US903416A - Apparatus for automatically controlling the speed of trains. - Google Patents

Apparatus for automatically controlling the speed of trains. Download PDF

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Publication number
US903416A
US903416A US38759907D US1907387599D US903416A US 903416 A US903416 A US 903416A US 38759907 D US38759907 D US 38759907D US 1907387599 D US1907387599 D US 1907387599D US 903416 A US903416 A US 903416A
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Prior art keywords
speed
trains
trip
train
valve
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Expired - Lifetime
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US38759907D
Inventor
Jens G Schreuder
Vibe K Spicer
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Hitachi Rail STS USA Inc
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Union Switch and Signal Inc
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Priority to US38759907D priority Critical patent/US903416A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/10—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using current passing between devices along the route and devices on the vehicle train
    • B61L3/106—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using current passing between devices along the route and devices on the vehicle train with mechanically controlled electrical switch on the vehicle

Definitions

  • FIG. 1 is a front View of valve-operating mechanism embodying our invention
  • Fig. 2 is a section on the line IIII of Fig. 1
  • Fig. 3 is a section 011 the line III1'II of 'Fig. 2
  • Fig. 4 is a plan View showing one tached) in passing distant signals, at curves,
  • trip mechanism carried by the train, preferably on the engine or motor and arranged to effect operation of a speed reducing device.
  • This trip mechanism is operated by means on the trackway at the desired points provided the speed of the train exceeds the predetermined limit; otherwise, the trip mechanism remains inactive.
  • We preferably cause such mechanism when actuated, to operate an air valve which may directly cause the application of brakes, or which may operate a second valve or other mechanismfor controlling either the brakes or the throttle valve of the engine, or both.
  • the numeral 2 designates v :1 depending trip arm or lever which is carried preferably at some suitable point on the engine or motor car, being norma-lly held in the central position by means of the opposing sprin "s 3, which also serve to take upthe shock o the impact when said ing a central depression? in which rests a roller 8 on the lower end ofa" vertically movable bar 9 supported in suitable guides .10.
  • 9' is'anactuating finger 11, which is normally held in the. osition shown in :dotted lines in Fig. 2 by t e action of a spring 12.
  • 13 designates a valve casing having aconnection at l i'with the train ipe of the air brake system, and also having an escape opening 15 to the atmosphere. This escape opening is normally'closc'd by a valve 16 held seated by a spring 17. Said valve has a depending stem 1-8 which projects beyond the lower end of the casing 13 in position to be engaged by the actuating finger l1.'
  • l9 designates a centrifugal device, which is arranged to be driven from the axle of the engine or other rotating part on the engine Pivotallysecured to the upper end of the bar I or train.
  • This device iscarried by a shaft 20 which may be driven by a. direct belt or other connection with one of the axles by means of a pulley 21 as shown in Fig. 7
  • a pulley 21 as shown in Fig. 7
  • Wlll usually not be practicable to obtain va direct driving connection for this shaft, it is preferably drivenby a flexible shaft 22 driven by pulley 23,
  • the centrifugal device 19 may be an ordinary ball governor, or it may be any other well known centrifugal acting deviceof this In the form shown, it consists of character. a disk which normally stands at an angle to the vertical, as indicated. in dotted lines in Fig. 2, and which, by the speed of rotation is caused to move toward a vertical plane against the action of a spring 27. This movement causes the actuation of an endwise movable rod 28, whose free end is in contact with the actuating finger 11 before described.
  • the trip devices i are secured to the trackway at the approach to curves, distance signals, or other points, where it is desired to limit the speed. They may be controlled by connection with signal or switch mechanism, or they may be simply clamped to the track in position to engage the trip arm 2.
  • the trip arm 2 engages one of these trips, if the speed of the train is below the predeteln'iined limit, the bar 10 and finger 11 will simply be actuated idly, the spring 12 holding the finger 11 in a position in which it cannot engage with the dependingvalve stem 18. If, however, the speed of the train exceeds the predetermined limit, the action of the centrifugal device 19 will have moved the.
  • the pivoted actuating finger 11 which corresponds to the finger 11' of the form first described, is formed at its-upper end :with a series. of. teeth or -notches 29, which are adapted to" engage a tooth of a pawl 31. on the lower 1 end of the depending valve stem 18. -Normally the finger 11 is held by the spring 12 in such position that the teeth 'eawin not engage the tooth 30.
  • the operation of the centrifugal device 19 moves-the finger ll to cause the engagement of the checked at any desired point along the road- Way, provided its speed approaching that point-is in excess of the limit; otherwise,
  • a normally closed controlling valve In apparatus for controlling the speed i of trains, a normally closed controlling valve, an actuating device arranged to unseat said valve, and normally held out of engagement therewith, agovernor controlled by the speed of the train moving said device into operative position, and a trip lever for actuating said device; substantially as described.
  • valve actuating mechanism operated by the cam together with means controlled by the speed of the train and-controlling the operating connection between thecam device and thevalve; substantially as described.

