USRE15633E - Hamilton - Google Patents

Description

June 19, 1923.. v Re. 15,633

V M. E. HAMILTON ET AL AU'IOIIATIC TRAIN SPEED CONTROL Original Filed Feb. 9. 1920 2 Sheets-Sheet 1 INVENTORS liar/0c 6. $8 ma'lfon Mil/J r JZJo/znsarr,

Re. 15633 M. E. HAMILTON ET AL AUTOMATIC vTRAlN SPEED CONTROL Original Filed Feb. 9.1920 2 Sheets-Shee t 2 m u mm m mm a .n wa A mmfl lr amplyor 'the brake v v .30 (brake pipe), pre embly through the en- Ream! June 19, 1923.

, n. Y;, min wi'LL'rnt n; oniwsomfor AUTOHATII IO TEAIN SPEED CONTROL.

1 r it known that we, MAUmon liaisingion and, WIIJJ AM 'H."JQ HNsQN, c t zens of. trlthqf u nllgd States, residing respectively, at a v (New York, city, State of New. York, and Terra Haute, in the county of Vigo'and Stateofv Indiana, have invented a new and useful Automatic Train-Speed Control, of

n'ewhichthe following is a specification. It hasiheretofo're been. proposed to pro w automatic mechanism by ,means of which the brakes of a railroad train, trolley car, etc", will be automatically applied w th we service application whenever the speed exceeds'a predetermined rate, but such devices have not provenentirely, satisfactory, for the reason thateven though they be so iormedeaeto be locked from manipulation ilbyythe" engine driver their brake-applying funetions could be avoided the driver by called release? position.

' l heuobl'eotof our present invention is; I var wherefore, toprovide automatic mechanism 2 of-suchvcharacter.that,.when1the train has l ha o v redetel'minedspeed the brakes,

will be, automaticallyset and communica .liion- 'between the main reservoir, or air supszstem" and. the train line g ksevalve, be disestablished so' lo'ng'as prohi itedmaximnml' The accompanying drawings our invention. Fig. 1 is a diagram of the saidfiinstrmnent and those portions of the standard I uipment-ofmnair'brake system,

flve'ntio n; Bi ('2 is an elevation in partial vertical section ofthe main instrument of om invention; Fig; 3 i811. section on line mantis substantiall likethat' shown in our Patent"1',277,7 18,* 'dlfiering therefrom, however, some rticulars 'which will be 60 come apparent y the description.

In the drawings,"21 indicates a suitable easin 'which can belocked against aeehml ith' this casing is journaled a Ioi algae-mashed larch-i9, 1m,';sem1 no. 357,217,!i1edfebruiin 0,1920. l tor remuefled April 19,1923. Serial No. 633,221. p

v with, is' a cross arm 28 held the -usual engineers valvei'lio so-;

"valve13Z andthen opens va 7 1 37 and v38 are normally .held closed by),

through a suitable whistle43; Y the spleed of the train shall be equal fto-the 1 illustrate an'under'standing of our in- Application able "connections, from i rotating pm of the iif fi umreozY STA E "PAT T ,oFl-ice spring 25', slidin head 26 which carries an i externally threa ed sleeve 27 axially movable on shaft 22 and capable of rotation relae tive'to head 26, Mounted upon' h Sleeve 27 and havingfa threadedengagement theretionby a guideway 30 and carrying a temper screw '31., movementof the temper screw 31,.dueto Arranged in the path of v against rotaupward movement of sleeve 27, enforced balls 23, is a lever 32; on a 'shaft 33 carrying an arm 34 provided with two temperscrewsfio and 36 arranged to come succes- .70 sivcly into contact With thestems'of two valves 37 and 38 respectivelvmounted in a valve casing 39, the arrangement being such v that upward movement of. levers 32 from.-, the position indicated in' 1; first opens ve 38; Valves springs 37' and 38'mespectively, and by air ressure when the systemis charged,- or is;

eing charged, Valve 37 controls communicationtbetween ai, pipe,4l', which le'ads from In order to prevent continued soundin of the air brake system Eipe' ere of the whistle 43-When valve 37xis o ened, wearrange -anormallykopen checkva W45 'in the passage leading to pipe 42, in-such manner that theoutflow of air released by valve 37,"wi1l; close thecheck valve andprevent further outflow, the airpassing the check valve 'havin topass/out through pipe 42 and sounde whistle 43.- y

