US752815A - barberie - Google Patents

Description

Arm-752,815. PATENTED FEB 23,1904.

A J. BARBERIE. A SAFETY APPARATUS FOR LOCOMOTIVES.

APPLICATION FILED JUNE 17. 1903. "NO MODEL. 4 SHEETS-SHEET 1- .W/TNESSES INVENTOR I v -Af/%/ZB/Za/J W fiirromm No. 752,815. A PATENTED FEB. 23, 1,904.

' J. BARBERIE.

SAFETY APPARATUS "FOR LOCOMOTIVES.

APPLIUATION FILED JUNE 17, 1903.

N0 MODEL. 4 SHEETS-SHEET Z- [TA/E8858 I JNVENTOR A Br Ji/zBa/Za/za PATENTBD FEB. 23, 1904.

J. BARBERIE. SAFETY APPARATUS FOR LOCOMOTIVES.

APPLIOATION FILED JUNE 17. 1903 4 SHEETSSHBET 3.

NO MODEL.

a a a o o n 1 9 v a IN I'IEN TO B JZiiZBd/iffl IUTORNEY 1m: nonms PRTERS co moraumou wnsmnomm'o. c,

No. 752,815. PATENTED FEB. 23, 1904.

J. BARBERIE. SAFETY APPARATUS FOR LOCOMOTIVES.

OAPPLIOATION FILED JUNBH. 1902.

N0 MODEL. 4 SHEETS-SHEET 4.

rllml i J6. v 7 By JZnBarZez-ve ATTORNEY- UNITED STATES Patented February 23, 1904.

PATENT, OFFICE.

SAFETY APPARATUS FOR LOCOMOTIVES.

SPECIFICATION forming part of Letters Patent No, 752,815, dated February 23, 1904.

Application filed June 17, 1903- To all whom it may concern.- I i Be it known that I, J oHN BARBERIE, a citizen of the United States of America, residing at Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Safety Apparatus for Locomotives, of which the following is a specification, such as will enable those skilled in the art to which it appertains to make and use the same. a i

The object of this invention is to provide a safety apparatus for locomotives by means of which the engineer when traveling at highspeed may if existing conditions render it desirable pass a danger-signal only with full knowledge of its existence and without the necessary waste of steam attendant upon a restart from a full stop, a furtherobject being to provide an apparatus of this class which in order to run the train at high speed renders it necessary that all parts of the apparatus be in operative position to bring the train automatically to a standstill if for any reason the engineer fails to see the signal.

My invention is fully described in the following specification, of which the accompanying drawings form a part, in which the separate parts of my invention are indicated by suitable reference characters in each of the views, and in which- Figure l is a side elevation of a locomotive provided with my invention; Fig. 2, a rear end view thereof and showing the parts of my invention in operative position; Fig. 3, a plan view of the cab apparatus on the line 3 3 of Fig. 2; Fig. 4, a section on the line 4: 4 of Fig. 2; Fig. 5, a diagrammatic perspective view of my apparatus removed from the locomotive, but connected with the boiler; and Figs. ,6, 7 and 8, detail views of parts of the apparatus as indicated by the section-lines 6 6, 7 7 and 8 8 in Fig. 5; Fig. 9, a plan view,partly in section, of a part of my apparatus; and Fig. 10, a perspective view of a frame which I employ, the support thereof not being shown.

In the drawings forming part of this specification I have shown a cab a of a locomotive a provided with a boiler a and beneath the cab a is mounted a part of my apparatus, and

Serial No. 161,875. (No model.)

comprises a system of cylinders and pipes in connection with the boiler a and with the airmay be connected.

Mounted in any convenient place within the cab a or, as shown in the drawings, upon the rear end of the boiler 40 is a steam-cylinder 6, provided with a piston 6 the rod 5 of'which extends to a point near the right-hand side of said cab and is connected at itsouter end with a crank-lever 6*, secured to a horizontally-arranged bar [1 mounted on the side of the cab, and the bar 6 is provided with a bevel gearwheellat one end thereof. The cylinder 5 is also provided with an inlet-pipe b and an outlet-pipe 6" on one side of the piston 6 said outlet-pipe being of about one-eighth the area of the inlet-pipe 6 and serves to carry away the condensed steam from that side of the piston, andon the other side of the piston b is a similar inlet-pipe o and an outlet-pipe 7), said outlet pipes being in practice carried through the floor of the cab.

