US1122643A - Automatic control for the speed of trains. - Google Patents

Description

B.. A. @L J, A. RICE. y AUTOMATIC CONTROL POP. THB SPEED 0F TRAINS. APPLICATION FILED JAN.2,1914.

,l ggsn Patented Dec. 2s. i914.

3 SHEETS-$112211.

Elgar-zal @FMX/weones 4 Q E. AUTOMATIC GONTR-OL POR THE SPEED 0F TRAINS.

R. A. a.; J. A. R10

APPLICATION FILED JAN. 2, 1914y Patnted Des. 29; 19M

3 SHBETSASHEET 3.

Horne/ia a www ED JOEL A, H1133, F FEU] 'Z0-Elli, 5l "1i" ppwxton lef. anuary S1, 19M. fie-fin No. 369,354.

ii @html J.. e man limfing Contmng mechanism 2.5 the 'truck of im engine. 1:. an elvaton pmty insecton, showing he use of a sgltly "ferent 'form o" gm'elor ustratng diagrammaay one means by which it coud be cmlecs with the mak shaft. is a perspective amil Skov. 'tag sght modcdzion 'Whereb f the .move pnt mf the push To@ @pens the which ,Qty mlenses a'f 'lom thelt'an vipe. Fig. 4L is a diagmmmac plan View justrang the position of the track device adjacen- *ehe signal herein shownas sei: :2 ange? and the preceding signal which is hfire shown as sez at caution. Figs. 5 and 6 an); Vertical sections of th track trip, and Figs., 2' @1&8 :ne secna YQWS on. th.. lines 7;-3' and 8 respectively C n h@ dvzm'ingfs have illustae only so much. bf 'the train m muy@ pmucualljf he engine E as is necessay to enact with this invention, having shawn a pail of wheels Vf tl'ax'ing gli *he rails Ram@ CGD- nec'ed by an miie. Th@ a'tar E rxjeg a spee govenof G which muy be of any Stabe type, bui* is nended to operate af: a Cei-tain predeermne (say ten nes an holly) *so open esem@ mh'e a twain pipe 01' air brake Sirs' Lm wich iS ten dsgnated as a whole by the lete B. Thspermits'the Figure l pmpecme diagram with ncion of u, setting devies Vance nemed x when 'the s' raised llo am@ A am mined Setng device awoma in positfm engine has le@ the signal if th@ Engine@ cani-imam' 2' i struck, it' @l bring A n ocflte this und seal the. atbes mer will than Exam te di mount a break tha sea in or del to gain open this #mergecy switch. L, however, ha Y the danger signa?. 1n-: mg at a "10W rate of sp v not be actuated and there 1e?- delay, as an danger knowledgd by Sppng: ing as one cnn see 22nd know Cem.-

The gc-"fe-no G is shown on l as :g4 eeGt-c gener tor l hte@ :1S 2 th 3, and baking its Wires i o a magix@ a, bof; ami ass f ffh an -uet pm' The seh Y cece, bxoadl cesgnated by the e/t f ,.own on thi@ shea-', as Consistng o Spring 'locaefi Within a (fj/*Ender 11 :md tending normally to move a pson l2 theren owmd h cndm heal: hough Wch opens pipe 13 from the valve casing x, the force of said Spring being "lnsucient, nowem, to ovelcome th pressure of the ai' :N- mitted, Therefore when the vave stands Tvh the port 9 dosed, pressure in the brake, Sysem Win cdmpress the spring l0; but

ceases beyon a ce'fta limit the gcvemcl' will ener'giie'the magnet andthe latter will move the valve 6 so as to close the supply through the'other head of the cylinder, an

the movement of this rod by the expansion of thev spring sets the tri arm A. in a man -ner which will be descri ed below.

