US1573919A

US1573919A - Railway-train-stopping device

Info

Publication number: US1573919A
Application number: US733228A
Authority: US
Inventors: Dhunjibhoy Sorabji
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-08-20
Filing date: 1924-08-20
Publication date: 1926-02-23
Anticipated expiration: 1943-02-23

Description

Feb. 23 ,1926. 1,573,919

S. DHUNJIBHOY RAILWAY TRAIN STOPPING DEVICE Filed August 20, 1924 '2 Sheets-Sheet l Feb. 23 1926. 1,573,919

- s. DHUNJIBHOY RAILWAY TRAIN STOPPING DEVICE Filed August 20, 1924 2 Sheets-Sheet 2 an 2 Hz 0;.

Patented Feb. 23, 1926.

SORABJI DI-IUNJIBHOY,

1,573,919 PATENT OFFICE OF MABHA TAL, INDIA.

RAILWAY-TRAIN-S'IQPPING DEVICE.

Applicatioufile'd August 20, 1924. Serial *No. 733,228.

To all whom it may concern:

' Be it known that Sonanur DHUNJIBHOY, a subject of the King of England, residing at Marha Ta in the Province of Jubbulpore, India, has invented certain new and use ful Improvements in Railw-ay-Train-Stopping Devices, of which the following is a specification.

This invention relates to a railway stopping traindevice and has for its principal object'to produce a simply constructed and easily applied apparatus whereby in the event of the displacement of any portion of a bridge over which the railway train is adapted to pass, the brake on the appreaching train will be actuated and the train stopped before the same has reached the point of danger.

Another important object of the invention is to provide a railway train stopping device of the above mentioned character, which is adapted for use upon railway bridges and is particularly constructed for the purpose of preventing the train from passing over the railway bridge if the same has become damaged or-otherwise injured thereby preventing thepassing of the train over the bridge due to the bridge being flooded orotherwise destructed.

A still further object of the invention is to provide :a railway train stopping device in connection with the bridge Or a tunnel whereby the positive actuation ottheanechanisin for cooperation with themair brake system on the train will assure the proper and immediate:stopping of the train before the same-hasreached the point of danger.

Another important object of the invention is to provide a railway train stopping device which is simple in construction, inexpensive, strong,-durableand further .well adapted for the purposes for which it isdesignated.

i A still further object of the invention is to providea train stopping device of the above mentioned character, which is automatic in its operation and is furthermore provided with means for properly actuating the brakesettingmechanism at all times.

Otherobjects and advantages of this invention will become apparent during the course of "the following description.

In -the 'acconipanying drawings forming a part of this specification and in which like numerals designate like parts through out the same Figure l is a side elevation of a section of a railway track together with a bridge over which the track passes and showing the manner in which the train stopping device is associated therewith.

Figure 2 is a top plan view oi the device.

Figure 3 is a detail view of the trip mechanism and the support therefor.

Figure l is a fragmentary view oi the bridge showing a modified form of trigger actuating means. l

"Figure 5 is a side elevation of the signal arm and supporting post.

Figure 6 is a detailed sectional view of a ring and showing a portion of the cable passing through the ring.

In the drawings wherein for the purpose of illustration is shown the preferred em bodunent of my invention, the numeral 1 designates a fixed or stationary 'ailwav bridge having the usual pillars 2. The bridge 1 :is furthermore provided with a longitudinally extending conduit 3 which is adjacent the ailway tracks d which pass over :the bridge and adapted to extend through the longitudinally extending conduit 3 is an operating cable Upon opposite sides of the bridge l and spaced at a suitable distance therel roin are the signal supporting posts 6 and As both of these signal supporting posts are off the same construction it is deemed only necessary to describe 0 e and the descriptioii of one will sufiicctor both. The signal supporting post (3- has at its upper end and pivotaliy inountel therein the usual signal arm 8. Normally the signal arm S e;- tends:in a downward position and lies flush against the supporting arm 6. The signal post8'is furthermore kept in its inoperative position by means of the weighted arm 9 which is pivoted at 10 to the supporting post 6 and is connected to the signal ariii 8 bymeans oi a rod 11 whereby the weight 12 upon the arm 9 will cause the signal arm 8 tonormallybe disposed in a downwardly extending position. The signal arm 1 8 is iurthermore adapted to carry the trip lever 13 and the purpose of this trip lever 13 will be hereinafter more fully described.

The free end of the arm 9 is connected to the operating cable 5 by means of any a the cable the ends of which are connected to the arm 9 on the signal supporting posts 6 and 7 respectively and the weight on the arms will normally keep the operating cable 5ina taut position and at the same time support the signal arm 8 in an inoperative position.