The inlet-pipes 6 and b are each connected with the steam-supply of the boiler a and the pipe 6 is provided with a valve 0, while the pipe 6 is provided with a valve 0 and when one of said valves is operated the piston 6 is driven in one direction, while if the other of said valves is operated the piston is driven in the other direction, as will be readily seen.

The piston-rodb is provided near the cylinder b with a slide-block 0 which is mounted in a casing 0*, and in the innermost position of the piston-rod an opening 0 therein and an opening a in the casing 0 register with each other; but if the piston-rod b be moved the openings will no longer register.

Mounted upon the rear end of the boiler a is the usual throttle d, but which is provided with a rod d which enters one side of the casing 0*, and if the piston-rod 6 is in its in-. nermost position the rod OZ is free to pass through the openings 0 and 0 and the throttle may be drawn out to its full extent; but if the piston-rod b is in its outermost position the rod enters a recess d in the slide-block o and the throttle can then be but partially within the cab is the other part thereof, which brakes ofthe locomotive or train to which it drawn out, and the steam-supply to the engine being thus reduced the locomotive slackens its speed.

On the, same horizontal line or plane as the throttle d and to the rear thereof is a cylinder 6, provided with a piston e and piston-rod 0 to the end of which is secured a plateve, which bears against a toggle-lever e on the throttle d and which is in connection with the usual locking devices of the throttle, and the cylinder 6 is provided with an inlet-pipe e", the other end of which is connected with the steam-supply of the boiler, and the pipe 6 has a valve therein, which is preferably at the right side of the cab, and when steam is admitted to the cylinder 6 the piston-rod e is drivenout and releasing the throttle from any position in which it may be placed forces the same shut, and thereby shuts off the steams'upply to the engine of the locomotive. The

' cylinder 6 also has a small pipe 6 connected with itrand which passes through the floor of the cab and serves as a drip-pipe for the condensed steam, and a supplemental pipe (2 opens into the cylinder 0 at'a point adjacent to the outermost position of the piston 6 and the pipe e is provided with a valve 6 at its end, said Valve being in connection with the airbrakes of the locomotive, and when this valve is operated the steam forces the same into a position which permits the air from the brakes to' escape, and the brakes are thus set and remain so as long as steam entersthe cylinder 6, as will be readily understood.

Beneath the cab of the locomotive, and preferably on the right-hand side thereof,is mounted a frame f, which is held in its normal position by means of brace-rods f but which is free to swing forwardly in ahorizontal plane, and the frame f consists of a top memberf a pivoted bottom member f, and a re. movable member f", which is preferably com- I other signal placed in position adjacent to the rails upon which the locomotive runs.

The inner end of the bottom member f is preferably provided with a roller and is in operative connection with a vertically-movable rod h, which is normally held down by means of a spring 72. and this vertical rod h is connected, by means of a crank-lever it to the valve h of the steam-pipe e, and if the destructible member f be removed in any manner the spring k of the rod it forces said rod downward and opens the valve k, thereby admitting steam to the cylinder 6 and the throttle d is shut off and the air-brakes of the train set and said train brought to a standstill, and the engine cannot be again started until another member f? is inserted inplace of the one destroyed, as will be readily seen.

The frame f is secured to a vertical rod 2', which acts as a pivot for said frame, and the upper end of this rod 2' is provided with a bevel gear-wheel 2' which is in operative connection with the bevel gear-wheel i on the end of the bar I), and, as will be seen, if the valve 0 be opened the steam enters the cylinder 6, and if the throttle d is at this time closed the piston-rod b is driven out, thereby turning the bar Z2 which by means of the bevel gear-wheels 71 and 71 turns the vertical rod z, thereby swinging the frame f out of its operative position, and if the valve 0 be opened and the valve 0 closed the steam enters the cylinder 6 on the other side of the piston and the frame f is again swung into its operative position and the throttle may be opened to its full extent; but while the throttle is in the outward position of the piston-rod 6 because of the slide 0 said throttle could only be opened a short distance, thereby reducing the amount of steam passing to the engine, and this construction permits the engineer to coast past a signal, but at greatly reduced steam-pressure, and before he can resume full steam he must operate the valve 0 thereby placing the destructible member in operative position and these operations of the valves 0 and c remind him that there is danger ahead and any accident to the train is entirely his own fault.

