US895109A - Car-controlling apparatus. - Google Patents

Description

MTBNTED AUG. 4, 190s.

A TTORNE Y.

Cil

- or train.

-\GUST W. REILING, OF FORT WAYNE, INDIANA..

CAR-CONTROLLIN G APPARATUS,

-Specification of Letters Patent. Application led March 25, 1907. .Serial No. 364,250.

Patented A1154, 190s.

T o all whom 1' t may con'cern:

Be it known that I, AUGUST W. REILING, a citizen of the United States, residing at Fort Wayne, in` the county of Allen and State of Indiana, have invented a new and useful Improvement in Car-Controlling Apparatus, of which the following is a specifical10n.

This invention relates to apparatus or systems for controlling,r the movement of a. car Its object is to provide an arran0enient whereby the car or train may e stopped or otherwise controlled independ ently of the train crew when the track ahead is in a condition of danger, the means for accomplishing the end or resultbeing very simple'in 'construction and very efficlent in operation.

It consists in the novel features of arrangement and construction hereinafter described and shown in the drawings.

Many accidents on railways have been caused by the engineer failing to observe or obey the danger signals set against him by the operator, and the object of my invention is to )rovide a simple and efficient means where y the o erator may control the car or train should t ic. latter pass onto the track ahead which is in an unsafe or dangerous condition.

I contemplate using my invention with all csi-s to which it may be applied and for the purposes of illustration I haveshown it as adapted to a locomotive.

Referring to the drawings Figure 1 is a egrammatic view of my invention as applied to a railway; Figs. 2, 3, 4, 5, 6, 7,- 8 and 9 are details.

I have shown a locomotive 1 provided with an ordinary air brake system, the train pipe 2'of that system being theonly portion illustrated. A branch pipe 3 connected to train pipe 2 leads to a suitable pressure reiief means 4, which is adapted to relieve the sir 1riressure in the train pipe and apply the bra s in the usual manner.

Suitably mounted on the locomotive in proximity to means 4 is an electro-tripping magnet 5 whose armature when the magnet is enerfrized, is adapted to strike and raise a latc i 7 which engages a valve actuming lever 8. For compactness I prefer to mount the magnet withln a pipe or tube 9, means 4'being mounted on one end of this tube; lat-ch 7 rotrudes through a suitable oneninar 10 in t e pipe and lever 8 is suitably pivoted on a standard 11, which is preferably ture 6, which will move both lever 7 and the latch when the magnet is energized. A.suitable means, such as s )ring 13 within part 12, opposes lever 8 an causes it to actuate means 4 when latch 7 is released by the magnet. A Any suitable pressure relief means will answer my purpose. It is advantageous to provide a relief means which can be uickly and easily operated against the iuiil pressure which holds it on its seat; that is, the air brake train pipe pressure. In the drawings I have shown, as one such means, a check valve 4, having the usual casing 14, which is provided with a partition 15 therein dividing the interior into inlet and exhaust 'chambers 15 and 15b respectively, and. suitable inlet and exhaust openings 16in one of which openings is'iitted branch pipe 3 so as to admit the air pressure from the train pipe into inlet chamber 15a. A valve 17 passes through a suitable opening in partition 15, the periphery of whici opening is suitably prepared to form a .seat 18 for a companion surface on the valve. Branch pipe 3 being connected to the casing in opening 16 so as to admit the air pressure from the train pipe into inlet chamber 15, the air pressure is therefore ei'cctive over the under portion of valve 17 and holds it tight on seat andin the train pipe to apply the brakes, valve 17 must be moved off seat 18 'against the train pipe pressure which is usua ly .80 or 90 pounds per square inch. To assist '18. To relieve the pressure-in chamber 15l in the rapid movement of this valve I make Y the interior of valve 17 hollow. and looselyplace within it another valve 19 having its seat 20 on valve 17, preferably at one end thereof. An opening 21 in valve 17 permits of communlcation between the interior ofthat valve and exhaust chamber 15".V The stern of valve 19 projects beyond'the stem of valve 17 so that itmay first receive the pressure of lever 8. lVhen lever 8 forces valve 19 oil' its seat the air rushesinto the interior.

50 relief of that 60 is mounted in and insulated from of valve 17 and out throu h opening 21. 's immediately relieves t e pressure on valve 17 sa that-the pressure of lever 8 drives valve 17 olf its seat very quickly and easily. 5 Since valve 19 has only a small area exposed to the train pipe pressure, amount of pressure to move it as compared to that which valve 17 would rer uire; consequently I am able to use an electro-tripping magnetand electric current of comparatively small power and also use a less powerful means to force lever 3 against the valve when the lever is released by the magnet.

