US772394A - Safety apparatus for locomotives. - Google Patents

Description

UNITED STATES `Patented October 18, 1904.

PATENT OFFICE.

JOHN BARBERIE, OF BROOKLYN, NEW YORK, SSIGNOR TO- BARBERIE LOOOMOTIVE APPLIANOE COMPANY, OF NEW,YORK, N. Y., A OOR- PORATION OF NEW YORK.

-SAFETY APPARATUS FOR LOCONIOTIVES.

SPECIFICATION forming part of Letters Patentivo. 772,394, dated october 1s, y1904.

Application sied April ze, 1904.

Be it known that I, JOHN BARBEEIE, a'citizen of the UnitedStates of America, residing at Brooklyn, in the county of Kings and State of New York, have invented certainnew and useful Improvements in Safety Apparatus for Locomotives, of which the following is a specification, such as will enable those skilled in the artto which it appertains to make and use the same.

The object of this invention i's to provide an improved safety apparatus for locomotives whereby if the engineer thereof fails to'siee a set signal said locomotive is brought to a standstill and whereby if the engineer sees thesignal and for any reason desires to pass it said apparatus may be movedout of operative position, but in so doing sounds an alarm, locks the throttle in a-closed position, and indicates the time of such removal, thereby fixing the blame in case of accident, a further object being to provide such an apparatus which when in contact with a set signal permits the escape of the compressed air from the air-brake pipes, but at the same time may enable the engineer to save most of ythe air in said pipes and without interfering with the usual air-brake apparatus,vand which when the brakes of said locomotive are set automatically closes the throttle, thereby saving steam and consequent wear and tear'. l

The invention is fully described in the following specication, of which the accompanying drawings form a part, in which the separate parts thereof are indicated by suitable reference characters in each of the views, and in which- Figure 1 is a rear View of a cab of a locomotive equipped withrny apparatus; Fig. 2, a section on the line 2 2 of Fig. 1; Fig. 3, an enlarged view of a valve which I employ and taken on the line 3 3 of Fig. et; Fig. 4, a top view of said valve similar to Fig. 2, but with the parts in a different position; Fig. 5, an enlarged view of that portion of my apparatus which is externally acted upon by a set signal and showing the method of quickly replacing the same if broken; Fig. 6, a similar view Serial Ilo-'205449. (No model.)

taken at right angles to Fig. 5 and not in section, showing the method employed of attaching or detaching said contact portion; and

Fig. 7, an enlarged detail view of part ofthe apparatus shown in Fig. 1';

In' the drawings forming part of this specification I have shown a cab a-ofa locomotive provided with the usualboiler a2, throttle'cts',"

air-brake en'gineers valve at, and Vbrake-cylinder (t5, said cylinder cfbeing provided with the usual feed-pipe as and the valve being connected with the train-line pipe'a7,main reservoir-pipe as, and exhaust-pipe e9', allin the usual manner.

Mounted upon the throttle t3-and inv connection with the latch?) thereof is a togglepiston 7), operating in a cylinder t7, which is connected,` by means of a pipe t8, to the brakecylinder a5, so that when the piston t9 of the brake-cylinder is forced outwardly bylth' compressed air of the system .part-of said air passes to the rear ofthe piston t6 and forcing the same forwardly releases and closes the throttle, and when the compressed air is eX- hausted from the brake-cylinder a5 theair is also exhaustedfrom the cylinder 67, and the throttle may be again drawn out.

