US748649A - Edmund b - Google Patents

Description

.an 0 ..9 1v wmf A J D E m u w m JM A v a ff@ R K, N. n P E5 y., ,z wdvm .A Mw A.Wvsw f/ MLB @.N- BIP AA WRD O E PRH v.F M BFM mm. YA M T E m .A v m S s uw fw 4 f 6 H .n W1 L B Ul ,u. 7 m UW l 0 n l No n. HU S. 1 m M l. mi?.

UNITED STATES Patented J' anual-y 5, 1904. n

PATENT OFFICE.

EDMUND B. POWERS, OF BROOKLYN, NEW YORK, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO RAILWAY CAB SIGNAL & EQUIPMENT COMPANY, OF PORTLAND, MAINE, A CORPORATION OF MAINE.

SAFETY DEVICE FOR RAILWAY-SERVICE.

SPECIFICATION forming part of Letters Patent No. 748,649, dated. January 5, 1904.

Application nea April s, 1902.

To a/ZZ wiz/m it may concern,.-

Be it known that L EDMUND B. Pownns, a citizen of the United States, residing in the city of New York, borough of Brooklyn, in

the county of Kings and State gf New York,

have invented a certain new and useful Improvement in Safety Devices for Railway- Service, of which the following is a specification.

The invention relates to means for automatically displaying signals in the cab of a moving locomotive for the information of the engineer or other occupant of the cab, and more particularly to means for automatically I5 stopping the train.

The object ofthe invention is to lessen the danger of collision and other railway accidents by providing means whereby the engineer may be notified by signals Within the zo cab to proceed with caution under certain circumstances and for vdisplaying a dangersignal and also automatically applying the brakes when the conditions are so dangerous as to require an immediate stop. The signals z5 are operated by vanes analogous to the usual semaphore-arms placed near the track at dangerous points and set by switch men or other track attendants and arranged to be struck by an arm secured to a transversely-arranged 3o shaft carried by the locomotive. The extent of motion imparted to the shaft'is governed by the height at which-the vane is placed relatively to the heightof the arm passing beneath it and correspondingly determines the nature of the signal displayed. As I have carried out the invention the movement of the arm through a short arc in escaping below a vane displays a green light and actuates a whistle in, the cab as cautionary sig- 4o nals, and the movement through a longer arc, caused by passing a vane at a lower elevation, displaysa red light as a danger-signal and automatically applies the air-brakes.

The invention consists in certain novel arrangements of parts and mechanism by which the above-mentioned objects are attained and also in certain details of construction to be hereinafter described.

The accompanying drawings form a part of serai no. 101,380. or@ model.)

this specification and show a preferred form 5o of the invention.

Figure l is an elevation showing the interior of a locomotive-cab equipped with my invention as seen from the rear and also showing the mast or standard on which are mounted the operating-vanos. Certain details of the locomotive equipment not speciiically related to the invention are omitted. Fig. 2 is a corresponding vertical'se'ction of a portion of the cab, showing the invention in 6o elevation. The remaining igures are on a larger scale and show portions detached. Fig. 3 is a side elevation showing a preferred means for automatically applying the airbrakes. Fig. 4 is a face view of the auto- 65 matically-actuated switch for operating the light-signals by electricity and also shows the manner of connecting` from a storage battery or other source of electricity. Fig. 5 is a side View of the whistle-signal mechanism. 7o Fig. b' is a plan view, partlyin horizontal secy tion, showing the attachment of the arm to the shaft.

Similar letters of reference indicate the same parts in all the gnres.

A is the boiler of a locomotive, which may be of any ordinary or approved type, and A' is the usual cab over the rear portion. The controlling, indicating, and operating equipments (not shown) for thelocomotive maybe 8o of the usual or any approved construction, as will be understood.

