US1292284A - Anticollision appliance for railways. - Google Patents

Anticollision appliance for railways. Download PDF

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US1292284A
US1292284A US21952918A US21952918A US1292284A US 1292284 A US1292284 A US 1292284A US 21952918 A US21952918 A US 21952918A US 21952918 A US21952918 A US 21952918A US 1292284 A US1292284 A US 1292284A
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lever
tongue
locomotive
housing
levers
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US21952918A
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Imre Fabo
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Imre Fabo
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/04Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling mechanically

Description

I. FABO.
ANTICOLLISION APPLIANCE FOR RAILWAYS.
APPLICATION FILED FEB. 27. 1918.
1,292,284. Patented Jan. 21, 12319.
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I. FABO.
ANTICOLLISION APPLIANCE FOR RAILWAYS.
APPLICATION FILED FEB. 27.19I8- 1,292,284;. Patented Jan. 21,1919.
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ANTIGOLLISION APPLIANCE FOR BAILWAYS.
Specification of Letters Patent.
Patented Jan. 21, 1919.
Application filed February 27, 1918. Serial No. 219,529.
To all whom it may concern:
Be it known that I, IMRE :Fnno, a subject of the Emperor of Austria, residin at 1V ard, in the county of Kanawha and tate of WVest Virginia, have invented new and useful Improvements in Anticollision Appliances for Railways, of which the following is a specification.
This invention relates to improvements in safety devices for railways, and more particularly to types for the prevention of collision.
A main object of the invention is to provide, at the opposite ends of certain stretches or blocks of track, in which are found ra1lway stations, intersecting railways, dangerous curves, tunnels, crossings, and the like, certain novel mechanisms for the operation of signaling targets, which mechanisms include parts adaptedto produce the operation of the targets by being tripped in certain instances by the passing of the 10- comotive, and by engaging in other instances devices carried by the locomotive, there being also in view in this connection the provision f devices, upon the locomotive, which are adapted during the travel of the locomotive in one direction, to be engaged by parts of signalin mechanisms in such manner as to shut o automatically the steam supply for the cylinders and coincidently therewith to apply the brakes, in order posltively to prevent a head-on collision.
With these objects in view and others, the invention resides in the details of construction and in the'arrangement and combination of parts hereinafter described and shown in the accompanying drawings, forming a material part of this specification, and in which Figure 1 is a general perspective view, diagrammatic in character, showing a stretch or block of railwaytrack, with a lo comotive in said block, the operating elements of the signaling mechanisms here being shown in the position they occupy when the stretch or block is protected.
Fig. 2 is a similar view, without the locomotive, showing the operating elementsof the signaling mechanisms in the positlons they occupy when the block is clear.
Fig. 3 1s an enlarged perspective view of the signaling mechanism, the supporting standard and housing being showing in dotted outline. Fig. 4 is an enlarged fragmental view in slde elevation of the signaling mechanism carried by the supporting standard, the housing being shown in section.
Fig. 5 1s a detail view of the type of joint included in the signaling mechanism.
Fig. 6 is a fragmental perspective view showing the contact device carried on one side of the locomotive for engagement with the operating elements of the signaling mechanism. I
Fig. 7 is an enlarged view, partly in section, of the mechanism carried on the opposite side of the locomotive and adapted to be actuated to effect the cutting off of the steam supply and the application of the brakes.
Fig. 8 is a top plan view of the mechanism shown in Fig. 7.
Fig. 9 is a detail view, partly in section, showing the slide valve for cutting 01f the steam supply.
Fig. 10 is an enlarged perspective viewof the spring device for permitting the operating of the brake actuating lever and for maintaining the same.
As my system for protecting stretches or blocks of railway track includes mechanisms and parts which are located and distributed along the trackway to be protected and other cooperating parts carried by the locomotive itself, I will proceed for the sake of clearness and brevity to describe first the devices and operation thereof of the parts located and distributed along the trackway, and second, those carried by the locomotive.
With more particular reference to the accompanying drawings, the numeral 15 is used to denote the usual railway tracks, the numeral 16 a locomotive traveling thereon, and the numerals 17 and 18 the supporting standards or towers located at each end of the stretch or block of track to be protected. These supporting standards or towers are identical in construction, including each a pair of parallel posts 19, which are firmly secured in the ground, and which support upon brackets as 20, or other suitable means, a housing as 21, which serves as a connection and brace between the upper portions of the posts. In the forward portion of thishousing at one side, wherein the inclosing walls together with a cross-piece 22 serve as a slideway, there is arranged for sliding movement a substantially rectangular metal plate or tongue 23 having its forward portion at one side beveledas at 24, the rear side of this tongue being formed with integral ears as 26 (Fig. 3) between which is pivotally secured at 27 an end of the T- shaped lever 28, which is supported and mounted for movement on a pin 29 suitably secured to the housing. To the opposite end of this T-shaped lever is pivoted at 30 a link 31, whose forward end is pivoted at 32 to. the lever 33, the latter being pivotally supported upon a pin 34 suitably secured to the casing. The opposite end of the lever '33 is pivoted to the link 35, whose forward end jispivoted t0 the operating contact lever 36, pivoted at its opposite end upon a pin 37, which also pivotally supports a corresponding operating contact lever 38 connected by meansofa bolt 39 to move with the said operating lever 36,. the last said lever 38 being pivotally connected to. alink 40, whose opposite end is pivoted to an arm 41 rigid with the mast 42-, upon the top of which is carried thetarget 43.
