US1775811A - Railway-traffic-controlling apparatus - Google Patents

Description

S pt. 16, 1930. I J. P. COLEMAN 1,775,811

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 29, .1929 3 Sheets-Sheet 1 v lNvENToR:

d. P. ol an Ma am -VH5,

Sept. 16, 1930.

J. P. COLEMAN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 29, 1929 3 Sheets-Sheet 2 INVENTOR: \JTP. C o l mb/ MN WN m rIIIIIIIIIIIIII M k mm NM mm Sept. 16, 1930. COLEMAN 1,775,811

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 29, 1929 5 sheets-Sheet 3 40 KHZ 14 19 F max 2444 5 A551) 5I 4 l 56 a 7 55 58 I" gzfl/ 1 FYH FL- 8 INVENTO L j J, P c D ler qrh Patented Sept. 16, 1930 UNi'rEo STATES PATENT caries JOHN P. COLEMAN, OF EDGEW'OGD BORGUGI-I, PENNSYLVANIA, SSIG-NOR TO 'I UNION SEVITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVA'ETIA, A CGRPORATION OF PENNSYLVANIA BAILWAY-TRAFFIC-CONTBOLLING APPARBE'US Application filed October 29, 1929.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising a tripping device located in the trackway and arranged to a co-operate with governing means carried on the train.

I will'descr'ibe one form of tripping device embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, 1 is a plan view of the device embodying my invention illustrating the relative positions of the parts with respect to a track rail. Fig. 2 is an end view of the structure shown in Fig. 1.

3 is a top plan view of the tripping device shown in Fig. 1, with the cover removed. Fig; 4 isa vertical longitudinal sectional view taken on line IV -JVof Fig. 3. Fig. 5 is a fragmentary longitudinal sectional view of a portion of the structure shown in Fig. 4. illustrating the manner in which the spring 23 is compressed to facilitate the removal thereof. Fig. 6 is a vertical transverse sectional View taken on line VIVI of Fig. 3. Fig. 7 is a view partly in elevation and partly in longitudinal section taken on line VII VI I of Fig. 6. Fig. 8 is an enlarged fragmentary view of the trackway trip arm showing the means for mounting it on the operating shaft and for varying its length. Fig. 9 is a view, partly in side elevation and partly in section, of the structure shown in 8.

Similar reference characters refer to similar parts in each of the several views.

Referring to the drawings, and particularly to Figs. 1 and 2, my invention is shown in connection with a trackway tripping de vice comprising a housing 1 which contains the mechanism for actuating the device and which is mounted on the ties 2 of the trackway adjacent one of the rails 3. A rockshaft 4 is journalled in bearings 5 and 6 provided in the housing 1 Fig. 6) and extends outwardly therefrom and is connected with one endof an extension shaft 7 by means of a Serial No. 403,196.

coupling 8. The other end of the shaft 7 is journalled in a bearing bracket 9 which is mounted on the ties 2 on the opposite side of the rail 3. A traclrway trip arm 10 is secured to the shaft 7 adjacent the rail 3 over which tratiic is to be controlled by the tripping device, and is adapted to be swung by mechanism presently to be described, between a substantially horizontal inoperative position and a substantially vertical effective position in which it is illustrated in the drawings and in which it lies in the path of, and may set in operation, suitable train carried governing means, such, for example, as the lever of a valve in the air line controlling the application of the brakes.

Referring to 4. a segmental gear 11 is lined to the shaft l between the bearings 5 and (3 (Fig. 6) and meshes with a rack bar 12 provided at one end with a substantially spherical head 13. This rack bar is shifted in one direction in order to rock the shafts 4: and 7 and swing the trip arm 10 to an inopeiativc position, by means of fluid pressure aemitted to a cylinder 14 through apipe 15 which is connected with the head 16 of the cylinder 11 and which leads to a suitably controlled source of pressure. The cylinder 14 is threaded into an opening provided in the housing 1 with the inner end thereof abutting a ring 17 which is also threaded into the opening and which is secured against displacement therein by a dowel screw 18. A piston 19 is mounted for reciprocation within the cylinder 1 and is formed on its inner race with a reentrant seat 20 for engagen'lent with the spherical head 13 of the rack bar 12. The piston is prevented from becoming displaced from the rack bar 12 by means of a washer 21 which surrounds the bar 12 and the opening in which is of smaller diameter than the spherical head 13. The washer 21 is held in position adjacent the head 13 by means of a resilient wire band 22 which seats within a groove provided in the piston 19.