Valve: 38 controls-,fio'wof air from pipe '41 to .a passage 46- which" leads into'a dia- 'phragm chamber D having an outlet pipe 47- and a small bleed passage 48. Pipe 47 3 leads to a cylinder; '50 *within' which is mounted a piston. 51 normally moved :upwardly by a spring 52. Piston 51 carries a valve 53 which controls'flow ofair from "the main'reservoir R through pipe 54 to the engineers valve 1*], free flow of air-from;

the main reservoirR being unobstructed b One wall of chamber D is formed a diaphragm is normallydished invalve 53. under normal conditions. 1

1' qr; l

wardl arduown ip Fig, 8. This dia' phragr ri'oautids a; has '62 adapted to contact with a valve 63 which normally closes'out a let n we. 4:: the tm p 5 through the passage65. Leading into chambar 64 is a 'ssage 66' connected to a pipe 7 66 leadin .voir e w ich forms part of the air brake syltbm and \iscoiheded to usual enin gineers valve by ipe 67'.

Pipe 47 also le to a whistle 68 through a check vwlve similar construction and actiontoqcheck valve'o. p

- -1 it The c at .is asfollbws: The governor i i. 1 shift 22' continuously rotated as the train 1 moves a governor balls 23 fly out'in i 1 thehsual riiihncr asthe s ed increases, thus r raisin cros's'arm was lever 32. long'as the maximum speed, for wliich the apparatus is set, is not eme! nm'a'ched, our device does not Q V"*'fuflct' upbn the brakes, but as soon as the fiEbitcQmaximnm is closely approached,

' engages and o ns valve 37,Whereupon there Isa slight W of air from the f v i maihres'eryoii R'through pipes 41 and 42 to wltlstle'lflt-valve Woperating to limit the 7 sounding al to a sliort period. If the r'l'mr w'heed the warning given by G 13 and doesiiotj reduce the speed of thetrain, screw into contact with hndva'lvey38. Upon'the opening of thfi val've'38i air flow ,fiem'the main reset vdlrRifite-chunber and flows from thence dflfthrough the small bleed-opening 48 to "68 l f g fla iswhist e. The accumulation airiu immber D} operates first to push rogm -"fio oaltwardly and take up the V W 'fiisothattheifia may be a premonitoryj Z i i; l ,ofjvalVe-Gll, lithowever, the speed of the f trifimie not; promptly reduced, andva'lve 38 remains-open; the pressurethe chamber'D t "willincreaee to, a point snflicient tocause diaphragm 61 to drivevalve 63 tram its selm-tlins'oponing'a p =1; through pipe 'fifi-irom the equalizing reservoir e (or tram 9 line): and causing a train line pressure re- 1 duction. simiRtr to thiat produced by a moverom the usual equalizing resermoving screw 31 t: sleek Betsaid diaphragm andsounding of whistlegfiS before any opening mq t'ofi the eirgineers valve to service poulhfiomofpremureinchamber" D passelthroughdgige 471k) cylinder and, as pisterr ol oonsi bl'y exceeds-in hree. the of valve 53, said valve 53 is driven to its seat, so as to close communication from the main reservoir to the train line through theengineers valve E; As a' consequence, the engineer may not, by throwing his engineers valve to release position, recharge the train line and theequalizing-charmer and reservoir 0 and therebyrelease the brakes, as he might do, in spite of automatic 'operatlon of the mechanism'which we have described, if the automatically operated out off valve 53 were not provided. As soon as the speed ofthe train is reduced below the prohibited maximum, valve 38 is closed a'utomatically by its spring and the pressure within chamber D vpasses out through the bleed passages 48, whereupon valve 63 returns to its seat and valve 53' is retracted from its'seat, so that the brakes will be released in the regularand ordinary manner upon a re-oharging of the train line and finalizingreservoir in the usual-manner; I the speed reduction has been due solely to the automatic application of the brakes and" tion of the brakes. in the manner already d e-- scribed,'but that if following the automatic applicationof thebrakes, the engineer neduces the motive power, or the speed-decreased because of road conditions, so that the prohibited maximum isnot exceeded at the time ot the automatic release of the nipulated, preferablyinthe manner of manipulatiomthrough the manualtmanipullition of the engineers valve.

