US706988A

US706988A - Emergency-gear for locomotives.

Info

Publication number: US706988A
Application number: US90059A
Authority: US
Inventors: William Warner Murch
Original assignee: JOHN R PARKER
Current assignee: JOHN R PARKER
Priority date: 1900-11-09
Filing date: 1901-06-05
Publication date: 1902-08-12
Anticipated expiration: 1919-08-12

Description

(No Model.)

W/ TNE SSE 8 Patented A ug. l2, I902. W. W. MURGIL.

EMERGENCY GEAR FOB LOCOMOTIVES.

7 (Application flied. June 5., 1901. Renewed Jan. 16, 1902.)

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WITNESSES;

No. 706,988. Patented Aug. I2, I902.

. W. W. MUHCH.

EMERGENCY GEAR FOB LOCOMOTIVES.

[Appli cation filed line 5, 1901. Renewed Jan. 16, 1902.) (No Model.) 4 ShaetsSheet 3.

ZNITED STATES WILLIAM WARNERIVIURCH, OF BROOKLYN, NEW YORK, ASSIGNOR OF ONE-HALF TO JOHN R. PARKER, OF BROOKLYN, NEWV YORK.

EM ERG ENCY-G EAR Foe LOCOMOTIVES.

SPECIFICATION forming part of Letters IPatent No..706,988, dated August 12, 1902.

Original application filed November 9, 1900, Serial No. 50,460. Divided and this application filed June 5,1901. Renewed January 16,1902. Serial No. 90,05 9. (No model.)

To (0 whom it may concern.-

Be it known that I, WILLIAM WARNER MUROH, a citizen of the United States, and a resident of the city of New York, borough of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Emergency-Gear for Locomotives, of

which the following is a full, clear, and exact description, this being a division of the application for Letters Patent of the United States for an Automatic Safety Gear andSignal System, No. 50,460, filed by ne on November 9, 1900.

The invention relates to block systems for railroads; and its object is toprovide a new and improved emergency-gear for locomotives for preventing collisions by automatically shutting off the steam and applying the brakes to bring the train to a standstill without any action on the part of the engineer in case the latter has disregarded a dangersignal and is about to pass upon a section of the road occupied by another train or into an open draw.

The invention consists of novel features and parts and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings,

forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a side elevation of a locomotive with the mechanism for automatically operating the throttle-lever and the air-brake mech-' anism. Fig. 2 is a front end elevation of the same. Fig. 3 is a sectional side elevation of part of the same with parts in a locked dormant position. Fig. 4 is a similar view of the same with parts in a released position. Fig. 5 is a transvere section of the same on the line 5 5 in Fig. 3. Fig. 6 is a similar view of the same on the line 6 6 in Fig. 3. Fig. 7is an enlarged side elevation of the locking-wheel, part being in section. Fig. 8 is a front elevation of the same. Fig. 9 is an enlarged sectional plan View of the cab end of the locomotive, showing the connection with the throttle-lever and iheoonnection with the engineers valve-hanwhich the former is actuated by a wheel D of a locomotive or other motor D at the head of a train, and said track device in'one block controls the setting to danger of: the controller O in the preceding block and also controls the resetting of the track device in this block, and thereby brings the controller O in the second preceding block back into a normal inactive position, as more fully shown and described in the application referred to, so that further description of the track device and its workings and the detail construction of the controller is not deemed necessary, it being, however, understood that when the controller is in a danger or active position, as shown in Fig. 4, it serves to actuate the mechanism on the locomotive or motor D to automatically shut ed the motive-agent supply and to apply the brakes, and thereby bring the train to a standstill in case the engineer has disregarded the danger-signal at the entrance of a block or an open draw. When the controller is in a danger position it has its lever C standing in an inclined position, as shown in Fig. 4, and when the locomotive or motor D passes over this controller then. the lever O actuates the follow ing mechanism to shut off the throttle-valve and apply the brakes.

