US1178825A - Automatic railway safety appliance. - Google Patents

Description

Patented Apr. 11, 1916.

2 SHEETS-SHEET I.

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J4 H KQ 43:3

IN VEN TORS:

WITNESSES: I W 2 Kiw /f?- 1 ATTORNEY.

1. F. susom & G. H. LEPPERT, JR- AUTOMATIC RAILWAY SAFETY APPLIANCE.

APPLICATION FILED JUNE 13, I9I 4 mm S H R Y L m M i m mu. V T An m T w A Ms t2 my a P n 5 COLUMBIA PLANOGRAPH co.. WASIUUNGTON. n. c.

JOSEPH F. SEIBOLD AND .enonen H. LEPPERT, an, or INDIANAPOLIS, rivnra va.

AUTOMATIC RAILVTAY SAFETY APPLIANCE.

Original application filed. November 22, 1913, Serial No. 802,398. Divided 13,1914. Serial No. 844,957.

have invented a new and useful Automatic Railway Safety Appliance, of which the following is a specification, reference being had to the accompanying drawings and to the letters and figures of reference marked thereon.

This invention relates to means for automatically stopping railway trains or cars for the purpose of preventing collisions in case danger signals are not heeded or are disregarded by the engineman or the motorman of a train or car,-the invention having reference more particularly-to appliances in connection with danger or stop-signaling apparatus and adapted for controlling or putting into action various stopping apparatus carried by the train or car, especially such as are illustrated and described in our pending application for Letters Patent the United States, SerialNo. 802,398, filed November 22, 1913, of which this is a divisional application for Letters Patent.

An object of the invention is to provide automatic-railway safety appliances of such construction as to be positive and reliable without being dependent upon human agency or control, and so as to befree from electrical complications and uncertainty of action V A further object is to provide a safety appliance for the control of trains or cars which may be adapted to be used in connection with various types of block signal systems or with switch-operating apparatus, for the purpose of putting into action van-- ous emergency stopping apparatus with which the train or car be provided, so as to be effective for automatically stopping the train or car in case a signal indicating that the train or car should stop is disre garded. l

A still further object is to provide safety appliance tripping means that shall be so constructed as to not be injuriously ailected or interiered with in its operation by climatic .or atmospheric conditions, snow, rain, or dust, and which shall be efi'ective for stopping the train or car in case of accij ental da g to th onnec o s th tipping. nith t e. sig al ng -;e'pi a- Specification of Letters Patent.

. pended claims.

Patented Apr. ii, 1916..

and this application filed June ratus or to the controlling 'devices of the signaling apparatus. i

YVith the above-mentioned andother objects in view, the invention consists in an improved projec'table block or device'supported on the roadway of a railway or adjacent thereto and connected with the controlling apparatnsv of signaling devices or other means for controlling the movement of trains or cars on the railway, the pro jectable block or device being adapted to'be engaged. by asuitable device which may be carried by a locomotive or a motor car for operating or putting into operation various means forca'using the application of air brakes with which the locomotive or car may be provided, and also to cause the )owerj-controller, such as the throttle valve lever or electric-controller lever to be operated so as toshut off thepropelling power.

The invention includes also novelmeans sition andholding it in such position and incombination with controlling apparatus of signaling, or other train controlling devices. r

T 1e invention consists further in the parts, and combinations and arrangements of parts, as hereinafter particularly described and further pointed out in they ap- Referring to the drawings, Figure 1 is a fragmentary top plan of a 'section of railway track and a semaphore signal with which the invention is connected; Fig. 2 is in normal position on the line A A in Fig. 1 Fig. ,3 is a section on the line B B in Fig. l Fig. l is a section on the line C C in Fig.3 but with the block in retracted position; Fig. 5 is an inverted plan view of the projectable block; Fig. 6, is a top plan of the support: ing base and guide for the block, and Fig. 7 is a diagrammatic view comprising elevations of the various features of trainv controlling apparatus and section of, railway with which the invention is connected, to illustrate thecomplete arrangement of all the essential elements necessary to the appli: cation and operation of the present invention and the function of the various elements thereof. V r i 1 f 9 n-t1iedifierent.,figures. of the. drawings .a section. of the projectable tripping block similar reference characters indicate corresponding elements or features of construction herein described.