Connected at'its upper end to the operating cable 5 which extends longitudinally through the conduit 3 in the bridge 1 is a vertical cable 15. its there may be as many ers desired and associated with the s2 of the bridge 1 it is only thought to describe one in order to fully set fo. the construction and operation of these members. The pillars 2'of the railway bridge 1 are furthermore provided with spaced adaated to pass a vertical cable 15 and the vertical cable 15 may be fastened or otherwise secured-to the pillars 2 at a suitable point from the bridge 1 for the purpose of properly actuating the operating cable 5 hereinafter tobe more fully described.

In operation should the bridge 1 in any way become destroyed, that is to say'if any of the pillars 2 become broken the vertical cable 15 will becaused to be pulled downwardly and thereby draw downwardly on the operating cable 5. This action will cause the lever 9 to be raised to a horizontal position and thereby force the signal arm 8 upwardly andextend it into a horizontal position whereby the-brake trip 13 is set in proper position and it is then in position to act upon an arm or lever 17 carried by the locomotive and which is connected with the aircr power of brake mechanismin the manner such that when the same is, operated by contact with the said brake trip it will automatically throw into operation said brake mechanism and effect an immediate stopping of the train before reaching thechains or other supporting members 18 depending therefrom and the opposite end of f the supporting chains are adapted to support a plank 19. The plank l9which is supported by the supporting chains 19 is arranged at'a predetermined height with respect to the bridge and the purpose ofthis. plank is to support a weight 20 which is connected to a transversecable 21 similar to r the transverse cable 15 and which is at its upper end connected to the longitudinal ex- 7 tion.

guide rings 16 through which are tending cable 5. Normally the weight 20 is supported upon the plank l9 and when in thisposition the transverse cable and the operating cable 5 are in an inoperative posi- Should the rise of water over the water mark level" which would be in the present instance atthe height of the plank 19, cause a sudden rush of water to dislodge the plank l9 froinunder the weight 20, the weight 520 will immediately cause the transverse cable 21 to draw downwardly upon 7 the operating cable 5 and in turn cause the setting of the brake trip 13 into an opera-.

tire position in themanner above described.

7 In Fig. T a modification'is shownwherein the so ting of the signals is controlled from a distance by a manually operated means located in any convenient place, such as a similar to that station house or the like, illustrated at 25 in the drawings. Supported in this house is a cured to the lower portion of the signal supporting member 33 and is secured to the outer end of the weighted arm 34- in the manner similar tofthat shown in Fig. 5 of.

the drawings and scribed.

In Figs. 7 and S of the drawings the signal arm 35 isconnected to thetrip supporting arm 36 which carries the trip element 37 at one end thereof by means of the rod 38. The rod also is connected to the weighted arm 34 so as to cause all of the arms to op crate simultaneously. .lhe trip arm 36 is pivotally supported on the supporting member 33 directly below the signal arm, as shown at 39 in Fig. 8 of the drawings, and

heretofore more fully deis supported so as to permit the lever carried by the locomotiveto be actuated thereby, thus, effecting the immediate stopping of the train should the same accidentally pass the signal when the same is set. I i

In Fig. 9 a still further modification is shown wherein the signal arm 35' extends on one side of the support 33a'nd'the trip supporting arm 36 extends on the opposite side of the support. The pivotalends of the signal arm and trip arm are connected by means of the rod 40, and the rod 38 is employed for causing the simultaneous operation of the signal arm and the trip arm with the weighted arm in the manner as above described. The operation is identical with the device shown in Figs. '7 and 8.

It will thus be seen from the foregoing description that a train stopping device has been provlded which is adapted for use upon ra lway bridges and may also be used 111 tunnels or in any other suitable place desired. With a device of this kind it will prevent accidental passing over the danger point due to the operator of the vehicle upon noticing the signal arm and will automatically set the air'brake system in opera tion to cause the immediate stoppage of the train before the same has reached the danger point, A device of this character is very efiicient and thesimplicity of the same renders it very easily-to be placed into use and does not require any attention other than settingthe device into proper position.

From the foregoing description of the construction of my improved apparatus, it will be seen that I have provided a simple, inexpensive, and etlicient means for carrying out the objects of the invention, and while I have particularly described the ole ments best adapted to perform the functions set forth, it is obvious that various changes in form, proportion and in the minor details of construction may be resorted to, without departing from the spirit or sacrificing any of the principles of the invention.

What I claim as new and desire to secure by Letters Patent is A train stopping device comprising in combination with a track and a post adja cent the track, a signal arm pivoted to the pest and arranged to swing over the track.

a trip member carried by said arm and located at a point between the pivot ot' the arm and that end edge thereof which may be disposed over the track, said trip member extending below the lower edge of the arm, a second arm pivoted to the post at a point below the first mentioned arm, a weight mounted upon one end portion of the second mentioned arm, a cable connected with the other end portion of the second mentioned arm and adapted to be extended along the track and a rod connecting the weighted end portion of the second mentioned arm with the first mentioned arm at a point between the pivot ot the first mentioned arm and the trip.

In testimony whereof I afiix my signature.

SORABJI DHUE J IBHOY