On the forward end of the locomotive-frame D is secured a hanger-frame D in which is journaled a transversely-extending shaft 0, having a downwardly and rearwardly extending arm 0', in which is journaled a frictionroller O adapted to travel on the inclined top of the controller-lever C, as is plainly indicated in Fig. 4:. A spring 0 holds the arm O normally in a lowermost position, as shown in Fig. 3,'and this spring 0 is actuated by a segmental arm 0 mounted to'slide in'a cross-' bar D of the hanger-frame D When the friction-roller 0 travels over the lever C then a rearward and upward swinging motion is given to the arm 0 to turn the shaft 0 against the tension of the spring 0 and when the friction-roller 0 leaves the controllerlever C then the spring 0 returns the arm 0' and shaft 0 to the normal position. (Shown in Fig. 3.) On the shaft 0 is secured an upwardly-extending wiper 0 adapted to push a cross-head P forward, said cross-head being secured on two bolts P, mounted to slide longitudinally in suitable bearings arranged on the locomotive-frame. A spring P presses the cross-head P, so'as to normally hold the latter and the bolts P in a rearmost positionthat is. with the bolts in engagement with teeth P pivoted in the periphery of crankdisks P P, secured on a-shaft P extending transversely and journaled in suitable beat?- ings on the locomotive-frame D Each tooth P is held in an outermost position by a spring P (see Fig. 7,) so that the bolts P lock the cran k-disksP P and the shaft P against rotation in the direction of the arrow 01. (See Figs. 3 and 7.) Each of the crank-disks P is pivotally con necled by a link P with the piston-rod P of a piston P mounted to reciprocate in a cylinder P secured to the locomo- Live-frame, indicated in Figs. 3 and 4:. A spring P coiled on the piston-rod P rests with one end against one of the cylinder-heads and presses with the other end the piston P so as to force the latter rearward when the bolts P move out of engagement with the teeth P upon the wiper O pushing the cross-head P forward at the time the friction-roller 0? travels on the top surface of the lever G Fig. 4.) The bolts P normally lock the crankdisksP P against rotation, as described, the spring P then being compressed, as indicated in Fig. 2; but as soon as the bolts P move out of engagement with the teeth P then the spring P forces the piston P rearward,and the piston-rod P and link P impart a rotary motion to the crank-disks in the direction of the arrow d to bring the disks to the position shown in Fig. t. The crank-disk P is connected with a throttle-lever Q, and the other crank-disk P is connected with the engineers brake-lever R, and the connecting mechanisms are arranged in such a manner that the throttle-lever Q is actuated to shut off the steam,'and then the engineers' lever R is actuated to apply the brakes.

The intermediate mechanism between the disk P and the throttle-lever Q is arranged as follows: A wrist-pin F on the crank-disk P is connected by a pitman Q with a piston Q mounted to slide in a vertically-disposed openended cylinder Q", extending on the under side of the smoke-box of the boiler, as is plainly shown in Figs. 4: and 5. The piston Q2 has its piston-rod Q, extending upwardly (See mates is a lug Q adapted. to engage a'lever Q connected with a pawl Q on the throttle-lever Q and serving to lock'the hand-lever in position on a segment Q in the usual-manner. When the crank-disk P is released and is caused to turn in the direction of the arrow at, as previously mentioned, then the-pitman Q first imparts a downward sliding mo tion to the piston Q so that the piston-rod Q, actuates the bell-crank lever Q to move.

the rod Q forward, so that the lug Q first unlocks the pawl Qhand then the loop Q imparts a forward swinging motion to the lever Q, to close the throttle-valve,and-thereby shut off the steam from the locomotiveengine.

The connection between the crank-disk P and the engineers valve isarranged as follows: Onthe crank-disk P is a wrist-pin P connected bya pitman R, with a piston R mounted to slide vertically in a cylinder R depending from the smoke-box of the locomotive, and said piston R has its piston-rod R extending upwardly through a pipe R ,.reaching vertically through the smoke-box. The upper end of the piston-rod R is connected with a bell-crank lever R engaging a rearwardly-extending rod R (seeFigs- 9, 10, 11

' and 13,) extending in the hollow hand-rail D of the locomotive. On the rear end of the rod R is arranged a loop R engaging an arm R secured on one end of a shaft R extending transversely at the rear end of the locomotive-boiler and jonrnaled in suitable be'aringsattached thereto. The other end of the shaft R carries a fork R straddling the engineers lever B, sothat when a turning motion is given to the crank-disk P as above explained, then the pitman R imparts a downward motion to the piston R and the latter, by the piston-rod R the bell-crank lever B, and the rod R imparts a swinging motion to the arm R whereby the shaft R is turned, and the fork R imparts a swinging motion to the engineersbrake-lever R to turn the latter from the running position to a position for application of brakes, so that the brakes are applied. It is expressly understood that the crank-disks P P are simultaneously released when the friction-roller O travels over the controllerflever C so that causes a forward swinging movement of the throttle-lever Q, while during the same period the. other wrist-pin P moves upward, and hence the loop R moves rearward and does not turn the arm R, and hence the brakes are not applied until after the steam is shut off. Thus the action is successive-that is, the steam is shut offand then the brakes areapplied to bring the train to a standstill in a comparatively short time. Thus the train is automatically brought to a standstill without any action on the part of the engineer, so that collision with the train ahead is completely avoided.