Description

J. G. SCHREUDER & v. K. SPIGER. APPARATUS FOR AUTOMATICALLY CONTROLLING THE SPEED OF TRAINS.
APPLICATION FILED AUG. 8, 1907.
Patented Nov. 10,1908.
' 2 SHEETS-SHEET 1.
WITNESSES J. SGHREUDER & V. K. SPICER. APPARATUS FOR AUTOMATICALLY CONTROLLING THE SPEED OF TRAINS.
APPLICATION FILED AUG. 8, 1907.
Patented Nov. 10, 1908.
2 SHEETS-SHEET 2.
.UNTE
s ra rss -r e JENS G. soHnEUDEa-or EDGEWOOD PARK, PENNSYLVANIA, AND VIBE K. SPIOERIOE CHI- OAGO ILLINOIS, ASSIGNORS TO THEUNION SWITCH & SIGNAL COMPANY, OF SWISSVALE,
' PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA. 1
' APPARATUS FOR AUTOMATICKLLY "QONTROLLING TEE SPEED OF TRAINS.
Specification of Letters Patent.
Patented Nov. 10, 1908.
Application fll ed August s, 1907. Serial in). 387,599%
To all whom it may concern:
Be it known that we, Jens G. ScHnEUDEn, of Edgewood Park, Allegheny county, Pcnnsylvania, and VIBE K. SPIoER, of Chicago,
"Cook county, Illinois, have invented a new and useful Apparatus for Automaticall Controlling the Speed of Trains, of whic the following is a-full, clear, and exact descrlption, reference being had to the accompanying drawings, forming part of this specification, in which- Figure 1 is a front View of valve-operating mechanism embodying our invention; Fig. 2 is a section on the line IIII of Fig. 1; Fig. 3 is a section 011 the line III1'II of 'Fig. 2; Fig. 4 is a plan View showing one tached) in passing distant signals, at curves,
or at any other point along the right of way where it is desirable to limitthe speed.
- In accordance with our invention, we provide trip mechanism carried by the train, preferably on the engine or motor and arranged to effect operation of a speed reducing device. This trip mechanism is operated by means on the trackway at the desired points provided the speed of the train exceeds the predetermined limit; otherwise, the trip mechanism remains inactive. We preferably cause such mechanism when actuated, to operate an air valve which may directly cause the application of brakes, or which may operate a second valve or other mechanismfor controlling either the brakes or the throttle valve of the engine, or both.
Referring to the drawings, the numeral 2 designates v :1 depending trip arm or lever which is carried preferably at some suitable point on the engine or motor car, being norma-lly held in the central position by means of the opposing sprin "s 3, which also serve to take upthe shock o the impact when said ing a central depression? in which rests a roller 8 on the lower end ofa" vertically movable bar 9 supported in suitable guides .10.
9' is'anactuating finger 11, which is normally held in the. osition shown in :dotted lines in Fig. 2 by t e action of a spring 12. 13 designates a valve casing having aconnection at l i'with the train ipe of the air brake system, and also having an escape opening 15 to the atmosphere. This escape opening is normally'closc'd by a valve 16 held seated by a spring 17. Said valve has a depending stem 1-8 which projects beyond the lower end of the casing 13 in position to be engaged by the actuating finger l1.'
l9 designates a centrifugal device, which is arranged to be driven from the axle of the engine or other rotating part on the engine Pivotallysecured to the upper end of the bar I or train. This device iscarried by a shaft 20 which may be driven by a. direct belt or other connection with one of the axles by means of a pulley 21 as shown in Fig. 7 In- 'asmuch, however, as it Wlll usually not be practicable to obtain va direct driving connection for this shaft, it is preferably drivenby a flexible shaft 22 driven by pulley 23,
which is in turn driven bya belt 24 to a Y wheel or pulley on one of the axles 26.
We do not, however, limit ourselves to any.
particular method of driving this shaft 2t). The centrifugal device 19 may be an ordinary ball governor, or it may be any other well known centrifugal acting deviceof this In the form shown, it consists of character. a disk which normally stands at an angle to the vertical, as indicated. in dotted lines in Fig. 2, and which, by the speed of rotation is caused to move toward a vertical plane against the action of a spring 27. This movement causes the actuation of an endwise movable rod 28, whose free end is in contact with the actuating finger 11 before described.
