US646836A - Automatic safety appliance for railways. - Google Patents

Automatic safety appliance for railways. Download PDF

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US646836A
US646836A US72465799A US1899724657A US646836A US 646836 A US646836 A US 646836A US 72465799 A US72465799 A US 72465799A US 1899724657 A US1899724657 A US 1899724657A US 646836 A US646836 A US 646836A
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lever
valve
train
pipe
plate
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US72465799A
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Gideon S Jeffries
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/04—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling mechanically

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  • This invention is an improvement in apparatus of the class shown in my former patent, No. 624,337, dated May 2, 1899, having for an object to provide means whereby the application of the air-brakes of a train may be controlled independently of the engineer or other person upon the train through the maximrn of an obstruction upon the track and devices whereby such obstruction will operate to release the air in the train-pipe and so set the brakes on the train.
  • Figure l is a side view of a portion of a locomotive provided with my improvements.
  • Fig. 2 is a perspective view of the improved devices as set for use, with the valve adj usted to close the train-pipe.
  • Fig. 3 is a detail view of the support and stop for the lever and the clamp for securingsuch part to the train-pipe.
  • Fig. 4 is a detail perspective View of the screw-operated device for adjusting the tension of the spring which actuates the lever. tive view of the brace-plate or bracket.
  • Fig. 6 is a sectional plan view of the improved devices.
  • Fig. 7 is a side view of same.
  • Fig. S is a side view of same.
  • Fig. 9 is a cross-sectional view on about line 9 9 of Fig. 8.
  • Fig. 10 is a detail view of the valve, and
  • Fig. 11 is a detail view of the lever which carries the said valve.
  • I providethe train-pipe A with a vent A', which when opened releases the pressure in the train-pipe and effects the setting of the brake in the well-known manner.
  • I also employ in the present construction a lever which carries the valve for closing the vent in the train-pipe, a stop for limiting the opening movement of said lever, and a latch for hold- Fig. 5 is a detail perspecing the lever when opened; but these parts possess novel features, as will be more fully described.
  • the lever B is pivoted at B' between its ends, is arranged at its rear end for operation by an obstruction on the track, and support-s at its forward end the valve C, which is best shown in Figs. 8 and l0.
  • the lever B has the portion B2, which runs alongside theV rail, and the portion B3, which runs over the rail, such parts being arranged for operation by obstructions placed alongside or upon the rail, as shown in the drawings and as fully described in my former patent.
  • Aportions B2 and B3 are connected by a crossbrace B4, which extends betweelrsaid portions and is provided between its ends with a socket B5 for the end of the stop B, as will be understood from Fig. 8.
  • the portion B2, which runs alongside the rail, is composed of a strip or plate of metal bent into bow form, providing the lower rounded portion b.
  • the valve C is held loosely to the lever B, so it and the lever have each a limited movement independent of the other. This is important for several reasons, among which may be mentioned the fact of its preventing 'the opening of the valve by a slight accidental movement of the lever; also, the greater accuracy secured in seating the valve in its port in the train-pipe, its independent movement permitting it to conform better to the shape of its valve-seat.
  • the valve is rested on the broad plate or bearing B7, furnished by the front arm of the lever B, and is held thereto by overlying parts which hold the valve to the lever B and yet permit its independent movement, as desired.
  • the valve is composed of a plug C and a laterally-extending base C2, which rests upon the plate B7 of the lever B and beneathA the hook-lugs E, which are ⁇ secured to the plate ⁇ B7 and overlie the base C2, resting normally sufficiently high above the base C2 to permit the desired limited movement of the valve independently of the lever.
  • the valve may be constructed with the plug C separate from and IOO suitably secured to the base-plate C2. This may be preferred, as it permits the renewal of the plug whenever necessary and its removal in order that it may be conveniently repaired when desired.
  • the lever and the valve are independently spring-actuated, the springs F for actuating the valves being arranged on opposite sides of the train-pipe A and connected at their lower ends with the opposite sides of the valve, their upper ends being secured to the screw-bolts G, which pass through eyes H5 0n the clamp H and receive nuts G', so the springs F can be adjusted to exert greater or less tension upon the valve.
  • the spring I which act-naties the lever, is arranged in rear of the train-pipe A, is connected at its lower end with the lever and at its upper end to the box I, which tits over the lapped portions of the clamp I-I and re ccives the screw I2, which may be adjusted to vary the tension of the spring I.
  • the lever is operated by the obstruction on the track to open the valve, it is held by the lower arm J of the latch J, which latch J is pivoted at J2, has an arm J3 forengagement by the bar K, which has connections leading to the locomotive-cab, so the latch can be released when desired.
  • This latch has above its pivot J2 an arm J4, and a spring J5 bears between said arm J4 and the trainpipe and operates to force the latch to the position shown in full or dotted lines, Fig. 7.