It vis desirable in practice, to provide a means whereby the operation of the pressure relief means shallbe regulated or controlled so that any desirable degree of application of the train pipe pressure from a inei'c signal to the emergency application may be achieved. In passenger trains it would probably be desirable to apply the emergency brakes; that is, release the entire train pressure, while in vfreight, trains it would be desirable to provide anordinary train sto application of the air to prevent the buckling of the train in the iiiiddle, which. buckling might occur if an emergency application of the air was made,or it might be desirable to provide a. mere signal to the engineer by a slight exhaust of the air pressure in the relief means. 'This result may be accomplished in many ways I how one manner of controlling the inovem int of relief means 4 by limiting the thi-ou oNever S. -I accomplish this by the use of a suitable guide 8 carried by pipe or tube 9 which `prevents any lateral motion of lever 8. I rovi'de this guide with a suitable adjiistab e abutment which may be a. bolt or pin Sb adapted to bedix'ed at any pre- 40 determined point in the guideI as in any of the holes 8", the holes 8 being .placed in fuide 8* at the desirable points. When atch T is released from lever 8 the latter will be forced outward by o posing means 13 and the position of the abutment will limit the throw of that lever and consequent-ly limit and control the motion of valves 17 and '19 so as to permit of a slight relief of the train pipe pressure or any other degree. of pressure as may be esired. Any forni of abutment or means for adjustably limiting the throw of the lever 8 will suffice and be equally within in invention. On the locomotive, prefera ly on ,the front trucks, I suspend a contact or brush 23 which is adapted to make contact with a track Contact or third rail 24. Contact or brush. 23, which may be of any desired form or material,` but preferably a metallic brush, an arm 25 pivoted to the frame 26 of the truck, or said Contact may be carried by the locomotive in an other suitable manner.

. rack contact or third rail 24V may be of any suitable form and length and may be 31 madein block 28.

placed on the ties by 4thegside of one of -the rails as shown in Fig. S. To assure a simple 'structure and one easily applied to any railway, I lprefer to construct ie track contact or tliir( rail o'T iron 2T of any desired length .70 and to support it on and insulate it from the ties or ground in aiiyconvenient manner, as

by wooden block'S having a longitudinal groove 29 into which the de )ending limb ofthe T iron is inserted, a feather or lug 30 on 75 `one side of said limb engaging another groove lock 2S is supported on the tie by suitable plates 32 -which are bolted toget'ier by bolts 33 and suitably fastened to the tie. These sup )o rtiug blocks 30 and plates may be provider at as many points on tinck contact or third rail 24 as may be convenient or necessary to priipei'ly support the saine.

'A circuit Wire 34 leads from electro-tri'p- 35 ping magnet 5 to one ofthe axles 35 or frame of the locomotive, another circuit wire 36 leads from the magnet to contactor brush 23. Another circuit wire 37 leads from one side of battery 3S to one rail of the track and 90 another circuit `wire 39 leads from the other side of battery 3S to track Contact or third rail 24. A switch 40 is placed in one of these circuit wires .37 and 39. Battery 3S and switch 40 may oe located in any convenient 95 place, refers-.bly in the' operators tower where tney Wiil be wit-hin easy reach of the operator when their use is required.

The operatic-n of my arrangement will be apparent from the description. is as follows: faire 4 is normally seated by-.l the train line pr ssure o the air bra-ke system.

As the car r t. ies the.point on the track l where the third rail 24 is placed, Contact or l brush 23 rides en the track contact or third rail 155 24 and makes contact thereuith. But electro-tripping magnet 5 is not energized, switch 40 being. open. withoutinterfe nce. But if,oianyre'ason, the operator .les to control the train, he 110 closes switch 13 and the circuit is closed bel tween both sides of battery 38, including the track Contact or third rail 24, contact or brush 23, circuitwire 36, electro-trip in ma net 5, circuit wire 34, the axle and wh .or rame of the locomotive, one rail of the' magnet 5 is thus energized, latch 7 is actu ated to release lever-8, which is forced b spring 13 against valve 4. Valve 4 is thereby opened, the uidpressure in the train pipe 1s more or less released, and a signal or application of the brakes is made according to the posit-ion oi abutment Sb and the train is thereby controlled.

