US1349709A - Signaling mechanism for trains - Google Patents

Description

C. E. BECKWITH, DECD. M- L. BECKWITH, ADMINISTRATRIX. SIGNALING MECHANISM FOR, TRAINS.

APPLICATION FILED OCT. 26. me. Q 1 ,709, Patented Aug. 17, 1920.

2 SHEETS-SHEET I t Mfiksaes: 1771/6/7/0/2' C. E. BECKWITH, DECD. M- L, BECKWITH, ADMINISTRATRIX- SIGNALING MECHANISM FOR TRAINS. APIPLICATION FILED OCT-26. me.

1 349, 70 9 Patented Aug. 17, 1920.

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UNITED STATES PATENT oFElcE.

CHARLES E. BECKWITH, or rnomainmivois; MAME L. B Ec wrrn Anmaismmmx on SAID CHARLES E. BECKWITH, DECEASED.

SIGNALING MECHANISM FOR TRAINS.

Specification of Letters Patent. Patented Aug. 1 7,

Application filed October 26, 1916. Serial No. 127,87 2.

To all whom it may concern:

Be it known that I, CHARLESE. BECK- WITH, citizen of the United States, residing at Peoria, in the county of Peoria and State of Illinois, have invented certain new and useful Improvements in Signaling MechanisIn for Trains; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to mechanism for automatically sounding an alarm. It relates more particularly, however, to mechanism forautomatically operating a signal on a moving train by a device temporarily placed on the rail.

The primary object of the invention is to furnish mechanism for automatically sounding an alarm or otherwise attracting the attention oi. the engineerof a moving train whereby to cause him to keep a lookout for danger, or to bring his trainto a stop.

Another object is to provide a new and novel. form of mechanism for causing a sig nal to be sounded or shown on the locomotive, such mechanism including a jointed lever suspended above the rail in position to meet a trip temporarily placed on the latter, for sounding or showing the signal, said lever adapted to break or pass over obstacles in its path not intended to cause the operation of the signal.

Another object is to produce. mechanism by which to sound a signal or otherwise attract the attention of the engineer oi a moving train, said meclianisn including means by which the signal will be produced for a more or less extended length of time after actual operation has occurred, the mechanism being reset automatically for a succeeding operation.

Another object is to produce a trip for attachment to the rail, the same having a peculiar and novel construction.

In addition, one of the objects isto supplement the form of apparatus shown in my copending application No. 110,817, filed July 24, 1916.

To the end that my invention may be understood, '1 have provided the accompanying drawings, in which letters and figures of reference correspond.

Figure 1 is an elevation of a part of a locomotive, showing my invention applied thereto.

Fig.2 is a vertical, longitudinal section of the apparatus, on a larger scale, shown in position above the rail.

Fig. is a detail of part of a jointed lever shown on a larger scale than that shown inFig. 2.

Fig. 1 is a front elevation of the same.

Fig. 5 is a longitudinal section of part of the mechanism shown in Fig. 2 on a much larger scale.

Fig. 6 is a front elevation of a trip adapted for attachment to the railway rail.

Fig. 7 is a side elevation of the same, part being shown in section 011 line (.t-CL, Fig. 6.

Fig. 8 is a plan of the same. I

A represents one of the forward trucks of. a locomotive and 13 represents a suitable bracket secured to one of the journals C, for example, of said trucks, and it is to be understood that my mechanism may be placed 011 either the front or rear truck, or both. Secured to the under side of the bracket is a depending hollow member D constituting an inclosure or housing for mechanism now to be described.

