US1119881A - Automatic safety-stop for trains - Google Patents

Description

J. V. RUND.

AUTOMATIC SAFETY STOP FOR TRAINS. APPLICATION FILED MAR.7,1913.

1 ,1 1 9,88 1 Patented Dec 8, 1914' 2 SHEETS SHEET 1.

an uentoz J. V. RUND.

AUTOMATIC SAFETY STOP FOR TRAINS APPLICATION FILED MAB..7,1913. Patented Dec. 8, 1914.

2 SHEETS-SHEET 2.

Qwuemtoz JOHN V. RUND,

OF PESOTUM,

ILLINOIS.

AUTOMATIC SAFETY-STOP FOR TRAINS Application filed March 7, 1913.

To all ir/wm if 2/ concern Be it known that I, Join Y. RUND, citizen or" the l nited F tates, residing at Pesotum, in the county of hampaign and State of Illinois, have invented certain new and useful .lIHPIOVOIUt'IItS in Automatic Safety- Stops for Trains. of which the followingwis a spei.,:itication.

My present invention relates to new and useful improvements in safety appliances for railways and more particularly to that class of safety appliances which are intended to prevent an engineer running his train past a danger signal, this invention being an improvement over the safety appliance disclosed in my copending applica tion tiled January 31. i913 and bearing Serial No. 745,471.

lhe aboie referred to application discloses a trip device positioned adjacent the track and movable into and out of operative position to engage certain plungers carried by the locomotive in such a manner as to successively apply the air brakes of the train and close the throttle valve.

The principal object of my present inveir tion is to provide means operable by but one plunger in connection with the trip which will successively close the throttle valve and then apply the air brakes of the train.

A Still further object of my inv ntion to so arrange the mechanism that the air pressure in the air line of the train is uti lized as the means for closing the throttle valve, and further so arranged that the closing of the throttle valve automatically operatcs to vent the air line and apply the brakes.

A still further object of my invention is to so arrange the mechanism that a manual closing of the throttle 'alve before the en gine reaches the trip will render the action of the trip upon the plunger ineffective. Because of this the engineer, if he sees the danger signal. may close the throttle valve and then gradually apply the air brakes as he sees fit to bring the train to a gradual stop whereas if the brakes were applied by mechanical means the stopping of the train would be sudden.

'ith these and other objects in view, my invention will be more fully described, illustrated in the accompanying drawings, and then specifically pointed out in the claims which are attached to and form a part of this application.

In the drawings: Figure 1 is a fragmen-' tary elevational view of a conventional form Specification of Letters Patent.

Patented Dec. 8, 1914.

Serial No. 752.724.

of locomotive showing my improved appliance in normal position, the throttle valve lever being somewhat enlarged to more clearly show its construction and operation; Fig. 2 is a view similar to Fig. l, but showing the manner in which the throttle valve is closed and the brakes applied by the engagement of the plunger by the trip.

Corresponding and like parts are referred to in the following description and ind: {ted in all the views of the d awings by the same reference characters.

To insure a clear understanding of my invention I have illustrated the same a1- plied to a conventional form of'locomotivc 10 having a throttle valve stem 17. pro sided at one end with a laterally otl'sct se tor rack l2? and operable by a throttle lever '33 pivotally connected intermediate it length to the free end of the valve stem and by one end to a bracket 1-1. This throttle leve erries a housing 15 for the usual lair h bolt 16 which is normally held in engagement with the sector rack by a spring. not shown. and which may be manually swung from said engagement by a connecting rod 17.. the free end of which is secured to a pivoted hand latch 18 of the lever. The above described mechanism is of conventional type and its operation will be readily understood.

