Improvements in Train Stopping Devices.
Year: 1890

page_text: Date of Application, 9th Dec., 1890-Accepted, 11th Apr., 1891
COMPLETE SPECIFICATION.
Improvements in Train Stopping Devices.
1, EUGENE JOHN CHARLES ALMEDA HULL, of 2314, Chestnut Street, Phila-
delphia, in the County of Philadelphia, United States of America, Gentleman, do
hereby declare the nature of my invention for IMPROVEMENTS IN TRAIN STOPPING
DEVICES, and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This invention relates to devices for automatically applying the brakes on a
railway train when it is desirable to stop the train entirely independent of the
engineer's will, as for instance, when the train is approaching an open switch or
draw-bridge and under other conditions which will at once occur to those skilled in
the art.
The object of the invention is to provide a mechanism which when set in shifting
the rails of a switch or the turn-table of a drawbridge or otherwise will without
fail operate the brakes of a train when moving in either direction so as to bring
the same to a standstill before reaching the point where disaster might occur.
Broadly stated, the invention may be said to consist of a trigger set by suitable
extraneous means into position to encounter some part of the locomotive and when
operated thereby to throw a retarder or operating arm into position to engage a
valve controlling the pressure within the brake pipe whereby the latter may be
located above the level of the bottom of the pilot of the engine and out of the way
of stones or other slight obstructions which might happen to be on the track.
Further than this the invention consists in certain novel details of construction and
combinations and arrangements of parts to be hereinafter described and pointed
out particularly in the claims at the end of this Specification.
Referring to the accompanying drawings:
Figure 1, is a side elevation of the front portion of a locomotive showing the
application of my invention.
Figure 2, is a top plan view of the pilot.
Figure 3, is a diagrammatic view of a switch and the brake operating mechanism
showing the interlocking feature.
Figure 4, is a sectional view through the cylinder controlling the pressure of air
in the brake pipe.
Figure 5, is a similar view taken at right angles to Figure 4.
Figure 6, is a side elevation of the interlocking mechanism employed to operate
the trigger where used in connection with a draw-bridge.
Figure 7, is a similar view showing the position of the parts when the draw-
bridge is closed and the trigger out of operative position.
Figure 8, is a detail.
Like letters of reference indicate the same parts in all the figures.
In carrying my invention into practice I preferably extend the train or brake
pipe, which it will be understood is the one through which the power is transmitted -
to operate the brakes, out in front of the drive wheels beneath the locomotive, and
upon the end of the same, journal a cylinder B, to be hereinafter more
particularly described, which constitutes one member of the valve controlling the
pressure within the pipe. The cylinder has an extended side or projection B¹
which when in normal position, directly below the pipe, is some distance above the
level of the bottom of the pilot but below the truck axles or other parts of the
locomotive mechanism, thus being entirely removed from any danger of being
struck by stones or other small obstructions which might pass the pilot.
In order now, to operate this cylinder when it is desired to stop the train, two
retarding devices or arms C are mounted upon a shaft C¹, journaled in clips o

page_text: (Figure 8) on the bottom of the rails at the proper point. The retarder or
arms C are long enough to engage the projection B¹ on the cylinder when elevated,
and for the purpose of elevating them behind the pilot so as not to be struck thereby
a trigger D is mounted on one end of the shaft and adapted to be struck by one
of the projections D¹ at the side of the pilot, thereby turning the shaft and
causing one or the other of the arms C to be elevated in the position indicated in
dotted lines Figure 1.
The trigger D is mounted upon a squared end of the shaft C' preferably outside
of the rails and is adapted to move in and out, longitudinally of the shaft, or into
and out of the path of the projections D', by means of the rod d disk d¹ and a lever
and its connecting rod d.
When the device is used in connection with a siding and switch operating
mechanism it is desirable to have the parts so depend upon each other as that it is
impossible to open the switch to admit a train to a siding without setting the
trigger in position to be struck by the first approaching locomotive; thus, it will
be seen that if a train has been side, tracked to permit another train to pass and
the operator should carelessly leave the switch open the approaching train will be
stopped before reaching the switch, and, on the other hand, should the train which
had been side tracked endeavour to move away without returning the switch to close
position, the train would be brought to a standstill at the point where the trigger
is located and which it will be understood may be any desired distance away from
the switch proper.
