US869597A

US869597A - Automatic apparatus for stopping moving railway-trains.

Info

Publication number: US869597A
Application number: US35624707A
Authority: US
Inventors: James T Thompson
Original assignee: C S ROSENTHAL; T P GALLIGAN
Current assignee: T P GALLIGAN; C S ROSENTHAL
Priority date: 1907-02-07
Filing date: 1907-02-07
Publication date: 1907-10-29
Anticipated expiration: 1924-10-29

Description

No. 869,597. PATENTED OCT. 29. 1907.

J. T. THOMPSON.

AUTOMATIC APPARATUS FOR STOPPING MOVING RAILWAY TRAINS. APBLIOATION TILED rm. 7, 1907.

- 2 SHEETS-SHEET 1.

I ERA/$9 5011" i 4 j I PATENTED OCT. 29. 1907.

J. T. THOMPSON. AUTOMATIC APPARATUS FOR STOPPING MOVING RAILWAY TRAINS.

2 SIIBETS-SEEET 2.

APPLIOATION TILED FEB. 7, 1907.

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UN TED srngrns P rnnir OFFICE.

JAMES T. THOMPSON, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-FOURTHTO G. S.

ROSENTHIAL AND ONE-FOURTH TO T.

P. GALLIGAN, OFCHIOAGO, ILLINOIS.v

AUTOMATIC srrnim-ros FOR STOPPING MOVING RAIL AY-TRAINS.

Specification of Letters Patent.

Application filed February 7.'l907. Serial No. 356347.

' 5 certain new and useful improvements in Automatic Apparatus for Stepping Moving Railway-'lmins; and I do hereby declare that the t'ollmving is a lull, clear, and exact description thereof, reference being had to the I ticcoinptmying drmvings, and to the letters of reference nntrked thereon, which form n part of this specification.

This invention relates to menus for automatically :ipplying the brakes to a railway trnin and stopping the train whenever the trnin is driven past a. semaphore of zt'l lock signaling apparatus set in the danger position,

or whenever at other times it is desired to stop the train through. the agency of ti force applied from without the train. I i The invention consists in the mntters herein-alter set i'drth rind more particularly pointed out in the appended claims.

, My invtuition. will he hotter understood hy reference to the secotnpnnying drawings. in which;

.l ig'ure l is :1 view showing in out-lines u lot-emotive, equipped with my improved nppnmtm. Fig. '3 is it plun vivwol' the Inn-h t g ther with cont-net llzll'S loented thereon which engage putts (:HI'ltd hy the locomotive to set the hrnke applying apparatus in eperuli n. Fig.

3 is at side view of nn enn-rgeney nir relensing valve and signed to he loented in the cuhnt' n loeomotive. Fig. -l

15 vertical nxinl sect ion el' said valve; Fig. 5 is at side elevation of n reversing switch eonstitutiug part of sltld valve setuuting mechanism and illustrating dingrmnmatienlly the arrangement ot' the electric circuits and electro-ningnets for opt rating said vulve. Fig. (5 is a horizontnl section. tnlten on line (3' '6 of Fig. 5.

Asshown in said tll'uwings, l indie-ates -.isenniphere post of ordinnry lerm entering near its top end a swinging arm designed to indicate to an engineer if the block (livisionof the truel; heyund said senmphore post he cl carer ol istructed.

9 indicate two short.

horizontal contact burs loelated parallel. with :tndieloscly adjacent to the track Said hairs 2, .2 are mounted on the upper ends of rails.

short

vertical lovers

3, 3 and 4, 4 bythe movement of which about their horizontal pivots saidburs 2, 2 may beraiscd and lowered. Upon the main frame of the locomotive is mounted a downwardly depending bracket 5 in which is slidvbly mounted a bar 6 carrying at its lower end a roller 7. l The bar 6 is pressed downadjacent roller constitutes the terminals 0th. normally open starting circuit, {is the apparatus herein shown is organized, and when brought into contact in the manner stated, closes said circuit to set; in operation the valve closing mechanism. When my apparatus is applied to a single track, two of such conttictbnrs 2 are employed,

Patented Oct.29, 1907.

one on each side of the track, that cooperate with a.

nnd the springs 5 insure a reliable contact. The elosing of said eleetrie circuit energizes an eleetronagnet which, by attracting its armature, effects the operation of the braking means in tr manner to he hereinafter explained. The lovers 4, 4 are rigidly fixed to a horizontal rock-shalt. 9 carrying at its end it crank-arm 10. Said crank-nun 10 is connected by means of it vertical rod with the semaplmre arm at the upper end oi'said semaphoto post in such manner that, upon raising said semaphere arm to n horizontnl position to indicate danger, or that the track ahead is obstructed, said shaft 9 is rotated to raise the contact bars 2 into; position for contact with the roller 7. When the semaphore arm is lowered the cont-net hnrs 2 are also lowered out of the pttlll oi snid roller so that the passage of the train into 'the hleek at this time does not act to opcrnte the appsrntus.

