US1116136A - Automatic air-brake-operating mechanism for railway-trains. - Google Patents

Description

W. R. SHAW.

AUTOMATIC AIR BRAKE OPERATING MECHANISM FOR RAILWAY TRAINS.

APPLIOATION FILED FEB. 8, 1913.

Patented Nov. 3, 1914.

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THE NORRIS PETERS 60.. PHOTO-LITHQ. WASHINGTON. B L.

W. R. SHAW.

AUTOMATIC AIR BRAKE OPERATING MECHANISM FOR RAILWAY TRAINS.

APPLICATION IILIJD mm. a, ma.

1,116,136. Patented Nov. 3, 1914.

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W. R. SHAW.

AUTOMATIC AIR BRAKE OPERATING MECHANISM FOR RAILWAY TRAINS.

APPLICATION FILED I'EB. 8, 1913. 1 11 6, 1 36, Patented Nov. 3, 1914.

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WALTER R. SHAW, OF BRADFORD, PENNSYLVANIA.

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Specification of Letters Patent.

Patented N ov. 3, 1914.

Application filed February 8, 1913. Serial No. 747,121.

To all whom it may concern Be it known that LWV ALTER R. SHAW, a citizen of the United States, residing at Bradford, in the county of McKcan and State of Pennsylvania, have invented certain new and useful Improvements in Automatic Air-Brake-Operating Mechanism for liiailway Trains, of which the following is a specification, reference being had therein to the accompanying drawing.

My invention relates to improvements in automatic air brake operating mechanism for railway trains.

The object of my invention is to provide an air-brake mechanism adapted to be auto matically operated by the moving train by an obstruction or semapl'iore arranged along he side of the track so that the train cannot pass a danger signal without the b 'akes leing automatically applied.

Another object of my invention is to provide a brake operating mechanism of this character which will be automatically operated by the train and movingin either direction and at the same time providing a structure which is not affected by the weather, and which is positive and instantaneous in operation.

A still further object of my invention is to provide a specific arrangement of the operating arm or obstruction carried by the semaphore, whereby the breaking of any of the cab parts, such as the arm 5, cable 1.0, spring 11, or arms 24 and :26 will cause the operating mechanism to assume its normal position to set the brakes as fully shown anddescribed in the drawings.

A still further object of my invention is to provide a simple, cheap and more effective brake-setting mechanism having certain details of structure hereinafter fully shown in the drawings and set forth in the specification.

In the accompanying drawings: Figure 1 is a vertical transverse sectional view taken through the cab of an ordinary locomotive, showing a semaphore arranged alongside of the track and set at the danger position to operate or set the air-brakes of the locomotive. Fig. 2 is an enlarged detached perspective view of the rock'shaft extending across the upper end of the cab of the locomotive and showing the vertically extending arms secured to one end. Fig. 3 is a longitudinal sectional view of the shaft oscillating means. Fig. l is an enlarged detailed view partly in section of the lever used for holding the brake valve lever in its upward position to prevent the brake from being set by the rocking of the rock-shaft. Fig. 5 is a horizontal sectional view showing the specific means for detachably securing the vertical arm to the outer end of the rockshaft. Fig. (l is an end view looking in the direction of the arrow of Fig. 5. Fig. 7 is an enlarged view of a semaphore and the brake operating levers when applied to a bridge or other support above the tracks when a number of semaphores are used.

Referring now to the drawings, 1 represents the cab of an ordinary locomotive having the usual air-brake pipe .2, adapted to control the brakes of the train, and having an operating lever 3, by means of which the brakes are applied by the engineer in the usual manner, all of which is well understood and needs no further description.

