US1936828A

US1936828A - Railway clearance indicator

Info

Publication number: US1936828A
Application number: US648078A
Authority: US
Inventors: Martin W Clement; Rudolph L Kleine; John W Rowland
Original assignee: Individual
Current assignee: Individual
Priority date: 1932-12-20
Filing date: 1932-12-20
Publication date: 1933-11-28
Anticipated expiration: 1950-11-28

Description

NOV. 28, M w LE ET AL RAILWAY CLEARANCE INDICATOR Filed Dec. 20, 1952 4 Sheets-Sheet 2 @ziwwgw, 1/ w ORNEYS.

NOV. 28, 1933 w CLEMENT r AL 1,936,828

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" '10 switch stands and the like.

Patented Nov. 28, 1933 PATENT OFFICE RAILWAY CLEARANCE INDICATOR Martin W. Clement, Haverford, and Rudolph I Kleine, Philadelphia, and John W. Rowland,

Paoli, Pa.

Application December 20, 1932 Serial ,No. 648,078

16 Claims.

This invention relates to railway clearance indicators, andmore particularly to a device for gauging railway cars and their lading to determine the existence-and location of obstructions "'5 extending beyond theminimum clearance diagram of the railroad over which such cars are to be hauled. Clearance diagrams are prescribed by railroads as a matter of safety to insure the safe passage ofcars through tunnels, bridges, It not infrequently happens that cars are too wide or too high for the clearance limits of the railroad over which the cars are routed; or that lading on cars exceeds the clearance limits; or that portions of cars such as doors, running boards, roofs, etc.,

1 convenient points, thereby to detect the presence of any obstructions which extend beyond safe clearance limits and to identify the location of such obstructions. To this end our invention comprises a stationary structure bridging a track and having movable devices pivoted thereon with their free ends defining a clearance diagram of predetermined outline. According to the pre ferred practice of the invention, cars are moved in groups at a slow uniform speed through the bridging structure, and means are'provided so "that, whenever parts of a car or its lading project beyond the clearance diagram, the operator is notified. Additional means are provided to enable the operator to determine readily the point at 'which the obstruction occurs and to measure the extent to which it exceeds safe clearance limits.

Tne clearance indicator of our invention is especially useful as a part of equipment used for making a comprehensive inspection of railroad cars such as described in our pending application for U. S. Letters Patent, Serial No. 633,702, filed September 19, 1932. For this purpose the clear- 'ance indicatorpreferably takes the form of a tower. and includes an operators station from which the roofs of passing cars may be observed for defects, such as loose running boards, ventilators or the like. Such a clearance tower may be conveniently located between a receiving yard andv a classification yard.

Other objects and advantages characterizing our'invention will become more fully apparent from the description hereinafter set forth of one embodiment or example of the practice thereof,

tabs used for gauging clearance shown in open the indications given to the operator under the having reference to the accompanying drawings. 9f the drawings:

Fig. I represents a front elevation of a clearance tower of our invention with the swinging position.

Fig. II represents a cross section of the same, taken as indicated by the lines II-II of Fig. I, with the swinging tabs in closed position.

Fig. III represents an enlarged cross section of a part of the same, taken as indicated by the lines III--III of Fig. I.

Fig. IV represents an enlarged cross section of the same, taken as indicated by the lines IV-=IV of Fig. I, and showingone of the swinging tabs and the manner in whichit is supported.

Fig. V represents an enlarged front elevation of the swinging tab shown in Fig. IV.

Fig. VI represents a cross section of the same, taken as indicated by the lines VIVI of Fig. V.

Fig. VII represents the indicator panel at the operators station together with a view of the clearance gauge and one of the swinging tabs after engagement with an obstruction, showing U condition represented.

Fig. VIII represents the indicator panel, clearance gauge and swinging tab while a measurement is being taken.

Fig. IX- represents an enlarged view of a por tion of the face of the indicator panel.

