US892270A - Device for automatically stopping trains. - Google Patents

Description

No. 892,270. PATENTED JUNE 30, 1908. G. W. LANCASTER.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS APPLICATION FILED FEB. 25, 1907.

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WHO mu No. 892,270. PATENTED JUNE 30, 1908. G. WQLANGASTBR. I DEVICE FOR AUTOMATICALLY STOPPING TRAINS.

APPLIGATION TILED T11R25, 1907.

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M akkozwugs No. 892,270. PATENTED JUNE 30, 1908.

G. W. LANCASTER.

DEVICE POR AUTOMATIGALLY STOPPING TRAINS.

APPLICATION FILED FEB. 25, 1907.

5 SHEETS-SHEET a.

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No. 892,270. PATENTED JUNE 30, 1908. G. W. LANCASTER.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS.

APPLIOATION FILED T313. 25. 1907.

. 5 SHEETSSHEET 4.

No. 892,270. PATENTED JUNE 30, 1908. G. W. LANCASTER.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS.

APPLICATION FILED r1112. 25. 1907.

6 SHEETE-SHEET 5.

A n\ I 3 '37 J L we I r 1 fkmwfaz m a DU WRVWM mm vention, showing a mounted on the train,

UNITED STATES PATENT OFFICE.

GEORGE W. LANCASTER, OF RIOHMuui). VIRGINIA.

DEVICE FOR AUTOMATICALLY STOPPING TRAINS.

Specification of Letters Patent.

Patented June 30, 1908.

To cllwhom it maymoncern:

Be it known that I, GEORGE W. LANCAS- TER, a citizen of the United States, residing at Richmond, in the county of Henrico and State of Virginia, have invented certain new and useful Improvements in Devices for Automatically Stopping Trains; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it a )pertains to make and use the same.

his invention relates to a device for automatically sto ping trains and particularly to trips locate along the tracks at redeterinined distances and means secure( to a train and adapted to come in contact with the trip and be operated thereby.

The invention comprises the production of a trip mechanism that is to be thrown into or out of operation by the same mechanism that operates the ordinary signals and semaphores and means connected therewith mounted upon the train for placing on the brakes of the train.

The object in view is the production of a trip mechanism positioned along the track and means mounted on a trainand adapted to be operated for throwing on the brakes of the tram when the trip mechanism is in operative position.

Another object in view is a trip mechanism mounted near the track and means adapted to be operated by the trip mechanism i or throwing the brakes on and moans-for operating said mechanism when the sema hores are operated.

With these and ot icr objects in view the invention comprises certain other novel constructions, combinations and arrangements of parts as will be hereinafter more fully de scribed and claimed.

in the accompanying is a side elevation of a trip mechanism and means operated thereby carried by the train, formed according to the present invention. a perspective view of'a'trip mechdrawings :Figure 1 Fig.- 2 is anism formed according to the present insemaphore connected therewith. Fig. 3 is a perspective view of a trip mechanism forming part of the present invention in its lowered or inoperative position together with a semaphore and connecting mechanism, the semaphore being shown at caution. Fig. 4 is a perspective view of a tripping mechanism showing it in its lowered or inoperative position, and a semaphore at valve mechanism secured to the part of a semaphore In the safety being shown in connection therewith. ig. 5 is a section of Fig. 4 on line 5-5. Fig. 6 is a side elevation of a tri ping mechanism constructed according to tie resent inven tion and a slightly modified f drm of means secured to the train that is operated by the tri Fig. 7 is a top plan view of an engineer s valve and connecting mechanism. Fig. -8 is a slightly modified form of means connecting the semaphore with the trip ing mechanism. Fig. 9 is a cross sectiona view through a track having adapted to be secured thereto a modified form of my invention. Fig. 10 is a cross section throu h a track havin a slightly modified form of the tripping mechanism mounted thereon, and a car and mechanism secured thereto adapted to be operated by the tripping mechanism. Fig. 11 is a side elevation of the tripping mechanism shown in Fig. 9 together with mechanism secured to a train that is adapted to be operated by the trip as the train passes thereover. Fig. 12 is an enlarged detail side elevation of a modified' form of tripping mechanism. Fig. 13 is a train. Fig. 14 is a side elevation of the valve shown in Fig. 13. Fig. 15 is a bottom lan view of the valve mechanism shown in 1 13. Fig. 16 is a detail, sectional view througi showing locked means therefor.

In block signal systemsit has been custom- Jary to operate semaphores at predetermined distances along the entire system of tracks and provide therefore mechanism that the cars will operate for automatically throwing to danger the semaphores in case the block ahead is occupied.

