US1168337A - Safety-stop for trains. - Google Patents

Description

J. V. RUND.

SAFETY STOP FOR TRAINS.

APPLICATION FILED rmzo. 1915.

Patented Jan. 18, 1916.

3 SHEETS-SHEET I.

THE COLUMBIA PLANOGRAPH c0., WASHINGTON, n. c.

. .RUND.

FOR TRAINS.

I ED FEB 20 1,168,337, Patented Jan.18, 1916.

v 3 SHEETSSHEET 2.

mm. W

I B 20. I9 l5.

Patented Jan. 18, 1916.

JOHN V. FUND, 015 PESOT'UM, ILLINOIS.

SAFETY-STOP ron TRAINS.

1,168,337 Specification of Letters Patent Patented Jan. 18, 1916. Application filed February 20, 1915. Serial No. 9,671.

To all 11 7mm it may concern: from the valve stem and, therefore, prevent Be it known that I, Jo -rn V. RUND, a opening of the valve by engagement of the citizen of the United States, residing at trip actuated mechanism with a trip. Pesotum, in the county of Champaign and In this connection, a still further object State of Illinois, have invented certain new of my invention consists in so constructing and useful Improvements in Safety-Stops and arranging the clutch head and clutch for Trains, of which the following is a releasing member that they will be auto--- specification. matically returned to normal position, when My present invention relates to new and released, although the valve will still remain 1O useful improvements in safety appliances 111' open position.

for railways and more particularly to that For this reason, a still further object of class. of safety appliances intended to premy invention consists in means for manually vent an engineer running a train past a closing the valve.

danger signal, the primary object of my in- \Nith these and other objects in view, my

15 vention being the provision of means upon invention will be more fully described, illusa locomotive, engageable by a track obstacle trated in the accompanying drawings, then for successively closing the throttle valve of specifically pointed out in the claims which I the locomotive and applying the air brakes are attached to and form a part of this of the train. v application.

My improved safety appliance is intended In the drawings: Figure 1 is a frag- 5 to operate in connection with track obstacles mentary side elevation of a conventional which may be thrown in or out of active polocomotive, showing my safety appliance apsition and one object of my invention conp i d hereto and also showing one o the sists in the provision of a novel form of track obstacles in active position; Fig. 2 is 2;; actuating member engageable with a track is a central, longitudinal sectional view of obstacle when the latter is in active position, the vent valve which I employ; Fig. 3 is a to operate through a cable or other suitable transverse sectional view taken on the line connection to open a vent valve included in 3-3 of Fig. 2, lookingin the direction of the train pipe or a branch thereof. the arrows; Fig. 4: is a similar view on the a.) A still further object of my invention conline 4-4 of Fig. 2, looking in the direction 5 sists in the provision of a novel form of vent v of the arrows; Fig. 5 is a similar view taken valve, of the turn plug type, the valve being on the line 55 of Fig. 2, looking in the so arranged as to discharge train pipe air direction of the arrows; Fig. 6 is a perspecinto a throttle valve closing mechanism to tive view of one part of the clutch releasing actuate such mechanism, the air thus d1smember; Fig. 7 is a similar view of the other charged subsequently escaping from the part of the clutch releasing member. mechanism to vent the train pipe. Corresponding and like parts are referred A still further object of my invention is: to in the following description and indicated to so arrange the throttle valve closing in all the vlews of the drawings by the same 40 mechanism that the throttle valve may be reference characters. manually manipulated in the usual manner The vent valve, its construction, and manwithout opening the vent valve referred to; ner of operation, must be understood to per- A still further object of my invention mit appreciation of the operation of my consists in providing means, whereby safety appliance as a whole and for this manual closing of the throttle valve will reason I will describe such valve, which is render the vent valve inoperative and thus indicated as a whole by the numeral 10, be-' prevent application of the brakes, even fore describing the rest of the appliance. though a track obstacle is passed. This valve includes a substantially cylindri- In this connection, a still further object of cal valve casing '11, enlarged at one en to 50 my invention consists in providing a vent provide diametrically extending attaching valve of the turn plug type having a clutch ears 12to receive bolts or other suitable fashead rotatable by the track obstacle actuated tening devices 13 by which it may be semechanism to open the valve and further cured to the locomotive at any suitable having a clutch releasing member operable point, preferably to the jacketing of the 55 by the throttle valve to disengage the clutch boiler to extend at right angles thereto.