In the drawings the numerals 1, 1 and 1 indicate rail-ties supporting track rails 2 and 3. The improved projectable block comprises a base plate 4 having holes 5, 5, therein to receive securing devices 6 whereby the plate is secured stationarily upon two adjacent rail-ties midway between the two track rails, as illustrated. for descriptive purposes, or otherwise in proximity to the track to conform to the requirements of the apparatus with which the locomotive or motor car may be provided. The base plate is provided with an upright guide 7 which has an open vertical guideway 8 in the middle portion thereof and preferably extending through the base plate. The guide preferably is oblong in plan and has two recesses 9 and 10 therein on opposite sides of the guideway, the wall of the guide having apertures 11 and 12 extending from the re cesses respectively adjacent to the base plate, and two guide sheaves 13 and 14 are mounted in the recesses adjacent to the apertures respectively, being partially sup- I ported by the adjacent wall portions of the guide and partially by standards 15 and 16 fixed upon the bottom of the respective recesses. The bottoms ofthe recesses prefer ably are provided with guide posts 17 and 18 respectively which hold in proper position two coil- springs 19 and 20 which are provided for automatically projecting the trip block and are seated upon the bottom of the two recesses respectively. The improved trip block is hollow and comprises a head plate or block proper 21 which is adapted to extend over the guide 7 and is centrally provided on the under side thereof with a guide-bar 22 which is vertically guided in the guide-way 8 and has a vertically extending 'slot 23 therein through which a stop-pin 24 extends for limiting the upward movement of the block, the pin being horizontally secured in the walls of the guide 7. The head plate 21 is provided with two guide- pins 25 and 26 that extend into the upper portion of the projecting springs 19 and 20 respectively for guiding the springs upon which the plate is seated, the under portion of the plate beingprovided also adjacent to the guide-pins with two lugs 27 and 28 in which are apertures 29 and ,30 respectively. The plate is provided also with a guide-flange 31 which may be formed integrally therewith or of attached portions as may be desired, and the flange extends about the guide 8 in guiding relation thereto and excludes dust and snow or ice from the interior of thevguide 7. The

lower portion of one side of the flange or wall of the block has recesses 32 and 33 therein corresponding to the apertures 11 and 12 respectively when the flange is retracted onto the base plate 4, the flange preferably having also a recess 34 and the opposite portion of the flange having a recess 35 adapted to permit the insertion of the stop-pin 24 when the block is projected. Preferably the head plate 21 of the block has rounded projection portions 36 and 37 that extend beyond the flange so as to afford strong and smooth portions against which an arm or lever on the locomotive or motor car may have sliding contact. Two cables 38 and 39 are connected to the lugs 29 and 30 in the apertures thereof and extend under the sheaves 13 and 14 respectively and also out through the apertures 11 and 12 and converge to a single cable or link 40. Suitable guiding means for the cable or link 40 preferably comprises a pivot post 41 suitably supported upon a tie 1" and inovably supporting 'a bell-crank having an arm 42 and an arm 43, one arm being connected to the cable or link 40 and to the other arm is connected a cable or link 44 which is guided by a suitable device, such as a suitably supported sheave 45, so that an extension 46 is'provided for changing the direction of motion of the cable or'link 44 i which extends under one of the track rails transversely thereto, the portion 46 thereof extending parallel with the rail and is connected to a cable or rod 47 whereby a semaphore arm 48 suitably mounted on a post 49 is controlled by suitable means, as through a guiding bell-crank 50 mounted on the post and connected to the cable or rod 47, and a cable or rod 51 connected to the bell-crank and with the arm or signaling device 48. The cable or rod 47 has a suitably guided extension 52 which is connected with an operating lever 53 suitably supported, being usually mounted in a signal tower 54, and obviously the lever may be otherwise ar ranged. The relative arrangement of the various features is such that the signaling arm 48 is normally maintained in proper position to indicate that the track is blocked and that the train or car must stop, the arm preferably being horizontal to indicate danger and may be counterbalanced so as to maintain it in such position, the arm being moved or lowered so as to indicate a clear track by means of the lever 53 and means whereby the lever is connected with the arm.