Mounted in suitable bearings 26 on the engine and preferably on one of the trucks thereof, is a rock shaft 21 having each end provided with a head 23 at its flower extremity. On this crank i's rotatably mounted a vsleeve 24 having near its upper end two radially projecting wings 25 and at its lower end an outwardly projecting nger 26'.l The ino'er stands ut. right an les to the sleeve, and the sleeve is mounte on the crank 22 which stands at right angles to the` rock :shaft 21-hence the finger stands ou a line' parallel with said shaft, and by preference the position' of thefinger is such that it actuated. vWhen, however, the entire rock projectsA away' from the track and in position to strike the track trip T when the latter standsupright as seen in Fig. 1 on Sheet l. Slidably mounted in eyes 30 which may well be formed on one of the bearings 2O is a push rod 3l standin parallel with the crank shaft 21 and having at its outer end a head 32 which is disposed mainly to one side of the rock shaft 21. although it may have an eye 33Which passes around said shaft. Disposed on the latter between the eye and the nearest bearing 20 is an expansive spring 34 moving the entire push rod normally outward. When now the parts stand in their normal position with the sleeves 24 pendent, and the finger 26 isv moved in one direction, one of its wings 25 strikes said hea-d and moves the latter 1nward against the tension of the spring 34,

so that the entire push rod is moved inward lalongside thefroclr shaft 21; but if the finger 26 should be moved in the other direction its opposite wing 25 would notstrike said head and the push rod would not be shaftis rotated Within its bearings 20 so that the ,crank22 is moved from a pendent position to a horizontal position, it will be obvious that the sleeve and the fin-ger are. carriedupward to the position shown' in l dotted lines'in Fig. 1 andthe trip' T will notnow be lstruck by the vnger 26 because the latter is. so high that it passes over the tip of said' trip when the-engine moves past the latter in either direction. The roclr shaft 21 is connected ',with the setting device y bv means of an arm 137 rising rigidly from, said shaft and connectedwith the outer end of the rod 14, and therefore the rock shaft bent'downward into a crank 22 whichis' is turned to set the trip arm in active or inactive position by the movements of the set* ting device S, which latter is actuated by the governorG in a manner above described.

While theI spring 10 is described and shown as exertin its tension to hold .the arm A in set or owered position, it is obvious that by simply turning the shaft 21 a quarter turn in the arm 37, the position of 'the finger 26 would be reversed' and would be held in raisedinoperative position by the spring 10and lowered into oper! ative position whenthe port 9 of the vvalve 'I 6 is closed and the ressure in the brake system compresses sai spring 10.

In Fig. 1 is typically illustrated one form oli-switch which we might employ in order to apply the brakes when the push rod is moved inward in the manner just set forth. This vswitch has terminals 40 and 41 from which wires 42 and 43 lead to the emergency control valve in a manner not necessary to illustrate, and pivoted at 44 is an arm or blade 45 adapted to be moved between said terminals when the push rod'is driven inward. The whole device is incased within a box or casing 46 whose door 47 is held closed by means of a seal 4Q, andafter the push rod has been moved to force the blade 45 betweenthe terminals and close the circuit it is impossible for .anyone to retract the bladel and open the switch,l unless he breaks the seal vand opens the door of the casing. As this cannot be done without the engineer dismounting from hisl cab and getting at the device which we would preferably locate on one of the locomotive trucks,

it follows-of necessity that his engine is at proceed into the new block at low speed and with due caution. But if he does not reduce his speed below' a predetermined limit, the trip arm will be moved and the brake automatically applied by the emergency control mechanism, and then he will be forced to come to a stop and record himself by break-- ing the seal.

The overnor Gr and the setting mechanism of Fig.'2 are "ofslightly different construction, although the result is the same'. Here the governor proper 1 is connected by a flexible shaft 2 and gearing with the axle B and moves a cross head 4 when the speed of the train increases. The cross .head through' alink 5^ and a bell crank lever 6 pushes'on a' rod'14 which actuates the arm 37 on the rock shaft 21 as above described. This illustration' is given masses i toshow that any suitable type of governor be employed and any suitable type oisetting mechanism to connect the gever nor Withthe rock shaft so that the action of they vformer would be to set the trip arm A in position to strike the trip l l Instead of having the push rod close a circuit through wires 42 and 43 which energizethe emergency control in the air brake system, this push rod could directly open a valve in the train pipe B as, for instance, by

the means illustrated in Fig. 3. Here said train pipe has a branch lo closedhy a valve 4.4 having a handle @f5-the entire valve being locatedwithin the box A16 Whosetdog'ar 47 is closed and Isealed as at 48 as above described. The push rod 3 1 passes through the side of this box ahd is directed toward said handle 45 and when the device is actuated and the push rod is projected the valve is thrown open so that air escapes from the train pipe B and the brakes are automaticallyapplied. This is an illustration his train and break the seal and make a record.

