US936325A

US936325A - Means for controlling the movement of railway-vehicles.

Info

Publication number: US936325A
Application number: US41395908A
Authority: US
Inventors: John H Just
Original assignee: Individual
Current assignee: Individual
Priority date: 1908-02-03
Filing date: 1908-02-03
Publication date: 1909-10-12
Anticipated expiration: 1926-10-12

Description

J. H. JUST.

MEANS FOR CONTROLLING THE MOVEMENT 0P RAILWAY VEHICLES. APPLICATION FILED FEB. a, 1908.

936,325, Patented Oct. 12, 1909.

2 SHEETS-SHEET 1.

I wnNEsEs:

INVENTOR ATTORN EYS J. H. JUST. MEANS FOR CONTROLLING THE MOVEMENT OF RAILWAY VEHICLES.

APPLICATION PILEDTEB.3.1908.

Patented 001). 1.2, 1909.

SHEETS-SHEET 2.

11 v WITNESSES:

ATTORNEYS UNITED STATES QFFKQE.

JOHN H. JUST, OFJ'SIEQCUSE, NEW YORK.

MEANS FOR CONTROLLINGHQH-E xpvsrrnnr or RAILWAY-VEHICLES.

Specification of Letters Patent. Patented M}. 12, 3909.

Application filed February 8, 1908 serial Ho. 113,959.

. the following is a specification.

My invention has for its object the production of a particularly simple and eiiicient means tor controlling the movement of ra1l-, way vehicles, and to this end, it conslsts in l the combinations and constructions hereinafter set forth and claime In describing this invention, reference is bad to the accompanying drawing, in which like characters designate corresponding parts in all the views.

Figure 1 is a partial sectional view showing my ap aratus adapted to a locomotive Figs. 2 an 3 are, respectively, longitudinal and vertical sectional views of this apparatus.

p This invention comprises means, operated by the motive fluid from the train pipeof an automatic brake system of a railway vehicle, for automatically shutting OK the motive power of the vehicle, and also for controlling the application of the brakes, and electromagnetic means for controlling the flow of the motive fluid from the train pipe, to the former means, the latter means being governed in its operation from the road-' bed here illustrated, I haveshown my invention as applied to a locomotive.

1 is the steam dome; 2 the throttle valve, and 3 the throttle lever. Said lever is connected to the valve 2 by suitable means as a -rectilinearly movable power-transmitting link or member 4, and a bell-crank lever 5.

6 is the train pipe of an automatic brake system, in which the brakes are applied when the motive fluid, as compressed air is free to escape. In addition to the train pipe, said brake system includes a main reservoir 7 for supplyin motive fluid through the train 'pipe'to t e auxiliary reservoir, and

also the usualtriple valve and the brake cylinder of each ran the auxiliary reservoir, triple valve-and'dirake cylinder may be-of any suitable construction, and form no part of this invention, illustration or de- 'scription thereof is deemed unnecessary.

8 is the engineers valve for controlling the flow of the motive fluid through the train pipe 6 to the auxiliary reservoirs, not illussage 13 opening into one end of the piston chamber 10 and extending crosswise of one end of the chamber 12 and connected to the train pipe 6, a guide 14: extending axially from the chamber12, and opening into the inlet passage 13, a piston 15 movable in the chamber 10 and connected to the throttle valve 2, an electromagnet 16 arranged in the chamber 12, the terminals 17 and 18 of the magnet being in circuit with

contact pieces

19 and 20 adapted to engage conductors along the road-bed, and an armature 21 slid able in the guide 14, and serving as a valve for the inlet passage 13, the armature being normally in position to close said passage. The piston 15 is connected directly to one end of the member 4 of the throttle valve mechanism, and is normally arranged between the outlet and inlet passages -.11 and 13, so that after it has traveled a suificient distance under the pressure of themotive fluid to close the throttle valve 2, such fluid can escape through the outlet passage. Said member 4 usually extends axially into the; piston chamber 10 and is formed with a socket 22 in its inner end in which projects a 'rod' 23 extending axially of the piston and the piston chamber, and connected to the throttle lever 3.. This rod 23 abuts against the inner wall of the socket -22 of the member 4 when the throttle lever 3 is operated to close the throttle valve 2, but the member 4 and the piston 15 are capable of movement relatively to said rod 23, as when moving under the pressure of the motive fluid flowing from the train -pipe through the passage '13, it being understood that the throttle lever 3 is provided with the usual pawl and rack for holding it in its adjusted position.

