US1084503A - Automatic brake-controlling device. - Google Patents

Description

APPLIOATION FILED NOV.1B,1912.

Patented Jan. 1-3, 1914.

3 SKEETB-SHEET 1.

G. 0. SWEET. AUTOMATIC BRAKE CONTROLLING DEVICE. APPLICATION FILED NOV. 18, 1912. 1,084,503. I Patented Jan. 13,1914.

3 SHEETS- 81K131 2.

G. 0. SWEET. AUTOMATIC BRAKE CONTROLLING DEVICE.

APPLICATION FILED NOV. 18, 1912. 1,0 4,503, Y Patented Jan. 13, 191,4.

3 SHEETS-SHEET 3.

NITED STATES. PATENT OFFICE.

GEORGE o. swEEr, or THE UNITED STATES NAVY.

Au'rom'a'rm nmkn-conrsotnms nnvrca'.

Specification of Letters Qatent. f

Patented Jan. 13, 1914.

Application med November 18, 1912. Serial a... 782,089.

To all whom it may concern:

Be it known that I, GEORGE C. SWEET,

' lieutenant commander, United States'Navy,

a citizen of the United States, recently attached to U. S. S. Iowa, have invented certain new and useful Improvements in-Auto matic Brake-Controlling Devices; and I do with certainty underall conditions to pre vent the unintentional entrance of a train on an occupied block section. I

A further object of my invention is to provide an improved construction which will insure an automatic control of the air brakes entirely independently of manual operations, and which will give immediate warning of any inoperativeness or derangement of its parts.

In the accompanying drawings forming a part of this application, ,and in which similar reference symbols indicate corre-- sponding parts in the'several views :Figure 1 is a diagrammat-ical view, illustrating one embodiment of my invention applied to a brake train-pipe, portions of the locomotive and tender being indicated by broken lines;

' Fig. 2 is an enlarged, detail sectional view of the construction shown in Fig. 1, and the various air connections thereof; Fig. 3 is a detail view, illustrating a slight modification of the electro-magnetic device shown in Fig. 2; Fig. 4 is. a detail side elevation illustrating a modified construction; Fig. 5 is a vertical section, showing a preferred construction and its relation to thetrack and magnetic rails; Fig. 6 is a detail end elevation of the rails and 005 crating roller shown in Fig. 5; Fig. 7 is a lagrammatical view, illustrating my improved connections to the block sectionsof a trackyFig. 8 is a ,similar view, illustrating a modified form of connections; and Fig. 9 is a similar view,

illustrating a further modification.

Referringv especially to FigsLl-3 of the drawings, 1 indicates a valve for releasing the air pressure in a train-pipe 2 for throwing on the brakes; said valve being actuat-fi ingly connected b 'a link 3 to a piston valve,

orplun'ger, 4 shi tably mounted in a casing 5 provided with an exhaust opening 5. The plunger 4. is connected by a llllk 6 to a lever 7 fulcrumed at 8 and carrying a shoe 9;

adapted to'ride on a magnetic cam-rail 10 supported adjacent to the track 11 near the end of a block section.

An engineers valve 12" is mounted in a 4 casing '13, provided with exhaust openings 14 and 15 and connected by independent.

pipes 16, 17 and 18 with said casing 5; a suitable source of air under pressure, such as a reservoirlt), being connected by branch pipes 20 and '21 with said casings 5 and 13,

- respectively.