r The rack bar 12 is normally biased to the right, as viewed in Fig. 4, in order to hold the trip arm 10 in an upright operative position,

by means of a spring 23. This spring 1s disposed within a cylindrical casing 24 which is arranged in axial alignment with the fluid pressure cylinder 14, and which is threaded into an opening formed in the housing 1 with its innerendabutting a ring 25; This ring is also threaded into the opening and is maintained against displacement by a dowel screw 25. The inner end of the spring 23 abuts a'spring follower 27' which ijs'slidably mounted in the casing 24 and which'is secured to one end of a'tubular member 28. The ad jacent end of the rack bar 12 1s provided with a reduced portion 29 adapted to project within the tubular member 28 with a shoulder 30 formed on the rack bar in abutting engagement with the follower 27.]

The outer-end of: the casing'2el is, closed by ahead or cap 31wh1ch 1S iormedwith a re- I 'ducedinwardly extending portion 32 and an outwardly extending reduced portion 33 The cap 31 is also formed with an axial bore 34in which the outer end'of the tubular member 28 is sli'dably mounted and which is closed at its outer end by a threaded plug 35. It

will be noted that the pressure exertedby the spring 23, at all times tends to hold theparts in the positions shown in Fig. 4 in whichthe trackway tr1parm-1O occupies an upright or operative position. It is apparent that the fluid pressure in the cylinder 14: mustbe suiticient to overcome the pressure of the spring inorder to swing the arm 1.0 toan inoper ative position to permit the uninterrupted passage ofatr in over thetrackway.

' If, for any reason itshould be necessary to remove the casing 24 and spring 23. such as'for replacement orrepairs, the screw plug 35 is first removed and a bolt 36 (Fig. 5) inserted through thebore il l and screwed lnto the internally threaded nner end 37 otthe tubularmember 28. The bolt 36 is provided with a washer 38 for almtting engagementwith the reduced portion 33 oi the cap so that when the bolt 36 is tightened it will I drawihe tubularmember 28 and follower27' ;outwardly,thus confining the spring 23 unbeing removed. andthe possibility of injnry to the repair man. Also,. this improvement eliminates the nec'essity of compressing they relatively strong spring 23 manually in assembling the device and holding it under compression While eitecting the threaded con nection between the casing 2 1 and the housing 1. Were it not for the above described construction, the spring 23 would project some distance out of the casing when relaxed and would require considerable exertion to compress it back within the casing by forcing the follower against the-reduced end of the rack bar in assembling the devicel. I a

The device also embodiesla circult controller for establishing certain electric circuits according to the position occupied-by the traekway trip arm; Thiscontroller is contained in a chamber 39 -formed inthe h'ous-' ing 1 (Figs. 3, 6 and 7) and to which access may be conveniently had through a removable cover 40. A support or table 41 (Figs.

6 and 7 is mounted within the chamber 39 by bolts 42,- and carries'a pairof insulating blocks '43 and 43 arranged in spacedp'arallel relation. Twosets ofelectr ical-contact members -144? and 4 1" are mountedon the block 43 and are adapted to be engaged by two sets of spring contact fingers' i5 and 4:5 of corresponding nu-mberwhichare nrounted on the blockf l-3 7 In one position of theapp'aratus the lingers of 'oneset are simultaneously flexed out of engagement with 7 their respective contacts and in another POSltlOIl. oi: the apparatus,