The oppo'si te 'e'nd of' the I valve easing 11 i in Fig. 2*and'the' provided with a", cenreduced as shown at 14 entire valve casing 1s tral longitudinal bore 15. This bore, which 18 uniform in diameter throughthe-reduced portion of the valve casing, gradually n creases I111" diameter from such shown, to provide a provide aycylindrical chamof the boreand valve seat, of the chamber and valve seat vided with a diametrically formed transverse off the body of-the valve casingand in fluid passage 23 which, in one position,,establlshes communication between the inlet and outlet passages24and 25 formed in thebody another position cutsoff such communication. The outer end of the-valve 22 is formed with a stop shoulder 26 to seat against the. shoulder l8'and a helical spring27 isinterposed between the plug 2Q'and endof the valve tohold theyalve closely in its seat, the tension of the spring being adj usted; by the plug 20; and the 7 spring beingmaintained in central-posit on 22 is provided, being tion' of the hand wheel by the'portion 21 of such plug.

preferably formedint'egral with a cylindrical valve stem 28 which fits closely withinthe bore 15 of the valve casing and at itsfree' endextends a considerabledistance beyond the reduced and of the casing. havingafreduced. terminal 29 to enga e in the socket 30 of. the hub of hand wheel 31, this extension and socket being sonar-e n order that turning of the hand Wheel 'may turn the valve stem. A

screw 32 prevents displacement of; the hand wheel from the valve'stem, and the hub-poras shown} is greater in diameter than thegreatest diameter of the valve stem in order to. providean: an-- =n arsh uld r I urrounding the free end of tlie; valve- "stem and en gaging. a gainstthe of the'valve casing. isa substantially cylin- Y dricafl clutch head34, thejva'lvestemireceiv- 55 ing bore 'of' which is enlarged at its outer end .toform an annular'chamber.

helical spring 33 of the hand wheel Q'Zder. 37 of the 35 to receive a 36whichengages the shoulder and an internal shoulclutch head to normally hold the. clutch head in engagement with the free end of the valve casing, as shown in Fig. 2. end of the clutch head is provided with an annular flange or sleeve 38 which surrounds but is r he opposite or inner spaced from the free end portion of the valve casing 14, tershoulder 39 portion frusto-conical valve seat 16, while the opposite end of thecasing is counterboredto .ber 17 in axial ahnement Wlth' a continuation the meeting 7 7 providing. the inclined, circumfe'rentia1. top shoulder '18, The wall of the chamber, at "its oute'r end, is

slot being adabted to receive. tion of. a lever-42 which. ispivoted as shown at 43 in; the extreme'endportion of the exprojects tangentiallywith being provided at The valve adjacent end considera my short of the 'annular formed by reducing the valve casing, andfth'e'r'eby chamber about the free end of the valve casingi The-body of the clutch head 34, as best shown in Figs. 2 and 3 of the drawings, is provided with a radially directed extension formediwitha circumferential slot 41, the

inner wall of which is, in effect, tangential to the main body of the clutchv head, this one end pnrtenslOiTaild which respect to the clutch head, its free end,

head, with a pivot pin receiving opening 44. This slotted extension is formed upon; the upper face of the clutch head. and it will which extends beyond'th'e clutch therefore be clear that downward pulling upon the free end ofthe lever 42 will serve to partially rotate the clutch head with respect to thevalve casing. or the valve stem unless such stem turns with the head.

,The val slot 45 to receive the-inne'r endsof projectable keys 46 whichare normally held in proiected position by a helical spring 4'7fse'ated in the intermediate portion of the slotand engaging the inner ends of. the keys. The outer ends otthe keys. are oppositely beveled so that such ends, which normally seat in diametrically formed-I longitudinal keyways48'inthe clutch head have their outer faces planes substantiallytangential to the valve stem to co-actwith the correspond ing side walls of the keyways, saidwalls being also tangential to the valve' stem. Because of this, turning'of the clutch head in one direction will act "through theke'ys to turn the stem, while. turning of'th'e clutch head in the opposite directionwill merely force thekeys into the slot of the shaft and so haveno'turning effect on the valve stem.