In Fig. 4 is diagrammatically illustrated how the track trip T (described below) is disposed close to one signal which We will call the danger signal D but quit/e remote from the signal in advance which we will call the caution signal C. The engine E is approachin from the left as seein/and its trip. arm i is set.k `When the engineer passes a cautionary signal C it is his business to slow down because he has been so directed by the position of this signal., and if he does so Athe arm A will not be set and the brakes will not he automatically applied. if, however, he fails to slow down before reaching the danger signal D, the

arm A Will be set and it Will strike the track trip T which is located near and preferably in advance of this signal D, and then his train Willlie brought to a full stop and he will befcompelled to make the record as described above.

The track trip T whose details are best seen on Sheet 3 or" the dran/"ings, includes an upscanding finger mounted on a rock shaft 51 which is journaled Withiira casing 52 and carries a toothed segment 53 mesh ing vvith a larger segment 5l also journaled .211..sa1d casing andihaving an larnfiature ,on the other side of its pivotal support or journal 15.6. This armature 55 stands over -the circuit 'through the Wirf-'- a magnet 57, and the Wires 58 oi' the latter include a source oi' electrical energy and a signal-switch which is closed when the signal is set at safety and broken when 'the signal is moved to danger. above sugi gested, the signal. will doubtless he one or" the block signal system, and Will be located some distance beyond the track trip mecha# I mism-the details of this signal and the means for setting it forming no part oi the present invention. llfhen. now the signal is set at danger the circuit through the .vires 5S is broken and the Weight o1 the two toothed segments causes them to move to the position shown in 5 so that the rock shaft 5l turns and the linger 50 set upright in position to he struck by the'rclngerv 2G on. the trip arm A. llhen, however, the signal isv turned to safety the circuit is closed, the magnet 57 energized, the armature 55 attracted, and the two toothed ments rise While the Enger 50 descends out of position to he struck by the trip arm A, and the track trip stands in this position as long as the signal is at safety. Therefore `the engineer is at liberty to pass asignal when set at safety, and continue along the track and into the neat block at full speed, Whereas it has been explained above hovv the setting of the signal at danger or caution must be heeded by him to the extent that ne shall reduce his speed l.Je-tore passingy the track trip, for otherwise his engine will he brought to a full stop.

1l/"Vitllin kthe casing 52 is preferably disA posed a holding magnet 60 located above a lug or enlargement (Si on one of theseg-` ments, which serves in effect as the ari E ture for this magnet.

of the main or actuating magnet The other `pole of the holding magnet GO con-r nccted bj a Wire with a plate 6simountell Within hut insulated from the casing. leneath this i another plate ($5 insulated from One pole the lattor is connected by a wire 62 with one pole the casing and from the iirst plate, and the main magnet contact 6? and 'all i the signal moved safety is energized and ie segment 5% i it does sdthe brush or Contact fi? me the platelo onto the plate 131i r plate circuit completed 'through the he? i, magnet GG and broken `tlircuigh the main magnet of., The holding magnet non: nt-

so that thel tracts armature (il land holds the seg- 39 nient positively elevated and the finger 51 positively depressed as vlong as the circuit remains unbroken by the switch which is held closed by the signal in a manner already described. Thus it Will be seen that the first impulse of the circuit when it is closed by the signal switch is to actual-e the main magnet and raise the rather heavy segment, and the next impulse of the circuit when it ,has ceased to energize the magnet 57 isV to energize the holding magnet (S which requiresy much less current, and this magnet will hold the segment raised and the finger 50 depressed.' lint when the circuit is broken as by the movement of the signal or perh'apshy the parting of the wires, the Weight of said segments will causey themto fall and the finger 5l) will be raised so that the trip arm A ywill be struck in any event. This construction puts as little mechanism a's possible between the heavy segments and the actuating or tripping element 50, and therefore if anything should .happen 'to the mechanism or especially to the electrical portions thereof, the

- track trip '.l would stand in operative posit-ion.