the fingers of'the other set jaresimultaneously 7 moved into engagement with their associated contacts," in order to open certain-electric circuits and to establish other'desire'd- "oi-r cuits, bymeans of a pair-of blocks rmand-4G of "insulating material which are mounted between the blockst3 and 4:3for 'longitu dinal movement. .These blocksG and '46 1 are each provided with a plurality of-pai'is of verticallyv extending :pins 4:7 'and-47" for engagement with opposite sides" of each of the contact lingers. Tlrebloclrs46 and 46 are carried by slides 489and48 (Figs. 'Gand Z which 'areymou'nted on the table '41 with the edges thereof projecting beneath the edges of the stationary insulating blocke l3 and 43 in order to prevent their verticaldis-z placement. The slides ld and 48" are :pro-. vided with depending studs 49 and 49.,whih project downwardly through openings -50 and 50 formed in the table 41, and which studs are formed with substantially 'spherical lower extremities 5'1 land 51 for engagement with 'cylin'drical'fbores 152 v and 52 formedin'the upperqen'ds o'f'a pair of levers 53 and 53". These. levers are ipivotally' mounted, as indicated at M and eate the housing 1, and on opposite sides of shalt axial alrgnm'entwith at its-"outer end ice nected with the shaft 4 at this point, so as to rotate therewith, by meansof a spline coupling 57. A cam 58 is fixed to the shaft 55 adjacentth'e bearin 56, and, in addition to its functions presently to'be described, prevents the shaft 55 from moving out of en.- gagement with the shaft 4. This cam is formed with a pair of substantially diametrically disposed cam lobes 59 and 59". The lobe 59 co-operates with a pair of anti-friction rollers 60 and 61 carried by the lever 53*, and the lobe 59 co-operates with a pair of similar rollers 60 and 61 carried by the lever 53.

.From the foregoing itwill be apparent that with the parts occupying the positions shown in Fig. 3, in which the contacts 44"- 45 are closed and the contacts 44 -4.e" are open, when the shaft and cam 58 carried thereby are rocked in a counter-clockwise direction, as indicated by the arrow in Fig. 7. the cam lobe 59* acting on the roller 6O will first swing the lever 53 about its pivot 5st in a clockwise direction and shift the slide 48 and block 46* carried thereby to the right, through the means of the telescopic connection between the lever 53 and the stud 49 This movement of the block 46" will cause the pins 47" carried thereby to flex all of the spring contact fingers 45' out of engagement with their associated contacts i thus opening all of the circuits theretln-ough. This initial rotary movement of the cam 58 does not immediatelyactuate the lever 53" as the roller occupies a position intermediate the ends of the cam lobe 59 and consequently the contacts 44P-45 still remain open. The continued rotation of the shaft 55 and cam 58, however, carries the cam lobe 59. out of engagement with the roller 60 of thelever 58 and into engagement with the roller 61, thus causing the lever 52 a to rock about its pivot 54 and shift the slide 48 and block 46 to the right, carrying through all of the position under the action tive position so as to the. spring fingers 415* into engagement with their associated contacts 44-. Conversely, when the shaft 55 and cam 58 are rocked in the opposite direction, that is to say, in a clockwise direction, as viewed in Fig. 7, the contacts 45 -445 are first opened and after a short interval of time the contacts 45"-4el? are closed. It will be noted that there is an interval of dwell during which the circuits contacts are open, regard less of the direction of rotation of the cam 58. When the parts occupy the positions illustrated in the drawing, in which the trackway trip arm 10 is held in an upright operative of the spring 23, the fact is indicated in any suitable manner by circuits established through the cont-acts M -4C5. W hen, however, it is desired to move the trackway trip arm .10 to an inoperapermit of the passage of a train, fluid pressure is admitted to the cylinder 14;. This forces the piston 19 and the rack bar 12 to the left, as viewed in Fig. 4, against the action of the spring 23 and rocks the segmental gear 11 and shaft 4 in a counterclockwise direction an amount sufiicient to swing the trackway trip arm to a substantially horizontal position. The parts are so proportioned that the arm 10 is swung through an arc of necessary magnitude notwithstanding the relatively small travel of the piston 19. This countcr-clocl-zwise rotation of the gear 11 and shaft 4 rotates the shaft and cams 8 (Fig. 7) also in a counterclockwise direction. As soon as the movement of the cam commences the lever 53 opens all of the contacts 4:4"l5 as previously described. As the shafts i? and 35 approach the limit of their rotary movement and the arm 10 approaches its horizontal inoperative position. the cam operates the lever 53 to close all of the contacts id -45. It will be noted in this connection that while the contacts 44:" and d5" are opened simultaneously with the beginning of the above described movement of the parts, the contacts l ll5 are not operated until the trip arm has practically completed its movement to an inoperative position. If the supply of fluid pressure to the cylinder 1% is interrupted the parts will return to the positions in which they are illustrated in the drawing under the influence of the spring uring the return movement of the n rts the cycle of operations previously described is performed in a reverse order, as will be apparent from the drawings. a

