Improvements in Apparatus for Stopping Engines and Trains Independently of the Drivers.
Year: 1894

page_text: Date of Application, 11th Dec., 1894-Accepted, 2nd Feb., 1895
COMPLETE SPECIFICATION,
Improvements in Apparatus for Stopping Engines and Trains
Independently of the Drivers.
I, CHARLES GOODWIN EMERY, of 143 Liberty Street, New York City in the
County and State of New York, United States of America, Manufacturer, do
hereby declare the nature of this invention and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement:-
The present invention relates to mechanism and appliances arranged and operating
to automatically apply the air, steam, hydrostatic or similar brakes of a railroad
train, car or locomotive, and independently of the common means for effecting
automatic application. It is desirable that a person not on the train, such as a
signal or switchman, or other person designated to direct the movement of a train,
may have the power to effect the operation of the train's brake mechanism and
the stopping of the train, particularly in cases where visual signals cannot be
successfully used, or fail of being noticed by any of the train men.
To this end, the object of the invention, is to provide the fluid brake mechanism
of a locomotive, car or train with suitable valve mechanism adapted to be operated
by an explosive device that may be attached to the train road-bed, whereby as such
locomotive, car or train encounters said device, the automatic brake mechanism
will be caused to effect an application of the brakes and stop the train, and
conjointly with such braking action, if desired, the steam supply to the locomotive
will be cut off.
As is well understood, explosive signals are used for the purpose of signalling to
a train engineer, they being secured to the tread of the rail and exploded by the
first passing wheel. The use of such signals is extensive, and it is my purpose to
avail of the same to effect the stopping of a train, car or locomotive.
The invention, in general, consists of a train, car, locomotive, or other railroad
vehicle, supplied with a fluid-brake mechanism, which mechanism is provided with
a valve or other operative device capable of being worked to apply the brakes by
the force of an explosion effected by the passage of the car, locomotive or vehicle;
the invention also consists of fluid actuated mechanism for cutting off the supply
of steam to the locomotive, which mechanism is also brought into action by the
force of an explosion; and, further, the invention consists of a form of exploder
especially adapted to one method of practising the invention.
In the drawings,
Fig. 1 is an outline elevation view of a locomotive provided with my improved
mechanism for effecting the operation of the air, or similar brake mechanism, as
also the throttle valve of the locomotive.
Fig. 2 is a plan view of the special form of exploder employed.
Fig. 3 is an edge view of the same, in partial section.
Fig. 4 is a plan view of the train pipe mechanism which is actuated by the
explosion of the exploder.
Fig. 5 is a lengthwise section and end view of the valve mechanism of the train
pipe, showing also a section of the exploder bell.
Fig: 6 is a central section of the throttle actuated mechanism located on the
locomotive and which is for operating the throttle lever thereof, to close the steam
supply valve or valves.
Referring to these views in detail, A represents the body or main part of the

page_text: locomotive; B being the pilot; C the forward wheels, and D the train pipe of
the air-brake mechanism.
Between the two forward wheels is a branch, E, of the train pipe, which branch
is. closed against and opened to the atmosphere by a valve, F. Fig. 5, which valve
is held to closed position by the can rod G projecting to and held to place by the
cam H, when the latter is in the position shown, or with its highest peripheral
surface towards the valve. This cam is carried on a shaft I, hung in bearings J,
one on each side of the locomotive. At each end of this shaft and mounted
rigidly thereon are the arms K, which extend to and rest upon or are otherwise
operatively connected to the rods L of the piston-like plates or discs M sliding
vertically in the open bells or cylinders N, which bells are hung on the angle
arms O and are located so that their lower open ends are just above the rails of
the road and directly in front of the bearings of the front locomotive wheels, as
seen in Fig. 1. The bells are provided with ribs P against which the pistons bear,
and between which the air above the pistons can escape when the pistons are
forced upward, and at the same time the pistons will be properly cushioned so as to
prevent their injury or improper motion under heavy pressure, and so as to prevent
their operation by light accidental shock or pressure, as also so as to prevent their
too sudden return to normal position when intentionally operated.
Qrepresents an exploder, which is composed of any light thin case of suitable
material containing fulminate or other explosive material capable of ignition by
friction or compression. R, R are clamp arms that may be bent around the tread
of a rail to secure the exploder thereto. Heretofore, the exploders for railroad
uses have been of a construction including a single disc or plate of explosive. For
the special purposes of this invention, I provide an exploder having the extensions S
from the enlarged main disc T, at the ends of which extensions are located smaller
discs U of explosive material, connected along the extensions with the main disc,
and provided with fulminate caps V. By the use of such an exploder, as the first
wheel crushes the first or one of the smaller discs of explosive, the larger disc will
be instantly ignited and exploded a short distance ahead of the wheel, and the
explosive effects will not be damped by the wheel. One of the extensions S may
be omitted, but then it would be necessary to so fix the exploder to the rail that
such extension would be between the main disc and an approaching wheel.
W is a cylinder mounted upon the boiler of the locomotive or upon other
suitable support and positioned adjacent the free end of the throttle lever X. This
cylinder is at one end openly connected by pipe Y with the train pipe D of the
air-brake system. Within this cylinder is located piston Z, the rod A¹ of which is
a hollow tube having an air-tight bearing B₁ in one end of the cylinder. Within
this piston rod is located the headed stem C" which passes loosely through a
plug D in the outer end of the rod. This stem is attached by link E' to the
handle end of the throttle lever. The throttle lever is shown by the full lines of
Fig. 6 as at its closed position, or in that position indicating that the steam is cut
off from the engine cylinders, and the dotted lines of this figure show the lever in
a position indicating that steam is being admitted to the engine cylinders.
Springs F, attached to the piston Z and to the opposite end of the cylinder, act
normally to hold the piston from moving toward the left hand end of the cylinder;
also these springs serve to return the piston to normal position after it has been
forced to the left hand end of the cylinder. A small duct or perforation G
pierces the piston and is of such size as to permit a somewhat slow feed of air
through the piston.
The operation of the mechanisms will now be plan. As the first wheel runs
upon an exploder upon whichever rail it may be placed, the resulting explosion will be
mainly below one of the bells of the pistons of the train pipe valve, and the effect
of the explosion will be felt upon that valve piston, which will be forced up toward
the top of the bell, thus turning the cam controlling the train pipe valve and
permitting the valve to rise, under train pipe pressure, and the train pipe air to
escape. Such escape of air, as is well understood in the art of automatic air-brake