By having the loops Q R the engineer-is enabled to work the throttle-lever Q and the engineers brake-lever R in the usual manner during the ordinary running of the train.

When, however, the throttle-lever Q and the engineersbrake-lever R are automatically actuated as described, then it is necessary for the engineer toreset the entire device on the front of the locomotive to bring the rods R and Q back to their former position before the engineer can again actuate the levers Q and R. For the purpose described the shaft P is provided with gear-wheels S, in mesh with pinions S on a transverse shaft S journaled in suitable hearings on the front end of the locomotive, the outer ends of the shaft being polygonal for. the application of a wrench, crank-arm, or like tool to permit the engineer to turn the shaft S pinions S, and

gear-wheels S to rotate the shaft P in the reverse direction and bring the crank disks back to their forward position, the released bolts P again engaging the teeth P, as pre viously explained.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent 1. A safety gear and signal system for railroads, comprising a track device and a controller for controlling signals and for control ling mechanism on a locomotive, to automatically shut off the motive agent and to apply the brakes, said device having a lever adapted to be depressed by a train-wheel, a cross-head, a connection between the lever and the crosshead to move thelatter forward on the downward movement of the lever, and a rod attached to the cross-head and extending rearwardly, said rod carrying means for actuating said controller, to set the latter to danger position, as set forth. l

2. A safety gear and signal system for railroads, comprising a track device and a controller for controlling signals and for control-- ling mechanism on a locomotive, to automatically shut off the motive agent and to apply the brakes, said device having a lever adapted to be depressed bya train-wheel, a cross-head, a connection between the lever and the crosshead to move the latter forward on the downward movement of the lever, a rod attached to the cross-head and extending rearwardly, said rod carrying means for actuating said controller, to set the'latter to danger position,

and a spring device for said connect-ion, to

move the latter and theleverback to a normal ed to be depressed by a train-wheel, a cross head, a connection between the lever and the cross-head to move the latter forward on the downward movement of the lever,a rod attached to the cross-head and extending rear- Wardly, said rod carrying means for actuating said controller, to set the latter to danger position, and means connected with the rear end of said rod for movingthe cross-head of the preceding track device into a normal position, as set forth.

4. A safety gear and signal system for railroads, comprising a track device and a controller for controlling signals and for controlling mechanism on a locomotive, to automatically shut off the motive agent and to apply the brakes, said device having a lever adapted to be depressed by a train-wheel, a cross head, a connection between the lever and the cross-head to move the latter forward on the downward movement of the lever, a rod attached to the cross-head and extending rearwardly, said rod carrying meansfor actuating said controller, to set the latter to danger position, and signals connected with and set by said rod, as set forth.

5. A safety gear and signal system for railroads, having a track device, comprising a lever adapted to be engaged bya train-wheel, a link-lever engaging with one end the said wheel-lever and traveling freely at its outer end on a fixed incline, a spring-pressed piston, and a link connection between said lever and the piston-rod of said piston, as set forth.

6. A safety gear and signal system for railroads, having a track device provided with a track-lever adapted to be engaged by a trainwheel, a second lever hung on links and having a friction-roller engaged by the under side of said track-lever, an adjustable block having an incline engaged by another frictionroller on said link-lever, a cylinder, a springpressed piston therein, and a connection between said piston and said link, as set forth.

7. A safety gear and signal system for railroads, having a track device provided with a casing having an opening in the top, a lever fulcrumed within the casing and having a portion extending through said opening, and

a packing in the walls of said opening, for engaging the portion of said lever extending in the opening, as set forth.

8. A safety gear and signal system, provided with a track device having a track-lever adapted to be engaged by a train-wheel,

name to this specification in the presence of a shaft connected with and adapted to be turned by said lever, Wipers on said shaft, and two subscribing witnesses.

a cross-head mounted to slide lon 'itudinally and having a. rod extending rearv ardly from WILLIAM WARNER MURCH' Witnesses:

5 the cross-head to actuate a controller and the signals, as set forth. THEO. G. HOSTER, In testimony whereof I have signed my 1 JNO. M. BITTER.