In the'norm-alposition of theengineers valve 12shown inFig. 2-, air under pres sure is admitted through the pipe 21, casing 13 and pipe 17 to the casing 5 beneath a piston head 22 on the plunger 4, thereby normally maintaining said plunger in raised position; the pipe 20 being closed by the plunger 4, and the pipes 16 and 18 maint-ained in communication with the exhaust openings 15 and 5, respectively. If the shoe 9 be now elevated by the cam-rail 1% the plunger 4 will be depressed to-cut-o the pipe ,18 from the exhaust 5", and to place said pipe in communication with the air-pressure pipe 20, thereby admitting air through said pipe'lS tothe casing 18' be neath the valve 12 for forcing the latter to its upper position. This upward shifting of the valve 12 closes the exhaust open ing 15, places the pipe 17 in communication with the exhaust opening 1 1, and places the pipe 16 incomniumcation with theair-pressure pipe 21 for admitting air through said pipe 16 above the piston head22 in the casing 5; thereby forcing the plunger 'downward and maintaining it in its lower position. This downward shifting of the plun er 4 acts throu h the link 3 to open the va vs 1 for applying the emergency operation of i the brakes.

If the magnets 23 of the cam-rail 10 be energized during such. travel of the shoe 9 thereon, electrical currents will be induced local circuit, in the engine cab, through thewindings of magnet 25, such as shown in in coils 24, carried by said shoe-in electrical.

connection with the windingjof anfelectromagnet 25., or with a role}; which closes a Fig. 5. The. magnet 25 will thus be energized and attract the handle 26 of the engineers valve 12 to prevent said valve from being elevated by the 'air pressure admitted therebeneath through the pipe 18. When the valve 12 is so held by the magnet 25 against upward movement, the plunger 4 will be shifted slightly downwardly, by engagement of the shoe 9 with the cam-rail 10, and immediately returned to its normal upper position by air pressure maintained beneath the piston head 22 through the communica-tmg pipes 21 and 17 the energized magnet 25 thus acting to prevent the brakes being set by the action of the cam-rail 10. v

:As shown at the leftof Fig. 7, the several magnets 23 of the cam-rail 10 are connected in series with a local circuit 27, provided with a switch 28 normally held in closed position by a relay '29 in a track circuit 30 of the next block section 31; said local circuit being provided with a normally open contact 32 adapted to be closed by the weight'of a passing train. a

It "will be understood that when the block section 31 is clear, the switch 28 will be maintained in closed position, and a train approaching the cam-rail 10 of the next block section will close the open contact 32 to complete the local circuit 27; therebyxcausing the electro-magnets 23 to be energized and producing induced currents in the shoe coil 24 for energizing-the electro-magnet 25. The magnet-25 will then hold the engineers valve 12 against shifting and prevent the brakes being set by the elevation of the shoe 9 by the cam-rail 10; thereby permitting a train to continue on to the clear block section 31. ..However, should there bea trainon said block section 31, the track circuit 30 would be short circuited through the car wheels and axles, andthe switch 28 shifted to open position by its spring 33; thereby maintainmg the local circuit 27 open, and preventin energization of the rail magnets 23. Under these conditions, the electro -magnet' 25 7 would be applied by the action of the camrail 10 on the'shoe 9', as previously described; thereby preventing the unintentional entrance of a train on to the occupied block section 31. I

. Fig. 3 illustrates a slight modification, in which an electro-magnet 34 in series with the shoe coil 24 acts upon a lever 35 for shifting the latter beneath the handle 36 of the engineers valve, for positivelylocking said valve against-upward shifting.

Fig. 8 illustrates a modified construction, in which the electromagnets 23 of the camrail 10 are connected in series in a local circuit 37, provided with a normally open switch 38 and closed switch 39; said switches being formed of" magnetic material, such as iron, and maintained in their normal positions by wouldjnot be energized, and the brakes- 1,os4,soa

gravity or springs. An electro-magnet 40 is woundin series with a track circuit 41 of the succeeding block section 42, and placed in. such juxtaposition to the initial rail magthe rail magnets 23 and the normally closedswitch 39. The energized rail magnets 23 will then energize the magnet 25 for holding the engineers valve 12 against upward shifting to prevent the brakes being. set by the action of the cam-rail 10 on the shoe 9, in the previously described manner. As the shoe 9- approaches the end of travel on the cam-rail 10, it bridges the cores of the final electromagnet 23 and an adjacent magnet 44;' .thereby distributing the magnetic field of the energizedfinal magnet to sa d. magnet 44, and. causing the latter to attract the switch 39 to open the local circuit 37 On the other hand, should there be a train on said block section 42;- the track circuit 41 would be short circuited through the carwheels and axles, and the magnet .40 would not be energized for closing the local circuit 37 inthe previously described manner. Under these con ditions, there would be no currents inducedin the shoe coil 24 for energizing the magnet 25, and the brakes would be applied by the action of the cam-rail 10 on said shoe 9. ,I