Fig. X represents a cross section of a portion of the indicator panel; and,

Fig. XI represents a perspective view of a portion of a striking plate. I

With reference initially to Figs. I and II,-there is shown in the drawings a clearance indicator of our invention in the form of a tower bridging a track 41. The tower comprises a framework having upright side members 42 of lattice construction, and a cross member 43 which affords support for an operators cabin 44. Ladders 45 are provided at each side to permit the operator to climb the tower, and a railing 46 extends at each side of the operators cabin. Access to the operators cabin 44 is had through a door 47 in the side thereof, and windows 48 are provided at the front and back of the operators cabin to give to the operator a lengthwise view of the track in either direction. As shown in Fig. II, the operator is conveniently seated in a swivel chair 49 from which he may View cars, as they approach or leave the clearance tower.

The framework of the tower includes upright channel beams 50 and diagonal channel beams 51 to which are hinged vertical and diagonal tab supports 52a and 52b. Each tab support 52a has ahixed thereto, as shown in Figs. Iv and V, spaced hinge members 53 which are keyed to a vertical shaft 55 at the side of the clearance tower. The vertical shafts 55 are in turn supported for rotation in bearings 56 located at spaced intervals along the channel beams 50 of the side member 42. In like manner the diagonal tab supports 52b are attached to additional hinge members 53 which are carried on diagonal shafts 57. The two diagonal shafts 57 at each side of the clearance tower are connected by bevel gearing 58 to a horizontal shaft 59 which is disposed directly beneath the operators cabin 44. Suspended by hinge members 53 from the horizontal shaft 59 there is an additional tab support 520. The vertical tab supports 52a have hinged thereto a series of tabs collectively designated at 60a which project inwardly towards the track 41. Likewise the diagonal tab supports 521) have hinged thereto swinging tabs 60b, and the horizontal tab support 520 has hinged thereto tabs 600 which project downwardly towards the track 41. The swinging tabs may take a great variety of forms, but in the present instance flat wooden paddles have been selected. 7

It will be observed that the free ends of the three groups of

tabs

60a, 60b, 60c define a clearance diagram. This diagram is determined by the safe clearance limits of the railroad for which the clearance tower is designed. The diagram may be made to correspond to the outline of clearances obtained by clearance cars which are in common use by railroads for ascertaining clearances of objects adjacent to and above the tracks.

All of the

tabs

60a, 60b, 600 are hinged to their supports 52a, 52b, 520 with capacity for independent swinging movement. As illustrated in Figs. IV and V, each tab support 52a comprises a member of wood, or other insulating material, having horizontally extending brackets 61 at spaced intervals therealong. To each bracket 61 a tab 60a is hinged by means of a bolt 62 and wing nut 63 with washers 64 interposed therebetween. At its hinged end each tab 60a has bolted thereto a U-shaped holder 65 of conducting material, as shown in Fig. VI, which bears directly against the bracket 61. Each tab also carries a strip 66 of conducting material, one end of which is in contact with the tab holder 65 as indicated at 67, and the other end of which terminates in a contact member 68 at the free end of the tab. By adjustment of the wing nuts 63 sufficient frictional resistance is offered to swingingof the tabs as to cause them to move only under impact with an obstruction.

On different side faces of the tab support 52a there are two conductors 69 and '70 which extend throughout the length of the same. The conductor 69 is disposed on the side of the tab support 52a upon which the brackets 61 are mounted and is in electric contact with all of the brackets 61. The conductor 70 has attached thereto at intervals of its length clips 72 which are adapted to contact with the lower faces of the tab holders 65 when the tabs are swung away from their normal positions. Thus when a tab 60a is moved from the position shown in full lines in Fig. IV to the position shown in broken lines, as soon as the movement is initiated, the holder 65 comes in contact with the clip 72, permitting current to pass from conductor-69 to conductor 70. The swinging

tabs

60b and 600, though somewhat differently shaped, are constructed in the same manner as the tabs 60a and are hinged to their respective tab holders 52b and 52c in the same manner.

