US1783857A - Apparatus for preventing the passing of danger signals - Google Patents

Description

Dec. 2, 1930.

F. K. SCHMIDT APPARATUS FOR PREVENTING THE PASSING OF DANGER SIGNALS Filed s'' t.

18, 1929 .5 Sheets-Sheet Fig. 1..

Inventor J K. 6106M.-

y A). EW

Fig. 2.

.lttorney.

F. K. SCHMIDT 1,783,857

APPARATUS FOR PREVENTING THE PASSING DANGER SIGNALS Dec.- 2, 1930.

Filed Sept 18, 1929 5 Sheets-Sheet 2 i W mw J a v 8 1 W 4 .w 4 L. F m 4 Q l. 7 M. W

E: I 8 J I Attorrieu.

Dec. 2, 1930.

F. K. SCHMIDT 1,783,857

R SIGNALS APPARATUS FOR PREVENTING THE PASSING OF DANGE 5. Sheets-Sheet 3 Filed Sept. 18, 1929 Dec. 2, 1930. F. K. SCHMIDT I 1,733,357

APPARATUS FOR PREVENTING THE PASSING OF DANGER SIGNALS Filed Se t/1s, 1929 SShee-ts-Sheet 4 Inventor by R 2, M

.rltziorney.

Dec. 2, 1930. V F. K. SCHMIDT ,857

APPARATUS FOR PREVENTING THE PASSING OF DANGER SIGNALS Filed Sept. 18, 1929 5 Sheets-Sheet 5 l 1"" T' r --l-- I ---a--- J L p L 1:: 30 29 I n n I! .9 l

I l .I.L

Inventor .dttorney.

: The invention has among its. objects Patented Dec. 2, 1930 i q I FRIEDRICH- KARL SCHMIDTLQF sP DoRr, MUELH EI M-ON- THE-RUHB, e nivi nY =1 PATENT E APPARATUS FOR rnnvnn'lrrive rrrin 'rns'sme -1 4mm SIGNALS ,1

I Application filed September 18,1929, seriarivb. 393,457. ada German December a; 1927.

Apparatus is-known for automatically operating a'signal or brake on a moving train in order to p'revent the passing offdanger signals' r i -5 Thisinvention relates to apparatus of the; kind in which section stops dependent on the position of the signalslare acted; upon by" stops on the train which in their turn then operate a'source of power-such as a spring on the like which actuates the signal or lorake mechanism. a

For the greater partapparatus-thathas hitherto been made has the disadvantage that thesignalling or brake apparatus act 'acci-. dently when the stops on the train come into contact with obstacles on sections of the line.

Furthermo'remost 0f the apparatus of this kind are unreliable in their action and are impracticable because the rocking levers used 7 as the stops on the trains are. not capable of: withstanding the stresses imposed which are of the character of a blow when'the, velocity of the train is-high and often lead to breakage.

provide by thecombination of a numberoi":

features an apparatus which will act' with certainty in both respects; that is to say,

- whichon the one'hand is independent of all obstacles no matter of what kind, and which onthe other hand will not be damagedu by the heavy blows to which theymay be sub-f jected when the train is travelling'at a high f Velocityi V he inventlon comprises the combination of a number of vehicle stops, which are pro-f vided as elastic barsytightlyheld in position and made mutually dependent by inter-J 'mediate locking members,- with section stops which are so arrangedwith respectto the vehicle stops that the locking members are released in a certain sequence by thedeflec tion of the vehicle stops, and inorder that the actuating means of the signalling or.

brake apparatus "e. g. springs or the .like may be released at certain intervals in sequence.

This ensures'that accidents occasioned by obstacles on the sections of the line are avoided and that thus all accidental actua 5O tionof the apparatus is prevented with certicular locking members.

tainty E xperiments. have shown that the apparatuspasses over widely spaced sleepers without being' actuated or damaged even at" high speeds.

-It is obviously possible to vary etc group,"

and to-sta'gger the section stops which deter.- mine thesequence of operation.

In orderfurther to increase safety -it is p I proposed according to the invention} that each elastic stop bar be connected by a system of bar in thesequence is flexed.