One end of the air line of the air brake system is extended beneath the locomotive as shown at 20 and provided with :1 normally closed valve 21 of the turn plug type. the operating lever of which. under ordinary conditions. extends vertically and terminates in a pair of spaced arms Mounted at any suitable point upon the locomotive but in alincment with the intermediate portion of the throttle lever 13. is a cylinder 24 closed at its ends and provided intermediate its length with an outlet port 25. A pipe 26 leads from the outlet port of the valve 21 to that end of the cylinder ad jacent the throttle lever of the locomotive. A piston 27 carried by a piston rod 28 is mounted for reciprocatory movement in the cylinder and is so proportioned that when moved to the farther end of the cylinder communication is established between the pipe 26 and the outlet port 25 of the cylinder through the cylinder. The piston rod 28 is mounted for reciprocation through a sleeve '29 provided in its lower face with a longitiulinally extending slot 30, the .pur pose of which will he hereinafter explained and is connected at its free end with the p' otally connected ends of links 31 and 32, the free end of the t'orn'ier link being pi voted to the intermediate portion of the throttle lever 1 while the free end of the latter link is pi voted in like manner to the hand latch 18.

From the foregoing description, it will be apparent that the throttle lever may be swung forwardly in the usual manner to close. the throttle valve and that during this movement of the throttle member, the piston will be ad anced to the forward end of the cylinder. This, however, will have no ellect on the air brakes unless the valve :1 is opened and the manual operation of the throttle valve is therefore-the same as usual. Ypon the other hand, if the valve 21 is opened by proper swinging of the valve le\er 2; air will pass through the train air line 1h. valve 21 and pipe '26 to the cylinder 2 and this air will force the piston 27 to the forward end of the cylinder. This movement of the piston will automatically close the throttle valve and when the piston has reached the forward end of the cylinder and the throttle valveris completely closed. the air entering the cyliie der at the rear of the piston will escape througl'i the outltt port 25 of the cylinder and this escape of the air. venting the train line. will apply the air brakes to stop the train.

(Jne of the principal objects of my invelr tion therefore is to provide means which may be readily operated by a trip posi' tioned along the. track for opening the valve 21. while a further object is to so arrange this valve operating means that a manual closing of the throttle. valve will render said means imiperative as regards the valve 21. To accomplish this 1 have provided a downwardly depending bracket 33 which may be secured to the jacketing of the boiler or other suitable portion of the. locomotive and which is provided intermediate its length and at its lower end with forwardly directed arms 34 providing alined bearings 35 which carry a plunger shaft 36. The lower end of this shaft lt' terminates in a fork 37 in which is jourualed a roller 3P while the upper end of the. plunger also terminates in a fork 359 between the prongs of which is journaled a roller HP. The plunger is normally held in lo'w'ermost position through the action of a helical spring which surrounds the plunger hearing between the lower face of the upper arm 31' and a collar securely mounted upon the plungei A pivoted bell crank lever 13 is provided at one end with a slotted arm H in which the roller 40 seats. the fork arms or prongs extending one upon either side. of said leve arm. .\n operating rod if is pivotally con nected by one end to the free end of the ol' hosiia .rni rthis lever iii and s cut operating rod lf) extends.

away adjacent its opposite end to form a lioulder l6 and to provide an upwardly inclined lower face 5. This operating rod is so proportioned that in normal position of the plunger and lever 43. the rod seats between the spaced arms 2; of the valve lever 22 with its shoulder to hearing against the forward face of said lever.

The piston rod :28 carries a downwardly de 'iending arm 48 which extends through the slot 30 and which terminates in spaced arms 4!) between which the free. end of the A roller 50 journaled between these arms forms a sup port for the free end of the operating rod, as clearly shown in the drawings.

.\s will be readily understood from the foregoing description any upward movement of the. plunger 36 will act through the bell crank lever to mow the operating rod iearwardly and, because of the engagement of the rods shoulder l i against the valve lever. to open the valve 2i and so close the throttle valve and apply the air brakes in the n'ianner previously descri ed. it. on the other hand. the throttle lever has been previously closed by hand. it will ha\e ad wowed the arm 43 to raise the rod 1 and disengage the same from the valve lever. Because of this, any upward movement of the plunger transn'iitted throughthe bell rank lever to the operating rod will then be ineli'eetive and the brakes will not be ap' plied. V

It will of course be understood that I do not wish to limit myself to any specific form of trip for operating this safety a r pliance but for the sake of clearness l have illustrated. in Fig. 2, one form which has been found successful. This trip inludes a longitudinally bowed body member 51 having downwardly depmiding parallel end portions 52 and 32%, the latter of which is provided with a lateral extension Til terminating in a lever arm 53. The end portions 52 and are provided with alined bores by means of which they may e pivotally mounted between the ears of brackets 3h carried by the track rails 37. .\n v suitable means such as a connecting rod .78. and an operating lever. not shown. may be employed to swing the trip member 31 from horizontal to vertical positioi to bring it into alinement with the phu fie: fit, of the train. As this trip me: haizi m howe\ er, forms no part of my present :a vention. any further description of ihe same is unnecessary.