  • Vhen the lever B is operated to open the valve, the arm J of the latch will first ride up on the plate of the lever, as shown in full lines, Fig. 7, and hold the lever with the valve open. If the lever should be operated beyond the full-line position shown in Fig. 7, then the latch will ride upon the step formed by the base-plate C2 of the valve C, as shown in Fig. 7, and will hold the valve and lever in such position.
  • the pivotal support of the lever is provided by the arms L, which depend from the support furnished by the clalnp H.
  • This clamp H has its members H' and H2 arranged to be fitted around the train-pipe A and bolted or riveted together, the member H being extended to form a stop-arm D, which is passed through an opening L', formed in the crown of the arms L.
  • the box I (shown in detail in Fig. at) fits over the ears of the clamp H in rear of the train-pipe A and between the same and the arms L, and the arms L pass downward through openings L2 in the brace-plate L2, which lits around the train-pipe and is secured thereto by the set-screw L4 or in other suitable manner.
  • the clamp H is also secured to the train-pipe by a screw H4, so it and the brace-plate can be properly set upon such pipe, and as the brace-plate and the clamp H carry the several parts of the device it is evident that when properly set they insure the proper arrangement of all the parts of the apparatus.
  • a hood M which is shown in Fig. l and incases the lower end of the train-pipe and the parts immediately adjacent thereto.l
  • This hood or casing M is provided with an opening at M',through which the lever B projects in position for operation by an obstruction on the track.
  • the obstruction on the track may be the part N, secured upon the rail, or the part O, located alongside the rail, as more fully described in my former patent before referred to.
  • the combination of the train-pipe, the lever having a valve for closing the train-pipe and arranged for operation by an obstruction on the track, and a carrier for saidA lever having depending arms to which the lever is pivoted and a brace-plate held to the train-pipe and provided with guide-openings through which the said depending arms pass substantially as set forth.
  • the lever supporting the valve and having one arm adapted for operation by an obstruction on the track such arm consisting of a bowed side plate arranged to run alongside the rail, a plate lateral thereto arranged to run over the rail, and a cross-brace connecting such parts substantially as set forth.
  • the lever having a valve arranged to close said train-pipe, and operating devices in connection with said lever and valve, and a hood or casing fitted over the end of the vtrain-pipe and the parts immediately adjacent thereto and having an opening through which the end of the lever projects substantially as set roo forth.

Description

no. 546,836. Patented Apr. 3, |900. a. s. JEFFmEs.
AUTOMATIC SAFETY APPLIANCE FOR RAILWAYS.
(Application filed July 21, 1899.)
/N VE N TOH No. 646,836. l Patented Apr. 3, |900. G. S. JEFFRIES. AUTOMATIC SAFETY APPLIANCE FOR RAILWAYS.
(Application led July 21, 1899.)
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No. 646,836. Pate t d 7 G. s. JEFrmEs. e AP 3, |9011 AUTUMATIG SAFETY APPLIANCE FUR BAILWYS.
(Application` led July 21, 1899.)
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NITED STATES PATENT OFFICE.
GIDEON S. JEFFRIES, OF READING, PENNSYLVANIA.
AUTOMATIC SAFETY APPLIANCE FOR RAILWAYS.
SPECIFICATION forming part of ILetters Patent No. 646,836, dated April 3, 1900.
Application filed July 21, 1899. Serial N0. 724,657. (No model.)
To all whom it may concern:
Be it known that I, GIDEON S. JEFFRIES, residing at Reading, inthe county of Berks and State of Pennsylvania, have made certain new and useful Improvements in Automatic Safety Appliances for Railroads, of which thefollowing is a specication.
This invention is an improvement in apparatus of the class shown in my former patent, No. 624,337, dated May 2, 1899, having for an object to provide means whereby the application of the air-brakes of a train may be controlled independently of the engineer or other person upon the train through the mediurn of an obstruction upon the track and devices whereby such obstruction will operate to release the air in the train-pipe and so set the brakes on the train.
The invention consists in certain novel constructions and combinations of parts, as will be hereinafter described, and pointed out in the claims.
In the drawings, Figure l is a side view of a portion of a locomotive provided with my improvements. Fig. 2 is a perspective view of the improved devices as set for use, with the valve adj usted to close the train-pipe. Fig. 3 is a detail view of the support and stop for the lever and the clamp for securingsuch part to the train-pipe. Fig. 4 is a detail perspective View of the screw-operated device for adjusting the tension of the spring which actuates the lever. tive view of the brace-plate or bracket. Fig. 6 is a sectional plan view of the improved devices. Fig. 7 is a side view of same. Fig. S
' is a vertical longitudinal section of the yimproved devices. Fig. 9 is a cross-sectional view on about line 9 9 of Fig. 8. Fig. 10 is a detail view of the valve, and Fig. 11 is a detail view of the lever which carries the said valve.
