US813887A - Train-controlling device. - Google Patents

Description

em 0 9 1 7 2 am E F D E T N E T A P E G R E B N E D R A H C T. 7 00 W 3 1 8 an N TRAIN CONTROLLING DEVICE.

APPLIGATION FILED HAY29.1905.

2 BHETSSHEET 1,

i? luv (2 21 6011 @W 'i fJ ZmA No. 813,887. PATENTED FEB. 27, 1906. J. C. HARDBNBERGH.

TRAIN CONTROLLING DEVICE.

APPLIUATIGN mum KAYQB. 1905.

2 SHEETS-SHEET 2.

7 1 31: 11 e J fdg In 11 72 250 11 M, ewam TRAtN-CONTROLLING DEVICE.

Specification of Letters Patent. Patented Feb. 27. 1966.

t Apblicatiou filed May 29, 1905. Serial No. 252.710.

1' (1'- n'lmm H mm mum-rm l My trip rnnsists uf n spring-metal hat A,

Be it. knuwn that I, Join: t. liutntixhent intnashape n'esentin annpwarithuige 55 BERG", a eitizen of the lnitetl States, resitl- I aml hent-nmler le sv as t 1e appruximateiy .j, ing at (le\'ehintt, in the emmty uf (uyahnga elli )tiealerdiamnmnhape. (Shnwn in Figsi 5 anti State ttf-()llit), have invented a eertain atnl 2.) 'iliespring-lmris prel'emhlyllat h ate: and useful lniprm'ement in flruin-(unlure bending At the base of its legs a are 7 tj'nlling Devices. 01' whit-h the fullnwing is a inwartlly-prnjerting feet a, by which it is se- 6o ht; i'li an-anil exaet tleseriptiun, referenee (lll'ttl tu a ilnte l1, whieh rest npnn and is being had In the aremnmmytng drawings. seenteil to the ties t. Suitable sluts a in the, t 'lhe uhjeetuf thisim'entiun is In m vitle 11 feet a ail w the trip tn he adjusted in posi; 7 very pimple and ell'eetive device in aptetl to V tiun. 'lhe tetnlenev 0f the spring action of ,heluratetl at tlesitieil pnint alung a railwaythe tripis tn rause it to assume the position 65 ,traek tn-autmnatieally signal the engineer nr shuwn in Fig. "3 me that uf the left-hand trip strip the .train. v t in Fig. 1. it; this {)Uxilinl! the trip pro'ects I My device is ennneeteil with a hluek-signal up smnewhat intu t ie path of the )ilnto the Qey'stem either in tltltlilit ll tn the semaphures lueunmtire. 'Ihe pilut l) preferalily carries rpifasa-suhstitntefnrthein, lt isarrangeil tu an t he umler Sltit nt its point a )ltliQ d, in 70 'ilitll is jmtrnaletl a roller (1. his allows the pilut to pass easily are! the trip. thetri living therehy depressed and springin" hack 'ttlsilitltt after the pilnt has passe Beiiitnl the pilnt at shale suitable pninflm" 75 tii'Oe thrown to idle pnsitinn from the st naltmver whenever the signal is at safety. 2g Il'he v invention eunsists in a very simple ,;.-:priiig-trip, hereinafter more fully ilesrrilietl, I '-\\,{il:itil isiueateti between the railsatttl isatlapb zs the ht'ake.

3 is a ruck-Shaft arranged with an arm an that {lethtustantl it! the path at a lever tilt the let-nunitivewhieh uperates the signal ut applies (m'iperattng with the spltttgflttp nmt-u'e, whit-h the trip pet-ates.

i into the lueunmtive is a ilepemling arm 12 whtch" is arranged ta autmnatieally apply the brake, tit tnnperate a -\ignal in the eahantl tuinitiate any nther nperatiuns whieh may he desired the spring mav he drawn (town and held at This arm depends sutlieiently'su that the trig 8o ,=itllt; pusittun wheneversafety"'is iniliraletl. when in its elevated pnsitinn is in its pat My trips are designed tn itt.[)lttt'(tl lmth nt tllttl engages the arm as the hicmnutive passes theilmwer-simtal Illlll at the tttltlitttttll') 'siguver the trip. 'lhi:-- engagement swings the nail, tlllli lilt lever whieh' the trip. "pi-rates is arm In apply the hrake urgivea signal.