E is a lever or arm pivoted within said inclosure or housing, being suspended so as to swing parallel to the rail on a pivot F, for example. The lower end of the lever is bifurcated as shown in Fig. 4, thereby producingspaced arms G. Each arm G is thickened and presents a shoulder H at itsupper portion, Figs. 3 and 4, each of which is provided with a notch J. K is a member which I term a trigger which lies between the arms G, being pivotally held therein by means of asuitable pin L. Said trigger is provided with a slot M disposed substantially in a vertical line when thotrigger hanging in its normal position or position of rest shown in full lines in Fig. 2. At its upper portion the trigger has an extension denoted by the reference character N provided with a pin 0 projecting from each side thereof, Fig. i, the extended ends adapted to engage or lie in. the notches J, it being observed that the slot M will permit the trigger to lift whereby said pin 0 may be carried out of the said notches on occasion.

The trigger preferably takes the form of a hook at its lower extremity which ex tends in the direction of travel, the plane of which is preferably parallel to said direction of travel. The upper portion of the trigger is provided with an extension P to overhang the hook, the purpose of which will be stated later herein.

Beneath the under surface of the described bracket B, and adjoining the member D, is a cylinder Q closed at one end and separated into two compartments R, S, by means of a wall or diaphragm T and the other end of the cylinder is closed preferably by a screwplug U. V is a valve-stem carrying a valve W adapted to engage in a valve-seat 2 in the said'wall or diaphragm T. An expansion spring 3 is interposed between the plug U and the valve WV and serves to carry the valve upon its said seat. One end of the valve-stem is guided in a recess 4; in the plug U and its opposite end extends through the end wall of the cylinder and the adjacent wall of the member D and bears against the lever E, substantially as shown, and an expansion spring 5 is interposed between the said wall and the said lever.

' 6 is a pipe connected with the air line 7 of the train andconnected into the compartment R by a suitable flexible connection 8 .of thecylinder Q. A second pipe 9 is connected into the compartment S, and its other end may connect with a flexible connection 10 in turn connected to a pipe 11 terminating within the engine cab in a whistle 12 or a device'of any other type for operating any other form of signal. The valvestem V is so constructed that when the valve N is opened air may readily pass from the compartment R to the compartment S. Pivoted on the lever E isacylinder 13 open at one end. The closed end is provided with an aperture 14. 15 is a piston loosely connected to a thread-bar 16 carried by the member D. For convenience it may extend through the wall of said member, as shown, and may be provided with a nut 17 through which the thread-bar 16 extends and by which in the adjustment of said nut the said thread-bar may be given a longitudinal movement in the direction of the said cylinder 13. The disposal of these several parts relatively is such that as the lever E swings on its pivot F the said cylinder and said piston will properly perform their functions to be described.

18 indicates the rail and 19 is a trip detachably mounted thereon. This takes the form of a wire loop, preferably, but may be of some other preferred or convenient form. In the form shown, however, Figs. 6 and 7, the trip includes a spring 20 adapt ed to be sprung or clipped over the head of the rail and 21 indicates a loop of moderately stiff spring wire whose ends are bent as shown most clearly in Fig. 7. That is to say, the loop is in the form of an inverted U. Its extremities are bent outwardly from the plane of the loop as 22, thence being bent substantially at right angles to the plane. of said loop as at 23, theme being bent upwardly and back in the direction of the said loop as at 2%, and thence being recurved downwardly and outwardly away from said loop into the terminal ends 25 lying substantially in line with the part 23 to rest upon the rail. The space between the bends 22 and at at their bases is of a width to just receive the spring 20, which is preferably flat, and the measurement between the pertions of the wire at said bends is narrower than the spring so that the latter in order to seat in the position shown must be snapped in place by passing said bends which secure it firmly, the assembled parts being thoroughly rigid relatively. The loop 21 has a vertical position, in use, and lies in the path of the suspended trigger K as shown in Fig. 2. As the latter in its travel meets and engages the loop the lever E is drawn rearwardly or rather is retarded in its progressive movement with the locomotive and, in efi ect, the trigger is practically attached to the rail until the pull of aid trigger is sufficient to jerk the. trip from the rail, whereupon the action now to be described is terminated.