The present invention is adapted to be applied either to automatically or manually operative systems with equal advanta e.

description herewith of the present 1nvention the term semaphore is intended to mean a semaphore that may be either operated manually or automatically.

Referring more particularly to the drawings 1 indicates the rails of a track and 2 a semaphore arm. The present invention is designed to be used in connection with a semaphore that is adapted to have the arm 2 locked in position when thrown to danger so that the mechanism connected Withthe semaphore cannot he accidentally moved to safety without unlocking the semaphore. Any desired locking means may be used. but

mechanism mounted and is adapted to rotate' 7 against the sleeve 4, thus causing I its current.

adapted tobe. attracted by magnet 10.-

When the semaphore arm 2 is at danger a current of electricity keeps energized magnet 10, which in turn holds armature 9 in contact therewith. This will hold the locking means ug 5 to engage notch 6. From this itw1ll be ob servedthat shaft 3 carrying arm 2 cannot ro-' tate until .magnet 10 has been deprived I of When the train, in case of the automatic system, or the switchman in case of the tower system deprives the magnet 10 of current, the locking member is dropped to the dotted position shown in Fig. 16. By

- this it would be evident that when the -locking member 7 is in this position the lug 5 will be disengaged from slot 6 and will permit arm 2 to be moved either to safety orv to caution.

Connected to shaft 3 Fig. 2 is a sprocket 11 which is adapted to carry a chain 12. Chain 12 engages at the lower end a sprocket 13 which has secured thereto a disk 14. Disk- 14 operates substantially as a crank, and if desirable a crank may be substituted there-' for as may be evident. Secured to disks 14 at 15 is a link 16 which is adapted to reach from pivot point 15. toa crank 17. Link 16 is pivoted at 18 to'crank 17 was to partially rotate shaft 19.which is rigidly secured to crank 17. It will be observed from Fig. 2 that when lin'k 16is at a dead center with respect to disk 1.4 that crank 17 is off the center so as to permit shaft 19 to be rotated upon movement of link 16. a When the semap ore is moved for raising arm 2 to.caution, pivot point 15 will be rotated to the position shown in Fig. 3 and when arm 2 is thrown into a safety. position pivot point 15 will be rotatedto the position shown in Fig. 4. It

will be observed that disk 14 only'makes a partial rotation and that arm 2 passes danger in order to reach safety or cautlon.

Connected to shaft 19 or formed inte al therewith are crank members 20-20. The arms or crank members 20-20 are provided with stub shafts or pins 2121 for operating inslots 2222 formed inthe pivotallymount-' ed members or arms 23-23. The members or arms 2323 arepivotally mounted on shaft 24 and have formed on the outer end thereon lugs or extensions 25-25 that move in an arc of a circle struck from the center of ashaft 24.

stantially a reciprocating movement, that is, a movement for raising them above rails 1 and again lowering them to said rails; Stub shafts of the arms or pivotal members 23-23 for raising and lowering the outer end of the lugs 2525. As the shaft 19 does not rotate en-- tirely around, but gives only aback and forth or oscillatory movement, the arms or cranks 2020 are simply moved the distance of a uadrant by the reciprocating movement of t e link 16. When the arm 2 is in a danger position as seen in Fig. 2 theshaft 19 is esseen in Fig. 1. When in this position the lugs 2525 are in their uppermost or operative position, and are adapted to operate a 'valve 26 secured to the engine of a train passing thereover. If desired the valve 26 may be placed upon any of the cars of the'train without departing from the spirit of the present invention. Valve 26 is connected tothe main air pipe which in turn is connected to the air brakes of the train so that when arm 27 of valve 26 strikes lug 25, valve ,26 will be opened andair will be permitted to escape from the air brake system and consequently apply the brakes. been opened for permitting the escape of the air from the brakes it will remain 0 en until manually closed. From this-it wi be evident that when the lever or arm 27 is rotated by-lug25 and valve 26 is opened the brakes will be applied and the main air pipe of the brake system will be held open- As long as the valve 26 is open the brakes will not bereleased as it will be impossible to apvalve 26. 'In order to release the brakes it will be necessary to close valve 26 and then permit the mechanism on the engine to fill the brake cylinders in the usual way. After the brakes are thus released the train may proceed or not as circumstances may dictate. Whether'the train proceeds or remains sta tionary after the brakes have been applied and then released will not affect in the least the position of the tripping arm or pivotally mounted members 23 -23. These arms or members together with the projection 25 will remain up until the semaphore arm 2 has been thrown to safety or caution. The throwing of the arm 2 to caution or safety is the track is clear or by manually operative means in any usual or well known way, the same not forming apart of the present invention. I

; In the drawings; the tri or pivotally. mounted members 23 are s own as beingcillated or rocked so as to move cranks 20-20 to their upperor danger position as clearlyaccomplished by automatic mechanism when- 21-21 are adapted tomove in slots 2'222 When the valve 26 has evident that one mechanism could be used. The use of two tripping members simply allows the valve 26 to be placed in a certain position upon all of the engines that are designed to pass over the rails 1 so that the lever 27 connected to valve 26 will be operated regardless of the direction of the engine. If one trip-were used the same would be placed centerly of the track for engaging the ever 27 as the same passes thereover.