Adjacent to each tab holder 52a there is a striking plate 73a comprising a vertically disposed flat board, as illustrated in Fig. XL having a series of contact plates 74 located at spaced intervals along the inner face thereof. Adjacent to the diagonal tab holders 52b there are similar diagonal striking plates 73b; and adjacent to the. top or horizontal tab holder 520 there is an additional striking plate 730. All of the

striking plates

73a, 73b, 730 are constructed in the same manner, and have associated therewith cables 75, as shown in Fig. XI, carrying a series of individual conductors each one of which is connected to a separate contact plate 74. The

striking plates 73a

73b, 73c are used for the purpose of returning tabs which have been displaced by the movement of cars through the clearance tower which have obstructions thereon exceeding the limits of the clearance diagram. The striking plates also afford a means of completing electrical circuits and thus to give indications to the man in the operator's cabin of the location of the displaced tabs.

For the purpose of enabling the operator to ascertain the location and extent of displacement of a tab struck by a passing car, means are provided for moving the

tabs

60a, 60b, 60c by groups, such means being controlled from the operators cabin by two

hand wheels

76 and 77. The hand wheel '76 is connected through bevel gearing '78 with a shaft 79. The shaft 79 is in'llo turn connected through a Worm gear 80 to the horizontal shaft 59 which controls movement of the diagonal and horizontal tab holders 52b and 520. Accordingly, rotation of the hand wheel 76 causes simultaneous rotation of the tab holders 52b, 52c whereby the

tabs

60b, 600 may be brought into engagement with the

striking plates

73b, 730. The other hand wheel 77 is connected through bevel gearing 81 with a shaft 82 which in turn is connected through a worm gear 83 with an additional shaft 84 extending horizontally across the top of the clearance tower. The shaft 84 is connected through bevel gearing 85 with the vertical shafts 55. Accordingly, rotation of the hand wheel 7'7 causes simultaneous rotation '125 of the vertical tab holders 52a, and by such rotation the tabs 60a may be swung into engagement with the striking plates 73a, thus returning to vertical alignment any tabs which have been displaced by contact with cars passing through'lBO the clearance tower.

In the operators cabin 44 there is provided an indicator panel 86. Thispanel is shown in detail in Fig. IX. It has thereon a series of lights arranged in groups and numbered to correspond! with designating numbersion the swinging tabs. In the illustrated example of our invention, there are twenty-four tabs in the vertical group at each side of the tower designated by the numbers 1 to 24. The lights corresponding to these tabs are' collectively designated at a on the indicator panel 86. At each side of the clearance tower there are thirteen swinging tabs in the diagonal group 60b, with designating numbers 25-37, the lights corresponding to which are collectively designated at b, and two more tabs in the horizontal group 600, the lights corresponding to which are designated at c. On the indicator panel 86 there are thr e additional lights designated at L, T and R, and designating, respectively, the left",'150

top 'and right portions of the clearance diagram. The light designated at L is illuminated whenever 'a tab of the left hand group of tabs a isdisplaced the closing of the circuit being accomplished by contact between a tab holder and a clip 72 as explained above. Likewise the light Tis illuminated whenever any of the

tabs

60b, 600 at the'top of the clearance diagram are swung out of position; and the light R is illuminated whenever any of the tabs of the right hand group 60a is displaced. The

conductors

69 and 70 lead from the tab holders 52a, 52b, 520, through cables 8'7, to the operators cabin 44 and terminate at the indicator panel 86 behind the lights designated at L, T and R.

The lights of the indicator panel86 in the groups designated'at c, b and c, are illuminated Whenever contact is made between the end of a tab and a striking plate. Assuming, for example, that the hand wheel '77 has been rotated and that the tab designated by the numeral 14 has been displaced, it will be apparent that this tab Will be the first to-come in contact with the striking plate 73a. When the tab designated by the numeral 14' has come in contact with the striking plate 73a, a circuit will be completed, through one of the conductors of the cable 75, the contact plate 74 adjacent to the tab, the contact member 68 at the end of the tab, its conducting strip 66, the tab holder 65, and the whereas the measuring device 89 indicates such measurements relating to the diagonal and

horizontal tabs

60b, 600. Each measuring device has associated therewith a pointer 90, which is attached to a cable 91, and a counterweight 92 at the end of the cable. As shown clearly in Fig. III, one such cable 91, the one associated with the measuring device 88, is attached to an arm 93 fixed on the horizontal shaft 84 which operates the side groups of tabs 60a, whereas the other cable 91 associated with the measuring device 89 is attached to an arm 94 fixed on the horizontal shaft 59 which operates the diagonal and horizontal groups of

tabs

60b, 60c.

