US955059A - Automatic train-stop. - Google Patents

Description

S. M. DUNCAN.

AUTOMATIC "TRAIN STOP. APPLICATION FILED JUNE 28, 1909.

955,059. Patented Apr. 12, 1910 3 SHEETS-BR33511- N Smnntoz 2 05 l'naooeo W293i. Dal/22mm" s; M. DUNCAN.

AUTOMATIC TRAINSTOP.

APPLICATION FILED JUNE 28, 1909.

955,059. Pa ented Apr. 12,1910.

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Witnesses S. DUN CAN. AUTOMATIC TRAINSTOP. prmonrpn mum mm 2a, 1909'.

Patented Apr. 12, 1910.

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' wueutoz Sidng Duncan I portion of the mechanism.

' UNITED STATES PATENT OFFICE.

SIDNEY M. DUNCAN, OFEASTEND, TEnNEssEE, ASSIGNOR or one-HA F 'ro snvr M. BLAYLDiCK, 0F nAsTENn, .rnnnnssnn.

AUTOMATIC TRAIN-STOP.

To all whom it may concern:

Be it known that I, SIDNEY M. DUNCAN, a citizen of the United States, residing at Eastend, in the county of Hamilton and State of Tennessee, have invented new and useful Improvements in Automatic Train- Stops, of which the following is a specification.

This invention relates to systems for the prevention of railway accidents.

The object of the invention a novel, practical, automatic, and efiect-ive means to prevent head-on or rear-end collisions. and the running of a train into an open switch or into a wreck.

\Vith the above and other objects in view, as will appear as the nature of the invention is better understood, the same consists in the novel construction and combination of parts of a system for the above purposes, as will be hereinafter fully described and claimed. a

In the accompanying drawings forming a part ofthis specification, and in which like characters of reference indicate corresponding parts:-Figure 1- is a view in elevation, somewhat in the nature of :1 diagram, of the mechanism carried by, the engine for causing stoppage of a train. Fig. 2 is a detail view of a portion of the mechanism shown in Fig. 1, and on an enlarged scale. Fig. 3 is a similar view of another Fig. 4 is a plan view of a section of railway track, showing the arrangement of the wirin and other parts co-acting with the electrical and air operated mechanism on the engine to secure the objects of the invention. Fig. 5 is a similar View to Fig. 4 of a section 'of track including-a switch. Fig. 6v isan elevation partly in section of a locomotive showing the location of the mechanism exhibited in Fig. 1.

Referring to the drawings, D desiglpates.

thesteam dome of a locomotive and the The latter instead of being as usual, is' divided and includes intermediate of its endsa globe valve 1 having a lateral port '2, in which is fitted threaded into a plate a valve seat 3. This'seat is 'engagedby a valve 4 carried by one end of a stem 5, that is slidably mounted in .a bearing nut 6,

' 7 bolted to the globe valve opposite the port 2. The intermeis to provide diate portion 0 box.

stem is provided with a piston head. 10 which works in a two-part cylinder 11 supported by a suitable pedestal 12 bolted to the boiler. \Vithin the cylinder is disposed a coil spring 13 that encircles the stem and bears at one end against the piston head 10 a ainst the cylinder and at its other end hdld the valve at norhead 1 1 and serves to mally u'nseated.

In order to guide the stem in its reciprocatory movements, and also to provide for it an extended bearing, the cylinder head 14 is furnished internally with a teat or boss 15 as clearly shown in Fig. 1. Threaded into the cylinder head 16 is one end of a pipe 17, which extends downward and along one side of the boiler. and connects at its other end with a pipe-socket 18 carried by a short section of pipe 19-commw nicating-at its lower end with the top of an air chamber 20. The pipe 17 has tapped into it one end of a pipe 21, the other end of which projects into the locomotive cab just in front-of the engineers seat and carries a valve 22 by'which the engineer can exhaust the cylinder 11 of air, for a purpose that will presently appear. Arranged adjacent to. the chamber 20 and supported in common therewith on the bumper beam B of the engine,. is a second cylinder 23, with which communicates the lower end of a Patented Apr. 12, 1910. 1909. Serial No. 504,801.

f the stem works in a stufling The other or outer end of the valve pipe 24 provided with a pipe-socket 25 into which is threaded a vent pipe 26 carrymga controlling valve 27 The upper ends of the pipes 19 and 24 have threaded thereinto glands 28 and 29-respectively and through these two glands pass valve stems 30 and 31 their lower ends ball valves 32 carrying at and 33 respectively which valves engagevalve seats formed in the tops of the two chambers. Theupper end of each of the I stems 30 and 3 1 is reduced in diameter and threaded, and each projects through a bar 34, nuts threaded on {the extensions serving to secure the bar in place.