Ililxtcnding transversely across the upper end of the cab is a rock shaft 1, which extends beyond the side of the cab on each side, and to which the operating arm 5 is dctachably secured, as will be hereinafter more fully described. The said rock-shaft adjacent the side of the cab opposite to that in which the throttle valve and air-brake mechanism is arranged is provided with a downwardly extending arm 5. The said shaft passes through a bracket 6, secured to the top of the cab. The lower end of the bracket is provided with outwardly extending arms 7, carrying rollers 8 and 9, between which a cable 10 passes. The upper end of the cable is secured to the arm 5 carried by the rock-shaft, and the lower end secured to a coiled spring 11, to the lower end of which is secured a rod 12, passing through a b 'ackct 13, carried by the front of the cab and screwed on the rod 12 is a nut 14 by means of which the tension of the spring 11 may be changed. This spring 11 holds the rock-shaft 4 normally in a position so that the arm 5 is in a vertical position. It is understood that the arm 5 is engaged by an obstruction along the side of the track and the shaft 4 is rocked thereby, the obstruction being hereinafter more fully described. This arm 5 engaging the obstruction along the track when the train is traveling very rapidly necessarily throws the rock-shaft over very rapidly and in order to limit the movement of the said shaft, 1 provide the bracket 6 with two outwardly extending arms 15 and 16 having their ends turned outwardly and to which are secured bufl'er springs 17 and 13. These springs, as shown in Fig. of the drawings are in such position that the ro 1g of the shaft beyond a certain point causes the arm 5 to engage the same and the upward movement thereof is limited without shock to the shaft.

Connected to the pipe 2, of the air-brake ystem below the controlling lever 3, is a pipe 19, leading upwardly and connected to the air-brake train line pipe and carrying a valve 20. The said valve is provided with a horizontally arranged arm 21, which is provided with a weight 22, which has a tend ency to move the arm downwardly and when said arm of the valve 20 is in a downward position, the valve is open to apply the airbrake.

Secured by the rock-shaft adjacent the outer end of the valve arm 21 is a sleeve 23 having a downward extension 24. Pivoted to the lower end of the extension 24L is a horizontally arranged arm 25 having at its outer end a transverse bar 26. The upper face of the bar 26 is curved in an arc of a circle corresponding to that of the movement of the shaft. The transverse arm 26 is arrai'iged, as shown in Fig. 1 of the drawings, directly below the valve arm 21 when the arm 5 is in a vertical position, whereby the valve arm is held in a horizontal position, as shown in Fig. 1, so that the airbrake valve is closed and the brakes not applied. The rocking of the shaft 4, by the engagement of the arm 5, with the obstruction along side of the track, which will be hereinafter more fully described, causes the transverse bar 26 to travel from beneath the valve arm 21, and by means of the weight 22 the valve arm drops opening the valve and applying the air brake. From.

this structure it will be seen. that the rocking of the shaft caused by the engagement of the arm 5 with an obstruction along the side of the track, causes the air-brake to be applied, thus stopping the train. As soon as the airbrake is applied to the arm 5, the rock shaft and the parts carried thereby assume their normal position.

The transverse bar 26 is pivoted at 26 so that it can be swung upwardly to allow the valve arm 21 to be swung upwardly to close the air-brake pipe line.

The arm 5 carried by the rock-shaft, as shown in Fig. 1 of the drawings, extends some distance above the upper end of the cab and it sometimes becomes necessary to lower the arm in order that the train may pass beneath a low bridge or tunnel without operating the air brakes. In order to accomplish this, 1 provide the rock-shaft with a sleeve 27 to which is pivotally connected the lever 28, which extends downwardly in easy reach of the engineer and when not in use it is held up adjacent the ceiling of the cab by a hook out of the way but accessible. Keyed upon the shaft 4, adjacent the sleeve 27 is a gear 29. The lever 23 is provided with an ear 30 through which passes a sliding dog 31 adapted to engage the teeth of the gear 29. A second car 32 is carried by the lever 28 and through which passes a rod 33, carried by the dog 31. Below the. car 32 is a coiled spring 34, the outer end of which engages a stop or washer 35, carried by the rod whereby the coiled spring normally holds the rod 33 in an outer position. Pivotally mounted on the outer end of the arm 28 is an L-shaped lever 36, connected to the rod 33 by means of a link 37. By this structure it will be seen that by operating the L-shaped lever 36, the dog 31 is thrown inwardly in engagement with the gear 29, and by rocking the lever 28 the rock-shaft is oscillated so as to bring the arm 5 in a horizontal or approximately in a horizontal po sition to clear overhead obstruction.

