US1213891A - Electrically-operated and mechanically-controlled train-stopping device. - Google Patents

Description

w. LMURRAYL ELEGTRICALLY OPERATED AND MECHANICALLY CGNTROLLED TRAIN STOPPiNG DEHCE. L2913,9L

APPLlCATlON flLED JULY 2?. 1912.

Patentedi Jain. 191?.

2 SHEETS-SHEET i.

Gnu/m v APPLICATION FILED JULY 27,19I2.

Patented Jan. 30, 1917.

' 2 SHEETS-SHEET 2. 3Q

' v 9 69 awwwtozr A Bflfwrray, ,Wihwomo l 4 WILLIAM B. J3 VZ 'PLSHIJFTGTON, DBQTRIC'I' 13F CGIUMBIA, ASSIGWQE THE IiEILLER TBAIl i GON'IRGL CORPOEAEION, 0F STAUTGN,

VIBE-131E112.

AND MECHANICALLY-CQ VXRGII TIA, .k CORIEGRAZE'ION IQE'VICE.

iication filed. July 27, 191:2.

invention relates to an slootllf ll operate-(l and nieciniinioa-lly condevice for antoi iatioaily stopping" a An important object ofthis invention is to provide means of the above for use in connection with rail.- i ay loeoniotives street cars or the like, to :ticai-ly set the brakes in times of for preventing collisions or other ts. in inrther object of my invention is to provide eleetrioally operated mm s of the above mentioned character, which will. apply the brakes when its circuit is openeol, thus always operating on the safe sicle, the

hralres being applied if the circuit should. get out of order 01" the source 0t current fail.

()ther objects and advantages of the in Vention will be apparent during the course of foliowingdescription.-

in the accompanying drawin s forming a part of this specification and in which like nnn'ierals are employed to designate parts throughout the same, Figure 1 is a side View, partly diagrammatic, of the apparatus, Fig. 2 is a. sirie View of the air brake valve and operating means therefor, Fig. 3 is a plan View of the same, and, Fig. i is a fragmentary detail View showing the manner in which the spring brains valve againstmovement.

In the drawings wherein for the purpose of illustration I have shown a preferred. embodiment of my invention, the numeral 1 designates a reciproeatory bar or rod, formed of iron or the like and preferably Vertically disposed, as shown. This bar is slidably mountecl which are in spaced brackets 2, rigidly connected with the frame Work of the engine and insnlatedtherefrom. The bar or'rocl 1 is urgecl downwardly by compressible coil spring 3, having one end Specification of Letters Patent.

mentioned fine frame-Work of the holds the air ii 'tacheci to a lorli l: n iion the zip per bracket 2 and; pposite and attacheii to a ln'acli'et 5., fi ter upon the reciprocatorv bar or rod 1, shown This bar or i'otl r or l a shoe G ailaptetl oarries at its lot 4. for engagementwith l PEI! n which is curredlongitudinally in a in ion-l plane.

A switch is provided near the uppen enci oi'ihe reciproeatory bar or M prises a swinging arm ,liorn snl'ating material and pivoted. at 9 in carries as shown.

upon a fixed bracket 0.

its free end a eonta The reciprocatory bar 8 are iienihly and yielr by a compressible coil. spring 1 e clesireol degree of st. tallio strip 13 is lll'filfig the arm 8 anti. is-iixecl to a sta tion 14c. This metaiiie str p with a stationary contact blade :5, to be engaged ancl. disengaged by the mom able swinging" blade 1L obvious thatthe metalliestrip 13'is insnlaterl from engine. 'ihennmeral 16 designates an upstanding soienoicl having a downwardly movable core The solenoid 16'is preferably disposed Withina casing 18, which is mounted upon the frame-Work of the engine, Rigicily connected with the upperenni. oi the casing 18 is a supporting bracket 19 upon Which is pivotally mounted a lever 20 formed of insulating material. This lever 20 is also pivotal-ly connected With the upper end. the eore 1'? through the medium of a link 21 or other suitably'flexihle con nection. Rigidly secured upon'the lever 20 is a metallic strip 22 carrying at its lower end a contacthlacle 23, adapted to he moved into and out of engagement with a contact blade 24, which is fixed upon the upper enoi of the metallic strip 13.

One end, of the winding 16 is electrically connected tionary nieary insn la fl 8 is proviriecl anapteli Oi the solenoid with the reciprocatory bar or rod 1. by wire and the below tallic strip 22 by a Wire 29 and its opposite pole connected with a wire 30. A wire 31 is connected with the metallic strip 13, as shown.

The numeral 32 designates an air brake valve structure, including a casing and valve stem 33, which is turned by a hand-lever 34. This valve structure controls the application of the air brakes in the usual manner and such valve structure is ordinarily operated by the engineer. The hand-lever 34 slidably engages a stationary segmental track 35, the movement of the lever being limited in one direction by an upstanding ear 36 and in the opposite direction by an adjustable stop 37. The luind-lever 3% is moved to actuate the valve structure for applying the brakes, by a retractile coil spring 38. The hand-lever 3i carries a depending lug 39, rigidly connected therewith and adapted for engagement with the "free end of'a bow-spring 40. As shown at 4-1, the lower end of the bowspring i0 is rigidly attached to an end or head 42 of a casing iii. The bow-spring i0 is so tensioned that its upper free end will move out of the path of travel of the lug 39 if not held against such movement.