Projectin through "and secured in an opening in t e center 10:15 the :bar is the lower end of a rod.35 which works in guides 36' and 37 secured to a bracket 38 bolted to the boiler. The upper end oft-he rod is reduced and threaded and carries a nut 38 designed to adjust the tension of a coiled spring 39 vided with a members of which is rotatably supported a is provided, above its pair oforificed cars 60 each of which is enran enient of encircling the rod and at its lower end with the bearing 37. Above the nut is secured an ar 1 40, the under face of the c treniity of which is beveled or rounded, engaging this arm is a springpressed. latch 41 that works in a guide formed in a bracket 42 secured to the bearin 37. The inner end l of the latch or that which engages the arm l 40 is beveled in a direction opposite to that: l of the latter and at its outer end has counected with it one. end of a wire the other l end of which is carried into the engineers cab. The object or" the latch and arm is, I under certain conditions to hold the valves 32 and 33 unseated for a reason that will l presently appear. Secured to the rod adjacent to the bearing is a cross-arm l to which is 'lirinly attached an armature i3 disposed to co-act with two clectroenagnets l 46 that are suitably supported by brackets 47 bolted to the boiler head. The electromagnets are energized, under conditions that will appear later on. from a source of electrical energy, in this instance a battery 48 which is also supported on the bumper beam.

The means for completing the circuit through the electro-magnets comprises a trolley and its appurtenances to engage contacts arranged adjacent to the rails, and a rolling contact to engage with the front axle of the engine truck. The trolley embodies a bracket 49 bolted to the under side of the bumper beam near one end. Depending from the center of the bracket is a boss 50 to which is rigidly secured, intermediate of its ends, a l bar 51, and on each terminal of this bar is slidably mounted a block 52 and 53 respecl tively, and these blocks are adjusted longitudinally of the bar by nuts in which are I held against working oil by jam nuts 55. Pivotally connected with the bracket :30 is a socket 56 in which is secured the upper end i of an arm 57, the lower end of which is prol yoke or harp 58 between the trolley wheel 59. The upper end-of the arm pivotal point, Pith a gaged at one end by a rod-61, the other end of each rod being connected with an eye bolt 62, the two bolts being suitably secured to the blocks. Inorder to hold the trolley arm in proper but yielding position, two coiled springs 63 are employed, which encircle the bar 51, and .bear respectively, against the op-' posite sides of the bracket arid the inner faces of the blocks 52 and From this arparts it will be seen that the trol ey arm will not only be free to yield in two directions, thus to cause it to adapt itself to inequalities in the contacts, but will also be caused properly to engage therewith. The bracket 49 is provided intermediate of its ends with an-upstanding threaded stem way rails,

64, and engaging the stem are two nuts 35 between w iich is clamped one end ct. a con ductor the other end cit which connects with the helix c eleclrownaguet ll The roll contact for en ing the front axl the rock, filllbOtu so a bracket 6? formed at one end with a right-angled cxtension 68 which is firmly bolt to the rear side of the bumper beam at or car its median line. 41' cent to the other bracket is an extension 09 which is disposed in alincinent with the member 68 and is transverse y oriliccd or slotted to receive one end of a trolley arm 70 in which it is piroted, the other end of the arm being protitled with a yolrc or harp 71 between the members of which is rotatably supported a trolley wheel 72 arranged to contact with the front axle not shown) of the engine truck. The end portion 7-5 of the bracket is orificed as is the trolley arm, and through the two orifices extend a bolt 74; which bears upon the upper side of the trolley arm. The lower end of the bolt extends some distance below the bracket in order to accommodate a coiled tension spring 75 which is held assembled with the bolt and adjusted by nuts 76 to insure proper contact with the truck axle. The arm 70 ca "ries a binding post 77 which serves to hold conr bined with the trolley arm one end of a conductor T8, the other and of which is con nected with the negative pole of the battery T he positive pole of the battery has con necled with it one end of a conductor 80, the other end of which connects with the helix ot' the electro-inagnet slit, and this completes the circuit between the two trolley wheels.