It sometimes occurs that the distance be tween the operating part of the train carried governing instrumcntality and the trip arm varies, by reason of a reduction in the diameter of the wheels of the locomotive or car carrying such instrumentality, or a reduction in the height of the tread of the rails of the trackway, or both, due to wear. I have provided for such contingency so to insure that the trip arm will at all times be engaged properly by the element controllii'ig the operation of the train carried governing means, in the following manner. The trip arm 10 is preferably formed with a pair of oppositely extending flanges 62 (Figs. 8 and adjacent its lower end, which flanges are secured to a bar 63 disposed on one side of the shaft '7, by means of bolts 64. These bolts pass through a bar 65 on the other side of the shaft and securely clamp the several parts together and to the shaft. A plurality of shims or plates 66 are lBtQl'POSCCl between the flanges 62 of the arm 10 and the bar 63, and these shims may be increased or decreased in numher in order tolengthen or shorten the effective length of the arm. The portion of the shaft 7 on which the arm 10 is mounted is preferably squared. and fits within recesses 67 and 68 formed in the bars 623 and 65, thus not iii) merit transverse to I that'lhave provided a very only preventing the arm fr om'turning on the shaft but arm 10 may besecured to the shaft in any one of several longitudinal .positions,'in order to adjust it accurately in a direction transverse of the trackway, by means of a set screw 69 which is threaded into the bar for engagemcnt with one. of several apertures 70 drilled inthe-shaftr 7, as best shown in Fig. 9.

From the foregoing, itwill be apparent simple, yet

rugged train stopping device, which can be assembled and dissembled, with minimum time'and effort and which eliminatcsfrom its construction many connecting elements such asipins and the like,'thereby materially inand removably attached at its'open end to I and removably attached at its open enjdtocsaid.

casing for rocking said device, a spring disposed within said said shaft in one direction, means for rocking said shaft 'in the other direction against the action of said spring, and means for rendering saidspring inactive and confining it withinsaid casing to permit said casing andspring to be secured to and removed from said device asa unit.

2. In combination, a railway traffic gov: erning device comprising a rotatable shaft, a casing open at one endand closed at theother device, a spring disposed .within said casing i for rocking said shaft in one direction,-means i for rocking said shaft in the other direction against the action of said-spring, andmeans actuated from the exterior of said casing for rendering, said spring inactive and confining it within said casing to permit said casing and spring to be sec'u'redto and removed from said device as a unit; I

3; In combination, a'railway trafli'c'go erning device comprising ahousing, a movable element mounted in said housing, means for operating saidelement in one: direction, a casingopen at one end and closed at the other and rcin-ovablyattachedat its open end to said housing, a compression spring'in said casing for operating said element in another direction, and means for maintaining said spring under compression and within vsaidcasing to permit said casing and spring to be also maintaining it against movethe aXis of the shaft. The

herein shown and dehousing, atnbular cap understood that vamounted on and removed ,from said housing asaunit. A

4. In combination, a railway traflic gov: erning device comprising, a housing, va; rockshaft ournalledin said housing, means for rocking said shaft in one direction, a casing openat one end and closed at the other andree movably attached at its open end to said housing, a compression-spring in said casing for rocking. said" shaft in the other vdirection, and means for prevent ng saidspring from expanding out of sa d casing when said spring andcasingare removed as a unit from said houslng.

