US1110739A - Automatic train-stop. - Google Patents

Description

W. BEUTEL.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAR.1,'1913.

1 1 1 Q3319, Patented Sept. 15, 1914,

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W. BEUTEL.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAIL], 1913.

1,110,739. Patented Sept. 15,1914.

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STATES PATENT OFFICE.

WERNER BEUTEL, 0F BRIDGEPORT, CONNECTICUT.

AUTOMATIC rnanv-s'ror.

To all whom it may concern: I

Be it known that I, WERNER BEUTEL, a subject of the Emperor of Germany, and resident of Bridgeport, in the county of Fairfield and State of Connecticut, have invent ed certain new and useful Improvements in Automatic Train-Stops, of which the following is a specification. I

My invention relates to improvements in automatic railway locomotive stops and it belongs to that particular class of devices of this kind wherein air pressure automatic mechanisms are employed for shutting off the steam from the locomotive boiler to the engine.

The invention is designed to be used in connection with most any of the practical forms of signal devices now in use, and with this in viewis arranged to be connected therewith so as to produce an automatic stoppage of the engine and train when the signal is set against the same, but is so con structed and arranged as to avoid being operated when such signals are not setagainst the train.

The further object of the invention is to provide a device which will be positively op-' f erated whether the train be going in a for ward or backward (11166017101110? 1f golng 1n either dlrectlon upon a single track, andso as to prevent the train from running past adangersignalr I t a. 1

Upon the accompanying two sheets of drawings forming a part of this specification similar characters of reference will be found to designate like or corresponding parts throughout the several figures and of" which, I 1 l 1 Figure 1, shows, bydotted lines, a side elevation of a locomotive and track fitted with my improved automatic stop mechanism, the said stop mechanism being shown in full lines, and mounted in the cab and upon the rear portion of the locomotive. Fig. 2, is an enlarged sectional elevation of a cylinder and its extended piston shown in Fig. 1, for engaging the contact member mounted upon the railway track. Fig. 3, is a sectional elevation taken at a right angle to and further illustrating the mechanism shown in Fig. 2. Fig. 4, is a side view of the contact device that is connected with and operated by the signals, and which is at Specifieation of Letters Patent.

Patented Sept. 15, 1914.

Application filed March 1, 1913. Serial No. 751,476.

nism carried by the locomotive. Fig. 5, is a. plan view of the said contact mechanism shown in Fig. 4. Fig. 6, shows an enlarged sectional elevation of the means for automatically operating the steam throttle lever within the locomotive cab and the air valve.

Fig. 7, is a central vertical sectional view through the air brake valve indicated by 59 and as seen from the opposite side from that shown in Fig. 1. Fig. 8, is an enlarged side view of the valve mechanism shown in Figs. 1 and 6 and which is automaticallyreleased and permitted to operate with the striking of the piston arm shown in Figs. '1, 2 and 3. Fig. 9, is a top plan view of the mechanism shown in Fig. 8, and, Fig. 10, shows a plan view of the short section of a railway track fitted with such. of my improved mechanism as is mounted upon the track and road bed and connected with thesignals.

Referring first toFig. '10 it will be seen thatthe contacting devices 11 are mounted viously apparent that the connections may be made with any movable form of signal device, as for instance a movable ground or I "lamp signal mounted upon the road bed.

These contacting devices 12 are used in pairs for single track roads, one being arranged on each side of'the track, the two said devices are connected together by wires 14: which in turn connect with the operatingarms of the said contacting device and the pivotal lever '15to which the wirei16from the signal 13 is attached. These contacting devices arev more clearly shown in larger views in Figs. 4; and 5 and as will be seen include a slide which may be shoved forth in. line with the travel of the piston arm carried by the locomotive so as to insure the same striking at such times as when the 19 that extends up through a slot in an arm 20 mounted upon a rocker shaft 21 and bearing a second arm 22 for the connection of the before mentioned wires 14. When the signal is set against the train the connected track this same engaging slide is drawn back out of the way to permit-a free passage of the piston arm therepast.

The automatic mechanlsm CELI'IlECl by the locomotive which is operated by engagement with the before mentioned contacting devices is mounted in part in the locomotive caband in part immediately thereunder. It thus serves to be more directly and conveniently connected with the throttle lever 24 of the locomotive which serves to op 'erate. the ,main'steam valve (not shown) controlling the supply. of steam from the boiler to the locomotive cylinder. This lever 24 is designed to be", manually operated inthe usual way and also to be operated through said lever'by" the air pressure carried in the compressed air tank 26 of the locomotive, through the medium of cylinders, pistons, springs and trip mechanism that are connected with and operated bythe before mentioned piston arm carried by the locomotive and which serves to en.- gage'the before mentioned slide 13. A link 27 is pivotally' connected to the piston .rod 28 and is made to engage the before mentioned operating lever 24 through the medium of a pawl and rack connection as is clearly shown in Fig. .6. The piston'rod 28 extends out from and is connected with the piston 29;mounted within the compressed air cylinder 30 whose ports 31 and 31 lead to it from anadjoining chamber 32'. This chamber32has mounted within it a bal anced 7 reciprocating slide valve 33 that is provided with a longitudinal port 33 extending therethrough and has a stem projectingout from either end. One of these stems;36 jis provided with a spring that normally tends to draw-the said slide valve to the right as shown in dotted lines in :Fig. 6. to allow a free passage of airy, out through the pipe 31 from the said cham-, her and thence through the exhaust port '31 when the parts are set in their position. The stem 37 extended from the opposite end 'of the slide valve is supported in an extended bracket 38 and has connected to its outer end anoperating lever 39 which is pivotedto the before mentioned bracket 38.