Referring now to the means for applying the brakes usual manner to supply air to the train pipe and to con trol the air h nke system for both ordinary and emergency servic The valve ll is located in the pipe 12 below the engineers valve 11 and operates independent of the letter valve. Said valve 1] isnormally open to provide. free communicationbetween the engineers valve and the train pipe so as not to interfere with the usual operation or the air-brake system. The valve comprises, as shown in Fig. 4, a casing 14 having oppo-, sitely extending hollow hrzmchcs which communicate with the pipe 12 above and below the same and a rotativb plug 15 provided with a through port 16 which stunds normally in registerwith said branches so as to afford an unobstructed passage therethrongh. The casing is provided at one side with an escape nipple 17 normally closed by the plug. The said plug is provided with a branch ,port 18 that is so rel-.tted to the through port and said nipple thz t when the plug is rotated to bring one end of said through port in register with the escape nipple, the branch port is in communication with the lower or outlet branch of thevalve, thus affording an avenue of escape of the air from the train pipe and also cutting off communication between the engineers valve, or source supplying air, and the train pipe. The valve at this time assumes the function of an emergency valve and operates in the same manner as the engineers valve when the latter is thrown over to emergency position, to release air from the train pipe and reduce pressure therein to shift the triple valve to emergency position and stop the train. The mechanism for operating said valve embraces in this instance a solenoid 2O suitably connected with the valve and a pole changing switch 21 included in a suitably arranged operating circuit with the solenoid, the parts being so arranged that the valve is shifted to its emergency position while current is passing through the solenoid in one direction, andthe current is reversed through said solenoid through the action of the pole changing switch to shift the valve back to its normal position. The mechanism referred to'is herein shown as one convenient means for effecting the desired result, but it will be understood that any suitable T means may be employed which will accomplish this result in substantially the manner indicated. The mechanism for operatively connecting the solenoid with the 'valve and for operating the pole changing switch is made as follows:

To the movable part of the valve 11 is fixed a short crank-arm 22, to the outer end of which is pivoted one 'end of a link 23, the other end of the link being loosely horizontal ,movement to the valve actuating bar. As

shown in Fig. 3, the core 30 is at the lowest point of its travel and the horizontal rod 24 is at the extreme right hand end of its travel, these positions corresponding to the normal position of the valve 11. The armature core 30 is permanently magnetized and the pole changing switch 21- cooperates with suitably arranged terminals in the operating circuit to reverse the direction of current through said solenoid 20, whereby the core is attracted or repelled, thus producing reversal of its endwise movement to reverse the valve. The pole changing switch is shown as pivoted between its ends and is provided near its ends with

insulated contact pieces

33, 34 adapted toengags with stationary contact pieces 35,

36, 37 and 38. The

contact pieces

33 and 34 are conn ected, respectively, by

means'of wires

39 and 40 to the terminals of the solenoid 20.. The contact pieces 35 and 37 are connected to one pole of a battery 41 and the contact pieces 36 and 38 are connected with the opposite pole of said battery. From the foregoing it will be seen that when the pole changing switch 21 is in one of its closed positions, or in a position with,the

contact pieces 33 and 84 engaging with the contact pieces 35 and 38, respectively, the circuit is completed through said

contact pieces

33 and 34,

wires

39 and 40, and through the solenoid 20 in one direction; and when said switch is in its other closed position, or in a position with its

contact pieces

33 and 34 engaging with the contact pieces 36 and 37, respectively, the circuit is completed through said contact pieces and wires and through the solenoid in the opposite direction.

- Means are provided for locking or retaining said switch in both of its closed positions until released at the proper time, and such release is conveniently effected by,means actuated by the. sliding bar v24. For this purpose latches 45 and 46 are provided, adapted alternately to engage with a stud or pin 47 projecting laterally from the switch- 21. Said latches are pivotally mountedpn

horiaontal studs

48, 48 and are pro vid ed with cam furnished, hooked ends 49, 56 adapted to separately engage with the stud 47 to hold the switch 21 in either of its closed positions;

From the foregoing it will be seen that when the switch 21 is in'position for closing the circuit in either direction through said coil 20, one of the

latches

45 or 46 will engage with the stud 47 and the switch will remain in such position until released by suitable releasing devices provided therefor. For effecting such release the following construction is provided.