Sheaves 95 are employed for guiding the cables 91 as they lead downward from the operators cabin and outward and downward to the ends of the arms 93 and 94. The linear movement of each pointer 90 over the face of the measuring

devices

88, 89 is in direct'proportion to the angular movement of the

shafts

84, 59 and hence in direct proportion .to the angular movement of the tab holders 52a, 52b, 520. By properly positioning the pointer 90 with respect to the graduated scale on the measuring device, the apparatus may be arranged so that, when the tab holder 52a is in a plane transverse to the track, the pointer will be at the base of themeasuring device, as indicated in Fig. VII, whereas when the tab holder 52a is at the fully open position shown in broken lines in Fig. VIII, the pointer will be at the top of the measuring device as indicated in the latter figure. With such an arrangement, whenever a tab has beendisplaced by impact with a passing car and the tab holder is rotated towards the striking plate, a light will appear on the indicator panel 86 before the pointer 90 has reached the top of the graduated scale. The graduations on the measuring

devices

88, 89 are therefore made to correspond with the angular swinging movement of the tabs. When an obstruction, such as indicated at O in Figs. I and VII, projects outward from a car C to the maximum distance for which the clearance tower is designed, this distance being indicated at the tab engaged by the obstruction will be displaced and swung to the position shown in full lines in Fig. VII. Subsequent movement of the tab holder 52a through the angle 11 to the position shown in full lines in Fig. VIII, will bring the tab into contact with the striking plate 73a. At the instant of contact a light will appear on the indicator panel 86. At this point the pointer 90 will have travelled to the position shown in Fig. VIII, and the graduation immediately beneath the pointer is a measurement or" the extent to which the obstruction 0 projects beyond the clearance diagram.

In Fig. X there is shown a cross section of a portion of the indicator panel 86 illustrating the nature of its construction. It comprises briefly a base board 96, having thereon a series of terminals 97 connected to the contact plates '74 and to the conductors 70, an insulated plate 98 hav ing sockets 99 for the accommodation of the indicator lights and a hinged glass cover 100.

To afford shelter for the operators station the cabin 44 is preferably provided with an overhanging roof 101 to which search lights 102 are conveniently attached, enabling the operator to conduct his work at night as well as in the day time. The search lights 102 are preferably di rected lengthwise or" the track.

The operation of the above described clearance tower of our invention is as follows. Cars are moved slowly at a uniform speed through the tower in the direction indicated by the arrow in Fig. VII. The operator in the cabin 44 carefully inspects each car as it approaches the clearance tower and makes a note of all visible defects relating to the roofs or superstructures of the cars. Under ordinary conditions, where the cars have no obstructions projecting therefrom beyond the predetermined clearance diagram, the operators work consists merely of an inspection of'the upper parts of the cars passing through the tower, and the making of notes identifying the location of defects so that they can be subsequently remedied. In the event, however, that a car passes through the clearance tower having thereon an object projecting beyond the clearance diagram, a light will immediately appear on the indicator panel 86 in front of the operator. Assuming that a car such as that represented at C in Fig. I has thereon a projection projecting laterally according to the outline at O in broken lines, it will be apparent that the obstruction will cause the tabs having thereon the designating

numbers

14, 15, 16, to be swung out of the way. Inasmuch as the obstruction has engaged the group of tabs 60a at the right hand side of the track, the light R will be illuminated on the instrument 86, the

object on the car passing through the tower, he 50 'proceeds to signal the train operator to stop the train.

In order to ascertain the location and outline of the obstruction, the operator then turns the hand wheel '77 to rotate the tab holder 52a. The hand wheel '77 is turned slowly and as soon as the tab designated by the numeral 14 engages the striking plate 73a, a light will appear, as represented in Fig. VIII, on the group a of lights at the right hand side of the indicator panel 86. This light identifies to the operator the particular tab at which the maximum obstruction has occurred. As soon as the light appears, the operator examines the measuring device 88 and notes the graduation adjacent to the pointer 90. Having thus ascertained the extent of displacement of the tab designated by the number 14, the

operator continues to rotate the hand wheel 77 and determines in the same manner the extent of displacement of tabs numbered 15, 16. When the hand wheel 77 has been rotated to the point where all of the tabs of the group have come into engagement with the striking plate 73a, it will be apparent that the displaced tabs will be returned to a common vertical plane. With the tabs thus re-aligned, operator moves the hand wheel 77 in the opposite direction, returning the tabs of the group. to a plane transverse to the track 41.

