US237787A - tilden - Google Patents

Description

(No Mddel.)

- 4Sheets-Sheet 1. I H. TILDEN & F. S. GUBRBER.

Railway Switch and Signal Apparatus.

firzrey Jreder ao .By 4 1 n72 Patented. Feb. 15, I881.

(No Model.) 4 Sheets-Sheet 2.

H TILDEN & F.- S. GUERBE R.

Railway Switch and Signal Apparatus. No. 237,787. 'Patented Feb. 15,1881.

fiorizey.

(KoModeL) 4Sheets-Sheet a. H. T'ILDEN 8; F. S. GUERBER.

Raflway Swit h and Signal Apparatus.

Paten ted Feb. 15, 1881.-

(No l iodl.) 4SheetS-Sheet 4.

H. T-ILDE'N & .F.,S.. GUERBER. Railway Switch and Signal Apparatus,

Patented Feb. 15, 1881.

UNIT D STATES PATENT Urricn.

HARVEY TILDEN AND FREDERICK S. GUERBER, OF HARRISBURG, PA.

RAI LWAY-SWITCH AND SIGNAL APPA RATUS.

SPECIFICATION forming part of Letters Patent No. 237,787, dated February 15, 1881.

Application filed November 5, 1880.

FREDERICK S. GUER ER, of Harrisburg,

county of Dauphin, State of Pennsylvania,

have invented or discovered a new and useful Improvement in Railway-Switches and Signal Apparatus; and we do-hereby declare the fol lowing to be "a full, clear, concise, and exact description thereof, referencebeing had to the accompanying drawings,making a part of this specification,in which-like letters indicating like parts Figure 1, Sheet 1,.is as diagram or plan view of a system of signals and switches such as may be supposed, for purposes of illustration,

.to exist or be arranged at a way-station of a double-track road, and illustrating in outline the manner of applying our present improvements thereto, the lower section of said figure from the line b 6 being a continuation of the upper sectionfrom the line art, and aportion of tracks and connections in both sections being broken away. Fig. 2, Sheet 2, and Fig. 2, Sheet 3, represent conjointly, when united on the linec c of Fig. 2 and the line d d of Fig. 2, a plan view to an enlarged scale of portions of the tracks and apparatus employed. Fig. 3, Sheet 4, is a detached view to a still larger scale of a switch and signal operating mechanism. Fig. 4 is a sectional elevation to an enlarged scale of the cabin from which the signals are moved, and showing the apparatus therein employed; and Fig 5 is a cross-section thereof in the plane of the line a: a, Fig. 4.

Our present invention relates to apparatus primarily designed for use at way-stations on the line of a double-track road where one or more sidings are required.

()ne of the most frequent causes of railway accidents arises at switches of way-stations, sometimes from errors of the switchman in setting theswitch to the siding when the main track ought to be open, so that when a throughtrain approaches it runs off onto the siding and often in collision with cars on the siding. It is also a favorite expedient with malicious persons to throw a switch to the siding for the purpose of causing such an accident, or, what is sometimes equally disastrous, the switch is partly shifted, so as to derail the train. This last is anespecially serious element of danger,

(No model.)

sincesometimes the switch can be moved far enough for the purpose thus indicated without so far shifting the switch lights or signals as to give notice even to the most cautious y engineer; also, it sometimes happens that, when a train takes the siding in order to allow a through-train to pass, the tail of the train is not run entirely onto the siding so as to leave the main track clear, and a collision results.

Our apparatus is designed to prevent the occurrence of accidents of this class, and it is so organized that the signal can be given for main line clear only when the switch is set for the main-line track, and in case the switch is either intentionally or through error or malice set to the siding, or so far set over toward the siding as to break the main-track connection,

such movement of the switch will necessarily result in the setting of the signal or signals at danger. Hence, if the engineer of a throughtrain, on approaching a station, finds the signal set at safety he knows the switch is properly set; but if he finds the signal at danger he knows something is wrong with the switch, or else that heis flagged, and he is then bound to proceed with due caution or stop, as the case may be.

Referring to Fig. 1, A may represent a cabin at any convenient point, and preferably at or near the station-house.

B is the right-hand through-track, and Bthe other, the arrows indicating the directions of the movements of trains. The right hand track is guarded by a signal at s and the lefthand track by a signal at s, such signals being of any suitable construction and arranged ,at any desired distance beyond the switch or switches against which protection is desired. As an illustration, on this diagram the switches on the right-hand track which are to be protected are three in number, a a a and for this purpose a hydraulic pipe, 0, (represented by dotted lines,) extends from the cabin A to the switch a farthest from the signal through an apparatus, here marked D, then back to the next switch, a, through a like apparatus, then to the switch a, as before, and thence to the signal. The left-hand track has also three switches, c e e, and a pipe, 0, runs, as before, through apparatus D, as before, first to switch 6, then to c, then to 0 and finally to the signals s. The cabin-pipe connections and apparatus therein will presently be explained.

