US977967A - Automatic brake-setting mechanism. - Google Patents

Description

J. P. REYNOLDS. AUTOMATIC BRAKE SETTING MCHANISM. APPLICATION FILED SEPT. 10, 1909.

TH: NaRRls PETERS co Patented Dec. 6,1910.

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JAMES F. REYNOLDS, OF CRETE, NEBRASKA, ASSIGl-NOR TO THE .AMERICAN RAILWAY DEVCE C0., A CORPORATION' OF .ARZONA TERRTORY.

AUTOMATIC BRAKE-SETTING MECHANISM.

Specification of Letters Patent.

Patented Dee., tt, 19in.

Appicaton filed September 10, 1909. Serial No. 517,350.

To all whom 'it may concern:

Be it known that I, JAMES F. REYNOLDS, a citizen of the United States, residing at Crete, in the county of Saline and State of Nebraska,have invented new and useful Improvements in Automatic Brake-Setting Mechanism, of which the following is a specification.

This invention relates to a device for automatically operating' or actuating the brake setting mechanism of a moving train when it approaches a peint of danger such as an open switch, a bridge or the like, thereby relieving the engineer of the responsibility of setting the brakes at such points by performing the work automatically and without fail.

A further object of the invention is to provide the air pipe of a train with a relief valve having an operating arm or lever that projects in the path of a member supported alongside the track so as to automatically open the valve at a predetermined point.

A still further object of the invention is to provide suitable and convenient means arranged alongside the railroad track for the purpose of engaging and actuating the air relief valve, such engaging mechanism being of various types as will be hereinafter described.

Still further objects of the invention are to simplify and improve the general construction and operation of this class of devices.

Vith these and other ends in view which will readily appear as the nature of the invention is better understood, the same consists in the improved construction and novel arrangement and combination of parts which will be hereinafter fully described and particularly pointed out in the claim.

In the accompanying drawings has been illustrated a simple and preferred form of the invention, it being however understood that no limitation is necessarily made to the precise structural details therein exhibited but that changes, alterations and modifications within the scope of the invention may be resorted to when desired.

In the drawings: Figure 1 is a plan view showing a portion of a railroad track including the switch and illustrating one form of the invention arranged in proximity to the switch. Fig. 2 is a transverse sectional view on a larger scale taken on the plane indicated by the line 2 2 in Fig. 1. Fig.

3 is a vertical sectional view taken approximately at right angles to Fig. 2 and on the plane indicated by the line 3-3 in said figure. Fig. i is a sectional elevation showing certain parts of the device adjacent to the switch. Fig. 5 is affront elevation of a locomotive showing the same approaching the brake setting mechanism.

Corresponding parts in the several figures are denoted by like characters of reference.

A post or upright supported upon a base l1 which may be suitably secured upon one of the ties adjacent to one of the track rails 12, as shown in Fig. 1 is provided with bearings for a pin or shaft 13 disposed approximately parallel to the track rail and carrying a lever L having two arms one of which 14 extends in the direction of the track while the other arm 15 which extends in the opposite direction is equipped with a weight 16 the gravity of which tends to hold the arm 1A in an approximately horizontal position, the upward movement of the arm let being limited by a suitably disposed stop not shown; a hood or cover', 18, is suitably arranged to exclude snow, ice and the like. lThis cover which may be regarded as being mounted upon the shaft 13, which latter extends through the sides there of, is provided with flanges 17 supported upon the upper edge of the lever L so that the cover will rock or move with said lever, and thus without occupying much space, will serve to form a protection for the joint to prevent the entrance of moisture and the formation of rust and the admission of obstructions, whereby the free operation of the device might be interfered with, this being obviously of great importance since the weight 16 is depended upon to move the lever into operative position when desired.. The lever L is also provided with a downwardly extending arm or crank 21; with this arm crank is connected one end of a suitably guided flexible element 22, the other end of which is connected with a drum 23 upon a shaft 2A that is supported for rotation in a switch stand 25 or in some other suitable supporting casing; the arrangementbeing such that when the switch is operated either to open or to close the same, the drumrarrying shaft 24 will be partially rotated by means of a crank 26 upon said shaft being suitably connected with the switch tongues by a link 27 or in any other suitable convenient and well known manner. When the switch is closed, the iexible element 22 will be partially wound upon the drum 23, thus oscillating the rock shaft 13 which constitutes the i'ulcrum of the lever L against the gravity of the weight 16 and moving the arm 14 in a downward direction to the nonobstructing position shown in dotted lines in Fig. 2; when the switch is thrown open, the flexible element 22 is unwound from the drum, and the rock shaft 13 will be oscillated by gravity of the weight 16, thus lifting the arm 14 to the obstructing position shown in i'ull lines in Fig. a.

The air pipe 30 of a train is provided with a branch 31 having a. relief valve 32, the stem of which 83 is provided with a lever 34 which, when the valve is closed, occupies an approximately vertical position, a portion of said lever extending downwardly in the path of the arm 14 when the lat-ter is raised to an obstructing' position. Wfhen a train thus equipped approaches the brake actuating mechanism, and the latter is set with the arm 14 in an obstructing position, said arm upon engaging the lever 34 will oscillate the valve stem 33, thus opening the valve and permitting air to es "ape, thus causing the setting oi the brakes. When the main line is open, the arm 14 will be in a non-obstructing position as will be readily understood and no operation will ensue excepting the event of the breakage of parts, such as the flexible element 22, when the brake actuating mechanism will be automatically set by gravity of the weight 1G.

From the foregoing description, taken in connection with the drawings hereto annexed, the operation and advantages of this invention will be readily understood.

The construction of the improved brake setting mechanism is simple and it may be installed at a moderate expense; its operation is not only safe and sure, but is, apartrom the initial setting, entirely' automatic and not dependent upon the watchfulness orn the employees.

Having thus described the invention, what is claimed, is

In a device of the character described, a supporting member such as a post or upright supported adjacent to a railroad track, a shaft extending therethrough, a lever fulcruined upon the shaft and having one arm extending in the direction of the track and an oppositely extending arm carrying a weight, a hood supported upon the lever and having side members engaging the shaft, which latter ext-ends through said side members, a crank extending downwardly from the lever, and means connected with said crank to rock the lever against the'gravity oi the weight, said means including a ilexible element connected with the crank, and a suitably supported winding drum for the flexible element.

ln testimony whereof l affix my signature in presence of two witnesses.

JAMES F. REYNOLDS. lllitnesses R. L. Droit, Jr. C. W. `WEGKBACH.

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