In this manner I arrange for the movement of the tongue 23 along with the operating levers 36 and 38, both of said levers as well as said tongue being adapted to be forced into the housing, so that the outer. ends thereof are flush with the end of the housing as illustrated in Fig. 2. It will be noted here that when these elements project from the housing as'illustrated inFig. 1, the target 43 is turned with its face (preferably colored or illuminated to indicate danger) confronting the direction of the approach of a train. to the protected stretch of track or block, to show that the stretch of track is closed or occupied, while, on the other hand, when these operating levers are pressed inwardly, flush with the front end of the housing, as indicated in Fig. 2, the target is turned to indicate that the protected stretch of track is'open to travel.
As best shown in Fig. 3, tothe end of the leg 44 of the T-shaped lever 28, is pivoted;
a joint 45, having pivotal connection, with the link 46, whose opposite end is pivotally connected ,to the vertically disposed rocker 47, journa-led near its upper end for swing mg movementupon the arm, 48, supported between the upright 49 and the-targetpost.
42. Thus the rocker 47 is mounted and connected with the T-shaped lever 28, so that it may be tilted with its top end in forward.
position when the tongue 23 is-extendedas shown in Figs. 1 and 3, and with its top end inclined in the opposite direction whenthe tongue is moved inwardly as shown in Fig. 2.
Fast as at 50 with the upper end of the rocker 47, is a wire 51 (Fig. 3), which extends over the upper pulley 52 and thence under the lower pulley 53 (Figs. 1 and 2), and thence to the lever 54, to the top end of which at 55 it is connected, the said lever 54 being secured intermediate its length to theend ofa shaft 55., supported for rocking movement in a bracket 56, located along the trackway at a suitable distance from the tower 17 and within the stretch of track to be protected. This shaft 55 extends underneath the track rail to the inner side thereof where it is provided with an upwardly projectingtrip lever 57, occupying a, position for engagement with the wheels of a passing locomotive orcar. Connected also as at 50 to the upper end of the rocker 47 is a wire 58, which passes over a pulley 59, and which supports a weight 60, this arrangement being such that the weight 60 ,isheldin. raised position (Fig. 1), when the tripv 57 is turned to. project the operating levers 36. and 38 and the tongue 23, while the. said weight 60 falls to its low position (Fig. 2), when the saidtrip 57israised into position to, be engaged, which position, corresponds to the pressed-in position of the; said operating levers 36 and 38 with the tongue 23.
The tower 18,,at1the opposite end of the block supports signaling mechanism constructedand operated precisely like that carried by thetower 17', except that in this case there is no need for the V suspended weight 60, and that the wire61, correspond-f ing in purpose, to, wire 51, connects the rocker 47 oftowerl8- withthelower end of the lever 54, so that when ,the wheels. of the locomotive engage thetrip 57, the movement of the wire61 will. cause theoperating levers. 3'6, and .38 with the tongue 23 of tower. 18. to. be projected simultaneouslywith the projection ot-the similar elements of the towerv 17. This action causes, of course, the turningof thetarget, supported, by the. tower 18, as well as the-targetsupportedby the tower 17,- so that these two targets indicate; from bothdirections ofapproach that the stretch i of track. or block to be protected is occupied and should not be entered.
Upon the left side of the locomotive, that is to. say, upon the side which comes in. close proximity to the towers as 17 and 18 when the locomotive. approaches from the left, there. is providedf near the, smokeestake. 62 an upright bar63 (Figs. 1' and 6)., to which, is secured at thepropen elevation a contact head 64, the cylindrical faceof which. is adapted to engage I and force inwardly in an obvious manner theoperatinglevers 36 and 38 with, the tongue23. Thuswhen a locomotive as16 passes the tower 18, the saidcylindrical head 64 engages the projecting opthe falling of the weight 60, (the wires 51 and 58 having become slack) the withdrawal of the operating levers 36 and 38, and the consequent turning of the target of tower 17 to show the block clear.
Upon the opposite or right side of the boiler, adjacent the smoke-stack 62, is a bracket 65, upon which is rigidly mounted a casing 66, extending below the bracket to provide a suitable housing for the spiral springs 67, upon which rests the lower end of a plunger 68,, which works ina channelshaped extension 69 of the housing, and which is guided by a collar or band 70 provided on the top of said extension. Formed with the extension 69 on each side are the angular arms 71 and 72, respectively, the former projecting toward the front end of the boiler and the latter toward the cab. Pivotedat 72 to the angular'arm 71 is a lever 7 3 having one end pivoted at 74 to the plunger and the other end pivotally connected with a link 75 the opposite end of which is pivoted to the lever 76, centrally pivoted at 77 to the upper end of the said angular arm 71. Beyond the side of the angular arm 71, this lever 76 curves inwardly and upwardly, hugging the smoke-box, intermediate whereof its opposite end is connected to a vertical link 78 fast with the shut-off valve 79, the latter being adapted, upon the depression of the plunger 68, to shut-off the steam supply flowing through steam pipe 80, which feeds the cylinders in the usual way. 1
