US941259A - Combined signal and air-brake. - Google Patents

Description

APPLIUATION FILED P111310, 1909.

A. M. JONES. COMBINED SIGNAL AND AIR BRAKE.

- s \i m INVENTOH BLBERT M. 'LTI'JNE 5 Y mowers Patented Nov. 23, 1909.

2 snnnTssnnm 2.

UNITED STATES pix-TEN OFFICE.

ALBERT 1vi. JONES, or rmenns'rown,

MARYIiAND, ASSIGNOR OF ONE-FOURTH T GEORGE C. SNYDER AND ONE-FOURTH TO OTHO M. SNYDER, OF I-IAGERSTOWN,

MARYLAND.

COMBINED SIGNAL AND AIRBR !.KE.

Specification of Letters Patent.

Patented Nov. 23, 1909.

To all whom it may concern:

Be it known that I, ALBERT M. J ONES, a citizen of the United States, and a resident of Hagerstown, in the ten and State of Maryland, have made certain new and useful. Improvements in 2. Combined Signal and Air-Brake, of which the following is a specification.

My invention relates to means for automatically operating the air brakes and for sounding an alarm and it consists'inthe combinations, constructions and arrangements hereinafter described and claimed.

An object of my invention is to provide devices by which the brakes may be automatically set and the alarm sounded, said devices being located upon which the train is running.

A further object of my invention is to provide a novel controlling valve especially designed to work in connection with the brake mechanism.

A further obj eet .of my invention is to provide means actuated by the moving train or engine itself for positively setting the valve operating device 1n position in case of.

failure of the latter to work.

Other objects and advantages will appearin the following specification and the novel features of the device will be particularly pointed out in the appended claims.

'My invention is illustrated in the accompanying drawings, in which Figure l is a side view of a track equipped with the Va ve devices. Fig. 2 is a plan view ofthe mechanism shown in Fig. 1. Fig. 3 is a detail sectional view of the controlling valve mechanism. Fig. 4 is a similar view showing the mechanism in a differentposition. Fig. 5 is a side View of a locomotive equipped'with my brake controlling device-on a track pro videc. with devices for operating the same.

Fig. 1) is an enlarged sectlon taken along theline 66 of Fig. 1, looking in the direction of the arrow, and Fig. 7 is an enlarged section taken alongthe line' 77 of Fig. 1. Fig. 8 is a view of a modified form of inechanism for operating the main. controlling valve.

My invention is an improvement over a similar one set forth in my prior patent No. 905.080 of November 24, 1-908. As before county of Washingalongside of the track member B to actuate the latter when .nal' D is properly set.

see 'Fig. -6, has one ortion of the operating stated the main object of my inventi n is to provide a controlling valve located ona locomotive .and operated by track devices for sounding an alarm and for setting the air brakes. To this end I provide the track A with a hinged device B,which is secured at one end b and is pivotally connected at the otherto a slide rod 6. The hinged member is provided with a spring I) which nor mally tends to keep the position. At the end ofthe rod 6' is a looking device C in the shape of a bell crank lever, which is attached by means of a cord or wire a, to a similar flexible cord or wire 0 attached to the semaphore D. On the under-side of the hinged device B is a bell crank lever E whose upper arm is adapted to raise the member B.

At the left of Figs. 1 and 2 is shown a device which cotiperates with the hinged the sig- It consists of a hinged memberF of a form somewhat similar to that ,of the device B. It does not, however, extend .as far up, being only slightly above. the rail top and is designed to be operated by the flange of the wheel and not by the tread. The member F is pivoted at f and its free end is arranged to bear upon a pivoted rod "f. Thelatter is arranged {for longitudinal sliding movement in the guides-f see Fig. l. The lever f end pivotally .attached and the other end is connected bymeans of a flexible cord-or wire 7 to the endof the hinged member "B.- At the forward end of the .rod f is a bell crank lever f arranged'to be engaged by the rod f as to the rod f the latter is forced downwardly. A' short thrust rod ff is attached tothe lower end of the bell crank lever f -and to the bell crank lever E, so that when the former is operated the latter is also operatech The spring f keeps the hinged member F in a normally raised position.