The trip devices i are secured to the trackway at the approach to curves, distance signals, or other points, where it is desired to limit the speed. They may be controlled by connection with signal or switch mechanism, or they may be simply clamped to the track in position to engage the trip arm 2. When the trip arm 2 engages one of these trips, if the speed of the train is below the predeteln'iined limit, the bar 10 and finger 11 will simply be actuated idly, the spring 12 holding the finger 11 in a position in which it cannot engage with the dependingvalve stem 18. If, however, the speed of the train exceeds the predetermined limit, the action of the centrifugal device 19 will have moved the. rod 28 sufliciently to move the actuating finger 11 into the position shown in full lines in Fig. 2, so that when the trip arm engages with the track trip and the shaft is thereby rocked, the action of the cam 6 will move the bar and finger 1'1 vertica1ly-,-thereby unseating the valve lfi and permitting air to escapeat the port 15. This, as above stated, may either directly effect the application of the brakes, or may cause the operation of auxiliary valvemechanism through which the brakes or the throttle valve, or both, are controlled.
In the modification shown in Fig. 7, the pivoted actuating finger 11 which corresponds to the finger 11' of the form first described, is formed at its-upper end :with a series. of. teeth or -notches 29, which are adapted to" engage a tooth of a pawl 31. on the lower 1 end of the depending valve stem 18. -Normally the finger 11 is held by the spring 12 in such position that the teeth 'eawin not engage the tooth 30. When, however, the speed exceeds the limit the operation of the centrifugal device 19 moves-the finger ll to cause the engagement of the checked at any desired point along the road- Way, provided its speed approaching that point-is in excess of the limit; otherwise,
the mechanism is entirely inoperative and the train proceeds in its regular way.
Various changes may be made in the details of construction and "arrangement, Without departing from the spirit and scope of our invention, since What We clalm 1s 1. In apparatus-forcontrolling the speed I 'of trains, a controllingdevice, trip actuating mechanism on the train for actuating said device, agovernor controlled by the speed of the train, and a connection operated by the governor for moving the trip-actuated mechanism into position to operate said dc vice; substantially as described.
2. Inapparatus for'contr'ollin'g the speed 7 of trains, a controlling device, a trip mechanism on the train for actuatin g said device, means along the trackway for actuating the .trip mechanism, a governor controlled by the speed of the train and a connectionactuated by the governor and arranged to move the trip-actuated mechanism into position to operate the controlling device; substantially as described.
' 3. In apparatus for controlling the speed i of trains, a normally closed controlling valve, an actuating device arranged to unseat said valve, and normally held out of engagement therewith, agovernor controlled by the speed of the train moving said device into operative position, and a trip lever for actuating said device; substantially as described.
4. In 'apparatus'for controlling the speed of trains, a normally closed controlling valve, a pivoted actuating finger for operating said valve to open it, a governor controlled by the speed of the train for moving said finger intooperative position,and a trip lever opstantially as described. v
5. In apparatus for controlling the speed eratively connected with said .finger; subof trains, a pivoted trip lever, a rock shaft actuated by said lever, a cam on said shaft,
and valve actuating mechanism operated by the cam together with means controlled by the speed of the train and-controlling the operating connection between thecam device and thevalve; substantially as described.
.In testimony whereof, we have "hereunto set our hands. v
' JENS G. .SCHREUDER.
'- VIBE K. SPIGER.
Witnesses as to Jens GQSchreuder: C.C.WHiTE, I JAMES GHAL nRs, Jr.
Witnessesas to Vibe K. Spicer Gno. Mlannorr, W. S. CLEVENGER.
US38759907D 1907-08-08 1907-08-08 Apparatus for automatically controlling the speed of trains. Expired - Lifetime US903416A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070098932A1 (en) * 2005-10-31 2007-05-03 Rudolph Richard F Anticorrosive paper or paperboard material

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070098932A1 (en) * 2005-10-31 2007-05-03 Rudolph Richard F Anticorrosive paper or paperboard material

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