I Transversely of the cab, preferably above the roof, extends a shaft B, mounted in supports or bearings B', in which it is free to 85 turn. The overhang ends are provided with collars B2 B3, serving to prevent axial movement, one of which, B3, carries an adjustable armB4 at a right angle to the shaft and standing normally in a vertical position near the 9o edge of the roof, adapted when its free end contacts with an obstruction in its path to be deiiected out of the vertical and correspondingly partially rotate the shaft B, the extent of the rotation depending on the angle of de- 95 lection of the arm in escaping beneath the obstruction. For the latter I prefer to use a device analogous to a semaphore-signal and consisting of a vertical mast or standard M of suitable height set firmly alongside the track and carrying strong narrow Wings or vanes M' M2, pivotally mounted in its upper end and adapted to be operated b v wires MS M4 or other suitable connections by a switch man or other attendant through any suitable mechanism, either by hand or automatically. One vane ,is mounted higher than the other, M2, or is arranged to maintain a higher position transversely of the path of the arm B4 on the moving locomotive, and thus cause the arm to be deflected, but to a lesser degree in passing beneath it than by the other or lower vane M2. Both Vanes are adapted to hang idly in pockets in the standard when not re quired to be set for service, and are thus removed' from dangerous proximity to passing trains.

On the shaft B at suitable points are a lever B5 and finger B5, adapted to swing through arcs in unison with the arm B4. The lever B5 extends downwardly through a longitudinal slot a in the cab-roof and lies adjacent to a switchboard C, across the face of which it is adapted to sweep.

C' is a switch turning on a center C2 and contacting successively with points C4 C5, arranged in an arc about the center, and having a handle C5, by which it may be moved. The switch lies normally on an insulated portion G5 of the arc, with the handle C3 in the path of the lever B5.

C7 and C8 are incandescent electric lamps set in the interior of the cab in a location to be plainlyseen by the engineer when he is at his post and arranged to be illuminated bya current from a storagebattery C5, carried on the locomotive and connected, as shown, to the switch C', contact-points C4 C5, and lamps C7 O5, as indicated in Fig. 4:.

C7 may be understood as indicatinga green light or cautionary signal, and C5 a red light or danger-signal. The former is connected to therst contact-point C4 and the latter to the 'second or outer point C5. 'Thus arranged the action of the upper vane Mgupon thearm B4 is to force the lever B5 partially across the face ofthe switchboard, carrying with it the switch OQ leaving the latter upon the contact-point C4 and showing the cautionary signal or green light to the engineer. The act of passing a standard on which the lower vane M2 has been set throws the lever farther and movessthe switch to the contact-point C5 and displays the red light or danger-signal.

It will be seen that by setting the desired vane located at a point at .the commencement of a block or at the approach to a switch or other dangerous portion of the road the corresponding signal-either caution or danger-will be displayed in-the cab ouf any passing locomotive equipped with my invention. In practice I prefer to locate two standards at suitable distance apart near dangerous points on the road and arrange the first to display the green or cautionary signal and the second to show the red or danger signal.

Two additional sign als are employed, operated by the linger B5, above referred to. The first is a whistle D, actuated by the lesser movement of the arm B4 and serving as an additional cautionary signal. It consists of a whistle operated by compressed air and connected to the pressure side of the airbrake system and held in the closed or inoperative condition by a spring-dogF', engaging a detent F2 on the whistle-valve stem F5, in opposition to the force of a spring F4, tending to turn the stem and admit air under pressure to the Whistle-bell. The dog F' is connected by a chain F5 or otherwise to the finger B5, which lies normally in an approximately horizontal position and when turned by the partial rotation of the shaft pulls upon the chain and releases the valve-stem, thus providing an audible cautionary signal in conjunction with the visual green-light signal. The whistle-signal is reset by forcing the arm F5 against the tension of the spring until the detent is again engaged by the spring-dog. Attached to the same finger is a slightly-longer chain G5, connected at the lower end to a spring-catch G', engaging an annular latch or collar G2, arranged to slide on the spindle G3 of the air-brake-,operating valve G and subject to the expansive force of a helical spring G4 inclosing the spindle and abutting at the inner end against the stuffing-box or other xed portion of the valve-casing. While the catch is in engagement with the collar the spring is of no effeet, and the spindle may be moved axially by the brake-leveI-G as usual in applying or releasing the air-brakes; but so soon as the arm B4 contacts with a low vane M4 the increased rise of the finger B5 takes up` the slack in the chain G5 and releases the spring G4, which immediately exerts its force to move the air-brake valve in the direction to apply the brakes and bring the train to an immediate stop. The action ot' the spring G4 may be resisted by the engineer through the lever G7 if the sudden stop is undesirable; but the pressure exerted by the spring is sufcient to warn the engineer, if his hand be on the lever, in connection with the simultaneously-displayed red light, that danger is imminent, and, if the brake-lever be free, the brakes will be automatically applied.