-5 0f means by whichthe aim at air a) trainline from the main reservoir or'air'supplymay be automatically controlled, and

(0) Of speed controlled-means by ",Wlliflhi elements (a) and (Mr may be automatically controlled, whereby all possibility-of any interference by the" engineer with the null matic application; ofthe brakes and mail tenance of braking action wheneventhesprm' speed reached, may be.

hibited maximum. prevented.

It will be understood that bleeding of the:

equalizing reservoir isequivalent to bleed;

ing the train-line, and that eonnectierr is- O lmade to the chamber principally including in line. Main reservoir" n p -control means for openm sald for structural convenience and inorder-tp utilize the internal-mechanism of theenglneefis valve in obtaining automatic service application of the brakes. Wherever referonce is made in the claims to the equal zin reservoir,that reference i sto be interpre includes any suitable air-supply.

It'willalso be understood that damnation of valve 53 is to revent any improper rechargingof traininc and-that any placing of valveto accomplish this result will within the invention. r a

We claim as 'our invention: A

- 1. The. combination in an air brake sys-v tom, of the main reservoir, the engineers valve, a valve-controlling outflow from the equalizing reservoir, a valve controlling flowlfrom the main reservoir to the equalizing:= reservoir, speed-controlled means, and means actuated by" said speed-controlled means "for opening the second-mentioned valve and closing the third-mentioned valve :uponthe attainment" of a desired maximum po tionby the speed-controlledmeans. v

2; -='I,he';combination in an" air brake systeaniof-amain reservoir, an equalizing reservoir,:; an engmeers? valve, means for causi manual; manipulation} of the: engineer-7s valve, meanswforlolosing communication between the-mam reservoir and the equalizin reservoir-pa controlled" member, a

-'means aot'uate lv by said speed-controlled member for eausin'g operation ofzthe said independent brakempplying mechanism and Enclosing; "commun cation between the? malllmllvil': and theequahzinlg'reservoir 'uponsuch-n lieation of the brakes. 3; T

atingf llthroilghr said manuallymanipulable means for lrestbringti ain line"'pressure,,and

speed-controlled means for causing train line pressurereduction and for closing communication between the pressure-restoring valve for c osing communication means andthe manually-manipulable means.

, 4. "The combination, in a brake system, of

a main reservoir, an equalizing reservoir, an engineers valve communicating wlththe equalizin reservoir and-the main reservoir, a normal open 'pneumaticall actuated main reservoir and the e 'neers valve, a

ators for said pneumatically-actuated valves, means for normally closing commumcation betweengthe main reservoir and said pneumaticactuators, and speed-controlled means fol-opening said last-mentioned normallylojan: applicatibnwof -brakes independent 0 he-com ination, in an air'brake systern, of a manually-manipulable means-for controlling train line pressure,rmeans opertween the closed communication on on the attainment 'ofa predeterminedjspee by said speed-controlled meanest. a I v 5.;.-The combination in 'an air'brake s tem of a pneumatic signal, a connection tween said pneumatic si aland'an'air sup: 5 ply, a normally close valve ,oontrollin communication between the :ainsupply an mined maximum, and a check-valve arranged in :-the connection between the air nal and closingfunder the action of said outflow.

supply and the signal, said check valve permitting a limitedinitial outflow tothe Sig so,

6. The. combination in mm brakeisys tern, of the main reservoir, the equalizing reservoir, the engineers valve,a-.valvecontrolling outflow from the equalizing reserw voi'r, a valve independent ofmanual con- 1 trol by the driver controlling flow from the main reservoir'to the equalizing reservoir, speed-controlled means, and-means actuated,

by said speed controlled' means for I opening thev second mentioned valve andclosingthe 1 thirdmenti'oned valvenpon theattainment v of the desired maximum position by t hc speed-controlledmeansfi Y 7; The combination inan; air .b'rake SIS. tom,- of the main' reservoir, the/equalizing. reservoir, the engineers valve, a normally v open valve the connection between, the main reservoir and equalizing reservoir, a

pneumatically actuated piston connected with said last-mentioned valvev for] closing the same, a normall closed valve inaccessible. to manual manipu ation,controllin an .ex-

haust passage from the equalizing o amber, s v r a pneumatically actuated member for open-:

ing said .last-mentioned 'valven apneumatic 1 r connection betweensaid pneumatically'actuated member and the-main reservoir, acon- J trolling valve in said connection, s end cone; trolled means for :actuating said; tioned valve, and-a pneumatlc' connection betweenthe aforesaid piston and the pneuloll:

matic connection between the pneumatically actuated member and the main reservoir on the delivery side of the controlled valve.