Mounted upon the reduced portion 14iof the valve'casing' between the clutch head and the shoulder 9', isfa clutch releasing b v f V a of the clutch head and which, in turn,'is

. with a flange or" sleeve 53"Which iit s closelyabout the reduced portion of the sockets formed in the op'p'os'edfacesof the clutch head andreleasingmember 50. It will of course be clear that this spring'54 t'ends to holdtlie releasing member 50' and ve stem is formed with a diametric' turned in one direction,

clutch head in a predetermined angular position with respect to each other and to return such parts to that position if either one is moved out of it.

The co-acting clutch releasing member 51 includes a collar portion 56 which fits about the valve casing and engages against the adjacent face of the collar 52. This collar 56 is provided with an annular flange or sleeve 57 which engages, at its free end, against the shoulder 39 of the valve casing to provide an annular chamber about the valve casing to receive a helical spring 58, the ends of which seat in sockets 59 formed in the valve casing and in the body proper of the releasing member 51. This spring performs the same function with respect to the releasing member 51 and valve casing that the spring 5 1 does with respect to the clutch head and releasing member 50.

The releasing member 50 has formed at diametrically opposite sides of its otherwise plane surfaced inner end, reversely formed, peripherally extending cams 60 of less width than the thickness of the walls of the clutch releasing members, whereby they may normally seat wholly within correspondingly located and shaped cam recesses 61 formed in the abutting end face and inner face of the clutch releasing member 51. The releasing member 50 is provided interiorly with diametrically disposed, longitudinally extending keyways 62 which preferably, are in alinement with and extend into the cams 60 in order to give them added length and the valve casing is provided with keys 63 which seat in these keyways, the keys being so fitted in the keyways as to permit longitudinal movement of the clutch releasing member 50 but to hold it against turning movement.

The keyways 18, previously mentioned, communicate at their inner ends with an annular recess 6&1, whereby the clutch head at may be turned in either direction without turning the valve stem, if it has previously been moved longitudinally of the valve stem toward the hand wheel a sufficient distance to position the outer ends of the keys 4.6 in the chamber 6 1. It will therefore be clear that if the clutch releasing member 51 be movement in the other direction, at all times, being prevented by the cams 60 and cam recesses 61, the coaction between the cams and cam recesses will, inasmuch as the releasing member 50 is held against turning movement, force such releasing member toward the free end of the valve stem and therefore force the clutch head toward the hand wheel to disengage it from the valve stem by bringing its keys 16 into the annular chamber 6% of the clutch head. The collar portion 56 of the releasing member 51 is provided with an upstanding impact receiving shoulder or lug 65 by means of which such member may be partially turned to accomplish the above releasing of the clutch head.

As previously mentioned, the above described valve is secured to a locomotive and a pipe 66 leads from the train pipe of the air brake system to the port 25 of the valve, while a pipe 67 leads from the port 24 of the valve into one end of a cylinder 68. This cylinder is mounted at any suitable point upon the locomotive and is provided adjacent that end opposite the connection with the pipe 67 with a vent port 69. A piston 70 is mounted in the cylinder and capable, under train pipe pressure from the valve 10 and pipe 67, of movement to a position past the vent port 69, whereby the train pipe may be vented through such port. This piston has a piston rod 71, the free end of which is connected to a link 72 having a laterally directed terminal 7 3. A link 7 a is slidably mounted in this terminal and provided with a head 75, whereby movement of the link is in one direction, will draw the piston 70 toward the pipe 67 and movement in the opposite direction will have no effect upon the piston. This rod 7% or link is reciprocally mounted in a bearing 76 and at its free end is connected to another link 7 7 which, at its free end, is pivotally connected at the point of pivotal connection of the toggle lever arms 78. One of these toggle lever arms is connected to the throttle valve 79 and the other to latch structure 80, the pawl of which is operated by a link 81 connecting it and the handle. The throttle valve lever is pivotally mounted at one end, as shown at 83 in the usual manner and connected intermediate its length with a link 8% leading to the throttle valve, the pawl of the latch cotipcrating with a toothed segment 85 as is usual in such valve lever construction. The link 7%, which is held against turning movement because of its manner of connection with the link 77, is provided with a shoulder or lu 86 adapted, when the throttle valve le-- ver is moved to closed position, to engage against the shoulder or lug 65 of the clutch releasing member to turn such member a sufficient distance to free the clutch head from the valve stem 28.