. Mounted in one side of the cab a is-a cylinder c, provided' with a piston c2, which is screwed into a vertical pipe y03- and to the top of which is detachably secured a frangible cap 04,' which passes without the cab and isvadapted to be engaged and destroyed by asemaphore-arm c5, arranged along the track at any desired point, said cap c4 being hollow, as shown, and provided with a fiange on the bottom thereof resting upon the top of an enlarged portion of the vertical pipe c3 and held thereon by means of a metal cap c6, provided with vertical and inclined slots adapted to engage pins o7 on the vertical pipe c3.

pipe d3, while the cylinder l has no commu.

nication with any air-supply, and the vertical pipe c3 is provided with a slot di, which is normally within the cylinder cl2, and by this means when the train line air pipe a7 is charged with air the vertical pipe c3 and cap c4 are also charged or lled with air under pressure when in their normal position; but if the vertical pipe c3 be lowered so that the slot d* is within the cylinder d it will be seen that the vertical pipe 03 is out of communication with the trainline air-pipe and the cap c4 may be removed or replaced without loss of the air in the trainline air-pipe. y

The piston 02 is normally held in its uppermost position by means of a strong spring e,

and communicating with the cylinder c above the piston c2 is a pipe e2, which communicates with the boiler or steam-supply through a valve e3, the lever of said valve having a segmental ratchet e on one side and being also provided with a latch or locking device e5, and the segmental ratchet e4 engages a rack e64 on a slide-bar e7, operating in guides es to the rear of and in line with the throttle a3, said throttle being provided with a pin f, which normally passes through openings f 2 in the guides es and f3 in the slide-bar e7, and it will be seen that before the valve e3 can be operated the throttle a3 must be closed, and when said valvehandle is operated the slide-bar is moved inwardly and, the openings f2 and f3 no longer registering, the pin f cannot pass therethrough and the throttle cannot be drawn out until the valve is again closed.

Connected with the cylinder c at any desired point is a pipe L, with which is connected a whistle 712, preferably placed where the fireman can hear it, and in operative connection with the vertical pipe c3 is a time-recorder k3.

When the locomotive is in motion and the parts of my apparatus are in the operative position (shown in Figs. l and 2) and a signal 05 lis set, the frangible cap c4 coming in contact with said signal is broken, and this cap and the pipe 03 being in direct communication with the train-line air-pipe the air under pressure in said train-line air-pipe is allowed to escape and the brakes are set, and when the air under pressure enters the brake-cylinder a5 part thereof passes to the cylinder 67, and, forcing out the piston thereof, as previously described, the throttle is closed, the steam-supply cut Off, and the train brought to a standstill.

If the engineer sees the signal and for any reason decides to pass the same, he releases the latch e5 of the valve '63, closes the throttle, and opens the said valve, at which time the steam rushes to the cylinder c, forces down the piston 02 thereof, thereby lowering the frangible cap c* out of operative position, and at the same time blows the whistle h2, thereby warning the fireman that a signal is being passed and indicates the time of such operation on the recorder h3, and it will be understood that the diameter of the pipe L is much less than that of the pipe e2, thereby permitting the operation of the piston c, and the slide-bar e7 having been driven inwardly by the operation of the valve e3 the throttle cannot again be opened until the valve ei is closed and the cap c* again placed in operative position by the spring e.

If the engineer did not see the signal and the cap c4 was destroyed and the train stopped, he operates the valve e3, which lowers the pipe c3 so that the slot di therein is within the cylinder d, which prevents the further escape of air from the train-line air-pipe and permits of the insertion of a new cap c* by simply turning the cap c6 and removing the same from the pipe c3 and returning the same when a new cap o* is in position, after which he closes the valve es, and the parts return to their normal position. It will therefore be seen that the train is automatically stopped if the engineer fails to see the set signal, the apparatus warns the fireman, locks the throttle in a closed position, and registers the time of such operation if he decides to pass the signal, and, because of the simplicity of the construction, permits of the rapid and easy substitution of a new frangible cap if one be broken.

My apparatus is simple in construction and operation, well adapted for the purpose for which it is intended, and comparatively'inexpensive, and various 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-- l. In an apparatus of the class described, a closure device in communication with the airbrake pipes of a locomotive, devices for moving said closure device out of operative position and means for preventing loss of air from said pipes when said closure device is removed from its operative position` substantially as shown and described.

2. In an apparatus of the class described, a closure device in communication with the airbrake pipes of a locomotive, devices for moving said closure device out of operative position and means for removing and replacing said closure device without loss of air from said pipes, substantially as shown and described.

