US1127248A - Automatic stop for railway-trains. - Google Patents

Description

W.' HQ'RGHLER. 'AUTOMATIC STOP POR RAILWAY TRAlNS. APPLICATION FILED H1325, 1914.

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AUTOMATIC STOP POR RAILWAY TRAINS.

APPLIGATION FILED 215.25, 1914, 1,2'y,248 Y Patented Feb. 2, 1915;

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1W; HORGHLER.- AUTOMATIC STOP FOR EMLWAY TRAINS.

APPLGATION FILED PEB.25, 1914.

Patented F6102, 1915.

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i WILLIAM ITIORCI-ILER, OF NEW YORK, N. Y., ASSIGNOR F ONE-HALF TO G'EORGE E.

RODMAN, 0F NEW YORK, N. Y.

AUTOMATIC STP FOR RAILWAY-TRAINS.

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Specification of Letters Patent.

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Application lcd February 25, 1914, Serial No. 821,071.

To aZZ 'whoml it may concern.'

Be it known that I, WILLIAM HORCHLER, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new, and useful Improvements in Automatic Stops for Railway-Trains; and I do hereby declare the following to be a full, clear, and

'exact description of the invention, such as will ena-ble others skilled in the art to which it appertains to make and use the same.

The present invention has relation to an improved means whereby a railway train.

may be' conveniently stopped bylautoxnatic f means whenever, through disability,'care-lv` lessness or other cause, the engineer is about to pass a danger signal.

Some of the advantages' of the invention are the following: Means are employed whereby the automatic stop is operated so long beforethe locomotive reaches the usual semaphore signal at the opening of a block that the train will be stopped before such signal is reached, thereby avoidingY possible collision with a train which has stopped just after passing into the block. The engineer is given an opportunity to stop the train in the usual manner if he sees the signal, but, if he passes a point whence the signal should be seen, the automatic operation will take place. 'Another advantage of my device is that it is so 'constructed that the engineer .struck by the stationary operating arm,

whilefat the same time, the device does not occupy any eXtra room along'the side of the train. The parts are simply arranged. They are compact and protected from interference by frost, etc. Further advanta es will appear in connection with the fo lowing description having reference to the accompanying drawings wherein- Figure 1 illustrates in partial elevation the relation of the engine and parts carried thereby to the block signal and stationary automatic loperator respectively, Fig. 2 is a contracted diagram showingthe relation of the successive stationary operators to their respective block signals or semaphores, liig. 3 is an elevation of the preferred arrangev ment of automatic parts on the locomotive cab, seen looking forward, l? ig. fl is a plan view of a preferred arrangement of theparts controlling thethrottle of the engine, Fig. 5 1s a side elevation of the parts shown in Fig. 3, the cab being shown in section, and Fig. 6 shows certain details in perspective.

My invention is capable of automatically controlling at once the throttle, the emergencyair brakes, the whistle and a signal in front of the engineer or driver, and I have vshown the preferred arrangement whereby all ofthese ends are accomplished. It is to be understood, however, that, except where expressly otherwise stated, in claims, my invention is applicable to operation of any one or more of these ends.

In Fig. 2 are indicated, at l0 and 1l, thev usual block signals set at the beginningof two successive blocks and having the usual' semaphore arms 12 and 13, or other suitable equivalents.

The tracks are represented at 14: and

trains are supposed to move along said track l' in the direction of the arrow in Figs. l and 2. The general operating electric circuit orv equivalent pneumatic system, whereby the block signals are operated in any usual manner is indicated at 15.

Placed at a suitable distance from` each semaphore at the' beginning of a block and on the side from which the semaphore is approached, are the stationary automatic operators including a stand or post 16, operating arm 17 and any well known semaphore arm operator controlled by a circuit 18 or equivalent means, whereby movement to danger or each arm 12, 13 will cause the operating arm 17 to move into position across'the track as shown in Figs. 2, 3 and 5. The nature of this operating mechanism is not essential to the invention and is, therefore, left to the judgment of those skilled in the art'. l The essential point in this connection. is'that, when the semaphore arm at the beginning of a block is set for danger, the stationary automatic operator should be put into position to act upon the automatic mechanism on the train, substantially in the manner about to be described.

l'Upon the side of the top of the locomotive cab 19 (but not projecting laterally tol an appreciable` extent beyond the eab) 1s ice mounted l'the lexteinafli ,'.movable portion of i vthe automatic apparatusy forming the subject of this by a spring 25,

. 21 a. sleeve 29 carrying the arm I the shaft 21 as shown invention. 'in the preferred form shown this includes a normally upright contact arm* fixed Ito the end of a shaft 21 revolubly mountedv upon suitable bracketsv 22, 23 fixed to the top ofthe cab. This arm ispreferably provided at itsouter extremity with a forked end 24 so placed as to come in contact withthe stationary7 operating arm 17 `when the same is placed for danger, and providing by the divergence of the sides of the fork for a considerable swayl during travel ot the locomotive. The upright position of thearm 20 is insured one -end of which is ixed to the bracket 23 and the other to a eollar26 fixed on the shaft. The limit of movement forward of the arm 2O is accomplished byv the stop 27 which'rests. normally against a fixed shoulder 28 (se `Fig. 5). v

There is mounted loosely upon the shaft 30 connected by a pivoted link 31 to a second lever 32 pivoted at 33 on the cab roof and extendingv into the cab, all as plainly shown in Figs.v