A cable 87 or other suitable flexible connection is secured at one end to the free end of the lever 12, is passed downwardly about a pulley 88 and over a pulley 89 and connected at its opposite end to the upper end of atrip lever 90. This trip lever is pivotally mounted intermediate its length upon a bracket 92 supported at any suitable part of the locomotive, preferably upon the cross head guides 98 and is provided at its lower end with a roller 94. The cable 87, immediately above the upper end of the lever '90, is passed between a pair of spaced pulthe handle 82 of a hand .fully illustrated in another.

n either direction, a

leys 95 which serve as guides for the cable irrespective of in which direction the lever 90 may be swung. It will of course be apparent that swinging of the lever 90 in either direction will act through the cable to swing the lever 42 and therefore open the .valve 22 unless from horizontal to vertical position, the latter being the position shown, any suitable mechanism, not shown, being provided for this purpose. As this type of obstacle is patent granted to me on the 18th day of September, 1914, and bearing the N 0. 1,115,579, any further description of its construction and method of operation is believed tobe unnecessary.

, In operation, assuming that a locomotive equipped with my safety appliance passes track obstacle in raised or active position, the lever 90 will be swung through engagement of the roller 94 with the obstacle. This swinging of the lever, ir-

res aective of the operation of such swinging,

Wlll act through the cable 87 to turn the clutch head 84 and therefore turn the valve 22 to open position providing the clutch head is locked to the valve stem as is normally the case. As soon as a sutlicient distance to free the lever 90 from the obstacle, the spring 54: of the valve structure will automatically return the clutch head to normal position, this being permitted, due to the inclined faces of the keys 46 and of the keywaysAS, the valve still remaining open. Underthese conditions, air will pass from the train pipe 66 through the valve10 and pipe 67 into the cylinder 68, forcing the piston 70 toward the farther end of the cylinder. This movement of the piston acts'through the links 71, 72 and 74% torelease the hand latch of the throttle valve lever and swing the throttle valve lever to closed position. At the time that this lever reaches closed position, the piston 70 will have passed the vent por't'69 and air will be.ventedfrom the train pipe to apply the air brakes of the train; I ltis of course true that the lug 86 is byftlie" same movement brought into engagement with the impact receiving lug or shoulder of the clutch releasing member 51, causing the forcing of the clutch head to inactive or released position. This, however, has no effect upon the valve, under these circumstances, and the valve can onlv be closed bv manual manipulation of the hand wheel 31. It will of course be clear that the engineer may again open the throttle valve by the usual manipua train has moved closing of the throttle valve;

lation of the throttle valve lever anscl that such opening of the throttle valve will release the clutch releasing member and thereby. again lock the clutch to the valve stem. On the other hand, if the engineer sees a danger signal set and; shuts-the throttle valve lever before reaching the trackjobstacle, such movement of the lever will operate the clutch releasing member to free the clutch from the valve stem and swinging of the clutch head in the manner previously described will, under those circumstances, have no effect upon the valve which will remain closed. For this reason, if the .en-

gineer sees the danger signal in time" and an emergency applicat onof wishes to avoid the brakes, he can readily do so by closing the throttle valve to stop the train.

It should be noted that both the springs 27 and 36 tend to hold the frusto-conical plug valve 22 firmly to its seat and further that the spring 36 holds the clutch head in close engagement with the clutch releasing device 4L9 and returns the clutch head to normal position after opening of the throttle valve, and consequent release of the releasing member 51 ofthe clutch releasingdevice. The springs-54L and 68 tend to constantly maintain the members ofthe clutch releasing device and the clutch head in proper angular position with respect .to each other. t H

Having thus described the invention, what is claimed as new is: v v

In a safety appliance for trains, the combination with a throttle valve and its lever and a train pipe, of a vent valve for the train pipe, at clutch-head normally connected with the valve and forming an op eratin means therefor track obstacle o)- t; 7

erated means'for turning the clutch head to open the valve, and means for releasing the clutch head, whereby its turning'will not open the valve. 1