Friction means are provided for clutching the piston 15 to the rod 23, in order that after the piston has been moved b the motive fluid, the throttle lever 3 may e pushed inwardly and a sin pulled out to bring the piston with it En the purpose of releasing the brakes and opening the throttle valve.

As shown, the piston 15 is formed hollow,

and spring-pressed friction shoes 24 are located within therod 23. p

After the armature 21 has been attracted piston and engage the by the magnet 16, it may be returnedto-its original position by means of' the hand' lever-z. 25. As here illustrated, the. conductors iwithl which the Contact pieces 19 and 20-enga e, are preferablyfan insulated section-260i? t e' track, and a third rail-'27 extending along the track. These conductors are thrown mto connection with a suitable source of supply.

of electric energy by the movement of a switch, semaphore, or other signal.

My annaratus is particularly. advantageous in that it is made up of a minimumv number of parts compactly arranged. What I claim is 1. The combination with a motive power controlling member of a railway vehicle and the train pipe of a brake system of said vehicle; of an apparatus for automatically controlling the shutting off of the motive fluid and the application of the brakes, the appa ratus being; a unitary structure and comprising a body formed with a piston chamber having-an outlet passage and an inlet passage fora motive fluid, a second chamber, the inlet passage extending near the second chamber and being connected to the train pipe, a piston movable in the first-mentioned chamber and being connected to the motive trolling the shutting off of the motive power and the application of the brakes, the apparatus being a unitary structure and comprising a body formed with a piston chamber having an outlet passage and an inlet passage for conducting the motive fluid thereto; a second chamber, the inlet passage extend ing crosswise of and being disconnected from the second chamber and connected to the train pipe, a piston movable in the firstmcntioned chamber and connected to the motive power-controlling member, an electromagnet located in the second chamber, and a valve for controlling the flow of motive fluid through the inlet passage, thevalve being normally in its closed pos tion andcontrolled in its operation by the electromagnet and the electromagnet being controlled in its operation from the road-bed, substantially as and for the purpose specified.

The combination with a motive power controlling member ofa railway vehicle and the train pipe of a brake systemof said vehicle; of an apparatus for-automatically controlling the shuttingofl of the motive power and the application fv the brakes, the apparatusbeing; ajunitary structure and comprising a bodygiormedwitha piston chamber, a secondehamber extending parallelto the piston chamber, an inlet passage-opening into the. piston chamber and extending crosswise of one endof the second chamber, 'a piston movable in the first-mentioned chamber and connected to the motive power-controlling member, anelectromagnet locate'din' the sec- 0nd chamber, and a. valve located in that port on of the inlet passage extending crosswise of one end of the second chamber, the

valve 'bein normally-in its closed position" and contro led in its operation bythe electromagnet, and the electromagnet being controlled in its operation from the'road-bed,

substantially as and :for the purpose set forth. v 4. The'combination with a motive powercontrolling member of a railway vehicle and the train pipe of. a brakesystem of. said ve-.

hicle; of an apparatus 'forautoinatically controlling the shutting ea ofthe motive power andthe application ofthe brakes, the apparatus being a unitary structure and comprising a body fo'rmed with a piston cham-;

ber having an outlet passage intermediate in its ends, a second chamber,- an inlet passage opening into one end of the piston chamber for conducting a motive fluid thereto, said passage extending crosswise of the second chamber and being connected to the train pipe, a piston movable iltthe first-mentioned chamber and normally .interposedobetween the outlet andinlet passages,-the piston being connecteddirectly to the-motive power-controlling member and being movable by the motive fluid from its normal position to the other sideo'f the outlet passage to actuate said member inorder to shut off themotive power and permit the motive fluid to escape through the outlet passage and thereby ef- V feet the setting of the brakes, an electr0- magnet located in, the second chamber, and a valve for controlling'thevflow' of motivefluid through the inlet passage, the valve being located in that portion of the inlet pas sage extending crosswise of the second chamber and being normally in itsclosed position and controlled in its operation by the electromagnet, and the electromagnet being controlled in its operation from the road-bed,

