US825289A

US825289A - Safety apparatus.

Info

Publication number: US825289A
Application number: US30283106A
Authority: US
Inventors: John Barberie
Original assignee: BARBERIE LOCOMOTIVE APPLIANCE Co
Current assignee: BARBERIE LOCOMOTIVE APPLIANCE Co
Priority date: 1906-02-26
Filing date: 1906-02-26
Publication date: 1906-07-10
Anticipated expiration: 1923-07-10

Description

PATBNTED JULY 10, 1906.

J. BARBERIB. SAFETY APPARATUS. APPLICATION PILED T11R26, 1906.

VENTOR Bram: Cy/indqr WITNESSES:

' ATTORNEYS adapted to contact with the destructible cap UNITED STATES JOHN BAR-BERIE, .OF BROOKLYN, N

PATENT OFFICE.

EW YORK; ASSIGNOR TO BARBERIE LOOOMOTIVE APPLIANCE OOMPAN Y, A CORPORATION OF NEW YORK.

SAFETY APPARATUS.

Specification of Letters Patent.

Patented July 10, 1906.

Application filed February 26, 1906. Serial No. 302,831-

of New York, have invented certain new and.

useful Improvements in Safety Apparatus, of which the following is a specification, taken in connection with the accompanying drawing, which forms a part of the same.

This invention relates to safety apparatus particularly adapted for application to locomotives and electrically-propelled cars.

The accompanying drawing illustrates diagrammatically the embodiment of this invention upon an electrically-propelled car.

In the illustrative embodiment of the invention shown in the drawing 1 is a track device or trip pivoted at 2 and fixed upon the road-bed to swing into and out of operative position and is usually used in connection with a semaphore. (N'ot shown.) When this semaphore is set at danger, the trip 1 is in position (shown in full lines) and -is 3, mounted upon the end of the hollow pistonrod 4., working within the cylinder 5. This cylinder is divided into two parts by the plate 6, which is firmly secured upon the interior of the cylinder by the screws or other fastening means 7. The p ston-rod 4 asses through an air-tight aperture in the p ate 6,

and its upper end carries a piston 8. In communication with a lower portion 9 of the cylinder 5 is a train-line pipe 10, within which is mounted the emergency-valve 11, which is normally seated in the position shown in full lines by the train-pipe pressure, but when properly operated in the manner hereinafter to be described movesfrom the position shown to the stops 12 12. The upper portion of the cylinder 5 is connected below the piston 8 by means of pipe 13, pipe 14, three-way valve 15,v

pipe 16, with the main reservoir 17. Pipe 13 15 also in communication with pipe 18, valve 19, and with the upper portion of the emergency brake-cylinder 20. The upper portion of cylinder 5, above the piston S, is connected by means of pipes 21 22 and three way valve 15 with the main reservoir 17 and is normally charged with air under pressure therefrom when the valve 15 is in position. (Shown in full lines.) Pipe 22 also connects with the lower portion 23 of the cylinder 20, which is also normally charged with air by means of pipe 24, This three-way valve 15 may be of any well-known type.

Within the cylinder 20 and adapted to re- ;ciprocate between the openings of

pipes

18 and 24 is mounted a piston 25, having a rod piston 25 upward away from the opening of pipe 24. The piston-rod 26 is elongated and passes though a check-cylinder 28. Mount ed upon the lower portion of the piston-rod 26 is a second piston 29,having a flap-valve 30. Oil is usually placed within this check-cylin der through the opening 31, which is closed by a cap 32.-