It will thus be seen that if the engineer does not see a signal the train is automatically stopped. If he does see it and passes it, he does so under reduced steam-pressure, and in order to increase the steam-pressure he must again swing the apparatus into operative position. He may use the regular apparatus of the locomotive without interfering with my invention, and if the train is stopped by a signal he must replace the destroyed member f before he can open his throttle or release the air-brakes, and a time-checking device may also be employed in connection with my invention, which will indicate at what time he operated the apparatus to pass a set signal, and in this way the responsibility of a subsequent accident may be placed, as it is obvious that if the signal had not been set the destructible member would not have been swung out of its operative position; but if the signal had been set the engineer would either have been halted automatically through failure to see it or he would have passed it with full knowledge at the indicated time.

The engineer may also run the engine forward or backward in the yard at yard speed past signals or obstructions without destroying the member f by swinging the same out of position, and if said member is destroyed at any time, the train being immediately brought to a standstill, he can easily replace the same, extra ones being carried for such an emergency, and thesemembers f" are easily adjustable in the top and bottom members f and f sockets wrapped with adhesive tape to prevent the flying of particles thereof. It will also be understood that thevalve h of the steam-pipe 6 could be constructed as an auxiliary throttle to the locomotive, in which case the cylinder 6 could be dispensed with, and my apparatus may also be adapted to electrically-propelled trains or cars, and various other changes in and modifications of the construction herein shown and described may be made without departing from the spirit of my invention or sacrificing its advantages.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is a l. Asafety apparatus for locomotives, comprising a destructible member mounted be+ neath the cab of said locomotive, in a radiallymovable frame consisting of a vertical pivoted rod, a top member secured to said rod and a bottom memberloosely connected with said rod, said frame being radially movable in a horizontal plane and said bottom member thereof being radially movable in a vertical plane, said destructible member being in operative connection with the steam-supply and the air-brakes of said locomotive, substantially as shown and described.

'2. A safety apparatus for locomotives comprising a frame, radially movable in a horizontal plane and consisting of a vertical rod, a top member secured thereto, a bottom member loosely mounted on said rod and radially movable in a vertical plane, a displaceable member held between said top and bottom members, said displaceable member being in' operative connection with the steam-supply and the air brakes of said locomotive and means for displacing said displaceable member placed adjacent to the rails upon which said locomotive moves, substantially as shown and described.

3. A safety apparatus for locomotives, comprising a frame movable radially in a horizontal plane, a cylinder mounted in the cab of said locomotive, a piston in said cylinder and a piston-rod connected therewith, a pipe connecting the steam-supply with said cylinder on one side of said piston, a pipe connecting said steam-supply with the other side of said piston, a valve in each of said pipes, a bevel gear-wheel on the top of the pivoted member of said frame, a horizontally-arranged rod in said cab, a bevel gear-wheel on said rod and in operative connection with said first-named gcar-wheel and a crank-lever connecting said piston rod with said horizontally arranged rod, substantially as shown and described.

4. In a safety apparatus of the class described, a cylinder mounted in the cab of a locomotive, a pipe connecting the rear end of said. cylinder with the steam-supply of said locomotive, a valve in said pipe, a supplemental pipe connected with said cylinder and centrally thereof, a valve in the end of said supplemental pipe in operative connection with the air-brakes of said locomotive, a frame mounted beneath thecabof said locomotive,

said frame comprising a pivotally-mounted vertical rod, a top member secured to said vertical rod, a bottom member looselymounted on said vertical rod, a destructible member held between said top and bottom members, a spring-operated rod in connection with said valve and also in operative connection with the inner end of said bottom member, said bottom member being radially movable in a vertical plane and means for destroying said destructible member and thereby operating said spring-operated rod and said valve, substantially as shown and described.