5. In combinatiomza railway ,traflic gov} erning device comprising ahousing, a rockshaft journalled in said housing,- rocking said shaft in one direction, a cylindrical casing removablymounted on said mounted on one endof said casing, a spring follower slidably mount mean o r ed in said casing adj acent the other end thereof, operative connections between said follower andsaid shaft, .a compression spring mounted within said casing intermediate;

said cap and said follower 'forrocking said shaft in the opposite direction, and means in-, sertable through said cap for preventing said follower from moving under the action of,

said spring to permit said casing and said. I, spring .to be securedtoand removed from said housing as a unit.. p v

6. In combinatlon, ara lwaytraiiic gov erning device rocking said 3 drical casing removably mounted on; said housing, a tubular cap mounted on one end of said casing,: a springfollower ,slidablymounted in said casing adjacent the other end thereof, operative connections between saidfollower and said shaft, a compressionspr ng I comprising a hous1ng,a,rockshaft ournalled n said hous ng, means for H haft 11'1- one direction, a cylin-j mounted within said casing intermediate said,

cap and said follower for rocking said shaft in the .oppositedirection,

and means extends" ing through said cap and engageablewith said, follower against movement under the action of 1 said: spring topermit said ,casing and spring to be secured to and removed from said housing as a unit.

I 7. In combi erning device rocking said "shaft in one direction, a cylinhousing, sa d casing,

for locking said follower ation a railway traffic gov- V V comprising-a housing, a rookshaft jou'rnalled in said housing, neansfor 20 drioal casing removably mounted on said,

a tubular c ap mountedion one end of a spring follower slidably mounted in said-casing adjacent the other end therea of, operative connections between-said fol.-

lower and said shaft, a compression spring mountedwithin said cas ng intermediatesaid cap and said follower forrocking said shaft in the oppositedirection, and meansextenda ing through said Cap andng g able said follower for maintaining said spring under compression within said casing to permit said casing and spring to be secured to and removed from said housing as a unit.

8. In combination, 'a railway traffic governing device comprising a housing, a rockshaft j ournalled in said housing, a trackway trip arm mounted on said shaft, means for rocking said shaft in one direction, a cylindrical casing removably mounted on said housing, a tubular cap mounted on one end of said casing, a spring follower slidablymounted in said casing adjacent the other end thereof, operative connections between said follower and said shaft, a spring mounted within said cylinder intermediate said cap and said follower for rocking said shaft in the opposite direction, a member extending c0-axially through said spring and having one end thereof secured to said follower and the other end thereof slidably mounted in said cap, and means for preventing said member from sliding in said cap imder the action of said spring to permit said spring and casing to be secured to and removed from said housing as a unit.

9. In combination, a railway traffic governing device comprising a housing, a rockshaft journalled in said housing, means for rocking said shaft in one direction, a cylindrical casing removably mounted on said housing, a tubular cap mounted on one end of said casing, a spring follower slidably mounted in said casing adjacent the other end thereof, operative connections between said follower and said shaft, a compression spring mounted within said casing intermediate said cap and said follower for rocking said shaft in the opposite direction, a tube extending co-axially within said spring and having one end thereof secured to said follower and the other end thereof slidably mounted in said cap, and means extending through said cap for engagement with said tube for maintaining said spring under compression to permit said spring and casing to be secured to and removed from said housing as a unit.

10. In combination, a railway traffic governing device comprising a housing, a rockshaft journalled in said housing, means for rocking said shaft in one direction, a cyliir drical casing removably mounted on said housing, a tubular cap mounted on one end of said casing, a spring follower slidably mounted in said casing adjacent the other end thereof, operative connections between said follower and said shaft, a compression spring mounted within said casing intermediate said cap and said follower for rocking said shaft in the opposite direction, a tube extending coaxially within said spring and having one end thereof secured to said follower and the other end thereof slidably mounted in said cap, and a bolt extending through said cap and having a screw-threaded engagement with said tube for maintaining said spring under compression to permit said spring and casing to be secured to and removed from said housing as a unit.

11. In combination, a railway traflic governing device comprising a housing, a rockshaft journalled in said housing, a trackway trip arm carried by said shaft, a gear fixed to said shaft, a rcciprocable rack bar mounted for intermeshing engagement with said gear, a fluid pressure cylinder mounted on said housing, a piston in said cylinder and in operative engagement with one end of said 'aclt, means for admitting fluid pressure to said cylinder to move said rack in one direction, a cylindrical ca 1 3 mounted on said housing in axial alignment with said fluid pressure cylinder, a follower slidably mounted in said casing and in operative engagement with the other end of said rack and a spring in said casing for moving said rack in the other direction.