As the lever thus swings on its pivot it opens the valve V against the pressure of the springs 3 and 5 and permits the air under pressure in the compartment R to pass into the compartment S. The trip now being jerked or pulled from the rail and the pull on the lever thus having tern'iinatml. the springs assert themselves to close the valve and return the lever to its normal position or position of rest.

It is desirable that the sounding signal may be heard, or ii a form oi signal that is visible one, that may be observed. for an appreciable length of time in order that notice to the occupants of the engine cab will be certain. That is to say, if a sounding signal it must be heard over all noises of the engine and should preferably sound for a number of seconds at least. Ii? it be a visible signal it should be shown in a conspicuous position for some little time in order that it shall be certain to attract attention.

In order that this result may be best realized I have provided the described cylinder 13 and its piston 15.

hen the lever E is moved to open the valve the cylinder is moved with it. the piston, of course, remaining stationary. Air is thereby drawn into the cylinder through its aperture 14; during the movement of the lever. The springs 3 and 5 will be somewhat checked in their effort to close the valve. and the return of the lever to its normal position will be slow, due to the slow egress menace of air. In consequence, the air passes for a longer time to. the signal. It is clear that the small diameter of the aperture 14 as compared to that of the cylinder-bore, together with the capacity of said cylinder, governs the time of closing the valve.

The piston may be ofsuch a type that in addition to the provision of the aperture 14 the outer air may pass by it as the air within the cylinder becomes rarefied as that member is moved by the triggerto open the valve W. The speed of movement of the air into the cylinder may be thus easily governed so that the vacuum tending to form will be quickly overcome. Thisis by reason of the ex tremely strong pull on the trigger and the force with which the air will enter to fill said vacuum. However, with the relatively weaker force set up bythe springs 3 and 5 the lever E will but slowly return to its normal position with the cylinder as the air is gradually forced from said aperture.

The position of the piston may be adjusted by means of the nut 17 with relation to the cylinder so that the capacity of the latter may be changed at will and thus either shorten or extend the time of air movement. Other means may be used to retard. the closing movement of the valve W, however, but the mechanism described for this purpose yields excellent results.

The extension P of the trigger K prevents obstructions other than the trip from engaging the hook of said trigger so that the signal will not be operated. Since said ex. tension projects over the hook and slightly forward of it the trigger will be swung bodily upward carrying its hook away from the obstruction without catching thereon and the space between the extension and the extremity of the hook is Such as to allow nothing to engage said hook except the trip provided for that purpose. In other words, it is my design that the trigger will drag over anything other thanthat intended to operate the signah In order that a breaking of the levermay result at such times I provide the described structure shown in Figs. 3 and 4:.

A quick blow upon the trigger such as would be caused by meeting an obstruction will cause the pin 0 to be lifted out of the notches P permitting the trigger to swing upward on its pivot, without moving the lever E to open the valve W.

The purpose of the structure last referred to is that the trigger will have no tendency to swing freely on its pivot as might be caused by the jarring or swaying of the trucks carrying it, the mentioned pin O normally resting in the notches J so that the trigger will retain a fixed position always ready to engage the trip. After striking an obstruction not intended for signaling purposes the trigger having been raised returns to be connected.

by gravity to its proper trip-engaging position.

The extremity of the said extension P is carried down near the extremity of the hook tend torebound said upturned extremity will prevent the trigger from. leaving the trip after having once engaged it.

I have indicated the trigger in two extremes of its position by the dotted lines a, 7),

in Fig. 2. In the position shown at 7) the trigger has been swung upward due to meeting an obstruction as the train moves ahead.

In the position a the movement is exactly opposite due to the train moving in the opposite direction.

One of the springs 3, 5- may be eliminated. of course, and but one will sullice when of theproper strength and degree of expansion.

Whether or not the lever E breaks at the time the trigger engages the trip is un important since having hooked the latter the lever will be positively operated to operate the signal.

The springs 3, 5, or either of them, it but one is'used, are sufficiently strong to hold the lever E from opening the valve 11 when the trigger meets an obstruction and at the time the trigger moves on its pivot relatively to said lever.