For the purposes of the part of our invention now under consideration it will be sufficient if the pipes 0 c be charged with water or other suitable liquid under sufiicientpressare, and that such pressure be capable of being turned on or let off at pleasure by the operator or station-master, who ordinarily will have in the cabin A a pair of levers for such purpose.

In Figs. 2 2" we have shown to an enlarged scale the signals 3, switches a a, and the apparatus D D appertaining thereto, and in Fig. 3, Sheet 4, we have still further enlarged the apparatus.

Referring now to Fig. 3, last named, cis the pipe leading from the cabin and on in theline of connection, as specified. At this point, however, it enters a cylinder, (1, on one side, and leaves on the other about midway of the length of the cylinder. In this cylinder we arrange a long piston, d, which in its normal position nearly fills the bore of the cylinder, and we make a hole diametrically through it, as shown, and so that, the piston being in its normal position, such hole shall be in line with the ports in the cylinder with which the ends of the pipe 0 are connected, such hole forming, in fact, a part or section of the pipe but the piston and cylinder are so constructed and proportioned that it the piston is drawn out at all the hole through it will be brought out of line with the ends of the pipe 0, and the solid body of the piston will close both pipe ends. The extreme end of the cylinder has a pipe-connection, 0 with the pipe 0, as shown.

In describing this part of our invention we assume that a hand-lever is employed to throw the switches. Such a lever is shown at I) on the switch-stand I). From the lower end of this lever a rod, b extends to and connects with a plate, g, which slides back and forth in suitable guides or ways on the foundation g. The plate 9 is slotted on its under side, as at z i z, (dotted lines,) and in such slots we arrange a pair of wrists, one of which is connected to the stem (1 of the piston d, and the other to a connecting-rod, f, which at its other end is pivoted to a bell-crank,f, and the latter at its other end is pivoted to the switchbridle f Assuming, now, that the pipe 0 is full of water under pressure, and that all the apparatus D on the line of pipe 0 are in their normal position, so that water-pressure may act through the perforated cylinders and pistons, it will be seen, Figs. 2 and 2, that the main track B will be unbroken, and by water-pressure the signal at s will be held up at safety. This indicates correctly to the engineer of an approaching through train that everything is clear, and that he can go ahead; but in case any motion whatever is imparted to the switch-lever b with reference to setting the movable switch-rails to or toward the siding, intentionally or maliciously, the first effect on the apparatus D is to move the sliding plate 9, and by moving that to cause the wrist on the end of d to slide down the incline 'i. This at once shifts the piston at so as to cut off both adjacent ends of the pipe 0. Water from the cabin or back can then have no effect whatever, but water from the counterweighted signal, or forward, pressing back, passes by the pipe 0 into the space made vacant in the cylinder at by the partial withdrawal of the piston d, and the capacity or size of this cylinder end is such that by the time the wrist on d has reached the opposite end of the incline enough of the water in the pipe 0 forward toward the signal will have flowed through 0 into the cylinder cl to allow the signal to come down to danger, and this effect will follow even if there be little or no back-pressure, since the piston d, in going out, acts somewhat as a suction-pump, to draw the water through 0 into d, and so lower the signal to danger but it will be observed that, while the signal has thus been brought to danger, the movable switch-rails have not yet begun to move at all, since while the wrist on the end of d has been traveling down the incline i the wrist on the end of f has simply slid along the slot 2',

without imparting tofany motion whatever.

Hence it is a necessity of the construction described that any shit'ting movement of the rails from the main track to the siding must be preceded by the shifting of the signal to danger, and the engineer of a through-train, on finding the signal at danger, will know that the switch is wrong, and he will act accordingly.

It will also be observed that each of the apparatus D is complete in itself; that when in a normal position hydraulic pressure acts forward through all to keep the signal at safety," and that such a displacement or movement of any of them as results in a movement of the rails will bring the signal to danger. Hence, it all the switches of one track have their apparatus D on a pipe-line, 0, leading from the operating-valve at the cabin to the signal, the misplacement of any one of the apparatus D lowers the signal to danger and warns the engineer. The same facts are true of all the switches on the other track and pipe, so that separate explanation of them is not necessary.

It will also be obvious from Fig. 3 that, if the switch be misplaced and the signal brought to danger, the restoration of the switch-connection to the main-track line will, by the reversal ot' the motions described, result in forcing the piston d back into the cylinder d, which motion will, on the force-pump principle, drive the water out of the cylinder (1 through the pipe c to the signal-cylinder, where it will cause the signal to be restored to a safety position; or if there be any loss in the amount or bulk of water the deficiency will be supplied through the hole in the piston, which will again be brought into line with the pipe ends of c.

When it is desired to set the switch to the siding the hand-lever b will be shifted till the wrist on the end of 01 occupies the extreme end of the slot 6 and the wrist on f has passed down the incline i and occupies a position at the contiguous end of 'valve employed, provided it be suitable for the purpose. One suitable form of valve is shown in Patent No. 229,341, granted to us June 29, 1880. In our preferred arrangement of apparatus we arrange such a valve in each of the pipe-lines c c, as illustrated at n in Figs. 4 and 5, where we have sh0wn,to an enlarged scale, so much of a hand apparatus as is necessary to show how the apparatus may be used at waystations.