As in my former invention above referred to, I providethe train-pipe A with a vent A', which when opened releases the pressure in the train-pipe and effects the setting of the brake in the well-known manner. I also employ in the present construction a lever which carries the valve for closing the vent in the train-pipe, a stop for limiting the opening movement of said lever, and a latch for hold- Fig. 5 is a detail perspecing the lever when opened; but these parts possess novel features, as will be more fully described.
The lever B is pivoted at B' between its ends, is arranged at its rear end for operation by an obstruction on the track, and support-s at its forward end the valve C, which is best shown in Figs. 8 and l0. At its rear end the lever B has the portion B2, which runs alongside theV rail, and the portion B3, which runs over the rail, such parts being arranged for operation by obstructions placed alongside or upon the rail, as shown in the drawings and as fully described in my former patent. The
Aportions B2 and B3 are connected by a crossbrace B4, which extends betweelrsaid portions and is provided between its ends with a socket B5 for the end of the stop B, as will be understood from Fig. 8. The portion B2, which runs alongside the rail, is composed of a strip or plate of metal bent into bow form, providing the lower rounded portion b.
and the top strap b and is reinforced by the post B6, bearing between the plates b and b.
The valve C is held loosely to the lever B, so it and the lever have each a limited movement independent of the other. This is important for several reasons, among which may be mentioned the fact of its preventing 'the opening of the valve by a slight accidental movement of the lever; also, the greater accuracy secured in seating the valve in its port in the train-pipe, its independent movement permitting it to conform better to the shape of its valve-seat. The valve is rested on the broad plate or bearing B7, furnished by the front arm of the lever B, and is held thereto by overlying parts which hold the valve to the lever B and yet permit its independent movement, as desired. In the specificconstruction shown the valve is composed of a plug C and a laterally-extending base C2, which rests upon the plate B7 of the lever B and beneathA the hook-lugs E, which are` secured to the plate` B7 and overlie the base C2, resting normally sufficiently high above the base C2 to permit the desired limited movement of the valve independently of the lever.
As shown in Fig. 8, the valve may be constructed with the plug C separate from and IOO suitably secured to the base-plate C2. This may be preferred, as it permits the renewal of the plug whenever necessary and its removal in order that it may be conveniently repaired when desired.
The lever and the valve are independently spring-actuated, the springs F for actuating the valves being arranged on opposite sides of the train-pipe A and connected at their lower ends with the opposite sides of the valve, their upper ends being secured to the screw-bolts G, which pass through eyes H5 0n the clamp H and receive nuts G', so the springs F can be adjusted to exert greater or less tension upon the valve.
The spring I, which act-naties the lever, is arranged in rear of the train-pipe A, is connected at its lower end with the lever and at its upper end to the box I, which tits over the lapped portions of the clamp I-I and re ccives the screw I2, which may be adjusted to vary the tension of the spring I. By .means of the devices for independently adjusting the springs for actuating the lever and the valve such springs can be properly set to secure the seating of the valve in the train-pipe in such manner as to secure a perfectclosure of such pipe.
\Vhen the lever is operated by the obstruction on the track to open the valve, it is held by the lower arm J of the latch J, which latch J is pivoted at J2, has an arm J3 forengagement by the bar K, which has connections leading to the locomotive-cab, so the latch can be released when desired. This latch has above its pivot J2 an arm J4, and a spring J5 bears between said arm J4 and the trainpipe and operates to force the latch to the position shown in full or dotted lines, Fig. 7. Vhen the lever B is operated to open the valve, the arm J of the latch will first ride up on the plate of the lever, as shown in full lines, Fig. 7, and hold the lever with the valve open. If the lever should be operated beyond the full-line position shown in Fig. 7, then the latch will ride upon the step formed by the base-plate C2 of the valve C, as shown in Fig. 7, and will hold the valve and lever in such position.
The pivotal support of the lever is provided by the arms L, which depend from the support furnished by the clalnp H. This clamp H has its members H' and H2 arranged to be fitted around the train-pipe A and bolted or riveted together, the member H being extended to form a stop-arm D, which is passed through an opening L', formed in the crown of the arms L.
The box I (shown in detail in Fig. at) fits over the ears of the clamp H in rear of the train-pipe A and between the same and the arms L, and the arms L pass downward through openings L2 in the brace-plate L2, which lits around the train-pipe and is secured thereto by the set-screw L4 or in other suitable manner. The clamp H is also secured to the train-pipe by a screw H4, so it and the brace-plate can be properly set upon such pipe, and as the brace-plate and the clamp H carry the several parts of the device it is evident that when properly set they insure the proper arrangement of all the parts of the apparatus.