3 and 5. The spring 34 is attached to the lever 32 and the sleeve 29 so as to keep said sleeve normallyin the position shown in Fig. 5, that is to say, with the lower end of: the lever 32 in the forward position within the cab. This lower end is connected pivotally by a connecting rod 35 with a bolt 36 normally entering an flat extension 38of the rod 39. This rod is guided `by brackets 40 upon the forward wall of the cab and to the bottom of the rod which tends constantly to pull it downward. One side of the lsleeve 29 is shaped substantially as shown in Fig. 3 to act as a clutch member to coperate with the second clutch member 42 of a wellk'n'own' type which is keyed to at 43 sofasto turn therewith and to be capable of sliding thereon. This second clutch member can be thrown into and outd of engagement with I the sleeve 29 by means of a well known form of operating handle 44s pivoted in the root of the cab at 45. I prefer to provide means such as the spring 4G tending constantly to keep the clutch 42 in engagement with'the sleeve'29 so that if at any time, the shaft 21 is revolved by movement of the arm 20, the automatic mechanism will be operated; At the same time, since the handle el is within reach of the engineer or driver, he

. is able at any time to disconnect the shaft 21 from the operating mechanism so as to pass the stationary operating ar1n17 where this is desirable, or to prevent stop page of the train upon passage under bridges or tunnels which might otherwise act to stop the train.

'in the preferred form shown wherein siopening 37 in the a spring 41 is attachedv multaneous operation is had oa numberot' end of the arm 7 is connected as shown with the slide 50 of a visible signal in front of the engineer. The second cross-arm 51 is fixed near the lower partv of the rod 39 and this arm has a lateral extension 52 ex tending over the locking mechanism of the throttle 53 to operate the same, preferably as follows: There. are mounted upon the throttle lever 53, pivoted links 54 connected by the bar 55 pivoted to the ends ot said links and from `one ot' these links a pivoted connecting rodv 56 extends to the ordinary well known securing bolt 57 which coperates in a well known manner with thel toothed sector 53 to lock the throttle bar 53 in any desired positionQ;l The spring' 59 acts normally to push `thetfhrttle bar orward to shut oli the steam from the driving cylinders. .The opposite end of the cross bar 51 is adapted to operate the valve 60 of the emergency ping mechanism as shown in Fig.' 3. 1

It will be seen `from the a'bovethat, inf l vcase the engine should pass a predetermined point suitably fixed on the approaching side of the usua-i-.blockfsemaphore set to danger,

brake byA means oa trip- '39 is equipped and connected as follows:

a7 is iixed to the rod, one. '70 i the arm 17 will push the arm 20 backward as indicated by' the arrow-'and the' dotted' 100 which will act through'the clutch 42 andi" sleeve 2O to liberate the rod 39. The spring-'1 lines in Fig. 5, and thus rotate theshait 21 i1 will causeV the rod 39 to move sharply downward, thereby shutting o the-steam, setting the emergencybrake, and operating the signal ,within the cab.' As {hither-to stated it-is within this invention to carry out one or more ot these ends. Any suitable means may is well understood-to lessen shock between the arm 17 and the arm 2O.v

It is one of the advantages of my improvement that all external operating parts which might be subject to interference by' frost,

are inelosedv as by the housing 61', andthat' the interior of such housing is connected'by thel openings for the levers 32 and 44' with the warm interior of the eab. '.l`-his permits the warm air from the calc-to sustain aproper temperature within the housing 61 so that frost cannot interfere with operation. rllhe only opening to the outer air is be employed* asv Y that which admits the vshaft. 21 and this can,

ot course, be made relatively tight.

Various changes may be made inthis deviee without departing from the scope ot this invention and I do not-limit myself to the details herein shown and described.

What i claim is4 1. A system for automatically stopping a ,i arm thereon adapted to be tilted by said stationary device, automatic means for stopping the engine within the cab, connections between said automatic means and said shaft including a movable clutch, and means Within the control ci the engine driver for operating said clutch, substantially as described.

in appaia-atar; for automatically stop-r ping a railway train, an external stationary operating device comprising an arm adapted to project over `the side of the train, a shaft revolubly mounted upon the engine cab, an arm thereon adapted to strikeV said first named arm, automatic means Within the cab for stopping the engine, connections between said automatic means and said shaft includin a movable clutch, and means on the cab for operating' said clutch, substantially as described.

ln apparatus for automatically stopz, railway train, an external stationary tot at ng device comprising an arm adapted tc project over the side of the train, ashaft revolubly mounted upon the top of the engine cab, anv armthereon having a. forked end either branch of Which 'is' adapted to strike said first named arm, automatic stopping means for the engine Within the cab, suitable'operative connections between said shaft and said automatic means, and means adapted to be manipulated from Within the cab for rendering said connections temporarily inoperative, substantially as described.

4. In apparatus for automatically stopping a railway train, an external stationary operating device comprising an armadapt'ed to project over the side of the train, a housing on top of the engine cab communicating With the interior of the cab through an ope"- ing adapted to permitA access ot Warm vair to the space Within said housing a revolubly `mounted shaft Within and projecting from one side of said housing7 an arm thereon adapted to strike said'first named arm, automatic stopping means within the cab operatively connected with said shaft, and means for temporarily rendering said connections inoperative at will, substantially as described.

in testimony Whereoil aiiiX my signa- Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Eatents.

` Washington, 1D. C.

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