US507976A - Device for automatically stopping railway-trains - Google Patents

Description

(No Mode 1.) v

g J. H.-FOX.J

DEVICE FOR AUTOMATIOALLY STOPPING RAILWAY TRAINS.

No. 5019761 Patentd Oot.-3 1:,1893.

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SPECIFICATION forming part of. Letters Patent No. 507,976, dated October 31, 1893. 1

Application filed September 30,1892. Serial no. 447,436; on model.)

To all whom it may concerm Beitknown that I, JOHN H, FOX, of Boston, inthe county of Suffolk and Commonwealth ofv Massachusetts, have invented certain new and usefullmprovements in Devices for AutomaticallyStopping Railway-Trains, of which the following description is a specification; v My invention relates to that class of tie vices by which the, steam, air, or vacuum brakes upon arailway train are automatically operated, irrespective ofany act on the part of the engineer or other person, either upon or off the train, and consists in ,so connecting the valveoperating. devices, .SIlCh,'1,fQI,- in.- stance, as ,that described in my; Patent, N o. 457,313, datcd August 4, 1891,;and which isset beside the track, with a series of levers placed at suitable intervals nearthe rails, and sothat the wheels-of a passing engine or car will bear upon them, and the said valve-operating devices will be set or withdrawn by the movement of said levers.

By my simple mechanical improvements will be prevented from running into a preceding train, particularly when it is stopping at a station, or infact, a

O, in the vertical position shown, where it will act upon the brake valve of any properly equipped train which may pass that location. The lever A, is pivoted at 2', in bearings k, and its lower end, a, or that opposite to the one on which the car wheels bear, extends beneath an arm b,'u'p.on a shaft 0, which also has a slotted arm d, attached to it. The arm O, is also attached to a shaftg, supported in bearings/h, and which has a slotted arm f,

' to arm cl, and is with bya pin extendingfrom the rod through at its inner. end,

left dependent upon the train operj atives, and even a .wild engine when once properly equipped,

secured to it.- A' rod '2, extends from the arm caused to engage therethe slot in each arm. It will be seentherefore, that when theupper end of the leverA isdepressed by a passing locomotive or car,

its lower end a, will be raised and with it the arm I); this will" turn the shaft 0, and the arm d, in the direction indicated by the arrow, to the-positionshown. Thecounection between the arms (1, and f, by means of the rod e, will cause the arm f to move with d, and thus turn theshaft g, and set the arm 0. into the vertical position shown, ready to operate the brake-valve of a passing train. For the purpose of holding the arm 0 in this operative position while the train is at a station or while-it is passing acertain section of track" which the said arm- O is intendedto protect, the rod e, is extended the required distancealong the track, where a latchrlever w ispivotedatn. This lever may be weighted as at w,- or spring mat'its outer-end. The lever 10, may extend between two red guides 19, and engage with agroove'in, the rod e, therefrom, whenever the said rod is pushed into the position illustrated. As the train leaves the protected section or location it is desirable to withdraw the erative position, and for this purpose a triplever B, is pivoted at 0, beside the. rail near the latch-lever w, and with its lower end beneath the inner end of the leverw. Thus when the wheels of the passing train depress the upper end of the trip 13, its lower end will raise the inner end of the lever w, and release its outer end from the rod 6. Immediately the spring Z, by its pressure upon the collar u, will push the rod .2 back, and thereby turn the arm f, and lower the arm 0 to the position indicated by dotted lines, Fig.1. Instead of using the spring Z, to push back the rod e, a shaft with levers or arms like b, c, 02, maybe employed with-the trip-lever B, it being so constructed as to disengage the latch-lever w, from the rod e, before it turns its shaft 0.

The supports for the levers A, B, O, and their connected parts may be secured upon sleepers T. The brake-valve operating arm il1ustrated,is like that shown in my patent operated bya arm (J, from its opor a projection above-named, the two parts being held in a straight line by springs s, s. i c

When using these safety devices with a single track road the rod 6 may be extended beyond the location of the trip-lever B the req'n'i- 1 site distance and connected with another C, so that bothwill be valve-operating arm set atthe same timeand thus preventthe ap proach ro tion,,and the arms '0 may trains moving in a both trips with one locking device.

train upon the other is passing over-it.

/ may readily be done as will be well anderstood byconnecting the portionso 'th" which may run at'right angles to GU95 bath by means of a bell-crank, for instances My invention is to be distinguished from the variety of devices rangements for setting danger signals, as an a 5 illustration such as that shown in the Bodley patent No;- 186,531,' dated January 23; 18,77; for as heretotore stated noneo! these arrange--,

' ment's accomplished the" desired result, ot

making tliesafety of each-train independent scribe in Patent No, C. Shatter November, 29, 1881. When ylocomotives with devices for opening the brake-valves,

such as contemplated in my paten'tqahove-i mentioned, the use of, the safety devices de-lscribed and shown; in this specification will 40 render each ing, when at stations or whennpon any portion of the track provided with my said safety devices, and upon roads where the traflic is large it may be used as an absolute and positive-block-system .to'prevent any train from 'chanicaledevices.

ing a switch; or

the inbvement'of'thetrain itself;-

I dof-notc'laiinbroadly Bodley-patentg'hnt and mechanical a'r-i *of hnman jvi'gilance and 'myconstrnction is alsoasimpliflcation; and improvement over; the electricallyfcperated devices such as de- 250,173, granted to or cars are provided train automatically self ,protectpn rpose described.

approaching nearer to another thanthe distance between two valve operating arms such as (J, and at far less expense than by-the useof any of the systems now employed for such pnr' see. My present inventionisaiso to be distinguishedffm the arrangement Of. 1116- describedin" my saidPatent No: 457,313, in, in ten: the 'brake-valv'eimperating device'is'indiiectlyset bythe person openv n drawbridge andlmnstibefentirely indepennenton protecting 'devices which aretiitomatreally operated by tli arrangement of mechanical? devices such shown in said f one or more brakevvalve operating devices, each secured to acranksnpported'beside the track and one of which engages with' a locking device,as w a rod is adapted to beenga'ged by" the said locking.

leversnppo'rtedbeside the track two ormore tilting levers as A, B, beside the rail. one or more of which engages with a crank lever also v an antomaticsafety block system, lthe coinbihation with the brake-valve lever -Pas ing train; I 5

which extends. from the;-valve-operating device to the locking device; and is connected withthe respective crank levers, and which i device, and one or more springs to 'act upon 7 said-tilting levers' will place the valve operating device in a position-to operate thebrake-valve, and

upondhe-other of said tilting leversto disenwithdraw sai'dvalvemperatin g device, for the I I v JOHN H. Fox.

Witnesses:

said rod when disengaged; substantially as described 3' whereby the pressure of the wheels of. a passing train upon one of r 8o gage the locking device from saidrod, and

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