The vehicle, such as a locomotive or a motor car, which is to be controlled in its operation on the railway is preferably equipped substantially as described in said prior application for Letters Patent, a brief reference thereto being suflicient in the present case to an understanding of the function and mode of operation of the present invention, a familiar portion of a locomotive being a boiler 55 and a throttle valve lever 56, 57 indicating a portion of the locomotive or a motor car, and for the purpose of illustration 56 may indicate any suitable type of lever for controlling the motive force .ofthe vehicle. The vehicle is equipped with a suitable air-brake system which may comprise a main air-reservoir 58 supplied by an air-pump 59 through a pipe 60; and a brake-valve 61 connected by a pipe 62 with the reservoir and connected also with a train line or pipe 63, the latter having a branch Get connected with a triple valve 65 which controls the admission of compressed air to an auxiliary reservoir 66, and also through a branch pipe 67 to a brake cylinder 68. The vehicle suitably supports a frame 69 upon which a rock-shaft 70 provided with an arm/71 is mounted, the rock-shaft having also a segment of a disk 72 fixed thereon. A rod 73 is connected to the arm and provided with a springT l seated in a hous ing 75 whereby to move andyieldingly hold the rock-shaft in the required position. A pivot 76 is supported also by the frame and supports a trip-lever 7 7 which normally extends sufficiently far to be moved into contact with the trip-block 21, and may swing forward or backward to correspond to the direction .of movement of the vehicle. A. rod 78 is suitably connected with'the triplever and is guided in two portions 7 9 and 80 ofthe frame against which coil-springs 8.1 and 82 are seated respectively and suitably connected with the rod to hold the trip-lever yieldingly in mid-position. The trip-lever has a fiat 0r squared end 83 .upon which a dog 84 normally rests, the dog being pivotally connected to the frame 69 and pro vided with a spring 85 for drawing it to, the flat or squared end. The dog has a hook 86 which may ride on the segment 72 or may catch on the end. of the segment when the latter is moved to proper position for engagement. Two cylindrical valve cases 87 and 88 are fixedly supported, each case hav ing an apertured partition 89 therein which is normally closed by a valve 90, the valves having stems-91, 91, extending through the partition and also through one end of the case, near which end each case has an aperture 92. A pipe 93 is connected with the opposite end of one case and alsowith the train pipe 63, so that when the valve is opened air may escape from the train pipe to the atmosphere and result in reducing the pressure in the train pipe. The opposite end of the companion case has a pipe 94 connected thereto, the pipe being connected to the feed-pipe 62 which connects the brake valve with the main reservoir, and a pipe 95 is connected with the aperture 92 and also with the valve chest 96 which is connected with a cylinder 97 supported on a bracket 98 which is suitably supported relatively to the lever 56. The cylinder has a piston 99 therein provided with a rod 100 which is connected by means of a link 101 with the lever that controls the motive power. A push-bar 102 is provided which has a ,cross-loar" 103 thereon that is adapted to simultaneously engage the valve stems 91 and 91 for opening the valves 90, the cross-- bar being provided with suitably guided guide- bars 104 and 105. V The push bar .102 is connected to an arm 106 which is secured to the rock-shaft 70. The arrangement is such'that when the trip-lever 77 is in midposition the hook 86 is permitted to engage the segment72 which is brought-to proper position onproper movement of the arm 106 so as to retract the push-bar 102 and permit the valves 90 to close to prevent the passageof air through the pipes 93 and 94. It should be understood that various modifications as to details of construction and arrangement of various parts or portions of the invention may fairly be made within the scope of the: accompanying claims without departing from the spirit and intent of the invention.