The switch 21 is extended at its lower end to form anarm 52 which projects through'a slot 53 in the end of the sliding actuating bar 24. On the top surface of the sliding bar are located two

adjustable stops

55, 56

adapted to engage with downwardly extending arms tal arms of the

latches

45 and 46. Said stops comprise two screws, projecting toward each other through threaded lugsiextending upwardly from the bar 24, so that by adjusting said screws through theirlugs, their positions may be changed with respect to the slot-53. Upon horizontal movement of the bar 24, the

stops

55 and 56 are adapted to engage respectively with the arms 57 and 58 to-effect the release of'the latches 45 and 46. The end walls 60 and 61 of the slot 53 are adapted to engage'with springs 62 and 63 mounted upon the arm 52 of the switch and swing the switch out of engagement with the

contact pieces

35 and 38 or 36 and 37. The parts are so constructed and arranged that when the switch 21 is in a position for con- ,tact with the contact points 35 and 38, or with its lower end swung toward .the right of a vertical position and locked therein by the latch 45, the solenoid 20 exerts its influence to move the bar 24 toward the left. When the bar 24 is near the end of its travel, the end wall 60 engages the spring 62 and. compresses the same, and upon further horizontal movement of the bar 24, the

latch 45. is tripped by the stop 55. Thereupon, the

spring 62 expands, and by reason of its reaction against the end wall 60 of said slot, acts to forcibly swing the 1 switch 21 to the left and into-its opposite closed position. Inits movement from the first mentioned closed position to the other, under the influence of the spring 62, the movement of the switch is additionally urged by a flat spring '65 exerting pressure against the upper end of the switchjlwhen the switch is in 'a position to make contact with the contact points 36 and 37, the solenoid 20 exerts its influence to repel the core 30 and move the same downwardly, whereupon the valve and the train service pipes, said valve being normally in position to alIord communicationbetween the service pipes and engineers valve, electrically actuated means comprlsing a circuit which is closed by a contact on the track for setting said valve for emergency service, and means operating at the end of the throw of the valve to reverse the valve, whereby it is shifted to normal.

6. The combination with the trainpipe of the air brake system of a'railway train, of an auxiliary valve in the train pipe between the engineers valve and the service pipes, automatic means, independent of the engineer's con- -trol, tor'opening said valve to an emergency position to set the brakes, and for closing said valve, and a register for registering the emergency operations of said valve.

7. Automatic means for applying brakes to a moving railway train, comprising an auxiliary air releasing valve in the train pipe, afl electromagnetic device for operating said valve independently'of the engineer's control, and means for reversing the direction of current through said device to reverse the valve.

8. Automatic means for applying the brakes to a railway train, comprising an air releasing valve in the train pipe, an electromagnetic device for operating said valve, and means for reversing the direction of current through said electromagnetic device to reverse the valve, said means comprising a pole changing device in circuit therewith.

.9. Automatic means for applying the brakes to a moving train comprising an air releasing valve in the train pipe, an eieetro-magnetic device for operating said valve, means for closing an operating circuit through said device,'a

, pole changer for reversing the direction of current through said operating circuit, and means controlled by a movable part of the valve operating mechanism for actuating said pole changer.

10.In an automatic braking apparatus for railway trains, an air releasing valve in the train pipe, means, independent of the engineers control, for automatically shifting said valve to lts releasing position and for thereafter returning the valve to normal position, and means for timing the releasing position of said valve.

11. Automatic means for applyingbrakes--to a railway train comprising an auxiliary air releasing valve in the train pipe, and an electromagnetic device for opening and closing said valve independently of the engineers control,

and arranged to automatically eiTect such opening and the engineer's control for opening and closing said valve.

14. Automatic'mcans for applying brakes to a railway train comprising a valve operatively connected with the air-brake apparatus in such manner that by its movement the brakes are applied, and means independent 01 the engineer's conta'ol for operating said valve and for re= storing the braking apparatus to the engineers control.

15.-1leans for arresting the movement 01 a railway train comprising in combination with the train pipe of all air brake system, and a source supplying air thereto, a'

valve, in said pipe, provided with a vent passage said valve being constructed to normally permit tree passage of air through the pipe from said source supplying air, and to be shil'tcd to a position to connect said train pipe with said vent passage and cut off the passage of air from said source supplying air, and means controlled by a contact adjacent to the track for actuating said valve to move it to its venting position and for thereafterv restoring the valve to its normal position during a con tinuous automatic operation of the valve actuating means.

'16. Means for arresting the movement of a railway train comprising in combination with the train pipe of an air brake system and -the engineers valve therein, an auxiliary valve, in said pipe, provided with a vent passage, said valve being constructed to normally permit tree passage of air through the pipe from the engineers valve and to be shifted to a position to cut off the passage of air from the engineers valve and to connect said train pipe with said vent, and means controlled by a stationary contact adjacent to the track for actuating said valve to move it to its venting position and fol-thereafter restoring the valve to its normal position during\a continuous automatic operation of the valve actuating means.

17. Means'for arresting the movement of a railway train comprising in combination with the train pipe of an y air brake system and the engineers valve insaid pipe, an auxiliary valve located in said pipe between the engi neer's valve and .train service pipe and provided with a In testimony, that I claim the foregoing as my inventidn l afiix my signature in the presence of two witnesses, this 2nd day of February A. I). 1907.

JAMES '1. THOMPSON.

Witnesses:

WlLLIAM L. HALL, Gnonon R. 'WILKINs.