- In this way the sequence is preserved ina particularly simple manner and it is ren dered certain'lthat the desired eliectsrhappen only after the release of a The construction of the apparatusmay-be varied without departing 'fromthe invention:

Thusjit is possible with known structural means soto arrange the section stops .into' groups .that after the operation'say of the first group-consisting of three stop bars, in V a definite sequence,the operation of afourth series of par-- lockinglevers to themeXt-bar, which is in.

j each case only released when the preceding group may cause an-acoustic or optical sig n-al to be operated, 'while on the operationof further bars one of them operatesthe ordinary brake and after releasing the last of them this operates-thequickacting brake To adapt it to'the methods of .workingdis- V tant and danger signals thearrangement majy j also be= so provided that on passing; a dis I tant signalsetat danger, a warning signal which only responds to a definitepa-rt ofthe sequence will Joe-operated, while on passing the main signal the quick acting brake acts at once in the last part of the sequence. 1

One construction according to the invention is shown diagrammatically in the accompanying' drawing, in'which i Figure 1 is a front general elevation.

Figure 2' is a plan of the vehicle mounting on the axle.

Figure 3 shows on an enlarged scale asystem'of locking levers for a vehicle stop which will act in both runningidirections.

Figure 4c is a section in stops and V lan on' the line ures 3 and 4 in which the position is indicated in which the vehicle stop is deflected.

Figure 7 shows the apparatus in the position after a bar has come into contact with a section stop.

Figure 8 is a plan view, to a smaller scale, of the section stops.

Figure 9 is a, view similar to Figure 7, showing means operated by the last vehicle stop for controlling the action of a signal device or the brakes.

Figure 10 is a plan view of shown in Figure 9.

In the accompanying drawings 1 are the two rails of the track. Between the rails are provided section stops 2, 3, 4 and 5 which are operated by a signal wire from the operating mechanism, and which can either be raised and lowered or held erect and turned down, whereby they either are brought into the path ofthe stops on the vehicle or assume such a position that the vehicle stops pass over them without acting upon them. The operation of these section stops may conveniently take place in dependence upon the operation of the main and distant signals, the particular signal wires being positively connected to each other.

The section. stops2, 3, 4 and 5, as illustrated in Figure 8, are staggered in relation to each other in the direction in which the train runs, e. g. in such a Way that stop 2 is farthest in front in the direction of the approaching train, after which the stop 3 for example follows somewhat further back, while stop 4 is again arranged a little way behind and finally stop 5 is again set a little farther back in staggered order. Any other variation and relative position of the stops is obviously possible in the plane running at rightangles to the track, so as to obtain any desired sequence in the actuation of the vehicle stops.

l/Vith the'section stops 2, 3, t and 5 vehicle stops in the form of elastic bars 6,7, 8 and 9 coact. These bars are in each case rigidly clamped at 10in a bearing flange 12., The bearing flanges 12 are mounted stationary on an axle of the vehicle which may conveniently: be the last: axle 11 on the tender. The bearings 12 are prevented from rotating by pinlike projections 12* engaging with a suflicient amount of play in guides 12 connected to the resilient part of the vehicle, so that the apparatus mounted on the unsprung part of the vehicle will not be acted on when the flexure takes place. To one arm of the bearingflange 12 is affixed a box-like casing 6 in which is arranged, in the direction of the track," and opposite to, that is, always in front and behind each of the bars 6, 7 and 8, a bell crank lever 13, 14 and 15, respectively. The downwardly directed arms of these bell crank levers communicate by a roller mounted at the end, with the. bars-6, 7 and the mechanism 8 in such a way that when each bar is flexed by striking the corresponding section stop, it is rocked about its bearing pin 15*. When this takes place the upper substantially horizontal arms of the bell crank levers 13, 14: and 15 act like cams on the locking levers 17, 18 and 19 (Figures 1-, 5 and 6) which are rotatable about a centre pin, in a plane at right angles to the direction in which the train running. The bell crank levers are so arranged that they may always act only on the left hand end of each locking lever when the train is running forwards and on the right hand end of the locking lever when 'it is running backwards. It must be noted however that in the constructional example illustrated the arrangement is such that the apparatus is; effective without changes both for forward and backward running. For this purpose the bell-crank levers and other looking devicesare providedin each case on both sides of each stop bares; shown in Figures 3 to 6. 'lVhen it is necessary, a simplified construction may bentilized in which one pair of the levers 13 and; rocking lever 20 for each bar is dispensed with, so that it will then only operate for forward running. Above the bell crank levers l4 and 15 at bars 7 and 8 and likewise in the same plane at bar 9, are provided rocking levers 2O rotating on pins 20*. These rocking levers as shown in Figures 4 to 6 are provided with a lateral recess 21 and a nose 22. Against these latter bear the locking levers 17, 18, 19 when they are in the horizontal position and thereby preventthelateral movement of the rocking levers 20. If however the corresponding end of the locking lever be lowered, the nose 22 can engage over the locking lever and swing it outwards. The adjacent locking lever is under tllGICOIltI'Ol of thehorizontal arm of the bell crank lever of the preceding bar and is not afiected by the movement of the said rocking lever. 20, owing to the recess 21, (see Figurestandty i lVhen' the, locking levers 17, 18 and 19 are horizontally disposed, the-rocking levers 2O prevent the flexure of the bars, and thereby also the release of the actual signalling or brake members, as in this position the rocking levers strike against the right hand end of the locking levers 17, 1'8, 19 when the train runs forwards and against the left hand end of the locking levers 17 18, 19 when it runs backwards. When, however, the locking levers are in the inclined position determined by the action of the bell crank levers which engage them they release the rocking levers 20 and the apparatus can now be operated in sequence because the rocking levers can be swung over, as the nose 22 passes above the adjacent locking lever, and then each bar 7, 8, 9 can be flexed at the point 10 where it is clamped. v