- A beveled edged disk 40 is secured upon the stem 3-7 and serves to be engaged by a bell cra k. lever 4: t a i pivotally c nne ted On the other hand when the signals are set to lndicate a clear equal air pressure on both ends of the slide end of the cylinders at such times as when to the said bracket A spring 42 serves to normally hold the tooth 43' of the arm 41 in engagement with the edge of the said disk 40. This mechanism thus serves to prevent amovement of the said balanced slide "valve and its stems to the right from the action of its spring 35. The said parts.

are set in the position shown in Fig. 6 when theloeomotiveis started by the operation of the lever 39 which draws the rod 37 forward as shown until the disk 40 is en gaged by the tooth 43 of the bell crank lever which tends to hold the partsin, said position until released. This condition obviously leaves the port 31 in communication with the exhaust 31 and the other port- 31 uncovered to the compressed air pressure, the said air pressure thus also .fills both ends of the chamber 32, and formingan valve, when the disk 40 and its stem 37 are automatically released as will later be explained, thespring 35 draws the slide valve 33 to the right (see dotted lines), so as to connect the port 31 with the exhaust 31 and to permit a free flow of air through the ports 33 and 31 back of the slide valve 29 so as to drive the same back in a way to operate the lever 24 and to close its con nected valves. Thisline of mechanism is operated through a chain connection 44 which passesdo'wn overthe idler rollers-- 45 shown in 1 and is connected with the spring actuated rod 46supportedin a 7 frame '47. This spring 48 serves to retain, the-'rodand its connecting links 49 in an uppermost position thereby relieving the bell bracket 54" hung in any suitable manner to the frame work of the locomotive and through the pivotal journal portion 55 of the said cylinder is provided an air passage56 thatis connected by a pipe 57 with. I i

the compressed air tank 26. Ports 58 of the" cylinder connect this passage 56 withthe upper end of the-cylinder '53 so as to con- I crank lever from any function of support 111g the same.

vey the air from the said tank to'the upper the valve 59 is opened.

n A piston 60 is mounted to reciprocate in the cylinder 53 and is provided with a depending piston arm 61 that extends down and out of the cylinder more or less aoas before stated is intended to be extended only when the signals are set against the train.

The piston arm 61 is normally extended when the train is in motion by reason of the airpressure and against the action of the spring 62, but is designed to be lifted by said spring when the air pressure is cutoil. The air valve 59, before mentioned, as will be seen is directly connected. by, a link 53 with the throttle lever 24 of the locomotive and is thus set in an open position when the throttle lever is drawn back as seen inv erate the throttle lever 24 when the signals are set against him, the piston arm 61 will be extended for engagement with the slide 18 which has previously been shoved forward in the path of the arm by the setting of the track signal 13 Having thus described my invention what I claim and desire to secure by Letters Patent is I 1. In an automatic railway locomotive stop, the combination with a suitable contacting device secured to a road bed, of a cylinder pivotally connected to the locomotive and having oppositely disposed arms, a piston arm mounted in the cylinder to engage said contacting device and adapted to swing with the cylinder to pass the contact,

air pressure connections with the cylinder for holding said piston arm extended for engagement with the contacting device, a spring for withdrawing the piston arm when the air pressure is removed and mechanism connected with the oppositely disposed arms ot the cylinder for removing said air pressure.

2. In an automatic railway locomotive stop, the combination of a movable contacting device secured to a road bed, of an air cylinder pivotally-attached to thelocomotive and adapted to be swung forward and backward, a piston and arm mounted in the cylinder to engage said contacting device and adapted to swing with the cylinder, pressure actuated means for holding said arm extended for engagement with the contacting device, means for retracting the arm when the air pressure is removed, and mech- .anism connected with the swinging cylinder for removing said air pressure.

j 3. An automatic railway locomotive stop, comprising a suitable contacting device secured to a road bed, an air pressure cylinder pivotally hung to the locomotive, an arm mounted in the cylinder and adapted to engagesaid contacting device and adapted to swing rearward with the cylinder to pass the holding said'arm extended for engagement with the contacting device, a spring actuated slide valve for controlling said pressure actuated means, means for retracting the arm when the air pressure is removed, and mechanism connected with the swinging arm to control the slide valve for relieving said air pressure. p

4. In an automatic railway locomotive stop, the combination with a suitable contacting device secured to a road bed, of a throttle valve lever, a spring actuated slide valve for controlling the operation of the throttle valve lever, a pivotal arm carried by the locomotive to engage said contacting device and adapted to swing back to pass the contact, a latch for holding the slide valve in inoperative-position, connections with said swinging arm to release the slide valve, air pressure actuated means for holdsing said arm extended for engagement with the contacting device, and means for retracting'the arm when the air pressure is removed by engagement with and the operation of the arm.

5. In an automatic railway locomotive stop, the combination with a suitable contacting device secured to a road bed, of a throttle valve lever, an air pressure operating means for operating the throttle lever, ,a spring actuated slide valve for controlling said air pressure operating means, a cylinder pivoted to swing upon the locomotive,'an arm carried bythe cylinder to engage said contacting device and adapted to swing with the cylinder to ass the stop, a connection between the said cylinder and the spring actuated slide valve to release the latter, air pressure actuated means for holding said arm extended for'engagement with the contacting device, and means for retracting the arm when the air pressure is removed.

Signed at Bridgeport, in the county of G. M. NEWMAN, ERNST P. WoLD.

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

Washington, D. G, i

contact, air pressure actuated means for

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