US954517A - Automatic train-stop. - Google Patents

Description

S. D. JARVIS. AUTOMATIC TRAIN STOP. APILIOATION FILED APR. 10, 1909.

Patented Apr. 12, 1910.

2 SHEETSSHEET l.

23 Witnesses S. D. JARVIS. AUTOMATIC TRAIN STOP. APPLIOATIOIY FILED APR. 10,1909.

954,517. Patented Apr. 12,1910. 2 SHEIZTB-SHEET 2 F 1 a. I

UNITED sra'ras Parana 'ornron;

AUTOMATIC TRAIN-S-TOP.

954,517, Specification of Letters'latent. Patented A1313 1.913);

Application filed 'April 10, 1909. Serial No. 489,081. I l i To ZZ-4 7m it-ma-y concern: tion, that is, in the path of the device or 5 of Illinois, have invented certain new and tui te devices upon the locomotive which will so useful llllplbYeillellts in Automatic Traineo y ofi' steam a pp y the Stops, f whi h th f ll i i a ifi brakes to automatically stop the train. As tion, reference being had to the accompanvillustrated, said operative connections cloning drawings. 7 sist of a transverse rock shaft 5 on which the This invention relates to improvements rip arm or lever 4 is fixed, a second rock 65 in automatic train stops or apparatus for Shaft (3 inted adjacent to the post Q'and tr lli ih t i having an arm 7 connected by a rod or linlr The object of the invention is to provide 8 t0 the pivoted signal arm and sprocket a simple and practical means for aut01nat Sprocket chain connections 9 b w ically stopping or arresting a train should the Shafts i 70 the engineer fail to observe a signal or dis- Carried y the locomotive 1'0 and prefer- 7 regard the same, the stopping of the train adjacent to j Under it$ P being effected by automatically cutting off a p n g' lever 11 adapt d t be enthe supply of steam to the engine and 'Sllnulg g d ed by the p 4 on h taneously applying the brakes, track. Saudlever when struck by the trip is 75 With the above and other obj t i i adapted to close an electric switch 12 and, as th i v ti i t f th novel features illustrated, it is fulcrumed intermediate its of construction and the o binati d ends on a transverse pivot 13 so that its lower arrangement of parts herei aft r f lly 1 end can swing in a forward and rearward scribed and claimed, and illustrated in the irection or longitudinally of the track; so i drawings, in which- The upper end of said lever 11 is forked, as

Fig re 1 i a i h i i d tt d li shown at 14, to receive the free lower end of a l oti i d ith my i d a contact lever 15 forming one member of controlling and stopping apparatus; Figs. 2 the) l h and having ltS PPGL 6nd P and 3 are detail views showing the throttle d at 16 011-2111 insulated sr pport arranged and air brake levers; Fig. i is a detail sec in a protecting box or casing 17 preferably tion taken on the plane indicated by the line Blade o metal d arranged at e r o 4- l in Fig. 2; Fig. 5 is a detail sectional the pilot of the locomotive; The switch view showing the'eircuit closing switch and lever 15 when actuated is adapted'to engage 35 operating means therefor; and Figs, (3 and the stationary contact 'lSof the switch 12 ranged upon the track.

ed to engage and operate co-acting devices on locomotives passing over the track and nected to devices which control, the throttle while itmay be of any .form and construcand the air brake system.. tion and arranged atany distance from the 21 denotes the stem of the throttle valve of signal, it is preferably in the form of a rock the engine or locomotive which stem is conarm or lever and arranged at a'suitable dis nec'ted tothe usual operating hand lever 22 Be it known that I; SAXUEL D. JAnvIs, a

citizen of the United States, residing at" Lathani, in the county of Logan and State 7 are views showing the trip upon the track and the semaphore or signal controlling the same.

In the drawings 1 denotes a railway track alongside of which is a signal post or tower 2 carrying a semaphore or other signal 3. The latter is operatively connected by any suitable operating connections to a trip 4t ar- Said trip is adapttance from the signal or semaphore 3. The operating connections between the signal and trip aresuch that when the signal is raised to a danger signaling position the trip 4 will, besimultaneously moved to operative posidevices on passing locomotives, in order that should the engineer fail to observe or should he disregard the signal, the trip a will acand thereby close a nornially open electric circuit having conductors 19 connected to the switch lever 15 andswitch contact 18 and leading from an electric battery 20 preferably arranged on the pilot of the locomotive, as shown. It will be understood, however, that any'other source of electric energy supply may be substituted for the battery 20. The conductors 19 extend rearwardly upon the locomotive to the cab and are conhaving one end pivoted at- 23 and itsother end provided with a hand grip 24. The lever'22 is locked in the'usual manner by a spring pressedslidably mounted pawl 25 adapted to engage a stationary segmental valve the instant said lever is unlocked; and.

