US651674A - Automatic cab-signal. - Google Patents

Description

No. 65|,674. Patented lune [2, I900. H. STADELMANN, JR.

AUTOMATIC CAB SIGNAL.

(Application filed Oct. 5, 1899.)

(No Model.) 4 Sheets-Sheet l.

No. 651,674 Patented lune I2, 1900.

STADELMANYN, m. AUTOMATIC CAB SIGNAL.

' (Application filed Oct. 5, 1899.)

4 Sheets-Sheet 2 (No Model.)

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No. 65,674. Patented June I2, 1900.

n. STADELMANN, .IR. AUTOMATIC CAB SIGNAL.

(Application med Oct. 5, '1899.)

4 Sheets-rSheei 3.

(N0 Modol'.)

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H. STADELMANN, JR. AUTOMATIC CAB SIGNAL.

I (Application filed Oct. 5, i899.) o ode 4 SheetsSheet 4 ficmv. Rm 1% m YHE Noam PEYERS co. PHDYO-LITNO. wAsumamu l.

NITED STATES PATENT OFFICE.

HERMANN STADELMANN, JR., OF APOLDA, GERMANY.

AUTOMATIC CAB-SIGNAL.

SPECIFICATION. forming part of Letters Patent No. 651,674, dated June 12, 1900.

' Application filed October 5, 1899.

To all whom it may concern.-

Be it known that LHERMANN STADELMANN, J r., merchant, a subject of the Grand Duke of Saxe -Wei1nar, residing at Apolda, in the Grand Duchy of Saxe -Weimar, German Empire, have invented certain new and useful Improvements in Switch-Point Safety-Checks for Engine-Drivers, of which the following is a specification.

My invention relates to improved means for automatically operating signal-indicators car? lied on a locomotiveengine to inform the engine-driver, when unable to see the usual signals clearly, more especially. in rainy or foggy weather and when at a sufficient distance ahead of the j unction or switch,whether the switch-points to be passed are correctly set.

My invention consists in the hereinafterdescribed mechanism for operating the signal-indicators both by an electric circuit and by mechanical means, so that in the event of failure of one of the two arrangements the other will operate the proper indicator, thus affording absolute safety under all circumstances against any accidents arising from wrongly-set switch-points.

In the annexed drawings, illustrating the invention, Figure 1 shows in elevation one form of the arrangement of safety-check signal-indicators on a' locomotive with. means operating said indicators, both electrically and mechanically,from devices located on the track and connected with the switch-points. Fig. 2 is a plan of a portion of the rail-track with devices adjacent thereto for operating the signal-indicators on the locomotive. Fig. 3 is an enlarged view of a double set of signal-indicators, one set to be operated mechanically and the other electrically. Figs. 4 and 5 are views at right angles to each other illustrating an overhead arrangement of the mechanism for operating the signal-indicators both electrically and mechanically. Fig. 6 shows in elevation and plan an arrangement for recording the indicators of the signals.

In asuitablc part of the locomotive, well in sight of the engine-driver, there are located as many numbered flaps or hinged indicators A as there are switch-rails or switch-points at any place to be passed and the position of which must be made known to the engine- Serial No. 732,712. (NoinodcL) driver. In the drawings three of these indicators are shown in each set,corresponding with the number of switch-points shown. The nu mbers marked on these indicators A correspond exactly with the switch-rails and switch-points B, which on being set will act upon wedgeshaped catches D, that may be fitted to the track at a suitable distance in front of the switch-points B, Fig. 2, and connected with the switch-points by means of draw-rods or wire-pulls 0, preferably to be laid underground. These catches D are mounted on spindles V, placed at right angles to the railtrack S, and are as a rule held fast in a certain position by means of springs F. The catch D belonging to rail l'is coupled with the catch D belonging to rail or point 2, while the further catches D are each fitted on a separate spindle, so that they can be shifted laterally on the latter and be heldin position by a spring. (See Fig. 2.)'

The locomotive in Fig. 1 is fitted underneath with bell-crank levers W, which can turn on a transversely-arranged axis or spindle Q, but cannot be shifted laterally. These bell-crank levers W carry, each on its downwardly-projecting arm w, a gliding contactroller R, and each arm 10 is formed with or carries an upward-bent fiat spring w. These springs w or levers W are adapted to be connected by an electric circuit with electromagnets G and from these with one pole of the battery P. The other pole of the battery is connected with knobs it or their supports T, that are arranged adjacent to said levers. If now the lever-arm-w, with the roller R or the spring to, is moved in the direction indicated by arrow I, (which movement will be caused by the roller R or the arm to coming into contact with a properly-set catch D while the train is in motion,) an electric circuit will be made and an electromagnet G will be thereby energized. 7

The armatures a; of the electromagnets G form the locking bolts or latches of the indicator-flaps A, which as soon as the latches are withdrawn Will spring up or outward under the action of their spring-hinges t. These latches or armatures 00, which are constantly held in a locked position by springs a, may alsobe released by mechanical means through being connected by draw-rods or wire-pulls Zwvith the horizontal arms w of the bellrails, there may be provided in'such cases the. arrangement illustrated in Figs; 1 f and 5,]

'isndicatovflaps A signal-signs or any 'marks or indications may be used.