T is a tank arranged at convenient height for receiving the waste without emptying the pipes 0 0 when it is desired to operate the signals without moving the switches. This tank may be supplied with water from the cabinroof, or by a common hand or force pump, or

mulator, V, the plunger V of which is loaded with a weight, \V, such as will by its gravity maintain the desired hydrostatic pressures in the pipes c c for moving and holding the signals at safety. The pressure is transmitted from the accumulator, by pipe 25, to the valve 11; and in order that both valves may be supplied from one pipe we introduce a common tank supply-pipe, P, with a connection thence to each valve 12. From the valve a the pipe 0 leads through the apparatus D to the signal, as already described. The waste-port of each valve has connection with a tank waste-pipe, P, and a pipe, t leads from the latter to the tank T. Each valve nis operated by any suitable means, one such being a bent lever, n, and stem a.

While for most purposes we do not desire to employ interlocking devices in connect-ion with our present apparatus, such devices may be usefully employed in some cases, and hence we do not exclude them.

In order to enable the accumulator to be charged at way stations where mechanical power is not available, we provide a hand-pulley, R R,-for the purpose, which pulley is to be fitted up and proportioned with reference to the power available. If the weight is heavy and a single man is expected to raise it, then the pulley-rope should be passed back and forth over two or more sheaves, or a difl'erential pulley of any known form or construction may be employed. As the weight W and with it the plun ger V are thus raised, water from the tank T will flow into the accumulator through the check-valve a, and its back-flow will be prevented by the seating of the same valve.

It is one of the, important features of our present apparatus that the switchman can work his hand-switches the same as if the hydraulic apparatus were not present at all, and while doing so he has the benefit of an automatically operated system of signals. When he is engaged in switching from, to, or across the main track, his signalis necessarily at danger, so as to stop all approaching trains, and as soon as his main track is clear, by resetting his switches properly, the proper signal comes to safety, and for these purposes his presencein the cabin is not required.

Ordinarily the valves n will be in position for water-pressure to act from the accumulator to the signal, and the only occasion for reversing the valve, n will be when the stationmaster or operator at the cabin desires to flag a train, which he may do by letting off the pressure, and so bringing down the signal to danger.

Instead of allowing the water to flow from 0 through 0 into the cylinder (1 for the purpose of shifting the signal to danger, it will be feasible to open avalve or port by the pistonmotion, and allow enough water to effect the shifting of the signal to flow into a separate chamber or raised waste-tank, such as is used in the cabin A, Fig. 4, or even to escape, suitable means being added, as by a weighted valve or vertical waste-pipe of proper height, to prevent the escape of more than the necessary amount of water for the purpose. Also, other suitable wrist and guide connections may be made at or near the lower end of the switchshifting lever by which to break and make the hydraulic column through the pipe 0, provided the function and operation remain substantially unimpaired.

For a single-track road a single set of the same apparatus may be employed, the same as herein described from one of the double tracks, but the signal should then be put at such point that it will be readily seen from both directions, and the pipe 0, after passing the last switch in the series, should then go to the signal; or, after so passing the last switch in the series, the pipe 0 may be divided and one branch go to one signal in one direction and the other to another signal in the other direction. Then on the shifting or misplacement of any switch in the series both signals will come to danger.

In the working of the apparatus described, proper order should be followed in setting and resetting of switches, to the end that at no time or place should an undue or a breaking strain be brou'ght'on the pipes containing a water-column.

We claim herein as our invention- 1.- In combination with a hydraulic pipe, 0, extending from a head or source of pressure to a signal, an interposed perforated cylinder and piston, the piston being connected with the switch movement, and a pipe, 0 leading from the end of the cylinder to the pipe cat a point forward or toward the signal, substantially as set forth.

2. In combination with a hydraulic pipe extending from a head or source of pressure to arailway-signal and pastone ormore switches,

- a switch-shifting apparatus which shall break the hydraulic column at or near such switch and make or open a chamber or escape from the pipeleading thence to the signal, suflicient in capacity to secure the automatic shifting of the signal to danger position, substantially as set forth.

3. In an apparatus wherein the signal operated by hydraulic pressure is arranged to protect a serles of two or more switches in the sametraclgthecombination ofaswitch-shifting mechanism at each switch, an apparatus for breaking the hydraulic column and opening a chamber or escape, and a connection from each switch-shitting mechanism to said apparatus, substantially as set forth, whereby the misplacemeut or shifting of any one of such switches from its normal position shall cause the shiftingof the signal to a danger position.

HARVEY TILDEN. FREDERICK S. GUERBER.

Witnesses for Harvey Tilden M. L. fiUCKWALlER, T. U. DICKINSON.

\Vitnesses for F. Guerber:

E. GoLLINs, J r.,

1 JAMES JENKINS.

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