5. A safety apparatus for locomotives, comprising a frame mounted beneath the cab of said locomotive, a displaceable member mounted in said frame, said frame consisting of a vertical pivot member, a top member fixed to said vertical member and a bottom member loosely mounted on said vertical member, a cylinder in the cab of said locomotive and provided with a piston and piston-rod connected therewith, said piston-rod being also in operative connection with said vertical pivot member of said frame, steam-supply pipes in connection with said cylinder on each side of said piston, a valve in each of said steam-supply pipes, a supplemental cylinder in said cab, a

piston and piston-rod thereon adapted to opconnecting said supplemental cylinder with the air-brakes of said locomotive and means for displacing said displaceable member, substantially as shown and described.

6. safety apparatus for locomotives, comprising'a frame radially movablein a horizontal plane and consisting ofa vertical pivot member, a top member secured thereto, a loosely mounted bottom member radially movable in a vertical plane, a cylinder in said locomotive and provided with a piston and piston-rod therefor, a throttle, a pin on said throttle, a casing about said piston-rod, an opening through said casing and said piston-. rod through which said pin is adapted to pass when said piston-rod is in one position, said pin and throttle being stopped by said pistonrod when in its other position, steam-supply pipes and valves therefor in said cylinder on each side of said piston, said piston-rod being in operative connection with said vertical pivot member of said frame and adapted to swing the same in a horizontal plane, a supplemental cylinder in said locomotive, a steam-supply pipe therefor, a valve in said last-named supply-pipe, a vertically-movable spring-operated rod in operative connection with said lastnamed valve and said bottom member of said frame, a displaceable member in said frame, the removal of which releases said bottom member and operates said spring-operated rod and valve connected therewith, a piston and piston-rod therefor in said supplemental cylinder, said piston-rod being adapted to bear against and close said throttle, a pipe in connection with said supplemental cylinder, a valve therein and in operation with the airbrake pipes of said locomotive, said valve when operated, being adapted to release the air from said pipes and set said brakes and adjustable means, adjacent to the rails upon which said locomotive moves, for displacing said displaceable member, substantially as shown and described.

7. In an apparatus of theclass described, a movable frame, a displaceable member held therein and means for operating said frame, substantially as shown and described.

8. In a safety apparatus for locomotives provided with the usual boiler, engine, steamsupply pipes and throttle, a movable frame, a displaceable member in said frame and means for locking said throttle whensaid frame is in one position and for releasing said throttle when said frame is in its other position, substantially as shown and described.

9. In an apparatus of the class described, a radially-movable frame one of the members of which is radially movable in the plane of said frame, a displaceable member in said frame and serving to hold said radially-movable member in position, substantially as shown and described.

10. In a safety apparatus for locomotives provided with the usual boiler, engine, steamsupply pipes and throttle, a radially-movable frame, one of the members of which is radially movable in the plane of said frame, a displaceable member in said frame and serving to hold said radially-movable member in position, devices connecting said radially-movable member with said steam-supply pipes and means for displacing said displaceable member, substantially as shown and described.

11. In a safety apparatus for locomotives provided with the usual boiler, engine, steamsupply pipes and throttle, a movable frame, a cylinder adjacent to said throttle, a piston and piston-rod in said cylinder, said pistonrod being in operative connection with said frame, devices for locking said piston-rod by means of said throttle when said throttle is open and means for locking said throttle in a closed position when said piston and pistonrod are operated, substantially as shown and described.

12. In an apparatus of the class described for locomotives provided with the usual boiler, engine, steam-supply pipes and throttle, a cylinder, a piston in said cylinder, a piston-rod connected therewith, a supplemental steamsupply pipe connected with said cylinder on each side of said piston, a casing about said piston-rod, a. pin on said throttle and passing into said casing and through said piston-rod when in its normal position, and means for preventing said pin from passing through said piston-rod when in its other position, substantially as shown and described.

13. In a safety apparatus for locomotives provided with the usual throttle and steamsupply pipes, a movable frame, a radiallymovable member in said frame, a displaceable member in said frame serving to hold said radially-movable member in position, devices connected with said radially-movable member for closing said throttle when said displaceable member is removed and means for looking said throttle when said frame is moved from its normal position, substantially as shown and described.

In testimony that I claim the foregoing as my invention I have signed my name, in presence of the subscribing witnesses, this 16th day of June, 1903.

JOHN BARBERIE.

Witnesses:

GEORGE L. BLU'MERS, H. KRAFT.

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