It is obvious thatv my devicemay be attached to auf csr of a train as well to the locomotive, or to an elect-ric car, or to'any car of an electric. rain, and be equally within my invention- It is also obvious that track\1-30 In detail it 100 The car therefore proceeds ee 11s v trackand circuit Wire 37. Electrotripping\ v Contact or thlrd rall 24 may be of any-de mally seated bythe tram pipe pressure of the sired length and placed at any desired point air brakesystem, means adapted to be ilei or points on the track or tracks. I t may be leased by `the\ ma fnet for adjustably unseatplaced on the track on both sides of the or in g the valvban means for energizing the Y fv should receivean order to stop a train while track. l g 1t 1s passing his tower, he may yet slgnal or 5. In apparatus of the classdescribcd the stop 1t and revent any accident. f combination of a car, a track, a track con- Many modifications will be obvious to one tact, an electro-tripping magnet on the car, a -skilled in the art. Any form of relief means pressure relief valve in comumnication'with 70 will come equall well within my invention; the train pipe pressure of the air brakesysi consequently I o not wish to be coniinedgto tem on the car, a lever normally engaged by the exact forms of construction or arrangea latch, means op osing the lever, a guide ment of parts described and shown. having an adjusta le abutment to limit the 5 dinary operators tower so that in case he magnet at a: predetermined point on the 65 '15 VVhatIc-laimis: throw of the lever, a circuit at a predeter- 75 i 1. In apparatus of the class described the mined point on the track, including the magcombination of a car, a track, a track connet, the track contact, a battery and one rail I tact, a pressure relief valve connected to the of the track, and a switch adapted to close j train pipe of the air brake system on the car, the circuit to energize the magnet. a

f 20 an electro-tripping magnet on the car, a lever 6. In apparatus of the class described the 80 adapted to operate the valve and to be recombination of a car, a track, a track conleased by the magnet, means for adjustably tact, an electro-magnet on the c ar, a pressure limiting the throw of the lever,-a normally relief valve having two independent areas open circuit on the car including the magnet, normally exposed to and seated by the train a contact carried by the car and the car frame pipe pressure of the air brake system on the 85 or axle, a normally open circuit at a predetercar, one of said areas beingless than the other, mined point on the track including the track means actuated by the magnet for first movcontact, a battery and one rail of said track ing the lesser area oil its seat to relieve the and means for manually closing said circuits pressure on the larger area, means for con- 30 when the car reaches said predetermined trolling the movement of both areas`to r'e- 90 point. l lieve a predetermined quantity ofthe train 2. In apparatus of the class described the pipe pressure, a circuit, at a redetermined combination of a car, a track, a track con- .point-on the track, including t e magnet, the tact, a pressure relief valve on the'car, an track contact,a battery and one rail of the l electro-tripping magnet on the car, a lever track, and a switch adapted to close circuit' 95 adapted to operate the valve, an adjustable to energize the magnet.

means for limiting the throw of the lever, a 7. In apparatus of the' class described the latch normally engaging said lever, a circuit combination ef a car, a track, an clectroj including the magnet, one rail of the track, tri ping magnet on the car, a pressure relief 40 a battery, the track contact and a switch va ve in communication with the train pipe" 100 adapted to closesaid circuit, to energize the of the air-brake system on the car, means magnet and release the lever to operate the adapted to be actuated vb the magnet for valve. operating t-he valve, a trac contact consist- 3. In apparatus of the class described the ing of a T having a feather or lug on the' de '45 combination of a car, a' track, a track conpending leg, an'insulating block provided 105 tact, a pressure relief valve normally held on with a recess for receiving the depending leg its seat by the train pipe pressure of the air of the 'I' a slot in the block for receiving the brakesystem, anormally denergized electrofeather or lug and means for retaining and tripping magnet on the car, means ada ted supporting the block, a circuit at a pre( eterto be released by said magnet for mec ianmmed point in the track including the mag- 110 ically andadjustably operating said valvea net, the track contact, a batter one rail of i normally open circuit at a predetermined the track, and a-switch adapte( to close the point on the track including the magnet, the circuit to energize' the manet. l track contact, a source of electric energy and In witness whereof I Iiereunto subscribe .55 the track rails and means forrclos'ing said my namein the presence of two witnesses.

circuit. 4. In apparatus ofthe class described the AUGUST lv' REILING.'

combination of a carhavng an air brake sys- Witnesses:

tem, a track, an electro-magnet mounted on E. M. HULSE,

v1 6o the car, a pressure relief valve on Athe car nor-. H. F. GLENN.

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