Disposed within the casing i3 is a solenoid 44:. having an upwardly movable core 4:5. This core 45 has flexible connection with the upper free end of the bow-spring 40 through the medium of a pivotal link it; or the like. The wire 30 is connected with one end of the winding of the solenoid H; and the wire 31 is connected with the opposite end of suchwinding.

The ramp 7 may be connected and disconnected with one pole of a source of current 4-8 by means including a. switch 49. The opposite pole of this source of current is connected with a track rail 50 by a wire 51. Any other suitable means, however, may be employed to connect and disconnect the ramp 7 with its source of current.

The operation of the apparatus is as'tollows:-T he contact blades 11 and 15 are normally in engagement whereby a circuit is closed for retaining the solenoid 44 energized. As soon as the solenoid 44 becomes decnorgized the upper free end of the bowspring 410 will move downwardly and allow the retractile coil spring 3?? to swing the hand-lever 3st for applying" the brakes. in this closed circuit current flows irom one pole of the source of current 28 through wire A l, metallic strip wire '27, contact. blades 11 and 15, wire 31, solenoid 4:4, and through the wire 30 back to the opposite pole of the source of current. Assuming that the ramp 7 has electrical connection with its source of current, as soon as the shoe 8 comes into engagement with the same. a circuit is closed for energizing the solenoid 16. in this cir cuit current flows from one pole of the source of current -18 through switch 19, ramp 7,

shoe 6, bar 1, wire 25, solenoid 16, wire 26, frame-work of the engine, rail 50, and through wire 51 back to the opposite pole of the source of current in. By energizing the solenoid 16 the movable core 17 is drawn downwardly and the contact blade 23 moved into engagement with the contact blade 2+ prior to the disengagement between the contact blades 11 and 15, which is caused by the elevation of the bar or rod 1. it is thus seen that the circuit for energizing the solenoid it remains closed, the same being completed through contact blades 23 and it instead of through contact blades 11 and 15. The brakes will not be :pplicd and the engine accordingly allowed to pass the ramp 7.

Assuming that the switch ill is open so that the imp section '7 is disconnected from the source of current -l8 when the shoe (3 engages said ramp section 7 the solenoid 10 will not be energized, whereby contact blades 23 and 24 remain out of engagement. The circuit for energizing the solenoid H- is opened when the bar or rod 1 is sufficiently elevated to disconnect the contact blades 11 and 15. As soon as this takes place the solonoid 44 being deiinergized the upper free end of the bow-spring 40 moves downwardly out of the path of travel of the lug 3E) and the retractile coil spring 38 swings the handlever 34 for applying the brakes.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same and that certain changes in the shape, size, and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described my invention, I claim 1. In apparatus of the character described, train stopping means, means to automati cally operate the train stopping means when released, means normally preventing the operation of the train stopping means and adapted to automatically move upon being released so that said train stopping means may operate, an electrical device to normally hold the last named mains against such antomatic movement, a normally closed circuit including a source of current connected with the electrical device, a switch connected in the closed circuit, a mechanically operated structure to actuate the switch, a stationary ramp to move the mechanically operated structure, a source of current having electr'cal connection with the stationary ramp,

and means including an electrical device having electrical connection with the movable structure and adapted when energized to close the circuit upon the opening of the switch.

2. In automatic train stopping apparatus of the character described, automatically operated device, -mea'ns to open the closed circuit, and elec- ;tr1ca'lly operated means to close the circuit.

1 "of ythe character described, automatically 'operated train stopping means, electrically operated train stopping means, an electrically operated device adapted when energized to prevent operative HIONGHIGIH] of the automatically operated train stopping means, a normally closed circuit including a source of current connected with said electrically mechanically operated 3;-II1 automatic train stopping apparatus operated means adapted when energized to prevent the operation of the automatically operated train stopping means, a normally closed circuit including a source of current connected with the electrically operated means, mechanically operated means to open the circuit, an electrically operated device to close the circuit at another point and in a shunt around the point where the circuit is opened by the mechanically operated means, and a stationary ramp serving the double function of moving the mechanically operated means and supplying current tothe electrically operated device.

4. In apparatus of the character described, train stopping means, means controlling the operation of the same including a circuit, a

ramp, a source of current, means for connecting and disconnecting the ramp with and from the source of current, a reciprocatory structure to travel into engagement with the ramp and be moved thereby, switch means operated by the reciprocatory struc ture upon the engagement of thesame with the ramp to open the circuit at one point, and electrically perated switch means to close the circuit at another point upon the engagement of the reciprocatory structure with the ramp when the latter is connected with the source of current.

5. The combination with the track rail, of a ramp rail; a vehicle having a controlling device and a magnet for controlling said device; a current supply on the vehicle; a circuiton the vehicle which normally includes the said electro-inagnet; acontact on the.

vehicle to engage the ramp rail and thereby ei'l'ecta break inlhe normal vehicle circuit WILLIAM B. MURRAY.

Witnesses: I

James L. CRAWFORD, B. N. Frsnnnmvn.

Images