12. In combination, railway traffic governing device coi prising a housing, a rockshaft ournalled in said housing, a trackway trip arm carried by said shaft, a gear fixed to said shaft, a reciprocable rack bar mount ed for intermeshing engagement with said gear, a fluid pressure cylinder mounted on said housing, a piston in said cylinder and connected with one end of said rack, means for admitting fluid pressure to said cylinder to move said rack in one direction, a cylindrical casing mounted on said housing in ar'al alignment with said fluid pressure cylxer, a follower slidably mounted in said casing and in abutting engagement with the other end of said rack, and a spring in said using for moving said rack in the other direction.

18. In combination, a railway traflic govrning device comprising a housing, a rockshaft journallcd in said housing, a trackway trip arm carried by said shaft, a gear fixed to said shaft, a reciprocable rack bar mounted for inter-meshing engagement with said gear and having a substantially spherical head, a fluid pressure cylinder mounted on said housing, a piston mounted in said cylinder and provided with a reentrant scat adapted to be engaged by the spherical head of said rack bar, means for admitting fluid pressure to said cylinder to move said rack bar in one direction, and a spring for moving said rack bar in the other direction.

14. In combination, a railway traiiic governing device comprising, a housing, a rockshaft journalled in said housing, a traclzway trip arm carried by said shaft, means for rocking said shaft in opposite directions to swing said arm between operative and inoperative positions, a controller having a plurality of electrical contacts, a pair of slides each operatively connected with certain of said contacts, a stud extending from each of said slides, a lever slidably engaging each of said studs, and a cam carried'by said rockshaftfor swinging said lever and actuating said slides to selectively open andclose cer- I tain of'said'contacts;

15 In combination, a railway traffic governing devlce comprising a housing, a rock- 'sha-ft journalled in said housing, a trackway trip arm carried by said shaft, means for rocking said shaft'inopposite directions to swing said arm between operative and inoperative positions, a controiler having a plurality of electrical contacts,a pair of slides each operatively connected with ce'rtain of said contacts,'a stud extending fromeach of said slidesvand each terminating at substantially spherlcal eXtremit1es,a pair of levers pivotally mounted on said housing on oppo-o site sides of said roclrshaft and each pro vided With a cylindrical bore for, telescopic engagement With the spherical extremity of one of said studs, andfa cam carried by said rye-5,811

together and to sa1d shaft, and a set screw threaded into, one of said bars for engage-' mentjvithone of the apertures in said shaft to prevent relative movement between said arm and shaft. i 1

o In testimony whereof I affix my sign attire;

oint r. cot nan.

. '70 shaft and securingv said bars and trip arm rockshaft for positively'i-ocking said levers in both directions to shift said slides successively and to selectively open and close'certain of said contacts.

16. In combination, a railway traflio governing device comprlsing a hous1ng, a rockshaft ournalled in said housing, means for rocking said shaft in opposite directions, a mult1 '-part trackway trip arm carriedby said shaft, and meansmsei'table between the parts of said arm to vary the length thereof.

to said shaft.

17. In combination, a railway trafiic gov-' erning devicecomprising a housing, a rockshaft journalled in said housing, means for ro'ckingsaidf shaft in opposite directions, a multi-part trackway trip arm carried by said shaft, said arm comprising a portion 'provided with oppositely extending flanges adjacent to its inner end, a pair of bars engageable With opposite sides ofsaid shaft, a plurality of shims interposed between the flange portion of said arm and one of said-bars and a plurality of bolts extending through said flanges, shims and straps, on opposite sides of saidshaft and securing them together; and

to said shaft, oneor more of said shims being adapted to be removed to vary the effective length of'said arm 18. In combinat on, a railway traffic governing devlce comprising a housing, arockshaft journalled insaid housing and having a square extremity, means for rocking said shaft 'inopposite directions, a pai'r of bars each having a recess provided therein adapted'to engage opposite sides of the squared portion of said shaft, a traclzway' trip arm, and a plurality of bolts extending through said bars on opposite sides of said shaft and 7 arm together and 4 securing said bars and trip 19. In combination, a railway traffic gov ernin'gdevice comprising a housing, a rockshaft ournalled in said housing and having a plurality of spaced apertures provided in one 5 iso

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