A part of my apparatus also includes the ordinary brake-cylinder 33, which operates the brake-shoes in the usual well-known manner. To obtain some of the fluid-pressure used in operating the brakes to simultaneously shut off the motive power when the brakes are applied, I connect pipe 34 to the brake-cylinder and at its opposite end connect it with the cylinder 35. Within this latter cylinder there is a piston 36, having a rod 37, to the outer end of which is connected a contacthead 38. Mounted within the cylinder on the opposite side from the opening of pipe 34 is a spring 39, which normally presses the contact 38 outward to complete the circuit between the wires 39 40, and it will be seen that when pressure enters the brake-cylinder 33 this c rcuit is broken by the cylinder 35. These

wires

39 and 40 are a part of the ordinary multiple-control circuit 41, which passes through the ordinary controllerboxes 42 42, which operate in a well known manner by the control-switches 43 '43. Two terminals 44 44 of this multiple-control circuit 41 are located adjacent to each other and ada ted to be electrically connected by means 0 the contact-plate 45, carried by the valve-arm 19, for the purpose hereinafter to be described. The multiple-control circuit 41 is shown broken at 46 and 47 to be connected with the master-controllers of the several cars making up the train all in a well-known manner. 3

The operation of the parts so far described is such that if the engineer or motorman fails to see the danger-signal the trip 1 will engage the destructible cap 3 as the car passes over this portion of the track and will break the same, permitting the air-pressure to escape from the train-line pipe 10 through 26 and a spring 27, which normally forces the .next block without irnsettiifiythea signal;

the lower portion 9 of'the 'cylinder'o, and thence through the hollow piston-rod 4 by means oi the 0min? This will in! mediately apply the rakes of the car in the well-known manner and cut oil the motive power by 0 crating the cylinder 35. It is often desira 1e, however, to permit the mo-v torman to pass by the danger-signal into tgrg this a plication the vertic .-movable portiono the safety apparatus the destmctibie cap, which is adapted to contact with the fixed trip 1, is raised and lowered into operative position by mechanism which will now be described.

With the in the position shown in full lines the motorm'an moves the valve 1-5 into the position shown in dotted lines,- which exhausts the pipes 21 24 and upper part of cylinder 5 and lowerpart of cylinder '20 and at the i same time permits the fiuidpreseure to how I from the main reservoir in the direction indicated by the arrows up through pipes 16, valve 15, ipe 14, ipe, 13, around into the c linder 5 neatht e piston 8 and will in an 0 times manner cause the some to move i pipe 18 throu from the position shown until the piston contacts wit the lugs 49 49. At the same time thefiuid-pressure is 0 rating to more the piston 8 a portion of t e same will flow into valve 19 into the upper portion of the cy dcr 20 above the piston 25.

1 The. pressure in this cylinder causes the pistermed 26 to move against the action of the spring 27 and in the retarding-cylinder 28 wiii force the oil contained within the same to how through the by-pass 50; The openings of this by-pass are so proportioned as to require an ap reciable interval of time to elapse, about ve or ten seconds, before the piston-rod 26 reaches its extreme downward movement, where its end 51 is adapted to contact with the head 52 of the emergencyvalve 11 and immediately open the same. When it is desired to reset the safety device, the handle of the valve 15 is moved into position, (showninfull'linesQ which exhausts the pipes 13 18 and that portion of the cylinders 5 and 20 communicating with the same and permits the air-from the main reservoir 17 to again flow through the three-way valve 15, the

pipes

22, 24, and21 to the respective portions of the cylindersfi and 20, which will cause the destructible mp3 to be lowered into a position where it is adapted to be operated by the next succeedirag trip l should the the same time the piston 25 is moved in the direction indicated by' the arrow it carries with it the piston-rod 26, the piston 29, and the flap-valve 30, which in this movement of the parts swings downward and permits the oil to pass readily through the o ening 53 into the lower portion of fthe checfi-cylinder i done, the piston-rod 4, on which is nger-signal. At

saaaee 28 without forcing the same to flow through the by-pass 50. It will be readily understood that this arrangement oi by-pass and, flap-valve retards the downward movement of the piston-rod 26 and its head 51, but per mits of the parts being readily retracted vwithout any appreciable retarding action.