In practical use, according to approved practice, the signal device or semaphore arm is normally set to indicate that'the train or. car should stop until the signal is retracted or withdrawn. In case the signal is not noticed oris disregarded by the engineman or motorman of an approaching train before reaching the projected trip block that is designed to cause movement of the trip lever, the trip lever is carried into contact with the trip block or stop block and is actuated, as will be readily understood, with the result that the dog 84 is moved so as to release the rock-shaft 70 which is partially rotated by the spring 74:,and causes the push-bar 102 to be actuated so as to open the valves 90,

one of which permits reduction of air pressure in the train pipe so as to automatically cause the brakes to be set, the other valve permitting air to pass to the cylinder 97 and actuate the piston 99 which moves the lever 56 so as to shut off the steam or motive power, with the result that the vehicle is promptlystopped. When the track is clear so' that the train may proceed, the danger signal is moved to safety position or to indicate a clear track and at the same time the trip block is retracted so as to not interfere with thetrip lever 77, thus permitting the train or car. to proceed. Other results of the" operation of the various appliances .will

readily be understood from the description of the details of construction and function thereof without requiring further explanation.

Having thus described the what is claimed as new is- 1. In a railway safety appliance, the combination of a base having a vertical guide thereon that is oblong in plan, the guide havinvention, 7

Y respectively of the guideway,

ing an open vertical portion and two recesses on nected to the under side of said block, and

a stop pin secured in the oblong guide and extending through said slot.

2. In a railway safety appliance, the combination with two track rails, a danger signal device mounted adjacent to the rails, and a controlling device operatively connected with the signal device, of a base supported between the two rails, a block movably connected with and vertically guided upon the base, two springs under compression under the block and engaging the base for projecting the block, two guided cables connected to the block and extending from the base, a guiding device supported between the two rails, a guiding device supported adjacent to the controlling device, and connecting 'means connecting the two cables with the controlling device and cooperatin with the guiding devices to retract the blocK by means of the controlling device.

3. In a railway safety appliance, the combination with cross-ties and two rails secured to the cross-tics, of a base plate secured upon two of the cross-ties between the rails and having a vertical guide thereon, the guide being provided with two guide sheaves, a trip-block movably guided on the guide, two springs seated in the vertical guide and yieldingly supporting the tripblock, two cables connected to the trip-block and extending under the sheaves, a link connected to the two cables and extending transversely under one of the rails, and a guide for the link supported between the two rails.

&. In a railway safety appliance, the combination with a movable danger signal controlling device, ofa supported base having Copies of this patent may be obtained for a vertical guide, a block vertically guided by the guide, two springs seated on the base and normally projecting the block upward, a stop device for limiting the movement of the block, two sheaves mounted on the base, two cables connected to the block and extending about the two sheaves respectively, a connecting appliance connected with the two cables and also with the signal controlling device for retracting the. block by means of the controlling device, and means for guiding the connecting appliance.

5. In a railway safety appliance, the combination of a base having an upright guide thereon provided with an open guideway, the guide having also two recesses on opposite sides respectively of the guideway, a block arranged above the guide and having a guide-bar on the middle portion of the under side thereof that extends movably into the guideway, two springs seated in the two recesses respectively in contact with and normally projecting the block, and means connected with the block and cooperating with the base for retracting the block and holding it retracted.

6. In a railwaysafety appliance, the combination ofa vertically supported guide hav ing a vertical guideway extending therethrough, a trip-block having a flange extending about and guided by the guide, a guide-bar fixed on the trip-block and extending movably .into the guideway, the bar having a vertically extending slot therein, and a stop pin extending across the guideway and through said slot and secured in the walls of the vertical guide.

7 In a railway safety'appliance, the combination of a base plate having a vertical guide thereon, the guide having a recess therein provided with a standard, a guide sheave supported by the standard and the wall of the guide, a trip-block movably guided on the guide, a spring seated in the recess and yieldingly supporting the trip block, and a cable connected to the trip block and extending under the guide sheave.

. In testimony whereof, we atlix our signatures in presence of two witnesses.

JOSEPH F. SEIBOLD. GEORGE H. LEPPERT, JR.

, Witnesses E. T. SILVIUS, J. H. GARDNER.

five cents each, by addressing the Commissioner of Patents, Washington, D. C.

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