H H are springs of equal tension, each attached at one end to the lever B5 and at the other to convenient points on the cab, and serve to maintain the arm B4 in the upright position, while allowing it to be deflected in either direction, as required, by the forward or backward movement of the locomotive. To allow the backwardmovement Without derangement, I prolong the slot a on both sides ot' the shaft B and also provide a slot, through which the tinger B5 may descend idly. The arm B4 is mounted adjustably in the collar B3 and may be set up or down IOO ITO

izo

therein to produce the required degree of defiection in passing beneath the vanes. It is held in place by the set-screw b.

The vanes may be painted green and red, respectively, and servel as additional tracksignals for the engineer if'they are so situ ated as to be easily seen. The vanes may be mount-ed in the standards, with provisions for adjusting them vertically, as will be understood.

Importance is attached to the location of the arm B4 at the edge of or extending a short distance beyond the cab-roof, for the reason that when so placed it 4may be operated by vanes not reaching over the roof, and therefore not liable to strike projections on the trains, and also to avoid the danger of accident to traint/nen on the roofs of the which is greatly increased by rigid arms or brackets extending across the track near the level of the car-roofs.

By providing` both an audible and visible automatic cautionary signal for the engineer the chances of both being unheeded are very remote, and when an immediate stop is necessary to avoid an accident the display of the danger-signal and the effort automatically to apply the brakes cannot occur unnoticed by the engineer 'unless he be suddenly incapacitated by accident or illness, in which case the brakes Will be applied automatically and the train brought to a standstill.

Modifications may be made in the forms and proportions of the parts Within Wide limits without departing from the principle of the invention or sacrificing its advantages.

The shaft B may extend beneath the roof of the cab instead of exterior thereto, as shown, and may be shorter than here represented. I prefer to extend it to both sides of the cab, for the reason that this arrangement 'allows the arm B4 to be placed at either side, as may be found necessary or desirable. The height of the standards may be varied to conform to the location of the shaft B. The Whistle and air-brake locksmay be operated by cords or chains wound upon asmall drum or cylinder in place of the finger B6, as Willbe readily understood, the latter construction offering an advantage in that the descent of the iinger through the roof` of the cab in running backward will be avoided.

Although I have described the vanes as mounted in pairs in the standards, and pre'- fer this construction, it will be understood that a standard may be erected for each vane, an insome situations the uppermost or cautionary vane may be a fixed arm, if preferred, as at drawbridges, crossings, and dangerous svvitches.v

When the conditions are such as to preclude the use of standards alongside the track, as in narrow tunnels or in other situations Where space is limited, the automatic action may be induced by vanos arranged to slide vertically and he raised or lowered, as required,

to produce the desired deflection of the arm B4, or the vanes may beotherwise mounted and operated.

A fixed vane may be located at any desired point to operate the cautionary signals for the purpose of testing their efficiency and condition before approaching a'daugerous portion of the track-as, for instance, before eutering a tunnel or approaching a railway-ten minal having a multiplicity of switches.

Parts of the invention may be used Without the Whole. The green and red lam ps may serve alone or they may be omit-ted and the whistle and brakesetting devices relied upon alone, or other signals maybe substituted for those described.

The construction of the electric/switch may be varied, as may also the mechanismforqop.- erating the whistle and applying the airbrakes.

More than two sets of signals may be operated by employing additional vanes adapted to cause a third degree of deflection of the arm and .actuate additional signaiI mechanisms.

All the parts and equipments not specifically described will be understood to be of any ordinary or approved construction andarrangement.

