US973954A - Automatic stopping mechanism for trains. - Google Patents

Description

w. MINGO; JR. AUTOMATIC STOPPING MECHANISM FOR TRAINS.

AIWLIOATION FILED SEP'LZS, 190B.

v973,954. Patented Oct.25, 1910.

2 SHEETS-SHEET l.

. W. MINGO, JR. AUTOMATIC STOPPING MECHANISM FOR TRAINS.

APPLICATION FILED SEPT.23, 1908.

- Patent I Oct. 25,1910.

2 SHEETS-8HEET 2.

" N ED ST ES PATENT- oFFIon,

WILLIAM Mmso, an, or WEI'MAR, Texas.

AUTOMATIC STOPPING-MECHAIT ISM FORizTRAINS.

To all whom it may concern:

Be it known that I, WILLIAM MINGO, J r., a citizen of the UnitedStates, residing at- Weimar, in the county of. Colorado and State of Texas, have invented new and -i1se ful Improvements in Automatic Stopping Mechanism for Trains, of which the follow-f ing is a specification. 3 I This invention relates toautomatic stop-,

ping mechanism for trains, and has for an ob e ct to provide mechanism of this character which may be applied to alocomotive cab, and which, when in operation, will antomati'cally apply the air brake valve, the

sanding valve, the throttle valve, and a whistle.

A further objectof this invention is vto provide a car mechanism'adapted for the purpose set forth above withm'eans so that it can be operated by simple and eifective means located at suitable points along the line.

A further objectis to provide means .ne-

cessitating the engineers attention to lights holding or slgnals ahead, providing means whereby the engineer can obviate automatic stoppage of the trains should he have a clear track, or in other words, a train will be antomatically stopped zit-predetermined points if the engineer is inattentive.

A further object is to provide automatic means forrestoring the mechanism and the same normally in an operative position. I 1

Other objects and advantages will be apparent as the nature-of the invention is bet- "ter disclosed and it will be understood that changes within the scope of theclaim may be resorted to without departing from the spirit of the invention.

' In the drawings formingaportion of this specification, and in whichlike numerals of reference indicate similar parts in the several views, Figure 1 is a .side view with parts in section showing the-application of the present invention to a locomotive. Fig. 2 is a vertical section through the cab ofthe locomotive. Fig. 3 is a perspective viewof the throttle lever. Fig. 4 is a perspective view of one.of the trip elements.

Referring now more particularly to the drawings, there is shown a locomotive 1 provided with a steam dome 2 and a sand dome 3. The locomotive cab indicated at 4, is of usual construction, and the head 5 for the boiler of the locomotive is provided Specification of Letters Patent. Patented Oct. 25, 1910, Application filed September 28, 1908. Serial No. 454,359. l

'with a throttle rack adapted to receive a.-

a locomotive boiler and'is disposed in line withthe freeend ofth'e lever 8.-

Hangers or brackets 11 and, 12 extend "fro m'beneath the cab," and as shown, thesaid hangers are provided with alining bearings 13 adapted to receive a horizontally ,dis-

posed shaft 14: which extends-transversely of the locomotive. The; shaft 1 extends outwardly aficonsiderable distance beyond the hanger 13: and is provided witha de-. pending finger 15for-a purpose to be hereinafter described. The shaft has secured thereto drums 16 and 17, which aremounted 1 concentrically, and adjacent to. the hanfier .12 an eccentrically mounted drum 18 which is thus adapted-to'hold the finger 15 nor mally 'in', the positionshown ilrFig. 20f" the drawings.- The drum 18 has secured thereto -.one end of a chain or flexible ele- "upon the throttle valve lever 8.

- controlling element 23 pivotally' mounted ment 19which'is passed around the pulley- The usual air brake triple, valve is shown I at 24 and carries an operating lever 25 which has connected thereto one end of a chain or similar flexible element 26, the otherend of the said chain or element bein connected to the drum 16.. Suitable pu eys 27 of thecab ain or. element,

and 28 are located at the topl are adapted to guide the c in its movement as will be readily understood. 'It will, of course,"appear obviousthat the triple. valve is connected as usual f to the air brake train pipes, and a detail description of such pipes thought to be i unnecessary. The drum 1? receives one end of a chain or flexible element 29, the other end of the said chain or element being connected With alever 30 of avalve31 which valve may receive air in the customarymanner from the air brake reservoirs and coin,

veys the same into the sand dome 3 by means of a pipe 32 in order that sand ma be forced by air pressure through :1 pi e 3 V to be discharged from pipes -34 beneat ,the, drive wheels of the locomotive, as clearly.

shown in Fig. 1 of the drawings. A chain or similar element 35 is connected atone end to the chain 29 adjacent to the lever 30, and

the said chain is passed over a pulley 36 at the top of the cab and is connected at its outer end to a valve lever 37 for operating a whistle 38.

At each side of the locomotive, and at suitable points along the line is shown a plurality of trip elements 39, each being path of movement of the finger 15 at one end of the shaft 14. The shaft 14: is provided with an angularly disposed arm or: lever 44 to which is connected the lower end of a flexible element 45, the upper end of i the said element being connected to a manually operated lever 46 pivotally mounted upon the cab floor as shown at 4.7. .From

' the construction herein set forth and described it will be seen that the drum 18 overbalances the shaft 14 and serves to normally hold the finger 15 in a depending position, and to also hold' the lever 46 in the position shown in Fig. 2 of the drawings.

In operation when a train is traveling, it

will be seen that in view of the fact that the trip elements are located at, predetermined points along the line of the train they will engage the depending finger 15,

. unless the lever 46 is actuatcdby the engineer to revolve the shaft l-t so that'the finger 15 will be thrown into an inoperative position and bymovement of the car it is obviousthat the said finger 15 will be moved angularly or in an upward position, thus rotating the shaft 14. By reason of the fact that the drums 16, 17 and 18 are secured to the shaft it willbe understood that they will be revolved upon operation of the finger Each of the said posts 12 is provided with an inwardly extending right angu-' larly disposed trip arm 43 disposed in the'a 1 15 and wind thereon their flexible elements or chains previously described and will simultaneously apply the air brake, the throttle valve, the sand discharge valve and the 1 whistle. By installing mechanism of the described character in locomotives, it will bc'apparent that the engineer must apply fail to note a danger signal it will be seen that the train will be immcdiatclv brought to a standstill. Should the signals not ini dicate a clear track at points between "the trip elements, and should the engineer see l danger ahead at a point near the trip arm at?) it will only be necessary for him to actuate the lever l-(J wlnch will operate the shaft 14 to cause the finger 15 tomove to a position where it will clear the trip arm, wherel upon, the throttle valve may be controlled 1 by the engineer as in the usual manner.

Having thus described the invention, what is claimed as new, is

Train controlling mechanism embodying ating the shaft, one or more drums mounted upon the shaft, a valve or valves operatively connected with the drums to be actuated thereby upon rotation of the shaft in one direction, one of the drums being eccentrically mounted on the shaft to normally hold the shaft in an operative position, and means connected with the shaft and adapted to be actuated to move it in a reverse direction to the movement inlpartml to the shaft by the first named means.

'In testimony whereof I atlix my signature in presence of two witnesses.

\VILLIAM MINGO, Jn.

lVitnesscs H: J. ncnns C \s F R0 J AMES H. Xi-msox.

strict attention to all signals, and should he a revolubly mounted shaft, means for actu-v

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