Throughout this specification we have referred to several mechanisms or devices which are well known in the art and therefore do not need further illustration andl description. 'T hat is to say, the air brake mechanism, broady designated by the let-v and their manner of setting and tripping automatically from towers, or by the passage of the trains, are well ltnoivn to those' familiar with railroa ding, and need no further illustration. We may say in closing that this device is applicable to steam as Well -as to electric locomotives, and although Weiha've spoken of its application to an engine. it could of course be placed beneath a car. We have shown tivo of the trip arms A on Sheet 1, and it is quite possible to apply one to either end of the rock shaft 21 by reversing the position of the heads on the push rods so that that at one vend of the rock shaft would stand on one side of it and that at the other end on the other side. Therefore, Whichever ay the engine is moving that linger 26 which is then on the right hand side will engage the track trip T. It follows that the device is useful on a single-track road, and on an engine ormotor car which moves always forward or-on one which is double-ended and moves With didferent ends forward when it is running in diierent directions along the line. We have not considered it necessary to illustrate the-Wiring from the track tip device to the signal, nor the switch Within the signal tower referred to in this specification. Nor will it be necessary to illustrate and describe the wiring by which this invention could be applied to a single track road whereon trains Were running in both directions, although it will be understood that our improved automatic control may be applied and used in conjunction ivithv block or othery signal systems which are applied to a single-track road. The details other than herein described ormno essential part of the present invention.

What is claimed as new is:

l. The combination with a rock shaft mounted across a truck and having a crank at one end, ,setting mechanism cr giving said shaft one-quarter revolution, and means for actuating said setting mechanism; of a trip arm rotatably'mounted on said crank and/having an outwardly projecting linger adapted to strike a track trip, a push rod slidably mounted alongside said rock shaft and adapted tobe moved by the rotation of said trip arm,xand a switch adapted to be closed by the inward movement of said push rod. p

2.v The combination with a rock shaft mounted across a truck and having a crank at one end, setting mechanism or giving said shaft a one-quarter revolution, and means for actuating said setting mechanism; of a trip arm rotatably mounted on said-k crank and having an outwardly projecting finger' adapted to strike a track trip, a push rod slidably mounted alongside said rock shaft and adapted to be moved by the rotation of said trip'arm, a switch connected with the emergency control valve of the Abrake system and actuated by the inward movement of said' rod, a. casing vlnclosmg vsaid switch vand having a door, and a seal holding the door closed.

3. The combination with a .rock shaft mounted ross a truck and having a crank at one end, setting mechanism for giving said shaft a one-quarter revolution, and means for actuating said setting mechanism of a trip arm comprising a sleeve rotatably v vin said bearings and having a right-angrlar crank at one end With a head at the extremity of thecrank, means for giving said shaft@ of the rock shaft andv having at its outer end a head standing behind said wing when the crank is perdona-the head being provided with 'an eye loosely embracing the shaft, an expansive spring on the latter between the eye and the nearesthearing, and

brake-controlling mechanism actuated hy the inward movement of said push rod.

5. The combination with a shaft mounted in bearings in and extending across a locomotive truck and having normally pendent cranks at both ends, an arm opstanding from the mid-length ci said shaft, setting mechanism connected with the arm for giving the shaft a one-quarter revolution, and a trip arm rotatably mounted on each crank and provided with an outstanding finger and'at its upper end with laterally projecting wings; of push rods slidahly mounted alongside said shaft at the ends .thereof and having heads at their outer ends, one head standing insidev the rearmost wing of the adjacent trip arm and the other head standing inside the foremost wing of the other trip arm, means for pushing said trip arms outward lwith yielding force, and brakecontrolling devices actuated hy the inward movement of either push rod.

6. The combination with a rock shaft having a crank at one end, setting mechanism for turning said shaft, and means for actuating said setting mechanism; of a trip arm rotatably mounted on said crank and having an outwardly projecting finger adapted to strike a track trip, a push rod slidably mounted alongside said rock shaft and adapted to he moved by the rotation of said trip arm, brake applying mechanism actuated by the inward movement of said rod, a casing inclosing said mechanism and having a door, and a seal holding the door closed.

7. The combination with arock shaft mounted across aitruck` and having a crank, setting mechanism for giving said shaft a partial revolution, and means for actuating said setting mechanism; of a trip arm comprising a sleeve rotatably mounted on said crank and having an outwardly projecting finger adapted to strike a track trip and two laterally projecting wings, a push rod slidably mounted along one side of said rock shaft and having a head standing behind one "Uffing when the crank is pendent,

'and brakeJ-ontrolling mechanism actuated bythe inward movement of said push rod.

In testimony whereof we have hereunto set our hands in presence of two subscribing witnesses.

.ROYAL A. RICE. JOEL A. RICE.

Witnesses Giras. Sellano, AGNES Soriano.

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