The interlocking mechanism for carrying this idea into effect is shown diagran
matically in Figure 3; E E representing the rail of a main line and E' E' the switch
rails operated by means of the rods e e and crank shaft and weight e as in the
ordinary construction. One or both of the rods e is provided with a recess F, pre-
ferably formed by bending the rod upward and through this recess the rod d' of the
trigger operating mechanism passes, the latter rod d being in turn provided with a
corresponding recess, which, when the trigger is out of operative position, is at one
side of the rod e as shown in Figure 3. The rod thus normally acts as a lock for
the rod e preventing the same from being moved longitudinally in either direction,
but when the rod is shifted to bring the recess into line with the rod e and at
the same time move the trigger into operative position, the rod e may be readily
moved to shift the rails.
When used in connection with a draw-bridge it is desirable that an interlocking
mechanism shall be employed which will enable the bridge attendant, stationed at
the centre of the draw to set the trigger located some distance along the track
without leaving his post, which result I preferably accomplish as follows. Referring
particularly to Figures 6 and 7, it will be seen that the rod which controls the
trigger and locks the switch shifting rods, terminates at one of the bridge abut-
ments H, in a section having hooks and projecting respectively above and below
The hook adapted to engage a pivoted catch or weight K when the
draw is to be opened as will be presently explained, the catch K, being held in
operative position by a counterweight k.
the same.
The
On the draw L of the bridge a second rod M is located, connected at one end to
an operating lever M' and terminating at the opposite end in a hook m adapted to
engage the hook i when in the position indicated in Figure 7, but to be released there-
from when drawn back and elevated by the inclined surface N which rides up on the
projection Nas shown in Figure 6. The latch K has a link O pivoted thereto and
extended forward into position to engage a lug or projection o on the hook m.
operation is as follows: Assuming that the draw has been opened, and returned to
normal position without the interlocking mechanism having been operated to with-
draw the trigger from set position, the parts occupying the relation shown in
Figure 6, with the rod d² held retracted by the latch K now, when it is desired to
withdraw the trigger from set position, the handle M' is pushed forward in the
direction indicated by the arrow causing the lug o to engage the link push the
esame forward and release the rod at the same time, the end of the hook comes in

page_text: contact with the surface m' of the hook m and pushes the rod d² back to the position
indicated in Figure 7, the hooks m and i falling into engagement and the link O
slipping off the lug as shown. With the parts in this relation, the trigger is out of
operative position, it being necessary however to connect the rod d to the opposite
side of the disk d' as shown in dotted lines Figure 3.
When it is desired to open the draw the operations just mentioned are reversed,
the hook m drawing the rod forward until the hook engages the latch K when the
said hook m rides up on the projection N¹ and releases from its engagement with the
hook i leaving the bridge free to turn.
Returning now to Figures 4 and 5, it will be seen that the end of the brake or
train pipe is supported in hangers P secured to any convenient part of the locomo-
tive frame and the cylinder B is journaled directly upon the said pipe between the
hangers. At the top of the cylinder an elongated opening or port Q is formed of
sufficient size to instantly reduce the pressure in the pipelto zero. And the pipe
within the cylinder is provided with a large number of perforations, their aggregate
areas, being as great as if not greater than that of the opening Q. The opening Q
is closed under normal conditions by means of a valve q mounted upon outwardly
extending tubular studs or projections q' on the train pipe, whereby when the
pressure is admitted to the cylinder it exerts its force in a direction to keep the
valve at all times closed, but should the cylinder be turned, it will be seen that
the valve would remain stationary and the whole opening Q uncovered instantly
bringing the train to a standstill.
For the purpose of holding the cylinder in position when turned so as to keep the
opening Q uncovered small projections are provided on each side of the cylinder
and co-operating pawls.rl on one of the hangers P, the operation of which is apparent
and need not be further described.
A valve S is located in the bottom of the cylinder and is loaded to withstand
the normal pressure within the brake or train pipe but to open when a greater
pressure is brought to bear on the same, hence any accumulation of water of
condensation in the bottom of the cylinder will increase the pressure, open the
valve and permit the water to pass out, the valve being immediately closed when
the pressure is reduced to normal.