The controlling valve for the brake and Signal operating devices is shown in detail in Figs. 3 and 4. It consists of an outer cylindrical casing 1, within which is located a piston 2. The central portion of this piston has an annular groove or channel 3. The lower and upper central openings ends of the casin have 5 and 6 respective y, the

manner hereinafter explained.

stem 7 assing through the former and the stem 8 t n'ough the latter. The downwardly projecting stem 7 has at its end a roller 9 and constitutes'a tappet which is adapted to be operated by the hinged member B in the On one sideof the maiacasing is a smaller casing 10 having a piston 11 arranged to operate a valve 12. The pipe 13 leads to the main air pipe of t: trainline. The pipe 14 communlcates with the main air reservoir 15, see F1". 1. The pipe 16 leads to a s ecial si nal device, whistle 17,1n the ca 18 of the engine. The ducts 19 and 20, see Figs. 3' and 4, are bored straight throu h the piston 2, the former leading from e outer surface of the lowe'r part of the piston and terminating at the central channel 3 and the latter belng bored from one side to the other of the lower part of the piston 2 and having one end arranged to register with an opening 21 in the'casing ,1, leading to the outer atmosphere.

The valve stem 8 is connected with a lever 22 in the cab, b which the valve may be forced downwar ly into its original position after once being operated.

From the foregoing description of the various parts of the device the operation thereof'may be readily understood. In the normal operation of the railroad system, the brake setting and signaling devices would not .be used. Under these conditions the cord 0 would be drawn forward by the signal operator and'held.,- It will be seen on reference to the drawings that the locking memalso being'downwould not be affected by the passage of the locomotive. In case ai'ail'is broken or an accident has occurred and the signal operator wishes to sto the tram,

he releases the cord or LWlle O y'set'ting signal in the proper'position. The spring I; now raises the hinged member B in the position shown in Fi 5. At the same time the rod f is thrust" forward-in a position over the lever 7. Now when a train approaches "the flange of the front wheels will bear down on the hinged member F and swing the front end of the hinged member f downwardly and through its engagement with the lever f" cause a movement in this ease a outof its operating position,

which i a1r comm from the end of the lever f and therefore would simply ride up and down without affecting it. .The hinged member B the E, whose free arm will swing. upwardly. The purpose of the device f is to provide a positive actuating member for the hinged member B so.as to cause the positive forcing up of the latter before the train reaches it, in case it should be accidentally held down by snow or ice or for any other reason. When the roller 9 reaches the hinged member B, the latter, which is locked, will cause the roller to ride over the inclined surfaces,

valve 2.

Fig. 4 shows the lower position of the valve. In this figure it will be observed that the pipe 14 leading from the main air reservoir 15 communicates directly with the anreservoir is approximately one hundred pounds. The channel 3 is in communication of the port 23 and therefore the valve 12 is held down by the piston. 11 with an excess ressure of thirty pounds, since the pressure in the train pipe 13 is approximately sevup carrying the valve with it, the parts are brou ht into the position shown in'Fig. 3, in h brought into registration with the port 23 and theoutlet 21, thereby relieving the iston 11 of the pressure on its u per side w en the pressure on the lower si e of the valve will force it open and-permit the escape of the air from the train pipe 13 through the port 24 in the cylinder 10,.thus operating the brakes and bringing the train to a standstill.

registration with the pipe 16 leading to the whistle 17 in the cab of the engine and the latter is therefore sounded by means. of the from the main reservoir. The whistle wi 1 continue to sound until the piston 2 is again forced downwardly, which may be done by means of the lever 22 in the ca 1 It will thus be seen that the train may be brought to a standstill by the automatic action of the track devices B and F when the latter are set in position by the operator.

