US470877A - And william t - Google Patents

Description

(No Model.)

T. E. HILL. LOGOMOTIV E ATTACHMENT FOR SIGNALS.

Patented Mar. 15, 1892.

NITED STATES- PATENT OFFICE.

THOMAS E. HILL, OF RAHWAY, NEW JERSEY, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, OF ONE-HALF TO ALFRED R. BOLUSS, OF NORIVOOD, OHIO, AND WILLIAM T. BOTHIVELL, OF JERSEY CITY, NEW JERSEY.

LOCOMOTIVE ATTACH M ENT FOR SIGNALS.

SPECIFICATION forming part of Letters Patent No. 470,877, dated March 15, 1892.

Application filed November 1, 1890. Renewed February 8, 1892. Serial No. 420,679. (No model.)

To all whom, it may concern.-

Be it known that I, THOMAS ENGLISH HILL, a citizen of the United States, residing at Rah- Way, in the county of Union and State of New Jersey, have invented certain newand useful Improvements in Locomotive Attachments for Signals; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in [O theart to which it appertains to make and use the same.

This invention relates to certain improvements in railroad-signals by means of.which the engineer of a moving train is notified of his proximity to danger and the speed of the train is stopped by an automatic application of the air-brakes; and the said invention con sists in certain constructions and combinations of devices, whereby when a draw-bridge or other element of danger is misplaced certain signals will be automatically displayed and devices will be adjusted into the path of devices upon a locomotive connected with the air-brake line-pipe, whereby the said de- 2 5 vices are adapted to apply the brakes should the locomotive attempt to pass them.

The improvements will be fully understood from the following description and claims, when taken in connection with the accompanying drawings, in which Figure 1 is a side elevation of a locomotive embodying myimprovements, portions of the drive-wheels thereof being broken away to illustrate the line-pipe and the placement of the three-way valve therein. Fig. 2 is a rear elevation of the locomotive, illustrated in connection with the frame for supporting the signal and engaging devices, so as to show the proper relative positions thereof.

A designates a locomotive of the ordinary type, and B an air-brake line-pipe of the usual form.

Connected in a suitable manner with the line-pipe B, and preferably at a point beneath the locomotive-cab, is a three-way valve 0,

which is adapted to be operated to exhaust and apply the brakes by a vertical rod D, connected thereto, which extends up through the cab and top thereof, where it is provided with an angular branch or arm E, which,

when the valve 0 is closed, extends laterally from the side of the cab and is adapted to be engaged and operated to apply the brakes by the automaticallyoperated devices in its path, as will be presently described.

Connected at a suitable point to the airbrake line-pipe B is a branch pipe F, which leads up through the cab to a point adjacent to the top thereof, where it mergesinto two oppositely-directed branches, which extend to points adjacent to the sides of the cab,where they take up through the roof thereof. Suitably secured to the upper ends of these branch pipes in an air tight manner are closed-top glass tubes G, which are adapted to be shattered, whereby an exhaust of the air is effected from the line-pipes and the brakes applied in this manner.

When it is not desired to employ the glass tubes as an auxiliary to the valve 0, the cock H in the pipe F may be closed and the supply to the tubes thereby shut off; but it will be understood from the following description that the use of these tubes in conjunction with the valve and its operating mechanism is preferable, and if desirable the valve C might be dispensed with and the tubes alone be depended upon to effect the exhaust and apply the brakes. Now it will be seen that when the valve 0 is closed and the lateral 8o arm E in its normal laterally-extended position, should the engineer fail to see the danger-signal, and the engine reach the engaging devices in the path of the said lateral arm, the said devices will engage the arm and throw the same around against the tube in its rear and shatter the same and at the same time turn the valve 0 and effect an exhaust at that point also.

Although I have illustrated a tube G- anda 9o supply-pipe leading thereto on the side of the cab opposite to the lateral arm E, it is obvious that it might be dispensed with, as it is onlyintended asaprovision of security should the engaging devices be situated upon the left side of the track instead of on the right, and is also designed for use upon locomotives intended to run backward as well as forward, and I may also provide a lateral arm in rear of the said tube as well as in front of it to be engaged by the automatically-operated engaging devices.

Referring more particularly to Fig. 2 of the drawings, J indicates the frame upon which the semaphore-signals and engaging devices are mounted, and this frame J may be of any suitable construction, although that illustrated is preferable.

K in Fig. 2 indicates a semaphore-signal which is connected to a weighted bell-crank lever and is adapted to be thrown by the same before the light when the tension-line, presently to be described, is slackened.

M indicates the vertical drop-bar for engaging the lateral arm E upon the locomotive should it attempt to pass the same, and although but one is illustrated itis obvious that two or more might be employed, one on each side of track. This bar 1, which is capable of a vertical movement in suitable guides, is provided adjacent to its top, as illustrated, with suitable stops to limit its downward movement, and it will be seen by reason of its weight that as soon as the tension-line to which its upper end is attached is slackened it will fall down into the path of the lateral armE upon the locomotive to apply the brakes in the emergency described.

From the foregoing description it will be seen that all of the signal and engaging devices attached to the tension-line assume their proper danger positions as soon as the said line is slackened, which takes place when the bridge is misplaced, as will be presently described.

In Fig. 2 of the drawingsl have illustrated an automatic tension device, which forms no part of my invention and need not be further described in this specification.

Having described my invention, what I claim, and desire to secure by Letters Patent, 1s

1. The combination, with the line-pipe of an air-brake system, of a vertical branch leading therefrom and carrying a shut-off cock and a cap of glass or other fragile material on said branch, substantially as specified.

2. The combination, with the line-pipe of an air-brake system, of a branch pipe leading therefrom, a cap of glass or other fragile material on said branch, and an arm adapted to be engaged by a device connected with the signal mechanism and thrown against the glass so as to shatter the same and exhaust the air to apply the brakes, substantially as specified.

3. The combination, with the line-pipe ora pipe leading from the brake mechanism of an air-brake system, of a branch pipe leading from said line-pipe, a glass cap on said branch pipe, a valve in the line-pipe, a rod leading therefrom, and an arm on said rod, adapted for operation to shatter the glass cap or tube, substantially as specified.

at. The combination, with the line-pipe of an air-brake system, of avalvc therein, a rod leading from said valve and carrying at its upper end a laterally-disposed arm, a pipe leading from said line-pipe, a vertical branch pipe thereon, and glass tubes capping the branches, substantially as specified.

5. In an air-brake system, the combination, with a line-pipe, of a pipe leading therefrom, a cock in said pipe, and-a branch pipe on the pipe carrying the cock, caps of glass or fragile material on said branches, said capsbeing disposed above the cab of an engine, so that they may be shattered by the depending branch of a semaphore-signal, substantially as specified.

In testimony whereof I a [lix in y signature in presence of two witnesses.

THOMAS E. HILL.

\Vitnesses:

ELLswonTH C. MILLER, WILLIAM S. FRAZEE.

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