US1118797A - Automatic train-stop. - Google Patents

Description

W. S. PIKE.

AUTOMATIC TRAIN STOP.

APPLICATION FILED 11.22, 1914.

Patented NOV. 24, 1914,

2 SHEETS-"SHEET 1.

E Q 3 umr//////////// WITNESSES INVENTOR W 751121;? J'Pa'kw A TTORNEYS W. S. PIKE.v

AUTOMATIC TRAIN STOP.

APPLIGATION rILnn 11.22. 1914.

Patented Nov. 24, 1914.

2 SHEETS-SHEET 2.

'lllllllh ATTORNEYS 'HF NORM, PEIERS 1:0 PHDTO-LITHQ. WAhHINh mN n WILLIAM S. PIKE, 0]? RED OAK, IOWA.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Nov. 24, 1914.

Application filed April 22, 1914. Serial No. 833,786.

To all whom it may concern:

Be it known that I, VVILLIAM S. PIKE, a subject of the Czar of Russia, and a resident of Red Oak, in the county of Montgomery and State of Iowa, have invented a new and Improved Automatic Train-Stop, 01 which the following is a full, clear, and exact description.

My invention relates to automatic trainstops; and the object thereof is to provide means for automatically applying the air brakes and closing the throttle valve when the engine of a train leaves the track.

I attain this object by the mechanism illustrated in the accompanying drawings forming part of the specification, in which simi lar characters of reference indicate corresponding parts in all the views and wherein Figure 1 is a diagrammatic, vertical cross section through an engine provided with an embodiment of my invention; Fig. 2 is an end View of the device in the direction of the arrow 2 shown in Fig. 1; Fig.3 is a plan view of Fig. 2; Fig. 4 is a detail structure of the connection of the member operating the engineers air brake valve and the connecting rod; Fig. 5 is a horizontal section on line 55, Fig. 2, showing the shape of the member for operating the engineers air valve; Fig. 6 is an end View of the device in the direction of the arrow 6 shown in Fig. 1; Fig. 7 is a horizontal section on line 77, Fig. 6, showing the detail structure of the switch; Fig. 8 is-a section online 88, Fig. 7; Fig. 9 is a detail structure of the switch positioned under the frame of the locomotive; and Fig. 10 is a diagram of the electrical connections used.

Referring to the drawings, the underframe 11 adjacent one of the axles 12 is provided with a bracket 13 which carries an insulated plate 14. A switch 15 is mounted on said plate. The switch is covered by a cup-shaped cover 16 engaging the plate 141. A plunger or push-button 17 is mounted in the cup and is in engagement with one of the members of the switch 15, and when the plunger is depressed the switch is closed.

Pivotally mounted on the under frame 11 is a pair of oppositely disposed tripping levers 18 each engaging with one end the plunger 17, while the opposite end of each lever is provided with an end slot 19 engaged by a pin 20. The pin 20 is carried on a toe 21 of the downwardly extending arm 22 pivotally connected to the under frame 11. The lower end of each of the arms is provided with a flanged roller 23 disposed adjacent the rails 2L and adapted to come in contact therewith when the wheels of the locomotive leave the track. To prevent the closing of the switch 15 under the vibration of the moving train, springs 25 prevent the downward movement of the ends of the tripping levers 18 engaging the plunger 23. The upward movement of said ends of tripping levers 1.8 is prevented by the provision of brackets 26 engaging the arms 22.

WVhen the locomotive jumps the track, one of the rollers 23 will come in contact with the rail 24: and, therefore, willmove inward, causing the end of the tripping lever engag ing the plunger to close the switch, thereby sending a current to the motor 27 mounted in a suitable place in the cab of the engine. The movement of the motor is transmitted to a shaft 28 through suitable gearings 29, so as to obtain a proper reduction of speed. The shaft 28 is provided with a pair of cocentrics 30 and 31 provided with eccentric rods 32 and 33 respectively, the rod 32 being connected to a crank 3 1 mounted on one end of a horizontally disposed shaft 35, the opposite end of the shaft carrying an arm 36 adapted to engage a lever 37 of the throttle valve. The eccentric rod 33 is connected by means of a link 38 to a crank 39 provided at one end of a substantially vertical shaft 10, the opposite end of said shaft 4.0 being provided with a hook-sha 36d arm 11 adapted to engage a handle 12 o the engineers air-brake valve.

Thenormal position of the arms 36 and 4-1 is such that when the lever 87 of the throttle valve is fully open it does not interfere with the arm 36, nor does the handle 42 of the air brake when in running position interfere with the arm 41. When the circuit from the switch 15 to the motor is closed and the shaft 28 is revolved by the motor 27, the eccentrics 30 and 3.1 will displace the arms 36 and 41. The maximum displacement will be when the eccentrics 30 and 31 turn through one hundred and eighty degrees; and this displacement will cause the end of the arm 36 to move the lever 37 and close the throttle valve. The arm 11 will turn the handle 42 to emergency position and apply the brake. When the eccentrics have turned through an angle of one hundred and eighty degrees, as stated, the supply of current to the motor is cut ed by a switch 43 placed in the circuit. This switch is mounted on the bracket which carries the gear transmitting the movement from the motor to the shaft 28, and is actuated by a cam -14 mounted on a stub-shaft 45, the motion of which is transmitted from the shaft 28 by means of suitable gears,'to obtain a corresponding ratio of movement between the shaft 28 and the cam 14. The switch 4E3, which is normally closed (see Fig. 8) comprises an insulated drum 16 which has at each end annular members 4:7 provided with extensions 48 which are adapted to engage members 49 connected to the posts and wherethrough the circuit is established. The drum is provided with a crank handle 50 whereby the switch can be closed or opened. As shown in Figs. 7 and 8, the switch is closed. Engaging the crank handle 50 with one end is a lever 51, the opposite end of which is adapted to be engaged by the cam 1 1 (see Figs. 1 and 6). It will be seen from the drawings that the cam 14 will open the switch when the shaft 28 has turned through an angle of one hundred and eighty degrees. lit is self-evident that if desired the switch as can be opened later, as no harm will be done by the resisting movement of the arms 36 and 41 after they have operated the throttle valve and the engineers air valve. As shown in the diagram of Fig. 10, a sound alarm 52 is placed in the circuit so as to notify the engineer that the engine has left the track and that the motor 27 was set in operation automatically.