2. In a safety appliance for trains, the combination with a throttle valve and its lever and atrain pipe, of avent valve for the train pipe, a clutch head normallyconnected with the valve. and forming an operating means therefor,"tracl' o'bstacle operated means for turning the clutch; headfto open the valve. anjd means for releasing. the clutch head, whereby its" turning wil'l'not open the valve, said. means operating upon .5. In combination with a throttle valve, its lever and a train pipe, of a *en't valve in'thetrain pipe, means operable by opening of the vent valve for closing the throttle valve, a clutch? head normally connected with the vent valve and longitudinally movable to free it of such connection, track obstacle operated means for turning the clutch headto open the vent valve, 0 and means. for moving I the.

av safety appliance for trams, the

free it from said means the trottle valve and longitudinally movable to freeit of such connection, track obstacle operated means for turning the clutch head to open the vent valve, and means for moving the clutch head longitudinally to free it from connection with the vent valve, said means being operable by movement of the throttle lever to close the throttle valve, and including co-acting cam members, one of which is movable upon swinging of the throttle valve lever to move the other and cause it to force the clutch head out of connection with the vent valve.

In a safety appliance for trains, the combination with a throttle valve, its lever and a train pipe, of a valve casing having ports communicating with train pipe sections, a turn plug valve mounted in the easing, a revoluble stem for the valve, a clutch head mounted upon the stem and movable longitudinally thereof, means oo-acting be tween the stem and the clutch head to lock them for common turning movement in one position of the head on the stem and to leave the head free for independent turning movement when in another position on the stem, means normally holding the head in the former position, means operable by turning of the throttle valve lever to close the throttle valve for moving the head to the other position, and track obstacle operated means for turning the head irrespective 0 its position.

6. In a safety appliance for trains, the combination with a throttle valve, its lever and a train pipe, of a valve casing having ports communicating with train pipe sections, a turn plug valve mounted in the casing, a revoluble stem for the valve, a clutch head mounted upon the stem and movable longitudinally thereof, means co-acting between the stem and the clutch head to lock them for common turning movement in one position of the head on the stem and to leave the head free for independent turning movement when in another position on the stem, means normally holding the head in the former position, means operable by turning of the throttle valve lever to close the throttle valve for moving the head to the other position, and track obstacle operated means for turning the head irrespective of Copies of this patent may be obtained for five cents each, by addressing its position, said throttle lever operated means including a cam sleeve mounted on the valve casing for longitudinal movement and engaging the clutch head, whereby the two move together, a second cam sleeve mounted on the valve casing for turning movement to move the first cam member longitudinally, and operative connection between the second sleeve and throttle valve lever.

7. In a safety appliance for trains, the combination with a train line, of a vent valve interposed in the train line including a valve casing, a turn plug valve mounted in the casing and controlling venting of air therefrom, an operating head reciprocally mounted on the valve plug, keys carried by the valve plug to lockingly engage the head in one position thereof, means for normally holding the head in such position, and a pair of co-acting cam sleeves mounted on the casing and ope "able to move the operating head to its other position.

8. In a safety appliance for trains, the combination with a train line, of a vent valve interposed in the train line including a valve casing, a turn plug valve mounted in the casing and controlling venting of air therefrom, an operating head reciprocally mounted on the valve plug, keys carried by the valve plug to loclringly engage the head in one position thereof, means for normally holding the head in such position, a pair of co-acting cam sleeves mounted on the casing and operable to move the operating head to its other position, and means normally holding the cam sleeves in inoperative position.

9. In a safety appliance for trains, the combination with a train line, valve interposed in the train line, including a valve casing, a turn plug valve mounted in the casing and controlling venting of air therefrom, an operating head reciprocally mounted on the valve plug, keys carried by the valve plug to lockingly engage the head in one position thereof, means for normally holding the head in such position, a pair of co-aoting cam sleeves mounted on the casing and operable to move the operating head to its other position, and means normally holding the cam sleeves 1n inoperative position, said means including helical springs surrounding the casing within the sleeves with one end of each spring engaging its sleeve and the other end of each spring engaging the casing.

In testimony whereof I affix my signature 1n presence of two witnesses.

JOHN V. RUND. W'itnesses S. N. Evans, J. J. RUND.

the Commissioner of Patents.

Washington, D. C.

of a vent

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