In order that the operation of throwing the arm downwardly by the lever 28 will not apply the air-brakes, ll provide a pivoted U- shaped lever 33 adjacent the valve arm 21. This lever is carried by the valve stem of the valve 39. The end 40 of the said lever is thrown upwardly under the arm 21 of the air-brake valve 20 and thus supports the said arm in a horizontal posit-ion when the rockshaft is rocked to throw the arm 5 downwardly to allow the train to pass beneath an obstruction. In order to hold the lever 38 in its upward position shown in dotted lines Fig. 1, I provide a sliding dog 4:1, operated by the L-shaped lever 12, and the said dog adapted to enter a notch 43 in the segmental bar 44. The valve 39, to which the lever 38 is pivoted, is connected to the air-brake pipe 19, as clearly shown in Fig. 1. When the lever 38 is drawn upwardly beneath the arm 21 of the brake operating valve 20, the valve 39 allows the air to pass to a pipe 45 which carries a small whistle 16, which is a signal for the engineer to show that the brake-op crating or controlling valve. 20 is locked, so that the device will not be operated by an obstruction or the semaphore.

The rock shaft 4, as shown in Fig. 1, of the drawings, extends through opposite sides of the cab and some distance beyond and is provided with an enlarged squared portion 17 at each end and having secured thereto at opposite sides the brackets 48 and 4:9. The bracket. 18 has pivoted thereto at 51 the arm 50. The opposite end of the arm is provided with a slot through which an extension of the arm 49 extends and is secured therein by a pin 52. The operating arm 5 is provided with a square socket through which the enlarged squared portion 47 of the rock-shaft extends. By this structure it will be seen that the arm 5 is removably secured to the end of the rock shaft and may be secured to either end of the rock shaft so that the operating arm can be arranged to engage the obstruction when the train is backing on the opposite tracks from which it is shown in Fig. 1.

adjacent the track is the usual pole 53 carrying the oriflinary semaphore The said pole provided with a bracket 55 below the semaphore to which is connected the L-shaped lever 56, one end oil which is connected to the semaphore by the link 57. Pivotally mounted upon the outer end of the bracket 55 is an arm 58 having a laterally extending portion 59 carrying a weight 60. Ihe weight 60, as shown in Fig. 1 of the drawing, normally holds the arm 58 in a horizontal position so that it will engage the arm 5 carried by the rock shaft in the cab of the locomotive. The arm 58, adjacent the weighted arm 59 is provided with an arm (51 to which is pivotally connected a link 62, which has its inner end pivotally connected to the L-shaped lever By this structure it will be seen that when the semaphore is in a horizontal position set for danger, as is well understood by those skilled in the art, the arm 58 is held in a horizontal position to engage the arm 5 and operate or set the airbrakes of the train. bi lion the semaphore thrown in a vertical position to show a clear track, or in an oblique position to indicate caution by means of the links 57; (i2 and the arm 61 and the L-shaped lever 56, the arm 58 is thrown downwardly and approximately in a vertical position so that it will not be engaged by the arm 5. Should any of the connectinglinks, arms or levers become broken or disconnected so that the operation of the semaphore will not operate the arm 59, the weight will normally throw the arm 58 in a horizontal position so as to operate the airbrake of the train.

In Fig. 7, I have shown the semaphore as applied to a bridge where agreat number of tracks are used and in such an event the bridge (33 is provided with a standard 6 to which is pivotally connected the semaphore Connected to the semaphore is a link 66 having its lower end pivotally con nected with the L-shaped lever 67 carried by the bracket 68 on the bridge (33. Secured to the bric go is a downwardly extending arm 69 carrying guide-ways 70, through which the rod i'l moves vertically, and the lower end of said rod carrying a foot 72, extends laterally therefrom and in the path of the arm 5 carried by the train. The upper end of the rod 71, has pivotally connected thereto a link 7 3, said link having its upper end pivotally connected to the V-shaped lever 74. Connecting the V- shaped lever is and L-shaped lever 67 is a link 75. By this structure it will be seen that when the semaphore is in a horizontal position to indicate danger, the foot 72 is down in the position shown in Fig. T, so as to be in the path of travel of the arm 5, carried by the train, or in an oblique position to indicate caution. When the semaphore is thrmvn in a vertical position by means of the link and the lovers, the rod 71 is raised so as to be above the arm 5 and the brake operating mechanism will not be operated when the train passes.

The roclcslialt 4, being adapted to rock in either direction, it will be seen that the movement of the train in either direction will cause the arm 2:1; and the block 26 to move in such a positionthat it will not be beneath the arm 21 of the air-brake valve and thus the brakes will be set when the train is moving forwa rd or backward.