have shown arelay 45 in the track circuit 41 for actuating an armature 46 to control signals or other devices usually employed in block systems.

Fig. 9' illustrates a construction' similar to that of Fig. 8, inwhich the local circuit 47 is provided with any well known form of current reverser 48 and with an additional g Switch 49 normally maintained in closed position by a relay 50 in'the track circuit 51 of the block section 52; thereby avoiding all chance of residual magnetism in the rail magnets 23 and insuring the opning of the local-circuit switch 49 when the block section 52 is occupied by a train.

The ri ht-handportion of Fig. 7 illustrates a rther modification, in which the track circuit 53 of the block section 54 is in series with a magnet 40 similar to that previouslydescribed and with a'relay 55 for normally maintaining the local circuit 56 closed through a switch 57; a relay 58 being shown in the track circuit 30 for controllin signals or other devices usually employe in block systems. In this modified construction, the local circuit 56 through the rail magnets 23 will be opened upon. short circuiting of the track circuit 53 by the passage of the train on to the block section 54.

Figs. 5 and 6 illustrate a preferred coning it in communication with a pipe '65 lead ing to a source of air under pressure.

plunger 66 is mounted in the casing'60 for controlling the passage 64, and is normally maintained in its lower. open position, as by a tension spring 67; said plunger being provided with an armature 68 extending within a solenoid 69. The solenoid 69 is shown in a local cab circuit 69, which is provided with a normally open switch 69 -controlled by a magnet 69 incircuit with the coils of the shoe 9. In this construction, currents generated in the shoe 9 during travel along the magnetic rail 70 will energize the magnet 69 and close thecab circuit 69'' through the solenoid 69; thereby drawing the plunger of the solenoid 69' to its upper position and closing the passage 64, as shown in Fig. 5. It will be obvious that the cab circuit 69 could be omitted, if desired, and the solenoid connected in circuit with the coils of the shoe 9. The connections to said magnet rail 70 are exactly similar to those previously described in reference to the magnetic rail 10, and a further descri tion would be mere repetition. A pistonva ve 71 is mounted in the casing 60 for controlling the passage 64, and carries a roller 72, which normally rides on the track rail 7 3 and is of sufiicient width to engage a cam-rail 74 positioned adjacent to the magnetic rail 70. In this construction, it will be clear that, if the magnetic rail 70 is not energized during the elevation of the piston valve 71 by the cam-rail 74, the engineers valve 59 will be forced upward by the air pressure admitted through-the passage 64, to close communication between the air-pressure pipe 62 and the train-pipe '61 and to place said trainispipe in communication with the exhaust opening 63; thereby causing the brakes to be set. 011 the other hand, if the magnetic rail 70 be energized, currents will be generated in the shoe 9,

' transmitted to the solenoid 69 and raise the lunger 66' for closing the passage 64; therey preventing the flow of air through the passage 64 for raising the engineers valve 59 when thepiston valve 71 is elevated by y the cam-rail 74. The air-pressure pipe 65 is shown provided with a branch 75 leading above the piston valve 71 for yieldingly maintaining the latter in engagement with the rails, whereby said -valve will be forced downward to open position upon breakage or displacement of its parts from engagementwit-h said rails, thereby giving .immediate warning of such derangement by throwing on the brakes. The piston valve 71 is preferably provided with a recess 76 adapted to establish communication between the passage 64 and a bore 77 leading above the plunger 66 in the normal position of said valve'71,.whereby the residual pressure of air entrapped within the passage 64- will tend to return said plunger 66 to its lower open position.