As the catch arrangements Don the track tors Aare provided for the mechanical and the electrical operating devices, respectively. (See Fig. 3.) It now the arms to of the levers W, projecting downward under the engine,

strike during the run of the train against properly-set catches D, the corresponding indicator-flaps A (in the example shown in Figs.

1 and 2 the indicator 1) will spring up, thus" informing the engine driver exactly what switch-points are set and whether they are set correctly. I If. a Wrongindicator-flap A springs up, indicating a false position of the switch-points, the engine-driver will have sufficien-tv time to stop the train, as this will take place about one thousand meters ahead of the junction. I

A duplicate arrangement of signal-indicathu-s insuring a fourfold check.

In order to provide for operating the signah-indicators A in the same manner as alreadydescribed, in case the engine runs backward, the levers W are provided with arms w, projecting backward (an-dwhich may be fitted with, spring arrangement): and which, like the arms 10 are connected by rod or wire pulls Zwiththe armatnres or latches-w, and, like the arms: w, serveat the same time'as electric contacts, Fig. l. v p Itwill: be obvious that'the described signalling mechanism, electrical and mechanical,

can be arranged for any number ofswitch points. a

5 Of. course. in'place of the numbers onzthe other might be blocked by ice or frost and as sometimes t by-reason'" of structural 01'; 7 other ob stacles and difficulties i-tmight be impossible to; fit them up on the. track or between the wherein. the catches or contact-pieces D are placed overhead, the corresponding contact levers on. the engine-being arranged not underneath,but over the locom oti vethat' is,projecting upward-but of course care must be taken that these contact arrangements donot project; beyond the prescribed carriage-gage or. inside it toan excessive degree, lest other parts ot the passing train. should be damaged thereby. I

As willbe seen from Figs. 4: and 5, the lo-' comotivc-contactsmay be fitted to a frame 'H,

supported on the locomotive, whilethe track contacts or catches D are suspended above firom; a suitable pillar-bracket Ofi course thecontact arrangements may alsobe fitted laterally, in which case ordinary posts or1pillarswi'll serve to carry the track contacts or catchesDf. o r ,U

Iiiorder to make a permanent record of every checkon the engine-driver, a mechanical arra'ngement or other contrivance m, acting on .a reel of paper i or the like, may be attached to an extension 15' of the hinge-pivot t of each indicator A, which arrangement will cause the reel of paperz' to turn to a certain extent each time when the indicators A are released or the respective signal arrangements on the locomotive are set in action, a markof some kind being made on the piece of paper tape i unwound, and which will be automatically "rewound on aspring-reel 1''. Such mark might Z be made, forinstance, by a pin or pencilpoint a brought to bear against the paper by the indicators A when springing-up. Of course any other registering arrangementor recording appliance may be used for thispurpose. tors. may be provided to be operated by other track devices located farther along-say aboutfifty metersin frontiof the j1unction- What I claim as my invention is''- 1. In signaling apparatus for railways, the

combination with a switch-point, and a catch i located at a distance from said switch-point 1 and movab1e'therewith,of signal mechanism carried on a locomotive and comprising a movable indicator, an electromagnet having itsarmatur'e arranged as a latchfor locking said indicator, a bell-crank lever projecting 5 from 'thelocomotive and adapted to be engaged and rocked by the said catch that is ;movable with the switch-point, an electrical connection between'said bell-crank leverand flthe electromagnet, a pull-rod mechanically connecting said bell-crank lever with the; in- "ydicator-latch, an electri'ccon-tact' supported adjacent'to:said' bell-crank lever, and a bat tery having one pole connected with; said con- I-tact and its other poleconnected withthe f electromagnet, whereby'the indicator is released both mechanically and" elcctricall substantially as described i 2. In signaling-apparatusferrailways, the :combina-tion wi-th'a pl urali ty ofswitch-points,

ygand a plurality of catches l'ocatedat a distance from said switch pointsand each mov able wi thits connected switch-point, of signal =1 mechanismca'rried on a locomotiveand comprisinga plurality of movable indicatorscon responding with therespectiveswitch-points, g'electromagnetshavingtheir armatures ar- 2; ranged as latches for locking the several in- }dicators, bell -crank levers projecting from the locomotive-in position tobe engagedand a switch-point, electricalconnectionsbetween the several bell-crank levers and electromagnets, pull-rodsmechanically connecting the several bell crank levers and indicatorlatches, electric contacts supported adjacent }to the several bell-crank levers, and a bat-v tery having one pole'connected with said con- 'tactsand itsother' pole connected with the I rocked by a properly-set catch connected with f electromagnets, substantially as and for the i purposedescribed. i a 3. In signaling apparatus for railways, the combination with a plurality of switch-points,

said bell-crank levers with the mechanicallyoperated indicator-latches, electric contacts supported adjacent to the several bell-crank levers, and a battery having one pole connected with said contacts and its other pole connected with the electromagnets, substantially as and for the purpose described. In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

I-IERMANN STADELMANN, J R.; \Vitnesses:

ARNOLD BARINGER, CARL ECKARODGOOD.

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