service position, the weight of the knob 24 automatically returning the lever 9 to lap position as soon as the knob 24 is disengaged from or passes the cam 24, thus applying a service application of the brakes and warning the engineer of danger ahead. Should the engineer after receiving the first warning fail to release'the pawl 17 and apply the emergency-brakes, thelocomotive in its forward movement will cause the tappet 24 to engage the inclined face of the cam 34, thus elevating the rod 22 a reater distance, and thereby causing the paw 17 to move the brake-lever 9 to emergency position. As soon as. the tappet 24 clears the cam 34 the weight of the knob will automatically return the lever to lap position, thus holding the emergency-' -it is desired to operate the engineers valve independently of the automatic means, the pawl 17 is lifted from the slot 11 by exerting an upward pull on the linger-piece 33, thus permitting the engineer to move the lever 9 I and apply the brakes independently of the automatic means.

gineer's brake-valve, a track device, means operable by thetiack device for moving the valve to brake position, and means for automatically shifting the valve to-lap position when the valve-operating means is released.

operable b y the track device for automatically moving the valve to brake position, and grav- -'it v-actuated means for shifting the valve to lap position when the valve-operating means is disengaged from the track device.

3. l-ln a'ir-brake apparatus including an engineers brake-valve, a track device, means perable by the track device for automatically moving the valve to brake position, means for shifting the valve to lap position when the valve-operating means is released, and means for operating the valve independently ol' the automatic means.

-l. An air-bral e apparatus including an engineer's bral e-valve, a track device, means operable by the track device forautomatically moving the valve to brake position, means for shifting the valve to lap position when the valve-operating means is disengaged l'rom the track device, and means for disconnecting the valve-operating means from said valve.

An air-brake apparatus including an engineers brake-valve, a track device, a pawl operatively connected with the valve and actuated by the track device for moving the.

valve to brake position, and means for shifting the valve to lap position.

6. An air-brake apparatus including an engineer's brake-valve, a track device, a pawl operatively connected with the valve, means depending from the pawl and extending in the path of movement of the track device for moving the valve to brake position, and

means for moving the valve to lap position when the track-engaging means is released.

7 An air-brakeapparatus including an en gineers brake-valve, a track device, a pawl operatively connected with the valve, a tappet carried by the pawl and adapted to engage the track device for moving the valve to brake position, said tappet being weighted thereby to shift the valve to lap position when i the tappet is disengaged from the track device.

8. An air-brake apparatus including ail engineers brake-valve, a track device, a pawl operatively connected with the valve, a tappet depending from the pawl and adapted to engage. the trackdevice for moving the valve to brake position, gravity-actuated means tor shifting the valve to lap position W hen the tappet is disengaged from. the track device and means for disconnecting the pawl from the valve thereby to permit the valve to be operated independentlyof the. automatic means.

9. An air-brake apparatus including an engiiiecrs brake-valve, a guide secured to the casing of the valve, a cross-head slidably & mounted in the guide and 0 eratively connected with the valve, a trac device, a tap pet de pendingfrom the cross-head and adapt- 2. An air-brake apparatus including an en- 1 gineer's bralge-valve, a track device, means i ed to engage the track device for moving the valve to brake position, and means for automatically shifting the valve to lap position when the tappet is disengaged from the track device. i

10. An air-brake apparatus including an engineers brake-valve, a track device, means operable by the track device for automr tically moving the valve to service or emergency position, and gravity-actuated means for automatically shift the valve to lap position when the tappet is disengaged from the track device.

12. An air-brake apparatus including an engineer's brake-valve, a plurality of track devices movable alternately to operative posit-ion, means operatively connected withthe valve for moving the latter to serviceposition when the valvgroperating means engages one of the track devices, said valve being moved to emergency position when the operating means engages the opposite-track device, and gravity-operatin means for automatically returning the valve to hipposition after being disengaged from the track device.