To render the nut-chanisni above described ope 'ativc tocut oli the steam and apply the air brakes in ample time to prevent an accident, the arrangements of circuit closers shown in Figs. 1 and 5 are employed, in the former of which a length of single track shown and in the latter a length of single track and a switch and side track. One of the rails designated it is divided into sections of any desired length by insulation 81, and each block in the present instance contains titres of such insulated sections, although this number may be increased if desired Secured at determined intervals to the ties on the outside of the rails R, ll, on opposite sides thereof, and in alternating series, are contact rails 82, which are constructed of bars of steel say thirty feet in length and about two inches higher than the rails, and which are engaged by he trolley wheel 59. These contact rails are electrically'connected with the rails by wires 83, one endof each of which is secured to the contact rails and the other end to one of the railthe intermediate portion of the wire being suppencd by telegraph poles. By alternating the arrangement oi the can end of the 1 the head of tact rails, the apparatus on the engine will be rendered operative when a train is running in either direction.

\Vhere a side track S is employed, as

shown in Fig. 5, the rail section B in the line of both ralls R, R at the switch S are electrically connected by bond wires 84: and 85 each of which is of a length sutticient to bridge the insulated rail sections It so as to insure passage of the .current from the battery 48 to complete the circuit. In addition, there is provided, on some part of the switch mechanism, as the switch rod, a spring con tact 86 which if the switch be wholly or partly open, will impinge against a contact 86' connected with the conductor 83, and thus establish electrical conditions essential to insure the cfiective operation of the apparatus on the engine.

The operation of the system is as follows :Suppose one train to be running in the direction of the arrow X and one in the direction of the arrow Y Fig. at, establishing thereby conditions that are assumedto be certain of resulting in a headon collision. Now as soon as the trolley wheel 59 of the train running in the direction of the arrow X passes on to the first contact ail of the block in whichthe approaching train is runring the circuit through the electro-magnets is completed, whereupon the armature 45 is drawn into contact with the cores of the electro-magnets. \Vhen the magnets are energized, the rounded'surface of the latch L0 will ride against the like surface of the arm 41 and snap under the same and prevent the return of the armature-carrying rod to its normal position. The downward movement of the rod 35 unseats the two valves 32 and plied being 33, whereupon air from the main reservoir 87 will pass through the pipe 88 to the chamber 20 and thence through the pipe 17 to the cylinder 11, the quantity of air thus supregulated by a valve 89. The air that enters the cylinder 11 shifts the piston head and causes the valve t to engage v the valve-seat 3 and thus cut off the supply of steam to'the steam chests of the engine.

'Synchronously with this operation the train pipe 90 is bled, the air therefrom passing into the chamber 23 which is in communica- 1 tion therewith, and thence out through the pipe 26 to the atmosphere thus automatically applying the brakes and stopping the train. The amount of air passing from the pipe into the chamber 23 and the consequent 'reduction of pressure is controlled by a. valve 91 in said pipe 90. It is to be understood that the counterpart of theabove operation takes place on the train moving in the direction of the arrow Y. In the case of an open or-partly open switch, the same result ensues. i. In both Figs. 4 and 5 the course of the current through one of the apparatus of one of the engines is traced by arrows.

When the trains come to a standstill and are again ready to start the engineer draws upon the wire 43 thus releasing the latch from engagement with the arm, the spring 39 will cause the armaturesto resume its normal position and again place the apparatus in condition for further action. Of course it is ley wheel 59 will have to be lifted clear of the contact rail should the engine stop on one in order to permit the armature to resume its operative position.

\Vhile the apparatus herein shown and described is adapted to secure all of the objects stated, yet it is to be understood that the invention is not to be limited to the particular arrangement of parts shown, as any changes, within the scope of the claims, may adopted without departing from the spirit thereof.