Having noted the location and outline of the obstruction, the operator then signals the train to proceed. From the operators notes the car having thereon the obstruction is identified and corrective action taken.

From the above description it will be apparent that the clearance tower of our invention affords a safeguard against accidents occurring by reason of projecting objects on railway cars which exceed the clearance limits of the right-ofway over which the cars pass,

While the invention has been described with reference to a preferred embodiment in which a clearance tower forms a part of a comprehensive inspection of railway cars, it will be apparent that the principle of our invention may be utilized to advantage for the sole purpose of gauging cars for objects exceeding clearance limits, and it will be further apparent that the particular forms of the various devices specifically.

referred to herein admit of considerable change and re-arrangement without departure from the spirit of our invention as defined in the annexed claims.

Having thus described our claim:

1.. A rair y clearance indicator comprising a framework bridging a track, a series of tabs projecting inwardly from said framework with their ends defining a diagram, means for mounting said tabs on said framework withv capacity for independent movement away from said track, and for indicating the location of tabs displaced by contact with objects passing through said framework and projecting beyond said clearance diagram.

2. A railway clearance indicator comprising a framework bridging a track, a series of tabs projecting inwardly from said framework with their ends defining a clearancediagram, means for mounting said tabs on said framework with capacity for independent movement away from said track, means for indicating the location of tabs displaced by contact with objects passing through invention, we

said framework and projecting beyond said diagram, and means for measuring the extent of displacement of such tabs.

3. A railway clearance indicator comprising a, framework bridging a track, a series of tabs normally projecting inwardly from said framework in a common vertical plane with their ends defining a clearance diagram, means for mounting said tabs on said framework with capacity for independent swinging movement away from said track, and mechanical means for moving said tabs by groups. whereby, when one or more tabs have been displaced, all the tabs of a group may be returned to the common vertical plane.

4. A railway clearance indicator comprising a framework bridging a track, a series of tabs normally projecting inwardly from said framework in a common vertical plane with their ends defining a clearance diagram, means for mounting said tabs onsaid framework with capacity for independent swinging movement away from said track, a striking plate on said framework adjacent to said tabs, and means for swinging said tabs to contact with said striking plate, whereby, when one or more tabs have been displaced, all the tabs may be returned to the common vertical plane. 7

5. A railway clearance indicator comprising a framework bridging a track, a group of tabs projecting downwardly from the top of said framework towards the track, additional groups of tabs projecting inwardly from each side of said framework towards the track, means for mounting said tabs on said framework with capacity for independent swinging movement, and means for indicating the particular group wherein tabs have been displaced by contact with cars passing through said framework.

6. A railway clearance indicator comprising a framework bridging a track, a group of tabs projecting downwardly from the top of said framework towards the track, additional groups of tabs projecting inwardly from each side of said framework towards the track, means for mounting said tabs on said framework with capacity for'independent swinging movement, means for indicating the particular group wherein tabs have been displaced by contact with cars passing through said framework, and means for indicating the particular tabs of such group which have been displaced.

'7. A railway clearance indicator comprising a. framework bridging a track, a group of tabs projecting downwardly from the top of said framework towards the track, additional groups .of tabs projecting inwardly from each side of the framework towards the track, said tabs being normally disposed in a common vertical plane, means for mounting said tabs on said framework with capacity for independent swinging movement, striking plates on said framework adjacent said groups of tabs, and means for swinging all the tabs of a group together to contact with a striking plate, whereby, when one or more tabs of a group have been displaced, all tabs of the group may be returned to the common plane.