In Fig. 8 I have shown a modified means for operating the main controlling valve.

thereby causing an upward movement of the nular space 3. The air pressure in the main with the interior of the cylinder 10 by means enty pounds. Now as the tappet 7 is pushed t:

At the sametime the duct 19 is brought into it will be seen thatthe duct 20 is In th1s construction the valve stem 7 is provid'ed with a pin 7 on its lower extremity adapted to slide in a slot 5 of an arm or lever 9", pivoted at 8 to a downwardly depending arm 6" attached to the valve casing. The roller 9 is on the downwardly'curved end of the lever 9. When the latter is engaged the lever is forcedupwardly and communicates its motion to the valve stem. One advantage in this form is that as the train is proceeding, the force on the wheel 9 is partly a lateral force, push the wheel toward o'ne side. The arof the bell crank lever thereby tending to tending to force/the valve stem and-means arranged'on' the track for en- 'main air reservoir and the whistle, thereby gaging said tappet to cause the opening of the tram pipe and the connection of the signal with sa d main air reservoir.

2. In a, train controlling means, a casing connected to the train pipe and to the main air reservoir, a whistle, a piston provided with ducts in said casing having a downwardly projecting rod constituting a tappet,

means arranged on the track for engaging said tappet to force said .piston upwardly into position-to cause the opening of the train pipe and the connection of the whistle with said main air-reservoir.

3. In a train controlling means, a whistle, a "main casing connected to the main air reservoir, an auxiliary casing communicating with said main casing and with the train pipe, a valve in said auxiliary casing, a piston provided with ducts in said main casing, a tappet connected to said piston, and means arranged on the track for engaging said tappet to force said piston upwardly to bring one ofsaid ducts into communication with the main air reservoir and the Whistle and the other of said ducts into communication with the interior of the auxiliary casing and the atmosphere, thereby permitting the train pipe valve to open.

4. In a train controlling means, a whistle,\

a main casing communicating with the main,

air reservoir, a piston disposed in said maincasing provided with an annular channel and having ducts, an auxiliary casing com 'municating with said main casing and with a train pipe, a piston in said auxiliary casing, a train pipe valve actuated thereby, a tappet arranged to force said piston upwardly to bring one of said ducts into position for relieving the pressure on the train p'ipe valve, thereby causing the opening of the same and the other duct into position for establishing communication between the causing the sounding of the latter, and means on the track for engaging said tappet.

5. In a train controlling means, a whistle, a main casing, a piston located therein provided with a central annular channel and having-ducts, a pipe" leading from said casing to the main air reservoir, a second pipe leading from the casing to the whistle, an auxiliary casing communicating with the interior of said main casing, a piston dis posed in said auxiliary casing, a valve at tached thereto arranged to control the pressure in the train pipe, a tappet secured to said channeled piston and arranged when actuated to cause one of said ducts to establish communication between the interior of the auxiliary-casing and the atmosphere, thereby reliving the pressure on the train pipe valve and causing the latter to open,

and the other of said ducts to establish coinnmnicationbetween the main air reservoir cause the sounding of v ,75 v

and the whistle to the latter. I I 6, In a train controlling means, a whistle, a main casing, a piston in said main casing having a central annular channel and-provided' with ducts, an auxiliary casing coinmunicating with the interior of said maincasing, a piston within said auxiliary casing,

a valve secured to said piston and arranged to control the train pipe, means for establishing communication between the main air reservoir and. the auxiliary casing for holding the train pipe valve closed, a tappet arranged to cause the movement of the piston to bring the interior of the auxiliary casing in communication with the outer atmosphere thereby relieving the-pressure on the valve and opening the train pipe for bringing the main air reservoir into communication with the whistle and thereby sounding the latter, vmeans arranged, on the track for actuating said tappet, and means for putting the tappet actuating mechanism into or out of operative position.

'7. In a train controlling means, a whistle, a main air reservoir, a train pipe, a main casing communicating with said train. pipe and said main air reservoir, a main piston carried by said casing and provided with a tappet, a spring actuated track device ar ranged to engage said tappet to force said piston upwardly, means for locking said track device in its operative position and auxiliary means 011 the track for causing ,the positivc operation of said spring actuated track device.

ALBERT M. JONES.

Witnesses

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