page_text: mechanism, will cause the train brakes to be set upon the wheels with full force,
thus stopping the train. The advantages of this mechanism are various and
important; one of the most important is that the setting of the brakes is
effected at practically the same time that the explosion of the exploder occurs.
Thus, the loss of time in setting the brakes through the engineer's valve after a
signal explosion as heretofore, is obviated. Such delay also is obviated as might
occur by reason of negligence or inattention on the part of the engineer.
Under normal conditions the throttle piston will not be acted upon to move the
throttle. While the piston is thus in its normal position, the throttle may be moved
in and out freely, the stem C₁ connecting it with the piston rod sliding freely in the
latter. Assuming the throttle to be open and that the train pipe be opened as
above explained, the exhaust of air from the train pipe will suddenly lower the
pressure upon the left hand side of the throttle piston, whereupon, by the expansion
of the air upon the other side of this piston, the piston will be driven to the left
hand end of the cylinder, causing the piston rod to engage the throttle lever stem
and draw the lever to closed position, thus cutting off the steam from the cylinders
of the locomotive. Immediately following this action, the air in the right hand
end of the throttle cylinder will escape through the piston, and in a short time the
piston, under the stress of its springs, will be drawn back to normal position, thus
freeing its hold on the throttle lever and leaving the latter in condition to be
operated by hand. In like manner, the throttle lever will be closed, upon the train
pipe being ruptured or otherwise opened suddenly to the exterior atmosphere.
I prefer to operate the throttle piston by pressure derived from the air-brake
system. This, however, is not an essential of the invention, since the mechanism
to be operated upon by the explosion of the exploder may control or bring into
action other fluid pressure designed to operate such piston.
I do not confine myself to any particular form of train pipe valve, or devices for
causing such valve to be opened by the action of an exploder, as it is obvious that
either may be of various forms. Neither do 1 confine myself in the use of such
mechanism, to the form of exploder shown, which form is employed when it is
desired to locate the train pipe valve so that it will not be acted on by the common
signal exploder.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. A railroad vehicle fluid-brake mechanism provided with a valve arranged to
move to set the brakes, and a movable device for holding the valve closed, and
adapted under the force of an explosion to release the said valve.
2. In combination with a railroad car or locomotive fluid-brake mechanism, a
valve in said brake mechanism capable of movement to effect the application of
the brakes, and mechanism controlling said valve and positioned near a wheel of
the car and adapted to be actuated to release the said valve by the action of an
explosion effected by the wheel.
3. In combination with a brake train pipe, a valve normally closing said pipe and
operative to effect a brake application reduction of pressure, valve releasing
mechanism consisting of a disc or piston connected with said valve, and a hood or
bell enclosing said piston and acting to direct the force of a concussion upon the same.
4. In combination, the train pipe provided with the valve F, a cam holding said
valve closed, and a disc or plate, as piston M, connected to said cam and adapted to
be acted upon by the force of an explosion and to thereby release said valve, as and
for the purpose set forth.
5. In combination with the throttle lever of a locomotive or the mechanism
whereby the valve supplying the cylinders is operated, fluid pressure apparatus
connected with said lever and adapted to operate the same, and mechanisin
controlling said fluid pressure apparatus and operating by the force of an explosion
to set the same in action.

page_text: 6. In combination with the throttle valve of a locomotive, mechanism located
near a wheel of the locomotive and adapted to be brought into action by an
explosion effected thereby, and throttle valve mechanism controlled by said
explosion mechanism whereby the former is operated by the latter
7. In combination with the throttle valve actuating mechanism of a locomotive,
a fluid pressure apparatus operatively connected thereto, and an exploder apparatus
located adjacent one of the wheels of the locomotive and adapted under the force
of an explosion to bring said fluid pressure apparatus into action.
8. In combination with the throttle lever or valve of a locomotive, a. cylinder
and piston for operating the same which is connected with a fluid-brake system, an
exploder apparatus also connected with said brake system and adapted under the
force of an explosion to bring the same into operation, substantially as described.
9. In combination, in a mechanism for operating the throttle valve of a locomotive,
a lever connected to and for actuating said valve, a fluid pressure cylinder and
piston connected to said lever and for operating said valve through said lever, and
connections between the said piston and the said lever permitting the independent
opening and closing of the lever and the throttle valve, but adapted to engage said
lever and close the valve by a movement of the said piston.
10. In combination with a fluid-brake train pipe, the throttle lever of a locomotive
or the mechanism whereby steam is supplied to the driving cylinders, fluid pressure
apparatus for operating said lever or mechanism, and valve mechanism located in
the train pipe and adapted under the force of an explosion to open said pipe and
thereby cause the application of the train brakes and the cutting off of the
locomotive power supply.
Dated this 11th day of December 1894
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.