I also make the hand grip 24 of said lever hollow and within its cavity I provide an .electromagnet 30, the armature 31 of which I secure to the hand piece or clutch 27. The magnet and its armature are suitably insulated from the pa rts which carry them and said magnet has its coils connected to the conductors 19 so that it is in said electric circuit. By arranging the magnet and its armature as set forth, it will be seen that when said circuit is closed the magnet will be energized and will attract its armature, thereby retracting the dog 25from engagement with the rack teeth 26 so that the spring 28 will shift the lever 22 to close the throttle valve and thereby cut off the supply of "steam to the engine cylinders.

32 denotes a valve arranged in a. branch pipe 33 from the train pipeor other suitable portion of the air brake system of the train and ada ted when open to cause the application of the air brakes. This valve, it will be understood, is independent of the engineers valve and has connected to it an oper-- ating lever 34 whic is similar in construction and operation to the throttle lever 22. Said lever 34 is actuated to its open position by a s ring 35 and is-locked in its closed position y a spring pressed pawl 36 which engages a stationary segmental lockin rack 37, the latter having but one notch or the reception of the pawl. The pawl 36 is retracted by a pivoted hand piece or clutch 38, which latter carries the armature 39 of an electromagnet 40 arranged in the hand grip of the lever 34. Said magnet 40 has its 0011 included in the circuit 19 so that it will be energized simultaneously with the magnet 30 and, consequently, the air brakes will be applied at the same time the throttle valve is closed.

For the purpose of preventing the apparatus from stopping the train should the engineer see the signal 3, a suitable switch 41 is also included in the circuit 19. Said. closed one and prefer-. ably in the form of a push button.

switch is a normally In operation, it will be seen that when the signal 3 is moved to its set or danger signaling position, the trip 4 on the track will be simultaneously raised to an operative position so that should the engineer fail to see the signal 3 the train will be automatically sto ped when it, passes the trip 4. When the ocomotive passes the trip 4, the lever 11 will be actuated and will cause applying the brakes of the train.

19 in which the magnets 30,, and 40," are included. The instant the circuit is clbsed, sa1d magnets are energized and they will attract their armatures and thereby unlock the levers 22, 34 so that the springs 28, 35, respectively, of said levers will actuatethem and thereby causea simultaneous cuttin off of the supply of steam to the engine and It will be noted that the provision ofthe magnets and armatures on the throttle air brake levers will not interfere with the resetting of said levers nor will the magnet 30 interfere with the ordinary operation of thethrottle lever.

From the foregoing it will be noted that the invention provides an exceedingly simple and practical train controlling or stopping apparatus; that it may be installed on present railroads for a comparatively small cost and that it will be effective and reliable in operation.

While the preferred embodiment of the invention has been shown and described in detail, it will be understood that I do not wish to be limited to the constructions 'set forth since various changes in the form, proportion and arrangement of parts and in the details of construction may be resorted to without departing from the spirit and scope of the invention.

Having thus described the invention what is claimed is:

1. A train stopping apparatus comprising a power contro ing lever, a pawl and ratchet. locking device for said lever, a spring for actuating said lever to cut off the motive powerwhen released by its locking device, a: retracting member for said locking device, an electromagnet carried bythe lever and having its armature carried by said retracting member, a normally open switch, an electric circuit including said switch and said magnet and co-acting means on the train and road bed for closing said switch.

2. A train stopping apparatus comprising ,a lever for controlling the application of the train brakes, a spring for moving said lever to a position to cause the application of the brakes, a dog for locking said lever in normal position, a retracting member for said dog, an electromagnet carried by said lever and having its armature carried by said retracting member, a normally open switch, an electric circuit including said switch and et and co-acting means on the train an road bed for closing said switch.

3. A train stopping apparatus comprising a power -controlling lever having, a hand grip formed in one side with a'cavity, an

'electromagnet set in said cavity and insulated from the lever, a pawl and ratchet 1 -d: a AGCKlUg de vice or said lever, a pawl retract ing hand piece mounted upon the lever and movable to vard and from said handgrip, an. armature carried by said hand piece to eo-act with said magnet, a spring for actuhaving a cavity in one of its sides, an electromagnet arranged in said cavity and insulated from the lever, a locking dog for said lever, a movable hand piece for retracting said dog and mounted on the lever for movement toward and from said hand grip, 'anarmature carried by said hand piece to couct with said magnet, a spring for actuating said lever to cause the application of the brakes when said lever is released by its locking dog, a normally open switch, and an electric circuit'lncludmg said swltch and said magnet, and co-actingmeans on the train and road bed for closing said switch.

5. A train. stopping apparatus comprising power-controlling and train-arresting devices, electrically operated means for controlling said devices, a switch having a stationary contact, vanda vertically disposed lever pivoted at its upper end adapted to hang normally in perpendicular position out of engagement with said stationary contact, an electric circuit including said switch and said electrically operated controlling means, a vertically disposed switch operating arm motive and-having its upper end forked to receive the lower end of saidswitch lever,

a trip arm upon the road bed and supports pivoted intermediate its ends upon a locoand connections by which said trip arm'is elevated into the path of the lower end of said switch operating arm. 7 v 1 In testimony whereof I hereuntoaflix my signature in thepresence of two witnesses.

' SAMUEL D. J ARVIS'.

Witnesses: v

Tees. GAsAWAx, Cms. J. Connor.

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