As shown in Fig. 1 a valve of any preferred construction may be used, but I preferably use a valve constructed as shown in Figs. 13, 14 and 15. Referring more particularly to Figs. 13, 14 and 15, 28 indicates the pipe leading to the main air pipe. Pi)e 28 is screw-threaded at 29 and has placed thereon a cap 30. Cap 39 has formed thereon a threaded offset portion 31 which is designed to receive a second cap 32. Cap is formed with a bottom 33 which is provided with an aperture 34. Pivotally mounted in ca 32 is a member 35 constructed somewhat in the manner of a shutter and is adapted to rotate in cap 32. The shutter or rotating disk 35 is provided with an aperture 36 formed similar 'to escape from pipe 29.

to aperture 34. An arm 37 is formed integral with or rigidly secured to disk 35. The arm 37 is adapted to project through a slot 38 in cap 32 and move back and forth therein. The arm or bar 37 is adapted to rotate disk 35 so as to make aperture 36 register with aperture 34 for permitting ai'r When this form of valve is used it is placed similarly to valve 26,

, but preferably has pipe 28 extending directly to main air pipe 39. Suitable braces of any preferred kind may be used to hold the pipe 28 in position when the engine passes over lug 25 and arm 37 strikes lug 25. As the engine continues to move the disk 35 will be rotated sufficiently to cause apertures 34 and 36 to register. This will open the air pipe 39 and set the brakes.

In Fig. 8 will be seen a slightly modified form of means for connecting the semaphore with shaft 19. Instead of using sprocket wheel 11 and chain 12 and connecting mechanism a crank 40 is rigidly secured to the shaft 3 of the semaphore to the outer end of which is pivoted a link 41. It will be observed that when arm 2 is moved link 41 will be reciprocated and consequently will oscillate shaft 19. Y

In Figs. 6 and 7 will be seen a slightly modified form of mechanism for applying the air brakes. iteferring more particularly to the figures just mentioned, 42 is the engineers valve for controlling the brakes and 43 is a lever for controlling the valve 42. Secured to the lever 43 or formed integral therewith isa segmental rack 44. A gear 45 meshes with rack 44 and has secured thereto a shaft 46 which is held in position in bearings 47 and 48; Bar or shaft 46 is formed at its lower end with an arm 49 and in operative position. The same is placed at a substantially right angle to the main portion of the bar so as to contact with lug. 25when the same is raised to danger. When the engine carrying valve 42 and shaft 46 and surroundmg mechanism passes lug 25 arm 49 comes 1ncon tact therewith and Wlll be moved thereby.

The movement of arm 49 will partially rotate shaft 46 which in turn will rotate gear 45 and track and arm 49 will engage lug 25 when 30 same is raised and if not raised. arm 49 will remain in operative position with .valve 42 closed and brake of train unapplied. When lug 25 is raised andv arm 49 and shaft 46 are rotated lever 43 is partially rotated and opens valve 42 which apply the brakes of the train. After the brakes have been applied the engineer may release them by simply revolving lever43 back to its normal position andthis will close valve 42 and allow the air pump of the engine to refill the brake cylinders.

Referring more particularly to Figs. 9, v19,

11 and 12 there Wlll be seen a slightly modified form of the tripping mechanism. lieferring more particu arly to the modification just mentioned 50 is a trip pivotal ly mounted to a supporting neniber 51. Trip 59 is provided with a contact member 52 and a rack 53 which is adapted to engage a gear 54.

Gear 54 is secured to a shaft 55 which is adapted to be operated by a gear 56 engaging rack 57 which in turn is operated by a semaphore 58. The semaphore 58 is of any usual or preferred construction but pivoted with a sprocket wheel 59 for moving a chain 60 which has secured to its lower ends a pivotally mounted bar 61. Bar 61 is pivotally mounted at 62 so tat when chain 60 is propelled by the sprocket 59 bar 61 will be oscilated and in turn reciprocate rodor link 63 that is connected to rack 57. A clamp 60 surrounds and grips a shaft 61 to which arm 58 is rigidly secured. Clamp 60 has secured thereto in any desire 'vay, as, for instance,

by clamping between the parts thereof, a de pending arm 62 that is provided with a weight 63. Weight 63 acting through arm 62 will give the semaphore arm 58 a continuous tendency to remain at the danger position and will only be removed therefrom when properly unlocked and operated. The semaphore 58 may be provided with locking means of any preferred construction, but I preferably employ locking means as shown in Fig. 16.