. Supposing for example as shown in F igures to 7, the bar 6 strikes against the corresponding section stop 2, the bar bends to the form shown in Figure 7. It therebyv presses the lower. arm of the bell crank lever 13, to one side and the upper horizontal arm of this bell crank lever lifts the corresponding locking lever 17 on the left and depresses it to the right, so that it is broughtyinto the position shown by dotted lines in Figure 1.

In this way the rocking lever 20 of the succeeding bar 7 will be released, so that it can swing outwards about the pivot pin 20 This takes place when the bar 7 strikes against the 7 section stop 3 and in its turn is bent as shown in Figure 7, by the release of the rocking lever which has now becomelpossible. By

the prescribed fiexure the bar 7 pushes the corresponding rocking lever 20 over the de pressed right hand end of the locking lever 17' and at the same time by the bell. crank lever 1% lifts the left hand end of the lock- 1 ing lever 18, so that this latter assumes the 1 ing lever is opened. ,When thebar 8, strikes" same inclined position as the locking lever .17 held before. In this way the 'path for the bar-8 and for the other corresponding rockagainst the stop 4 it is bent and by thismeans the rocking'lever 20 again moves over the right hand end of the locking lever 18, the

bell crank lever 15 being simultaneously so affected that it raises the locking lever 19' on the left and depresses saidlever on the right. The lever 20 can now swing over the de pressed right hand end of the locking lever 19 and release the bar 9. This bar bends when it strikes against the stop 5. By the proper outward swing of the last bar 9. a

of stops on the trainoperated by stops on the track, comprising a series of elastic rigidly mounted vehicle stopsupon the train, co-opcrating track section stops staggered relatively one to the other to engage the vehicle stops in sequence, and locking mechanism provided foreach vehicle'stop except the first to render the said vehicle stops dependent upon the actuation of the preceding stop, the

last of said vehicle stops servingto effect the control'o'f the source of power. 2,.Appara-tus according to claim 1, pro vided with" lockingmechanism comprising 1 locking levers extending between each pair of vehicle stops and intermediate elements in the form ofro'cking levers for all the vehicle stopsxexcept the first, which rocking levers are locked to prevent deflection of the corresponding vehicle stops until released by p the corresponding locking lever.

3. Apparatus according to claim 1, pro-' videdwith locking mechanism comprising locking levers extending between each pair of vehicle stops, intermediate elements in the form of rocking levers for. all the vehicle stops except the first, which rocking levers" arelocked to prevent deflection of the corresponding vvehicle stops until released by the correspohdinglocking' lever, and bell crank spring (not shown), or other source of power is acted on and in'its turn operates eithera signalling device or the brakes of the train. This may be effected by any suitable means. 1 Thus, as shown in Figures 9 and 10, the vehicle stop 9, when deflected, may serve to I press inwardly a plunger valve 28 against the action of. a spring 27 into a containing casing 29. The plunger valve 28represents a controlling member in a pipe 30 for compressed air or steam, which: pipe-leads to the signalling orbraking device. The inward movement ofthe plunger brings the hole 31 into a position where the operating medium may flow freely through thepipe 30 and'causes 7 the signal or brake to act. The various levers are so constructed that'they return autoinatiof danger signals by theoperation by auto q cally and by their own weight after they have moved to the position shown inFigure 3. It is also possible to provide special springs on each of the levers for .this purpose. I T I claim 1. Apparatus for preventing the passing matic control of a source of power effecting the actuation of a signalling or brake mechanism, the said control being effected by means

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