From the above description it will be seen that by means of my automatic train stop the application of the air brake valve to the closing of the throttle valve takes place as soon as the wheels of the locomotive leave the track, thus preventing an accident.

To reset the mechanism in its normal position, the gear 53 of the train of gears 29 is loosely mounted on the shaft 28 and is normally connected to the shaft by means of a clutch member 54 mounted on the shaft 28. When the crank handle 50 of the switch 43 is turned through an angle of 180 from the position shown in Fig. 7, the motor is caused to revolve in the opposite direction, moving the arms 86 and 41, and also the cam 4.4, and when the same have reached the normal position, as indicated in Figs. 2 and 6, the clutch 5 1 is made to disengage the gear 53, thereby stopping the movement of the shaft 28, although the movement of the motor may be continued. The switch 15 is then opened, the handle 50 of the switch and the clutch 54 are then returned to their normal posi tion.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. In a derailment brake, the combination of a throttle valve, an engineers air-brake valve, an electric circuit, a motor in the circuit, an open switch in the circuit, means for closing the switch becoming operable when the train leaves the track, means operable by the motor for closing the throttle and placing the air valve into emergency position, and means for breaking the circuit operable by the means actuated by the motor.

2. In a derailment brake, the combination of a throttle valve, an engineers air-brake valve, an electric circuit, an open switchin the circuit, means for closing the circuit adapted to be engaged by the track when the train leaves the same, whereby the switch is closed, a motor in thecircuit, means operated by the motor for closing the throttle valve and placingthe air valve into emergency position, and means for breaking the circuit operated through the medium of the means operated by the motor.

3. In a derailment brake, the combination of a throttle valve, an engineers air brake valve, an electric circuit, an open switch in the circuit, means forolosing the switch becoming operable when the train leaves the track, a motor in the circuit, eccentrics adapted to be actuated by said motor, means connected to the eccentrics adapted to close the throttle valve and place the airvalve into emergency position, and a closed switch in the circuit adapted'to be opened when the valves have been operated.

-l-. In a derailment brake, the combination of a throttle valve, an engineers air brake valve, an open electric circuit, means for closing the circuit becoming operable when the train leaves the track, a motor in the circuit, means for closing the throttle valve and placing the engineers valve into emergency position adapted to be actuated by said motor, and circuit breaking means associated with said means for operating the valve adapted to break the circuit when said valves have been operated by said motor.

In a derailment brake, the combination of a throttle valve, van engineers air brake valve, an open electric circuit having an open and a closed switch therein, tripping levers associated with the open switch, an arm engaging each of the tripping levers, means carried by the arms adapted to be engaged with the track when the train leaves the same, whereby the tripping lever is operated, closing the normally open switch, a motor in the circuit, means operable by the motor for closing the throttle valve and placing the air valve into emergency position, and means for opening the normally closed switch of the circuit operable by the means for operating the valves.

6. In a derailment brake, the combination of a throttle valve, an engineers air-brake valve, an open electric circuit, means for closing the circuit becoming operable when the train leaves the track, a motor in the circuit, a shaft actuated by the motor, eccentrics on said shaft, means actuated by each of the eccentrics adapted to close the throttle valve, means actuated by the other eccentric adapted to place the air valve into emergency position, and means associated with said shaft adapted to break the circuit after a predetermined displacement of said shaft.

7. In a derailment brake, the combination of a throttle valve, an engineers air-brake valve, a normally open circuit, means for closing the circuit becoming operable when the train leaves the track, a motor in the circuit, a shaft adapted to be actuated by the motor, a pair of eccentrics carried by the shaft, a substantially horizontal shaft adapted to be actuated by one of said eccentrics, an arm carried by said shaft adapted to engage the throttle valve, whereby the same is closed, means associated with the other eccentric adapted to place the air valve into emergency position, and circuitbreaking means becoming operable by said first mentioned shaft after the same has been displaced through a predetermined angle.

8. In a derailment brake, the combination of a throttle valve, an engineers air-brake valve, a normally open circuit, means for closing the circuit becoming operable when the train leaves the track, a motor in the circuit, a shaft adapted to be actuated by the motor, a pair of eccentrics on said shaft,

means associated with one of the eccentrics for closingthe throttle valve, a substantially vertical shaft, means connecting said shaft to the second eccentric whereby said shaft can be turned when said eccentric is moved, an arm associated with said second shaft adapted to engage the air valve and place the same in the emergency position, and circuit-breaking means operable from said first mentioned shaft after the same has been displaced through a predetermined angle.

9. In a derailment brake, the combination of a throttle valve, an engineers air-brake valve, a normally open circuit, means for closing the circuit becoming operable when the train leaves the track, a shaft adapted to be actuated by the motor, a pair of eccentrics on said shaft, means for closing the throttle valve operable by one of said eccentrics, means for placing the engineers air valve into emergency position operable by the second eccentric, a normally closed switch in the circuit, and cam-operable means operable from said shaft for opening the switch after said shaft has been displaced through a predetermined angle.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WVILLIAM PIKE.

\Vitnesses l/VRIGHT CLARK, V. A. Srronn.

Copies 0! this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C."

Images