13. An air-brake apparatus including an engineers brake-valve, aplui'ality of track devices movable successively to operative position, a pawl operatively connected with the valve, a tappet depending from the pawl and extending in the path of movement oi the track devices for moving the valve to serv ice position when the tap et engages oneo'i' said track devices, said va ve being moved-t0- emergency position when thctappet engages the opposite t/rack device, and means-carried. by the tappet for automaticallyreturning the valve to la tion of the bra es.

position after each-applicacamfaces, astu'b-shaft having a cra' -arm engineers brake-valve,.a pawl adapted to enbrake position, means'for aut'omaticallylrefor automatically returning the'valve to lap eratively connected with the valve and the signal and the crank-arm, means operait. An airl rakeapparatus including an engineer's hrakwvalve, a signal, track devices opcratively connected with the signal, means operated by the trackdevice for movv ing the valve successively to service and emergency position when dillerent signals are displayed, and grai' 'ity-actuated means position after -each application of the brakes. 15. An air-brake apparatus including an engineers brake-valve, spring-pressed track devices, a signal operatively connected with the track devices for successively moving the track devices to operative position when different signals are displayed, a pawl operatively connected with the brake-valve, ,a tappet depending from the pawl and adapted to engage the track devices'for moving the brake valve successively to service and emergency position, means for returning the valve to lap position when the tappet is disengagedfrom-the track devices, and means for disconnecting the pawl and valve thereby to permitthe operation of the valve independently of the automatic means.

. 16. An air-brake-app'aratus including an engineers brake-valve, spring-pressed track devices having cam-faces, lifting-arms for moving the track devices to operative position, a signal, a flexible medium connecting the lifting device with the signal, means opadapted to engage the track devicesfo'r 111OV' ing the valve to brake position,-and gravityactuatedmeans for automatically returning the valve to lap position'aftereach applica-' tion of the brakes. 1'7. An air-brake apparatusincluding an engineers brake-valve, a yieldably-supportr edtrack device having operalti-vely dis osed at one end thereof and lifting-arm at the other for elevating the track device'to operative position, a signal, a connectionbetween' tively connected with the valve and adapted to engage the track devices for moving the valve to brake position, and means'for automaticallyreturning the valve to-lap position when the valve-operating means disengaged from the track device.

18. An air brake apparatus, including an gage a slot in the valve, a track device, meansconnected with the pawl and adapted to engage the traokdevice for moving the valve'to turning the valve to lap position, and a cam extending in thepath of movement of the pawl for releasing the latterfrom the slot when the valve is returned to lap position.

19. An air bra ke apparatus including an engineers brake-valve, a pawl adapted to engage a slot in the'valve, a traclr device, a tappet depending from the nawland adapted to engage the track device for moving the valve to brake position, means for automatically returning the valve to lap position, a name);- tending in the path of movement of the pawl for disengaging the pawl from the slot when the valve is shifted to lap position, and a finger-piece carried by the pawl for manually disengaging the pawl, thereby to permit the valve to be operated independently of the automatic means.

20. An air-brake apparatus including an engineers brake-valve, a guide, a cross-head slid ably mounted in the guide, a pawl pivota'lly mounted on the-cross-head and adapted to engage a slot in thevalve, the free end of the pawl being providedv with an inclined face, a track device, a tappet pivotallygmounted on the cross-head and adapted to engage the trackdevice for moving the valve to brake tion, said cam being adapted to engage the inclined Iace of the pawl for disenga ing the latter from the slot in the valve when the valve is moved to lap position,