In my safety apparatus,when it is desired the destructible cap 3 into an inoperativa position to escape the trip 1 there IS an appreciable interval of time before the head 51 of the iston-rod 26 contacts with the head 520'? t semergency-valve 11, due to the check-cylinder retarding the movement of this piston-rod. This is a very valuableimvalve 19 and contact piece 45 provement in the art, as it permits a motorman who has stopped his train within a short distance of the trip 1 and who desires to pass the same to do so without cutting ofi his motive power in operating his valve 155, permitting the fiui pressure to pass into the

pipes

13 and 18 and cylinders 5 and 20 in the manner previously described. When this is forced the destructible cap 3, is immediately ppwardand the piston-rod 26 and sad 51 ewise immediately start to descend. The latter, however, is retarded, as previously described so that the motorman can byhis controller-handle 43 apply power to his car, so as tosee the fixed trip'l. If he then immedimounted ate y turns the three-way valve 15 so as to exhaust pi es 13 and 18 and the respe tlive portions 0 cylinders 5 and 20,with w ch they communicate, and at the same time permit air under pressure to pass-

thro h'prpes

16, 22, 24, an 21 into the c 'nders 5 and 20, the destructible cap 3 Will be immediatel placed in position where it can be operate b the next fixed trip 1, and at the same time t e head 51 'of the piston-rod 26 will be stopped in its descent toward the head 52 of the vave be done without interrupting the control of the motive after operating the three-way valve 15 so as to raise the destructible cap 3 into its inoperativeposition the motorman applies ower to the car, permitting it to pass a'fixe stop 1, and forgets to move back the three-way valve 15 into the position shown in full lines, in about five or ten seconds the head 51 of the piston-rod 26 will contact with the emergency-valve 11 and instantly bring the train to a full stop, and at the same time fluidressure will pass into the brake-cylinder 33 wer of the train. If, however, 7

11 and retracted,'all of which will Y 1n the well-known manner in this art, and a portion of the samewill pass through pipe 34 tothe cylinder 35', causm move against action of t e spring 39 and move the contact-piece 38, thereby breaking the plston 36 to the electrical connection in the multi le-control circuit 41. By this construct on the motorman has full control of 1115 tram even trol continues for about sutlicient time to permit him to operate the valve 15, so as to again place the safety. apparatus into its operative position, failure to do which will, as previously pointed out, after an interval of five or ten seconds bring the train to a full stop by the opening of the emergency-valve 11 and cutting off the motive power.

If my safety tric train'of two or more means of a multiple-control circuit, the motorman leaving, say, car 1, to operate the train from what was the last car, he will first close the valve 1!) to break the connection of the upper portion of cylinder 20 with the main reservoir 17 through the pi es 14, 16, and 18. At the same time that t us is done the multiple-control circuit 41 is also interrupted by the plate45, carried by the valve 19, being moved from the contacts 44 44. The three-way valve 15 is then operated so as to place the main reservoir 17 in communication with the cylinder 5 through pipe 13. This position of the valves 15 and 19 permits of the piston 8 in the cylinder 5 being forced upward without, as is normally the case, at the same time forcing downward the piston 25 in the cylinder 20. When the 1parts are in this position, the spring 27 will cop the head 51 of the piston-rod 26 from contacting with the emergency-valve 11. This throws out of operation the safety apparatus on this car as the other safety apparatuses on other cars should have been thrown out, except the one on the car from which the train is being controlled. To operate the train from what has been the last car, the motorman must open the valve 19 so as to place the cylinder 20 in communication with the main reservoir 17 throughthe pipes 14 and 16 and three-way valve 15 and at the same time make electrical contact between the contact-pieces 44 44 of the multiple-control circuit 41 and the plate 45. The valve 15 is then operated to exhaust the

pipes

13, 14, and 18 and to place

pipes

22,21, and 24 into communication with the main reservoir, so as to permit the pressure from this reservoir forcing the destructible cap into its operative position and at the same time charging the ower portion o the cylinder 20. In this position of the parts the train is adapted to be cont-rolled from this car, itbeing readily seen that only a single safety apparatus need be lowered nto its operative position when the train is in motion and that one is upon the operatin -car.