Upon the opposite side of the plunger 68 is pivoted at 81 the angular arm 82 pivotally connected at 83, to a long bar 84, which is fulcrumed at 85 to the angular arm 7 2, and which, paralleling the side of the boiler, has an end 86 extending into the cab 87. Against this free end 86 bears a spring pawl or catch 88 (Fig, 10) formed with an offset portion 89, adapted to engage the top side of the bar to hold the same in normal position, and yet adapted, when the plunger 68 is depressed, to permit the end 86 to slide over the offset portion 89, against the stop 90, which movement, through the piston rod 91, (Fig.2) connected to thebar 84 at 92 in front of the cab, operates in the usual way the valves of the air cylinder 92, applying the brakes 93 to the drive wheels 94. By thrusting the free end 86 of the bar 84 into the recess 95, formed by the offset portion 89, the engineer may hold in an obvious manner, the plunger 68 in a depressed position with the steam shut-ofi' in the pipe and the brakes applied to the wheels 94. Thus it will be seen that with the downward movement of the plunger 68, the steam will be shut-off from the cylinders and the brakes applied to the drive wheels to bring automatically the locomotive to a stop.
Now, it will be noted that the top end of the plunger 68 is inclined downwardly as at 96 toward the front of the smoke-box, in order that when the locomotive approaches the tower 18, from the opposite direction or from the right, the inclined portion 96 of the plunger will engage the non-beveled side of the tongue 23, which engagement will depress the plunger 68 in an obvious manner. Should, therefore, a locomotive thus approach the tower 18 from the right, when another locomotive is in the block, the first locomotive, in the event the engineer thereof fails to observe the target set against him, will have its steam shut-ofi' and the brakes applied automatically, to prevent a head-on collision.
Having thus described my invention, what I claim is 1. In a railway signaling and train stop mechanism, a standard, a housing supported thereon, a tongue slidable therein and adapted alternately to be projected therefrom and withdrawn, a pair of connected contact levers pivoted in the housing and adapted alternately to be projected therefrom and withdrawn, means for connecting the tongue with one of said contact levers so that the tongue and both of said contact levers may be projected and withdrawn simultaneously, a target mast rising from the housing having a target thereon, a connection between the other of said contact levers and said target mast to provide for the turning of said mast so that the target thereon indicates danger when the tongue and contact levers are projected, a lever mounted for swinging movement above the housing, a connection between sald swingable lever and the said means connecting said tongue with said first contact lever whereby when the swingable lever is inclined in one direction the tongue and contact levers will be projected and when inclined in the opposite direction they will be withdrawn, and mechanism arranged to be actuated by a passing locomotive con nected with the swingable lever for operating the same.
2. In a railway signaling and control mechanism, a standard, a housing supported thereon, a tongue and a pair of connected contact levers arranged to be projected from and drawn into the housing, the tongue being spaced from the contact levers in the same horizontal plane, a T-lever fulcrumed in the housing, means for pivotally connecting the same to the tongue and with one of the contact levers, a target mast, means for operating said target mast from the other of said contact levers, a lever journaled near its median length for swinging movement, means for pivotally connecting one end of the same with the foot of said T-lever where by to project the tongue and contact levers when the swingable lever is moved into one position and to withdraw them when it is inoi ed into another position, and mechanism arranged to be actuated by a 'passlng loconotiVeconnected With the swingable lever for operating the same. I I I h 3. In a railway signaling mechanism de signed to protect a block of trackway substantially as described, and comprising a supporting tower located near eachend of the block, a housing supported by each tower, signaling mechanism combinedwith each housing including a slidable tonglig'a pair of connected contact levers, a iulcrnni'e'd T-lever; means for pi'votally connecting the tongue with the T-lever, means for "pivotally connecting one of the contact levers with the T-lever in such manner that the tongiie'and contact levers are projected from the housing or withdrawnthereinto accordingly as said T-lever is turned on its axis, a target mast, a connection between the other contact lever and said target nia'st for causing the target to indicate danger when said levers are projected, a swingable'lever'mounted upon the casing, a connection between said swingable lever and the foot of said T-lever, and means for connecting the swingable 1evelof one tower With the swinga' ble lever of the other tower so that the projection or 'o'tallyf connecting the other-end: "of h atedaiargjt iiia st rnonnted en's magista' Connection 'betwe'nsaidfta g v thesefcond of sa'd contactleve fs, a'svt ng "ble i f said T sha'iie'd lever f with said swin'gable e1 lit w ere-By the"inove iintof""either brie iivill fiectthe proper operation of the "ether. J; W
In testimony whereof I have signed "xiii? nametb this specification.
em F ABo.
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US21952918A 1918-02-27 1918-02-27 Anticollision appliance for railways. Expired - Lifetime US1292284A (en)

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