Fig. 4 illustrates a modification, inwhich the piston valve 71 is connected by a link 78 to a bell crank lever 79 and 80 having its fulcrum 81' yieldingly maintained by a spring 82 int-he forward end of a slot: 83

111 a base plate 84 on the locomotive; the arm 79 of said bell-crank lever carrying a shoe 85 for engaging a magnetic cam-rail 86 provided with electrical circuits similar to' those described in reference tothe preceding figures. The link 78 is secured to a pivot 87 on the lever arm 80 which engages an angularly-extending guide slot 88 in theplate 84; the lower portion of said slot ex-f tending substantially concentrically to the normal forward position of the lever ful-r crum 81. In this construction, if the mag- ,net1c cam-rail 86 is not energized during the elevation of the shoe thereby, such elevation will act to swing the bell-crank lever about the normal forward position of its fulcrum 81 and depress the piston valve 71 to open the passage '64 for the passage of air therethrough. On the other hand, if the magnetic rail 86 is energized, it will tend to cause the shoe 85 to strongly adhere thereto, thereby causing said shoe to drag the lever fulcrum 81 rearwardly in its slot 83 against the tension of the spring 82. In this operation, the pivot 87 will be shifted rearwardly in its angularly-extending guide slot 88 and the lever fulcrum 81 will be elevated in the raised rear portion of the slot 83; the link 7 8 permitting such movement of the parts without shifting the piston valve 71.

If desired, the shoe 85 could be provided with coils for inducing currents in the solenoid 69, in the previously described manner, but such solenoid and its actuated plunger :re not necessary in this modified construc- 1on. v

I have illustrated and described preferred and satisfactory constructions, but changes could be made within the spirit and scope of my invention. i

I claim 1. In an automatic train controller, the combination of .an air-brake valve, fluidpressure means for shifting said valve, con-' a so r'means for shifting rtuating said controlling means, an electrowith block systems of railways, the combination of an air-brake valve, 26 means for shifting, said valve,

2. In an automatic train controller for use with block systems of railways, the combination of an air-brake valve, fluid-pressure said valve, controlling means for said thud-pressure means, means adjacent-the end of a block section for acmagnetic device for controlling the shifting of said air-brake valve, electro-magnetic means for producing a magnetic field for energizing said electro-magnetic device dur ing such actuation of said controlling means, and means in electrical circuit with the trackrails of the succeeding block section for controlling said electro-magnetic means.

3. In an automatic train controller for use fluid-pressure controlling means for said fluid-pressure means, means adjacent the end of a block section 'for actuating said controlling means, an electromagnetic device for controlling the shifting of said air-brake valve, electro-magnetic means for energizing said electro-magnetic device during such actuation of said controlling means, a local electrical circuit for said electro-magnetic means, and means in electrical circuit with the track rails of'the succeeding block section for controlling said local circuit. 4 e

4. In an automatic train controller for use with block systems of railways, the combination of an air-brake valve, fluid-pressure means for shifting said valve, controlling means for said fluid-pressure means, means adjacent the end of a block section for actu- I means for shifting said valve, controlling imeans for said fluid-pressure means, means adjacent the end of a blocksection for actuating said controlling means, an electro-i magnetic device for controlling the shifting of said air-brake valve, electro-magnetic means for energizing said electro-magnetic device during such actuation of said controlling means, a local electrical circuit for said electro-magnetic means,a switch insaid local circuit, resilient means for shifting 'said switch to open position, and an auxiliary electro-magnet in circuit with the track rails of the succeeding block section for maintaining said switch in closed position.

In testimony whereof, I aflix my signa-'- 'ture, infpresence of two witnesses.

GEORGE'C. SWEET.

Witnesses:

AUGUSTINE C.- METZINGER, JOSEPH P. Boenns.

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