That portion of theinvention relating to visible or audible signals to the engineer or other occupant of the cab is not claimed in this application, but is made the subjectmat IOO ter of a separat-e application, filed March 5, y

1903, Serial No. 146,266.

4l. The combination with a locomotive-cab of a shaft extending transversely thereof, an upwardly-extending arm secured to the shaft and adapted to partially rotate the latter by the deflection of said arm in contacting with an obstruction in its path, a finger carried by said shaft, a brake-controlling mechanism located in said cab, means tending automatically to move said controlling mechanism to apply the brake, and a locking device for such means, and connections from said finger to said locking device whereby a partial revolution of said shaft will release the locking device and move said controlling mechanism in the direction to apply the brake.

2. The combination with a locomotive-cab of a shaft mounted therein, an arm secured to said shaft and adapted to partially rotate the lat-ter by the deflection of said arm in contacting with an obstruction in its path, a tinger carried by said shaft, a brake-controlling mechanism, automatic means for moving said controlling mechanism to apply 'the brake and connections thereto from said shaft, whereby a partial revolution of said shaft will automatically apply the brake.

3. In an apparatus of the character set forth, a shaft mounted in the cab, anarm secured to said shaft and adapted to partially rotate the latter, a finger carried by said shaft, a brake-controlling mechanism andconnections IIO thereto from said shaft, means for automatically moving said controlling mechanism to apply the brake whereby a partial revolution of said shaft will automatically apply the brake, and a vane supported adjacent to the track in the path of said arm adapted to be struck thereby and cause a partial revolution of said shaft.

4. In an apparatus of the character set forth, a vane mounted adjacent to the track and extending transversely of the line of said track, in combination with an arm carried on the cab of a locomotive on said track, arranged to strike said vane and be deected thereby, a finger carried by said shaft and a brake-operating mechanism on said locomotive, and connections from said arm to said brake-operating mechanism, whereby the contact of said arm and vane will automaticallyapply the brake.

5. In an apparatus of the character set forth` a support located near the track,avane mounted thereon and extending transversely of the line of said track, in combination with an arm carried on the cab of a locomotive on said track, arranged to strike said vane and be deflected thereby, and a brake-operating mechanism on said locomotive, a brake-controllin g mechanism, means for automatically moving said controlling mechanism to apply the brake and connections from said arm to said brakeoperating mechanism, whereby the contact of said arm and vane will automatically apply the brake.

6. In an apparatus of the character set forth, a support located near the track, a vane pivotally mounted therein adapted to hang normally vertically therefrom or to be held eX- tended transversely to the line of said track, and means for moving said vane to either of said positions, in combination with an arm carried on the cab of a locomotive on said track, arranged to strike said vane and be deflected thereby, and a brake-operating mechanism on said locomotive, a finger carried by a shaft rotatably mounted on the cab, brakecontrollng mechanism, means tending automatically to move said controlling mechanism to apply the brake and connections from said arm to said brake-operating mechanism, whereby the contact of said arm and vane will automatically apply the brake.

7. An air-brake-operating valve located in the cab of a locomotive, having a valve-stem G3 and operating-lever G7, a spring exerting its force in the direction to move said valvestem to apply the brakes, a catch controlling said spring, connections from said catch to an arm on the exterior of said cab, arranged to be deected by contact with an obstruction in its path and thereby lift said catch and release said spring.

8. In an apparatus of the character set forth, and air-brake Valve having the valve-stem G3 and operating-lever G7, a helical spring encircling said stem and abutting against the valve-casing, a tubular collar G2 inclosing said stem and receiving the pressure of said spring, a spring-catch G arranged to engage said collar and restrain said spring while permitting the said stem to move freely within said spring and collar, and connections from said spring-catch whereby it may be withdrawn to release said collar and permit said spring to exert its pressure to move said stem in the direction to apply the brake.

In testimony that I claim the invention above set forth I affix my signature in presence of two witnesses.

EDMUND B. POWERS.

Witnesses:

RoBT. CONNOR, CHARLES R. SEARLE.

Images