From the foregoing description. it w ll w apparent that I have provided an anti matic safety appliance by means of hich the throttle valve may be. closed and the air brakes applied automatica ly upon running by a danger signal. ll will of cours be understood that I do not wish in any way llill lilt to limit myself to the specific details of construction above described and illustrated in the drawings as minor changes in construction, within the'scope of the appended claims, may at any time be made, without in the slightest degree departing from the spirit of my invention.

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

1. The combination with a locomotive having a throttle valve and an air line including a valve, of means operable to open the air linevalve, means adjacent the track for actuating said first, means, means operable by the manual closing of the throttle valve forrenderin said first means ino erative, means opera le by the opening 0 the air line valve for closing the throttle valve automatically, and means operable by the automatic closing of the throttle valve when the air line valve is opened for venting the air line.

2. The combination with a locomotive having a throttle lever and an air brake line including an air valve, of a cylinder closed at its ends and provided intermediate its length with an outlet port, a pipe communieating with the air valve and leadin into the rear end of the cylinder, a piston inthe cylinder, a piston rod operativelyconnecting the piston and throttle valve lever, a down wardly depending arm carried by the piston rod, a plunger mounted for reciprocation in advance of the air valve, a lever operatively connected to the plunger, an. operating rod pivoted by one end to the lever and operatively engaging the air valve, and a cam faced terminal formed on the free end of said operating rod andbearing upon the arm carried by the piston rod, said operating rod and arm being so proportioned that the closing of the throttle valve will raise the operating rod out of engagement with the air valve.

3, The combination with a locomotive having a throttle valve and an air brake line including an air valve, of means operable by the opening of the air valve for successively closing the throttle valve and venting the air brake line, a sliding operating rod having an inclined end providing ashoulder for engagement with the air valve to operate the same, means actuatable from the track for operating said rod and means operable by closing of the throttle valve for -moving said rod out of engagement with the air valve.

l. The combination with a locomotive having a throttle valve and an airbrake line including an air valve, of means operable by the opening of the air valve for successively closing the throttle valve and venting the air brake line, a sliding operat ing rod having an inclined end roviding a shoulder for engagement with t e air valve to operate the same, means actuatable from the track for operating said rod and means operable by closing of the throttle valve for moving said rod out of engagement with the including an air valve, of a cylinder closed at its ends .andprovided intermediate its length with an outlet port, a pipe communieating with the air valve and leading into one end of the cylinder, a piston in the cylinder, a. pawl carried by the throttle lever for locking the same in various positions, a hand latch operatively connected to the pawl to release the same, a toggle mechanism between the pawl and hand latch for releasing the pawl, a piston rod connected to the piston and operatively engaging the toggle mechanism, a downwardly depending arm carried by the piston rod, and means supported by said arm operable to open and close the air valve, said valve closing means being movable into and out of engagement with the air valve by reciprocation of the piston rod.

6. The combination with a locomotive having a throttle .valve lever-and an air valve, of a rod actuatable from the track operatively engaging the air valve, means including a reciprocating piston rod operatively connected to the throttle lever for closing the throttle lever after opening of the air valve, and means carried by said piston rod adapted upon manual movement of the throttle lever to move the firstrod out o engagement with the air valve.

7. The combination with a locomotive having a throttle valve lever and an air valve, of a rod actuatable from the traclcoperatively engaging the air valve, means including a reciprocating piston rod operatively connected to the throttle lever for closing the throttle lewer after opening of the air valve, and means carried by said piston rod adapted upon manual movement of the throttle lever to move the first rod out of engagement with the air valve, said means including an arm carried by the plston rod, and a roller carried by the arm and extending into engagement with the first rod.

, In testimony whereof I afiix my signature in presence of two witnesses.

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