also nntlertlteeunlrul ulthe engineer, an that 'lu. him the. trip inn n-i'alive, I provide a 85 if the eautimuu'y signalapplies the brake the. melt-shaft l muitahly jnuraaled iarallel with engineet ran thrmrit nll', simply ttfltltlttg in the th s whieh earn the Hit. In its inner .the' .llesitahie slat'kening at speed. elnl this reek-shaft has a huu 'e'tl armfiwlnch lnthe'tlrawings, l ie'ure I l b'il sitlt. eie't'atimt extends llltfnttgil a shit in almr "Ede ending i i" a traek equippeti with my derive aml from the upper piate ut the trip. 'l M: gate? 90 ehnwing an appmaehing let-emotive. in ea of the rnek-shatt F is IIUVItlP d with it" this figure the wlnaphhres are turned at right. 'stntahle wank-arm f. lien thie crank- 4 angles tn their real puitiuns l'm emtvenienee arm I is tntn'etl m the pruper direction, (it)- ltfllitttilt'lttitltt. 'lhetrip nearest-the luenlnowart the right tn Figs. 1 and 2,) the iltmliflS tive corresponds to the einitiaaarv signal and swung tn tlraw ihiwathe trip into .ltllO posi- 5 the'ene farther'izi aitxaneetherenltn illttllll1- "GIL (Shown at' the right-hand end of Fig. ger-signnl; the eautiunary trip being shown l.) The lmr a is;alutte l so that the trip as in attive pnsitiun atnl the danger-trip as may he riept'er-seil in the nlut wtthunt:int/erinaetive, thetlanger-signal hein at safety. tel-mg with the huuh f. t will thus he ap- Fig. .3 is a perspeetive view of the trip and its parent that a inn-e up )llttl to the (rank-amt too uperative rueleshal't assueiateil with a sigt mm draw the tr: i awn tutu nlle pusttmn nal. Fig. 3 is a plan nl the track, shuwing a tllltl lttiitl it there, w tile in the nhseneenf such )ilut. of an ap n'unt'hittg lnemnutiye. Fig. -t artnm the trip statnlsietnly to engage the. Isa hut-tum p an uf stteh pilut. Fig. 5 is a arm t'lelanyapprmichtuglet-manure. lthi'apeetive view (if the air-valve an the luee- 'lhe rennet-tum fi'unt the arm j'i which :05

rectly to the signal-tower, the trip taking the place of thrordinary semaphore, or the semaphore may still be employed and the crankarm f simply coupled to it, the same rod or wire operating them both. .This is the installation shown in the drawings. In Fig. l, G represents the distant or cautionary semaphore, and G the dangewsemaphore. In *ig. 2 either semaphore is indicated by G. The blades of these semaphores may be counterweighted to cause them to normallv stand at active position. A wire 9 may lead down ward therefrom to the crank f and from the same crank a wire 9 may lead to the signaltower. This is simpl r illustrative of any convenient coupling 0 the operative mechanism of the trip and semaphore. When so cou led, whenever the sema hore is set at sa et the trip is idle, an whenever the semap ore is active the trip is also active.

In Fig. 5 the arm E on the locomotive, which enga es the trip, is mounted loosely on the shank o avalve-plug e. A ratchet-wheel e is ri id with this shank, while a springpressed pawl e is secured to the arm E. By this means an actuation of the arm gives the valve-plug a partial rotation, and when the arm d'rops back the plu is left undisturbed. The return movement 0 the arm being idle, the arm may be so arranged that every alternate movement of it opens the air-pipe to a ply the brake or-operate a cab-signal. shown in the drawin s, there are eight teeth to the ratchet e, and the plug e is arranged with four openings. When any of these openings re ister with the corresponding 0 ening in t e valve-casin the brake is app ied or the signal operatei In the four intermediate positions the pipe is closed. A suitable connection, as a wire H, runs from the arm E up into the cab. When the arm E encounters the cautionary tri it is moved thereby to em the pipe whic may apply the brake. hen the engineer by sim Iy pulling on the wire I-I turns the plug anot er notch, which closes the pipe, releasing the brake or shutting oi? the signal. By means of this cautionary trip the engineer is notified to run under control, but is allowed to roceed without sto ping his locomotive, w ich is a decidedly a vantageous feature, saving much time. If desired,'the valve-plug a may be so arran ed that at the cautionary oints it directs t e air to the engineersw istle, while at the danger-points it applies the brake directly.

By my system no derailing-switchis necessaryat railroad-crossings, for my trip automatically stops the train. With my invention the engineer may feel absolutely safe in approaching a railroad crossing or switches even in a thick fog and at high speed.

I claim- 1. The combination of a spring-bar having a air of supporting-legs rigidly secured to rai road-ties, and means on the locomotive adapted to engage the upper surface of said bar, and means for holding said bar down in idle position.

2. A springbar bent to present an upward bulge and inwardly-extending legs whereby the upper surface of the bar may be inclined upward in front of an approaching train or may be drawn down into idle position combined with a rock-shaft for drawing the bar into such idle position.

3. In a train-controlling device, the combination of a sprin -trip located at the track and an arm on t e locomotive adapted to control an air-pipe, said arm being adapted to engage the upper surface of the tri and be swung thereby and means for ben in the spring-trip downward out of the path 0 said arm.

4. In a train-controlling system, the combination of a spring-trip consisting of a bar normally bulging upwardly and having supportin -feet approachin each other, and a rock-s aft connected with said bar to draw it down to idle position, and an arm on thelocomotive adapted to engage the upper surface of the bar.

5. A trip comprising a bar of spring metal bent to present intermediately an upward bulge and having its two ends bent downwardly and inwardly for feet, there being a downwardly-ilcpcnding member on the under side of the intermediate part of the bar, and a rock-shaft engagin 1 such member to draw the trip down into idle position.

6. Ina train-controlling device, the combination of a trip located at the track and an arm on the locomotive adapted to control an air-pipe, said arm operatin to open the pi e on alternate actuations, am means under tlie control of the engineer for giving intermediate actuations to said arm.

7. In a train-controlling system, a springtrip consisting of a bar normally bulging u wardly and having Supporting feet approac 1- ing each other, and a rock-shaft connected with said bar to bend it down to idle position, combined with a semaphore and a common operating system for the semaphore and trip.

In testimony whereof I hereunto aiiix my signature in the resence of two witnesses.

JO HARDENBERGH.

Witnesses:

E. B. Guicnms'r, E. L. 'lnuus'ron.

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