substantially as and for the purpose described. I 5. The combination with the motlve powercontrolling member of a railway vehicle, and the train pipe of a brake system of'said Ve-" hicle; of an apparatus for automatically controlling the shutting ofi of the .motive power, and the application {if the brakes, the apparatus comprlsing a body formed with a ass-,sas

piston chamber having an outlet passage intermediate of its ends, a second chamber, an

inlet passage opening into one end, of the piston chamber for conducting a motive fluid thereto, said passage extending across the end of the second chamber and being connected to the train pipe, a piston movable in the first-mentioned chamber and normally interposedbet-ween the outlet and ini permit the motive fluid to e'sca e through the outlet passage and thereby e ect the setting of the brakes, an electromagnet located in the secondchamber, and an armature for the magnet extending crosswise of the inlet passage, and normally closing the same, the magnet being controlled in its operation from the road-bed, substantially as and for' the purpose set forth.

6. The combination with the motive powercontrolling member of a railway vehicle, and the train pipe of a brake system of said vehicle; of an apparatus for automatically controlling the shutting ofl of the motive power, and the application of the brakes, the

apparatus comprising a body formed with a piston chamber having an outlet passage intern'iediate of its ends, a second chamber arranged parallel to the piston chamber, an in let passage opening intoone end of the piston chamber for conducting a motive fluid thereto, said passage extending across the end of the second chamber and being connected to the train pipe,- a piston movable in the first-mei'i'tioned chamber and normally interposed between the outlet and inlet passages, the piston being connected directly to the motive power-controllingmember, and being movable by .the motive fluid from its normal position to the other side of the outlet passage to actuate said member, in order to shut off the motive power, and to permit the motive fluid to escape through the outlet, passage and thereby effect the setting of the brakes, an electromagnet located in the second chamber, and an armature for the magnet extending crosswise of the inlet passage,

and normally'closing thesame,.the magnet being controlled in its operation from the road-bed, substantially. .asand for the purpose specified. a

7. The combination with the motive powercontrolling mechanism of a railway vehicle, and the train pipe of a brake system of said vehicle, said mechanism comprising a rectilinearly movable member, a lever for operating said member, and a rod interposed between the lever and said member, the rod being arranged in axial alinement with said member and being movable relatively thereto in one direction and abutting against said member for moving the same therewith in the opposite direction; of an apparatus for automatically controlling the shutting off of the motive power, and the application ofthe brakes, the apparatus comprising a body formed with a piston chamber having an outlet passage intermediate ofits ends. a second chamber arranged parallel to the piston chamber, an inlet passage opening into one end of the piston chamber for conducting a motive fluid thereto, said passage extending across the end of the second chamber and being connected directly to the train pipe,a piston movable in the first-mentioned chamber and normally interposed between the outlet and inlet passages, said rectilinearly movable member andthe rod coacting therewith extending axially into the piston chamber, the rectilinea'rly movable member being connected directly to the piston, and the rod extending through the piston into said'member, said piston being movable by the motive fluid from its normal position to the other side of-theoutlet passage to actuate said member in order to shut olt the motive power and to permit the motive fluid to escape through said outlet passage and thereby effect the setting of the brakes, friction means for connecting the piston and the rod, an electromagnetlocated in the second chamber, and an armature for the magnet extending crosswise of the inlet passage and serving as a valve for normally closing the same, the magnet being governed in its operation from the.road-bed, substantially as.

testing witnesses, at Syracuse, in the county of Onondaga, in the State of Ne .v .'orl this 23rd day of Augiist, 1907.

JOHN H. JUST.

WVitnesses:

S. DAVIS, E. K. SEEMILLER.