1. In a train controlling system, a locomotive having a valve for controlling the supply of steam to the cylinders thereof, a pneumatic device for operating the valve, a valve controlling communication between the air brake system and the pneumatic device, a brake applying valve and electrical means for simultaneously opening both valves.

2. In a train controlling system, a locomotive having a valve for controlling the supply of steam to the cylinders thereof, a pneumatic device embodying a cylinder and a spring retracted piston therein for operat ing the valve, a source of communication between said cylinder and the air brake system of the locomotive, a valve normally con trolling said source of communication to prevent the feed of air to said cylinder, a brake applying valve and electrically controlled means for simultaneously opening the two last-named valves.

3. In atrain controlling 'system, a locomo tive provided with a pneumatically operated valve for controlling the feed of steam to the cylinders thereof, valve controlled means for supplying air from the air brake system of the locomotive for operating said valve, electro-mechanical means for opening the latter named valve for the fiowof fluid pressure to operate the first named valve, a brake applying valve adapted to be opened simultaneously with said latter named valve by said electro-mechanical means,- means for maintaining said electro-mechanical means in its valve opening position after actuation, and means for releasing and permitting the parts of said electro-mechanical means to return to normal position. p

4. In a train controlling system, pneumatic means controlling the supply of motive fluid to the cylinders of a locomotive, a vent'for theexhaust of air from and the reduction of pressure in t e main feed pipe of whereupon e1 1,. was

the air brake system of the locomotive, autoniaticully closing valves controllin the same, electro-niechanical valve opening means, means for energizing the same simultaneously to open both valves, means for main taining said electro-mechzuiical means ate actuation in valve opening position, and means for releasing and permitting the parts of the electromechanical means to be returned to normal position and the valves to close.

5. In a train controlling system, a locomotive provided with motive fluid cut oil and brake applying valves, electromechanical means for simultaneously operating both val vcs to cut otl the supply of motive power and set the brakes, means for locking said electromechanical means in valve'operating position, and means for releasing and per mitting the parts thereof to return to normal position and to simultaneously retract both valves.

6. In a train controlling system, a locomotive provided With valves for cutting oil the supply of motive povver and setting'the brakes, an armature controlling both valves, an electro-magnet adapted to be energized to attract the armature to open the valves, means for closing and maintaining the valves in closed position upon the denergization of the magnet, circuit connections for energizing the magnet, means for maintaining the armature in valve opening position, and means for releasing and returning the armature and valves to normal position.

7. In a train controlling system, a locomotive having a valve for cutting oil the supply of motive fluid from the cylinders thereof, a pneumatic device for closing said valve having a source of communication with the air brake system, a vent for the reduction or pressure in said system, valves controlling said source of communication and vent, armature controlled means auto matically operable for normally holding the valves closed, an electric circuit including a circuit closing device and an electro-magnet therein adapted When energized to attract the armature f r the movement of the valves to open position, means. for locking the parts in valve opening position, and

means tor releasing t norms position,

.=m, and in ical track and brake the locomotive, of he locomotive emsaid devices,

1 lpflli bodving means actuating t111(.t a switch controlling said circuit and lating the octi rings.

: system, a loco 9. in a train controh motive provided with a valve for cutting off the flow of motive fluid to the cylinders thereof, a spring retracted piston for op erating the valve, fluid supply and exhaust passages comminiicating with the air brake system for the respective feed of air to opcrate-the piston and the reduction of pressure Within the system, valves controlling said passages, on ""ectric circuit on the locomotive including means for opening and closing said valves upon the opening and closing of the circuit, and a switch operative to open and close said circni 10. in a train controlling system, a track having insulated il sections, contacts asso ciated therewith, electrical conductors between the contacts and rail sections, con trolling devices or LLB locomotive including valves for cutting oi the feed of steam setting the brakes, electric circuit in. which said devices included, means in said circuit for siimiltaneously opening both valves, and a controlling said circuit and adapted for cooperation with said con tacts.

In testimony whereof I ailiX my'signature in presence of two Witnesses HEY DUNCAN.

Witnesses i

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