21. An air-brake apparatus includin an engineers brake-valve, a guide, a crosse ead slidably mounted in the. guide,'a pawl ivotally mounted on the cross-head and a apted to engage aslot in the,;valve,..thefreeend of said valve being rounded and provided with an inclined face, a track device,- a'link pivoted to the cross-head, a tappet pivoted to the linkand adapted to engage the-track device, for moving the valve tobrake position, a yieldable arm provided with a cam-face adapted to engage the curved end of the pawl when the valveis moved to'brake position, means for moving the valve to lap position, said cam being adapted to' engage the in- ,clined face of the pawl for disengaging the latter from the slot when the valve is moved to lap position. 22. An air-brake apparatus including an engineers brake-valve, a flange exte'nding laterally l'romthe lever ofthe valve and provided with a slot, a guide, a cross-head slidioo IIO

ably mounted in the guide, a pawl ivotally mounted on the cross-head and a apted to engage the slot, a track device, a ta pet operatively connected with the crosslead and adapted to enga e the track device for mov-' ing the valve to rake position, means for returning the'valve to lap position, and a cam yield ably supported in the path of movement ,of the. pawl for disengagin the latter from the slot in the flange when 't e valve is moved to lap position.

'23., An air-brake apparatus including an engineer" s brake-valve, a flange extending laterally from the valve and provided with a slot, a guide,a cross-head slidably mounted .in the guide, apawl pivotally mounted on the cross-head and having its free end rounded and provided with a depending lugadapted to engage a slot in the flange, said pawl beat said lug, a track device,

gage the track device for moving the valve to rake position, a cam yieldably supported in i the path of movement of the pawl and adapted to be moved laterally by engagement with the curved face of the pawl when the valve is moved to brake position, means for shifting the valve to lap position, said cam being adapted to engage the inclined face of the pawl for disenga the flange when t sition.

engineers brake-valve, laterall from the operatmgdever and provided with a slot, a guide, a cross-head slidably mounted in the guide a pawl pivotally mounted on the cross-head and adaptedto i engage the slot, a track device, a link pivoted to the cross-head, a tappet iivote'd to the link and ada'ited to engage t e trackdevice for moving t e valve to brake position, said tap'oet being weightednthereby to automatical y move the valve to lap positionvvhen the tappet is disengaged from the track device, and a finger-piece carried .by the pawl for disengaging the latter from the flange.

25. An air-brake apparatus including an engineers brakevalve, a flange extending laterally from the lever of thevalve and provided with a slot, arms extending vertically from the valve-casing and connected by a detachable bar forming a guide, a cross-head slidably mounted in the guide, a pawl -ivotall mounted on the to engage the slot, a link secured to the crosshead, a track device, a tappet secured to the opposite endof the link and ada ted to engage the track device for movingt e valve to brake position, said tappet bein 'wveighted therebyto automatically return t e. valve to.

lap position when the tappet is disengaged ing the lug from the slot in 1e valve is moved to lap poslot in the l cross-head and a apted i i from the track device, and means for manually disengaging the pawl from the erated independently of the automatic means. 26. An air brake apparatus including an i engineers brake-valve, meansfor automaticallyinoving the valve tobrake position, land means for automatically shifting the valve to lap position when the valve-operat- F ing means is released.

' 27. An air-brake apparatus including an engineers brake-valve, means for automatically moving the valve to'lbrake ositlon, I means for automatically shifting t e valve to lap position when the valve-operating l means. 28. An air-brake apparatus including an i engineers brake-valve, means for automatically moving the valve to service or emergency position, and means for shifting the valve to lap position when thevalveoper'atling means is released.

29. An. air-brake apparatus including an i engineers brake-valve,.a signal, means operl atively connected with the signal for moving the valve to brake posit-ion when a si nal is displayed, and means for automatically returning the valve to lap position after the 'alve-operating means is released.

' 30. An air-brake apparatus including an engineers brake-valve, a signal, means operatively connected with the signal for moving the valve successively to service and emergency position when different signals are dis i played, and means for automatically return- 1 ing the valve to lap position after each application of the brakes.

In testimony that I claim the foregoing as i my own I have hereto aflixed my signature in the presence of txvo witnesses. l CALVIN LUTHER IUNGERICH.

\Vitnesses HARRY G, HERMAN, SAHRATORE PUGLlESE.

slot in the valve thereby to permit the latter to be opmeans isreleased, and means for operating. 24. An air-brake apparatus including an.i', the valve independently of the automatica flange extent-ling,