,8. The combinationin an air brake sys-' tem, of the main reservoir, the engineers,

valve, a valvecontrolling outflow from the train-line, a valve controllin flow from the 5 main reservoir-to the trainine, s eed-controlled means,-*'and means actuate v by said i speed-controlledmeans foropeni the sec-' end-mentioned valve and closingt e thirdmentioned valve upon thejattainment of a desired maximum position by the speedcontrolled means. 9; The combination in an air brake tem, of the main reservoir, the equalizing reservoir, the engineersvalve, a-valve'oontrolling outflow from the equalizing reservaisglawuhe eenbroflimg'flowfrom the main" Jotlieequaflizi reservoir through s valve, spee controlled means, 1

actuated by said= speedmonfirolled opeming ritdie sewnd-mentiomth bidsing the It'hiIH 'IDGIIfiOHQdVaI'VG naflmthmlflainmentjoi a desired maximum; pbflioibythespeeflmntrolied means Thwmminatienjn an air brake sys- "'m'maidreservbir, an engineer s valve, mmsr'fimvmmihg an applicatioii of brakiesa nfi' w menmkmuniplulhtion of the valve, *meaii's for closing eom'-- I- mm theim'ainu reservoir and 35 whit,- a speedieontmiiled member,

and me actuated bysaid speed-mntrofled w eaus'mgi operaeienfofehe said i Sendai: 'brakemppiysin ar d eaingvcommunioaflion ween thwmmn momma thetruin line upon such appli Whfxihaxbrakea; Y

1114 55119 ;.m1fi1'rimii'mn:in an air brake sysmfmmwinimeemir bn equalizing reser-' w ong-mere valve, meanafor cwusing iimi'omoi bx-likes independent of I ni elation oi the;- engineefis who; a, eloeingeommunication be M11111 in in reservoir and the eqhalizing memoir through thEengiIieers valve, 1: v :member, andi'neens actu- 'cliy fiiduispeedwontmlied member for i aperweiotwth'e' 1 said independ Iying-mhanismend for 0105 Big bepweenthe-mainreserwthai equylifling real-weir. through ""sq a'lwe u on such-:applicatimr minbimtion in a brake system, of dominan jengineers' valve com wfiihmhe firain fine; and the main v w *a, max mallyopenwpneumatically new wedomcloein gcommnnication bmvfl'ieimainhrofirve r andwflie engi- 1 101%, normelly closed; pneumat b isohnrgeivalve for dischargthe attainmenis {of I predhtermined speed by speed-controlled means.

inguaii' item the tram-line;- arconnecbiom hetween the main neservoir and the pneumatic flOQJHEiJOlES: roam-Said pneumatically-actuated munication betweenulie main reservoir and said pneumatic actuetiors, and speedc0ntrolled-means for opening: saidlast-mentinned norni'ail ly-cloed cbmmumicwti'on upon said speed-oontrollerbmeanse v The comhination inan air brake sys tem, of the main reservoir, the engineers' valve, a valve controlling outflow :fr0m=.thetrain-line, a valve independenb of manual control by the driver controllingrflovv from themain reservoir to the-traimiinespeedco'nbroiled means; and means actuated 'bv said speed-controlled means for opening: the

'seconki -menti'onedw valve and closing the third-mentioned iva'lve uponthe attainment; 66

ofi the-desired maximum PBSiUiOH by the M; The combination inan air brake sys tem', of fihemain reservoir;v the eligineer's" valve; a normally open valve in the connection between the main reservoir andtrainline, a pneumatically" actuated pisto1i=connecked. with said last-mentioned valve for closing-the same; a. normally closed valve inaccessible to rhanual'manipulation; control ling an exhaustpassage from the train-ling apneum'atieally actuated member for opehiqgrsaid last-mentioned valve,- a pneumatic connectionibetween said'pneum'etieell y actuated memberund t zhe'rnain reservoir; a con--' trol-lingvalve in said connection, s edc0ntiolledimeans for actuating said est-mew ti'oned valve,-and a pneumatic connection be tween the aforesaidpiston end the pneumatic connection between :the; pneumatically actuated member and the main reservoir (in the" delivery side of the controlled valve.

l MAURICE E. HAMILTON:

WILLIAM H. JOHNSON;

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