While I have described specifically the interlocking mechanism for the switch on
the draw-bridge and abutment and have shown the same separately, it is obvious
that it may be used in connection with the trigger as the latter is necessarily located
some distance from the bridge, say a thousand feet. It is further obvious that the
particular mechanical structure of the valve and its operating mechanism may be
considerably modified without departing from the spirit of my invention.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1st. In a device for automatically applying the brakes of a railway train the
combination of the train pipe and a valve controlling the pressure within the same
located in proximity to the rails, of a retarder or arm for operating said valve
and a trigger for setting said retarder or arm into operative position, projecting into
the path of some part of the locomotive and adapted to be struck thereby
substantially as for the purposes set forth.
2nd. In a device for automatically applying the brakes of a railway train, the
combination with the train pipe and a valve controlling the pressure within the
same located on the locomotive and above the level of the bottom of the pilot, of
a retarder or arm for operating said valve and a trigger projecting into the path of
the pilot and adapted to be struck thereby to throw the retarder or arm into
operative position substantially as described."
3rd. In a device for automatically applying brakes of a railway train the combi-
nation with the train pipe and a valve controlling the pressure within the same
located on the locomotive and above the level of the bottom of the pilot, of a

page_text: .
retarder or arm for operating said valve mounted on a shaft journaled in stationary
bearings along the track, and a trigger mounted on, and movable longitudinally of
the shaft and adapted to be struck by the pilot to shift the retarder, and mechanism
substantially as described for shifting the trigger into or out of operative, position
substantially as described.
4th. In a device for automatically applying the brakes of a railway train the
combination with the train pipe, a valve controlling the pressure within the same
and a retarder mechanism or arm for operating the said valve located along the
track, of a rod for operating said retarder mechanism terminating in a hook, a latch
for holding said hook in set position, a co-operating hook and operating lever
located on a movable section or draw having cam surfaces for disengaging said hooks
and a link for releasing the latch when the hooks are in engagement substantially as
described.
5th. In a device for automatically applying the brakes of a railway train the
combination with the train pipe, a valve controlling the pressure within the same and a
retarder mechanism or arm for operating the said valve located along the track, of a
rod for operating said retarder mechanism terminating in a section having two hooksii
thereon, a latch K engaging hook i¹ when in set position, a co-operating hook m on
a movable section or draw, having a cam surface thereon a stationary projection
for releasing the hooks and a link connected to the latch operated by the
hook m to release the latch when the hooks are in engagement substantially as
described.
6th. In a device for automatically setting the brakes of a railway train the
combination with the train pipe, of a cylinder journaled thereon and in communica-
"tion with the said pipe, and having an opening therein, à valve for closing the
opening, and a retarder mechanism located along the track for operating said
cylinder to turn the same and open the valve substantially as described.
7th. In a device for automatically setting the brakes of a railway train the
combination with the train pipe, of a cylinder journaled thereon and in communica-
tion with the said pipe, and having an opening therein, a valve for closing the
opening mounted on the pipe and held out by the pressure within the cylinder, a
projection on one side of the cylinder and a retarder mechanism located along the
track for engaging said projection to turn the cylinder and set the brakes substantially
as described.
8th. In a device for automatically setting the brakes of a railway train the
combination with the train pipe, of a cylinder journaled thereon and in communica-
tion with the said pipe and having an opening therein, a valve for closing the
opening mounted on the pipe, a projection on the cylinder, a retarder mechanism
along the track for engaging the projection and operating the cylinder and a loaded
valve in the bottom of the cylinder for the escape of water of condensation
substantially as described.
9th. In a device for automatically setting the brakes of a railway train, the
combination with the train pipe, a valve controlling the pressure within the same
located beneath the engine, and a retarder mechanism for opening said valve,
of pawls for holding the valve open, located beyond the reach of the engineer while
the engine is in motion, whereby the valve cannot be reset until the engine is brought
to a standstill, substantially as described.
Dated this 9th day of November 1890
W. P. THOMPSON & BOULT,
Agents for the Applicant.