more 58 is locked when at danger, but not locked when at caution or at safety. iVhen the semaphore 58 is moved it will communicate motion to trip 50, but when the arm of the semaphore 50 is at danger it will be 130 It will be observed that semalocked and the track member 52 will also be locked. I have shown only one trip 50, but

it will be evidentthat more than one may be used and that the position of the same will be :5; varied according to the various circumstances as may be necessary. Trip 52 is adapted to engage an arm 37 as shown in Figs. and

4 11. When arm 37 engages trip 50 it will be rotated and cause apertures 34 and 36 to 10. register. Thiswill permit the air to escape from the brake system which will in turn permit. the brakes to be applied. The trip member 52 isrigidly held-in a vertical pos1- tion when semaphore 58 is at danger by reason that semaphore 58 is locked when at danger and consequently trip50 and mechanism connecting the same with'the semaphore will be held against movement. This will prevent arm 37 from forcing trip member 52 into a lowered position rather than being rotated thereby. It will be observed that when semaphore 58 is at danger that track member 52 is in a vertical position and that when semaphore 58 is at safety contact member 50 is on a substantially horizontal plane on one side of shaft 55 and is moved to a substantially horizontal plane on the oppo site side ofshaft 55 ,when the semaphore 58 is moved tocaution.

By the use of trips formed according to the present invention connected to the various semaphores positioned along the track and operated by the same mechanism that operates the semaphores, means are provided that will automatically stop the train whether the engineer sees the signals or not. Itwill be observed'that the trip mechanism is operated at the same time as the signals or semaphores and by mechanism connected 40 thereto. This obviates the necessity of putting in new systems and various means for operating the trips as the train asses over the track. 'Where the system 0 automatic signals thrown to caution and danger in the face of the train is used the present invention is adapted to workywith great advantage. The automatic moving of the various signals to danger will also at the same time automatically move the trip mechanism in a position for-operating the brakes-of the train asthe same passes the signals.

The present invention is designed preferably to be used upon a system where the trains as they move over the track will automatically throw the signals to danger in case of obstructions ahead so that when the semaphore is thrown to danger by the automatic means already used on the system, the pres-- ent invention will be operated thereby.

When the present invention is used upon a system WhlCh will automatically throw to danger the semaphore u on the a proach of the train, it will, upon t e semap ore going to danger, be automatically set into operafor tive position for stopping the train so that not only is there a visual signal for the engi neer, but means for positively stopping the train even against the wishes of the engineer.

'What I claim is:

'1. A device of the character described comprising pivotally mounted trips, means artially rotating said trips, means operated by a semaphore for moving said trip rotating means, and longitudinally operated means for locking said trips in o erative po-' sition, said means comprising a ug projecting from said rotating member, a rotating member, a gripping member formed with a notch partially encircling said rotating memher, said lug being adapted to engagesaid notch, an. electric magnet, and means controlled by said semaphore for causing said lug to engage said notch.

2. In a device of the character described, a trip, means rotated by the movement of a semaphore for raising and lowering said trip, means mounted on a train adapted to be operated for applying brakes to said train, said means comprising a tube connected with the air brake pipes, a ca removably secured to said pipes and former with an opening therein, a disk-shaped member pivotally secured to the end of said cap and adapted to normally close the o )ening in said cap, said diskshaped member eing formed with an aperture for registering with the opening of said cap, a handle'for engaging said trip and adapted to be moved and thereby moving said disk-shaped member for bringing the opening formed therein in registry with the '100 opening formed in said cap, and'an auxiliary cap removably secured to said first mentioned cap and arranged to hold said disk-shaped member against the end of said .first'men- 'tioned cap, said second mentioned, capbeing formed with a slot for accommodating the movement of said handle.

3.- A device of the character described, comprising trips, mechanism designed to engage said trips mounted upon a car, air brake 1 10 valves operated by said mechanism, a semaphore for operating the said trips and a lock or looking said semaphore at danger, said lock comprising apivotally mounted -memberformed with a notch therein, a sleeve and catch secured to said sleeve and adapted to engage said notch, and an electricalmagnet designed to move said pivotally mounted member for bringing said notch into engagement with said catch when said semaphore is thrown to danger.

In testimony whereof- I afliir my signature in presence of two witnesses.

GEORGE LANCASTER. esses: IsAnoa SHAPLRo, ROBERT ALSHEPPARD.

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