W hilc I have shown and described a specific means for accomplishing the above result, it is understood that the same can be readily varied without departing from my invention. It is also understood that the device can be applied to any kind of motor car or vehicle in which air-brakes arc employcd.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. he combination with a railway engine, providml with the usual airbrake apparatus, of an arm connected to said apparatus and extending beyond the engine and adapted to be operated by an obstruction, means within the cab for oscillating said arm and means for locking the air-brake apparatus against operation when the arm is rocked by means within the engine.

2. The combination with a railway engine, provided with the usual air-brake apparatus, of an arm connected to the apparatus and extending beyond the engine and adapted to be operated by an obstructimi, means within the engine for oscillating the arm, means for locking the brake operating apparatus against operation when the arm is oscillated by means withinthe engine, and a sounding signal connected to the locking lever for indicating that the brake operating apparatus has been set so that it will not be operated by the oscillation of the arm.

The combination with a railway engine, provided with the usual air-brake apparatus, oi. a rock-shaft within the engine, an arm carried by the rock-shaft outside of the engine and adapted to be rocked by an obstruction, a weighted lever normally holding the air-brake apparatus in position to set the brake, an arm carried by the rockshaft and held under the air brake operating arm, and means carried by the rock-shaft for holding it in the position to hold the airbrake apparatus out of operation.

amm 4. The combination with a railway engine, provided with the usual air-brake apparatus, of a rock-shaft within the engine and extending beyond the sides of the same, an arm carried by the end of the rocln haft on he outside of the engine, a weighted arm normally holding the air-brake valve in a position to set the brakes, an arm carried by the rock-shaft and normally holding the air-brake operating arm in a position not to set the brakes, a coiled spring connected to the rock-shaft for holding the arm in a vertical position and holding the air-brake apparatus in a closed position.

5. The combination with a railway engine, provided with the usual air-brake apparatus, of a rock-shaft within the engine extending beyond the side thereof, an arm carried by the rock-shaft on the outside of the engine, means for holding the rock-shaft in a position with the arm in a vertical position, means within the engine for oscillating the rock-shaft, a weighted valve arm normally opening the air-brake apparatus for setting the air-bralres, an arm carried by the rock-shaft and normally held under the arm of the air-brake valve operating mechanism, and means for locking the air-brake valve operating arm in its upward position so that the rocking of the rock-shaft will not set the air-bralies.

6. The combination with a railway engine, pro -rided with the usual air-brake apparatus, of a rock-shaft within the engine and extending beyond the sides thereof, a detachable arm carried by the outer end of said rock-shaft and adapted to be operated by an obstruction along the side of the track,

an arm carried by the rock-shaft within the engine, a spring connected to the arm and normally holding it in its downward position, with the arm beyond the outside of the engine in a vertical position, a buffer on each side of the arm carried by the rockshaft Within the engine, whereby the rocking movement of the shaft is limited and means carried by the rock-shaft for allowing the air-brake apparatus to be open to set th brakes.

7. T he combination with a railway engine, provided with the usual air-brake apparatus, of an arm connected to said apparatus and extending beyond the engine, and adapted to operate the air-brake apparatus on a forward or backward movement thereof, and means for locking the air-brake apparatus so that the arm can be moved independent thereof.

8. The combination with a railway engine, provided with the usual air-brake apparatus, of an arm connected to said apparatus and extending beyond the engine and adapted to be operated by an obstruction along the track, means for lockingv the air brake apparatus against operation when the said arm is moved, and a signal for indicating that the air-brake apparatus has been locked against operatioinand means within the cab for moving said arm.

9. The combination with a railway engine, provided with the usual air-brake apparatus, of a rock-shaft mounted in the engine and extending beyond the sides thereof, an arm adapted to be secured to either end of the shaft on opposite sides of the engine, means beside the track for operating said arm, means carried by the shaft for normally holding the air-brake apparatus in its closed position, means for locking the airbralre apparatus against operation, a sounding whistle connected with the air-brake apparatus for indicating that the air-brake apparatus-is locked against operation, means for oscillating the shaft within the cab, whereby the oscillation of the shaft by the hand-operating mechanism will not set the air-brakes.

In testimony whereof I hereunto afiiX my signature in the presence of two witnesses.

, wanrna a. snaw.

lVitnesses simian H. NORTH, KATHARINE BURKE.

Copies of this patent may he obtained for five cents each, by addressing the Commissioner of Patents,

' Washington, 1). C.

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