3. In an apparatus of the class described, a vertically-movable pipe in communication with the air-brake pipes of a locomotive, a frangible cap on the end of said vertically- IOO IIO

movable pipe, an enlarged member on the end l of said last-named pipe, a metal cap sliding thereover and between which and said lastnamed pipe said frangible cap is adapted to be held, lugs on the side of said enlarged member, and vertical and inclined slots in said metal cap engaging said lugs and holding said enlarged member, frangible cap and metal cap together, substantially as shown and described.

4. In a safety apparatus, a vertically-movable pipe in communication with the air-brake pipes of a locomotive, a closure device on the end thereof adapted to be externally struck, a piston on the bottom of said pipe, a cylinder in which said piston operates, a pipe communicating said cylinder with the steam-supply of said locomotive, a valve interposed in said pipe and means for locking said valve, substantially as shown and described.

5. In a safety apparatus for locomotives, a cylinder, a piston therein, a pipe on said piston in communication With the air-brake pipes of said locomotive, a supplemental pipe communicating said cylinder with the steam-supply of said locomotive, a valve in said lastnamed pipe and a whistle connected With said cylinder,substantially as shown and described.

6. In a safety apparatus for locomotives, a vertical pipe, a closure device on the end thereof, devices at the other end of said pipe for moving the same vertically, a cylinder about said pipe, a supplemental pipe connecting said cylinder With the train-line air-pipe of said locomotive, a supplemental air-tight cylinder below said first-named cylinder and about said vertical pipe, a slot'in said vertical pipe communicating with said first-named cylinder, normally, and means for moving said vertical pipe so the said slot communicates With said air-tight cylinder, substantially as shown and described.

7. In a safety apparatus for locomotives, a brake-cylinder in communication With the airbrake system of said locomotive and means connected with said brake-cylinder for closing the throttle of said locomotive When said brake-cylinder is operated, comprising a cylinder, a piston therein, adapted to bear against said throttle and a pipe communicating said cylinder With said brake-cylinder, substantially as shown and described.

8. In a safety apparatus for locomotives, a pipe in communication with the airbrake pipes of said locomotive, a closure device on the outer end thereof and means for removing said closure device from operative position, said means being operative only when the throttle is closed and adapted to lock said throttle in a closed position when said closure device is moved from its operative position, substantially as shown and described.

9. In a safety apparatus for locomotives, a

the steam-supply of said locomotive, a valve in said supplemental pipe, a throttle, a slide adjacent thereto, guides for said slide, openings in said guides registering With each other, through which said pin passes, an opening in said slide registering with said first-named openings When in normal position, devices connected With said valve-handle for-operating said slide and means for locking said valvehandle in position, substantially as shown and described. f

11. In a safety apparatus for locomotives, a I

frangible cap in communication With the airbrale pipes of said locomotive, devices connected with the steam-supply of said locomotive for moving said cap from its operative position, a time-recorder in operative connection with said cap, a spring keeping said cap normally in operative position, a Whistle indicating when said cap is out of its normal position, an external signal for destroying said frangible cap and thereby setting said air-brakes and means for closing said throttle when said air-brakes are operated, substantially as shown and described.

12. In a safety apparatus for locomotives, an air-tight cylinder in communication With the air-brake pipes of said locomotive, a longitudinally-movable kpipe therein one end of which is permanently sealed, a closure device on the other end thereof, an opening in said pipe communicating with the air in said cylinder and means for removing said pipe out of communication with said cylinder, substantially as shown and described.

13. In an apparatus of the class described, a throttle, a pin thereon, a slide, guides therefor, openings in said slide and said guides normally registering With each other and through Which said pin is adapted to pass, anda valvehandle the operation of which operates said slide, substantially as shown and described.

In testimony that I claim the foregoing as my invention Ihave signed my name, in presence of the subscribing Witnesses, this 28th day of April, 1904.

JOHN BARBERIE.

Witnesses:

M. KELLER, WM. H. J UTsUM.

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