By constructing the trip of two separable parts it may be more easily and readily packed because separate parts can beplaced in a small space and shipping space is likewise economized. But oi. greater importance is the fact that the parts .do not require special fastening parts to permit them The parts can be assembled in a moment when required for use.

As distinguished from my former application referred to I herein require less heavy structures and the device is more simple.

Furthermore, the lever operated by the trip in the present case is jointed through the use of the trigger so that obstructions can be more easily avoided by passing over them.

The manner of signaling trains by means of something applied to the rail as commonly used are not always positive in results but the type of mechanism I provide is productive of the most positive results in practice.

Changes of one kind or another may be resorted to in the production of the mechanism that lie within the scope of the invention and the meaning of the claims.

Having thus described my invention, I claim 1. A signaling apparatus for trains including inits construction a depending pivotally mounted lever, a chamber for a fluid under pressure having a pair of conduits connected into it and having a dividing diaphragm. between said conduits provided 'with an aperture, a valve normally and elas- 2.15 signaling apparatus for trains in-v cluding in its construction a pivotally mounted lever having a pendent extension overhanging a track rail arranged to have. pivotal movement in its own plane, the plane of the rail, and that of the lever and adapted also to have slight movement longitudinally with respect to said lever, the latter and the extension having cooperating parts adapted' to holdthem normally relatively rigid whereby'said extension is prevented from accidentally swinging on said lever, said parts adapted to permit said extension Whenstruck to move relatively to the lever to an unlimited extent in both directions in a singlegiven plane.

'3. A signaling apparatus for trains including in its construction a signal operating pivotally mounted lever having a pendent extension arranged to have pivotal movement in its own plane and that of the lever and adapted to have slight movement longitudinally with respect to said lever the lever having a notch between its pivot and the pivot of the extension, the latter having a pin to engage in said notch.

l; A signahng apparatus for trams 1ncluding in its construction a signal operat-, ing' pivotally mounted lever having a pendent extension, the latter and the lever having provision for the movement of one relatively to the other in a longitudinal direction, the lever having a notch, the extension having a pin to engage in the same for holding the parts normally rigid relatively but adapted to permit the said extension when struck to have movement relatively to the lever.

5. A signaling apparatus for trains including in its construction a pivotally mounted lever having a pivotally attached pendent extension normally rigid with the main portion of the lever but adapted to move relatively to the latter when engaged by an obstruction, said extension having hook at its end and a part overhanging it and spaced therefrom creating a recess between it and said hook.

6. The combination in a signaling device for trains, of mechanism including in its construction a. suspended member arranged to be swung, a Pendent portion pivotally hung therefrom adapted to swing to two extreme positions with respect to said member, and cooperating parts earried by the membe' and said portion adapted to hold the latter normally midway between its extreme position of movement for preventing accidental movement but likewise adapted to permit its movement when striking an obstacle.

7. The combination in a signaling device for trains, of mechanism including in its construction a support, a portion pivotally suspended therefrom, having the form of a hook, the parts of said hook being disposed substantially at right angles to one another.

8. The combination in a signaling device for trains, oi mechanism including in its construction a support, a portion pivotally suspended therefrom having the l'orm ol' a hook, the parts of said hook being disposed at right angles to one another, said portion having a rigid extension overhanging and spaced from the extremity of said hook.

9. The combination in a signaling device for t'ains, of mechanism including in its construction a support, a portion pivotally suspended therefrom having the form of a. hook and provided with an extension overhanging a-nd spaced from the extremity of such hook.

10. The combination in a signaling device, of mechanism including in its construction a support adapted to be swung, and a portion pivotally suspended from it having a hook at its lower extremity and an extension overhanging and spaced 'lilOlll the extremity of said hook.

In testimony whereof I allix my signature, in presence of two witnesses.

\Vitnesses IRWIN L. FULLER, L. M. 'liIUnLow.

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