8. A railway clearance indicator comprising a framework bridging a track, a tab support, means for pivotally mounting said tab support on framework, a series of tabs. means for mounting said tabs on said support with capacity for independent swinging movement thereon, said tabs normally projecting inwar ly from the framework in a common plane-with their ends defining a clearance diagram, a striking plate on said framework, and means for moving the tab support to effect engagement between the tabs thereon and the striking plate, whereby, when one or more tabs have been displaced, all of the tabs may be returned to the common plane.

9. A railway clearance indicator comprising a framework bridging a track, a tab support, means for pivotally mounting said tab support on said framework, a series of tabs, means for mounting said tabs on said support with capacity for independent swinging movement thereon, saidtabs projecting inwardly from the framework with their free ends defining a clearance diagram, a striking plate on said framework, means for moving the tab supports to effect engagement between the tabs thereon and the striking plate, and means for measuring the angular movement of the tab support whenever a tab engages the striking plate.

10. A railway clearance indicator comprising a framework bridging a track, a tab support, means for pivotally mounting said tab support on said framework, a series of tabs, means for mounting said tabs on said support with capacity for independent swinging movement thereon, said tabs projecting inwardly from the framework with their free ends defining a clearance diagram, a striking plate on said framework, means for moving the tab supports to effect engagement between the tabs thereon and the striking plate, means for indicating the instant of contact, whenever a tab engages the striking plate, and the location of such tab, and means for measuring the angular movement of the tab support, whereby, when a tab engages the striking plate, the extent of its displacement may be determined.

11. A railway clearance tower comprising a framework bridging a track, said framework including an operators station from which cars passing along the track may be viewed, a series of independently movable tabs projecting from said framework towards the track, the free ends of said tabs defining a clearance diagram; means for indicating at the operators station the location of tabs displaced by contact with cars passing through said framework, and means for indicating at said operators station the extent of displacement of such tabs.

12. A railway clearance tower comprising a framework bridging a track, said framework including an operators station from which cars passing along the track may be viewed, a series of independently movable tabs projecting from said framework towards the track and normally disposed in a common vertical plane, said tabs being arranged in groups at the sides and above said track, and means operable from said operators station for moving said tabs by groups, whereby, when one or more tabs have been displaced by cars passing through said framework, all the tabs of a group may be returned to the common vertical plane.

13. A railway clearance tower comprising a framework bridging a track, said framework including an operators station commanding a View lengthwise of the track, a series of tabs projecting inwardly from said framework normally in a common vertical plane, means for mounting said tabs on said framework with capacity for independent swinging movement thereon, a striking plate on said framework adjacent to said tabs, and means operable from said operators station for swinging said tabs to contact with said striking plate, whereby, when one or more tabs have been displaced by cars moving through said framework, all the tabs may be returned to the common vertical plane.

14. A railway clearance tower comprising a framework bridging a track, said framework including an operators station above the track, tabs projecting downwardly from the top of said framework towards the track, and inwardly from each side of said framework towards the track, said tabs being independently movable on said framework and normally occupying a position transverse to the track, means for indicating at said operators station the tabs displaced by cars passing through said framework, and means controlled at said operators station for returning displaced tabs to their normal position.

15. A railway clearance tower comprising a framework bridging a track, said framework including an operators station above the track, a group of tabs projecting downwardly from the top of said framework towards the track, an additional group of tabs projecting inwardly from each side of said framework towards the track, said tabs being independently movable on said framework, and means for indicating at said operators station the particular group wherein tabs have been displaced by contact with cars passing through said framework, and means for indicating at said operators station the tabs of such group which have been displaced.

16. A railway clearance tower comprising a framework bridging a track, said framework including an operators station, a series of independently movable tabs projecting inwardly from said framework and normally aligned in a vertical plane with their free ends defining a clearance diagram, means responsive to the displacement of a tab, inciden to the passage of a car exceeding the clearance limits of said diagram through said framework, for producing a signal at said operators station, means controlled from said operators station for rotating said tabs collectively thereby to re-align displaced tabs, and means responsive to such collective rotation of the tabs for indicating said operators station the location of the tabs which have been displaced.

MARTIN W. CLEMENT. RUDOLPH L. KLEINE. JOHN W. ROWLAND.