In order to protect the apparatus from snow, ice, and the like, I provide a hood M, which is shown in Fig. l and incases the lower end of the train-pipe and the parts immediately adjacent thereto.l This hood or casing M is provided with an opening at M',through which the lever B projects in position for operation by an obstruction on the track.
The obstruction on the track may be the part N, secured upon the rail, or the part O, located alongside the rail, as more fully described in my former patent before referred to.
Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-
l. In an apparatus substantially as described the combination of the train-pipe, the lever arranged for operation by an obstruction on the track, and the valve supported by said lever and having a movement with and independent of the lever substantially as set forth.
2. In an apparatus substantially as described the combination of the train-pipe, the valve, and the lever supporting the valve and arranged for operation by an obstruction on the track and having keeper devices by which the valve is held t0 the lever and in which said Valve is permitted t0 move to a limited extent independently of the lever substantially as set forth.
3. In an apparatus substantially as described the com bin ation of the lever arranged at one end for operation by an obstruction on the track, the valve carried thereby and having a limited movement independent of the lever, and springs whereby the valve and lever are independently operated substantially as set forth.
4. The combination with the train-pipe and the lever arranged for operation by an obstruction on the track, of the valve for closing the train-pipe and lugs on the lever and overlying the valve and adapted to permit a .limited movement of the valve independent of the lever substantially as set forth.
5. In an apparatus substantially as described the combination of the lever and the valve carried by and held loosely to said lever substantially as set forth.
6. In an apparatus substantially as described the combination of the train-pipe the valve having a plug and a base-plate extended laterally beyond the plug, the lever and the keeper-lugs on said lever and overlying the base-plate of the valve substantially as set forth.
7. In an apparatus substantially as de scribed the combination of the train-pipe, the lever arranged for operation by an obstruction on the track and having a broadened arm IOO IIO
IZO
Vto said lever, the springs engaged with the opposite sides of said valve whereby to actuate the same independently of the lever, and
the spring for actuating the lever substantially as setforth. l
10. In an apparatus substantially as described the combination of the train-pipe, and the valve-carrying leverprovided with the valve for closing the train-pipe and with a shoe for operation by an obstruction on the track, such shoe being composed of a plate of metal bent in bow form and a reinforcingpost arranged Within said bow substantially as set forth.
l1. In an apparatus substantially as described the combination of the train-pipe, the lever having a valve for closing the train-pipe and arranged for operation by an obstruction on the track, and a carrier for saidA lever having depending arms to which the lever is pivoted and a brace-plate held to the train-pipe and provided with guide-openings through which the said depending arms pass substantially as set forth.
12. The combination of the train-pipe, the lever arranged for operation by an obstruction on the track, and having a valve iitted to the train-pipe, the carrier for said lever having depending arms to which thelever is pivoted, and the clamp securing said arms to the train-pipe and havingone of its members extended to form a stop by which to limit the movement of the lever and its other member secured to said iirst member substantially as set forth.
13. In an apparatus substantially as described the lever supporting the valve and having one arm adapted for operation by an obstruction on the track such arm consisting of a bowed side plate arranged to run alongside the rail, a plate lateral thereto arranged to run over the rail, and a cross-brace connecting such parts substantially as set forth.
14. In an Vapparatus substantially as described the combination with the train-pipe of the lever, the valve supported thereon and having a lateral portion or base-plate, and the latch for holding the valve open, said latch being arranged to rest upon the lever and the lateral portion or base-plate of the valve in the different positions of the valvesupporting lever substantially as set forth.
1,5. The combination of the train-pipe, the valve-supporting lever, and the latch for securing such lever to hold the valve open, said latch being pivoted and provided above said pivot with an upwardly-projecting arm and with a spring located entirely above the pivot and operating upon said arm substantially as set forth.
16. In an apparatus substantially as described the combination of the train-pipe, the lever arranged for operation by an obstrnctiouon the track, the valve held loosely to said lever whereby it has a limited movement independent of said lever, the spring for actuating the valve independently of the lever, the spring for actuating the lever, and means for adjusting said spring substantially as set forth.
17. The combination in an apparatus substantially as described of the train-pipe, the lever, the valve carried by said lever and vmovable to a limited extent independently of the lever, the independent springs for actuating said valve vand lever, and screw-operated devices by which the tension of said springs may be adj usted independently substantially as set forth.
18. In an apparatus substantially as describedthe combination of thetrain-pipe, the lever having a valve arranged to close said train-pipe, and operating devices in connection with said lever and valve, and a hood or casing fitted over the end of the vtrain-pipe and the parts immediately adjacent thereto and having an opening through which the end of the lever projects substantially as set roo forth.
GIDEON S. JEFFRIES.
Witnesses:
N. J. JEFFRIEs, B. C. GoDFREv.
US72465799A 1899-07-21 1899-07-21 Automatic safety appliance for railways. Expired - Lifetime US646836A (en)

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