As a c eck upon the motorman to deter mine the care with which he observes signals, I preferably blow into the destructible cap 3 or otherwise mark the same with a serial number or other means of identification, so that a'record of them can be kept. After one of these caps has been destroyed through apparatus is used in an elecfive or ten seconds, a failure of the driver to i mediately operate the three-way valve 15 carsopcrated by i caping see a signal he can imand close the valve 19, so as to move the piston-rod 4 until the openings 48 48 within the iston-rod 4 are within and closed by the xed plate 6. This prevents further escape of the fluid-pressure from the train-pipe l0 and permits of the ready application of another destructible cap in plac of the one broken without being interfered with by espressure; As soon as the brakes are set by the cap engaging with the fixed trip 1 the operator can, as previously stated, retract the piston 4 by means of three-way valve 15 and valve 19 and connections previously described and prevent the loss of more than a few pounds pressure from the train-pipe. It will thus be seen that should a train be sto )ped in a position so close to the fixed trip 1 t at the movable. portion of the safety a )paratus actually touched the fixed trip wit iout setting the brakes it is possible to(pass the trip with full control of power an that the train cannot be run for more than five or ten seconds without placing the safety apparatus in a position to automatically bring the train to a standstill iffor any reason the motornian fails to see the signal.

Having thus described my invention in connection with an electrically-propellcil ear, 9 5

to the details of which I do not desire to be limited, what I claim as new, and what it is desired to secure by Letters Patent, is set forth in the appended claims.

1. In a safety apparatus, means to actuate the safety apparatus and apply the brakes, means for placing the safety apparatus in an inoperative condition and means for insuring a limited interval of time between the movement of the safety apparatus into its inoperative condition before the application of the brakes.

2. In a safety apparatus, means to actuate the safety a )paratus and apply the brakes, means for piecing the safety apparatus into an inoperative condition and means for aplying the brakes if the safety apparatus is eft in its inoperative condition.

3. In a safety apparatus, means toactuate the safety apparatus and apply the brakes, an electric control for the supply of motive power to the car on which the safety apparatusis mounted, means for placing the safety apparatus into an inoperative condition, and for interrupting the electrical controlaftcr an interval of time.

4. In a safety apparatus adapted to set the brakes when in an operative condition, means for placing the safety apparatus into an inoperative condition so as to permit the passage of a danger-signal, and means for preventing the brakes being set until the lapse of an appreciable interval of time after the passa e of the danger-signal.

5. In a safety apparatus, a closure device ICC - means for moving said closure device out of operative condition and at the same time actuate means which will apply the brakes, and additional means for retarding the action of the aforesaid means.

6. In a safety apparatus of the class described which is normally adapted to a ply the brakes after the apparatus has een brought into its inoperative condition, means for preventing the application of the brakes for an ap reciable interval of time to (permit of the sa ety a paratus being returne to its operative con tion. V

7. In a safety apparatus adapted to set the brakes when in an operative position, means for placing the safety apparatus into an inoperative position so as to permit the passage the danger-signal, and means for preventing the brakes bein set until the lapseof an appreciable interva o the danger-signal. I

8. In a safety apparatus, adapted to be moved into and out of its operative position z 5 and when in its operative osition adapted to.

set the brakes, additiona means for setting the brakes when the safety apparatus is in its inoperative position, said second means only acting to apply the brakes after an appre ciable interval of time has elapsed after the safety apparatus has been brought into its inoperative position'.

9. In a safety apparatus, a control-circuit adapted to be interrupted u on the applica tion of the brakes, means or applying the brakes and interrupting the control-circuit.

when the safety apparatus is in its operative position and additional means for applying the brakes and interrupting the control-circuit when the'safety apparatus is in its inoperative position.

10. In a safety apparatus, a control-circuit adapted tofbe interrupted. u' on the application of the brakes, means or applying the brakes and interrupting the control-circuit when the safety apparatus is in its operative position and additional means for applying 1 the brakes andinterrupting the control-cirthe fixed trip,

cuit when the safety apparatus is in its inoperative osition, said means adapted to actuate the rakes only after an appreciable interval of time after the safety apparatus has i been brought into its inoperat ve position.

11 In a safety apparatus, a movable part, a track device, means for ablepart out of position for engagement with adapted to operate after an appreciable in-, terval of time placed in its operative position.

12. In a safety apparatus, having an operative part mounted near the track; a coacting par-t carried on the car, means for moving the coacting part out of and into position for engagement with the fixed part near the track of time after the passage.

moving the movand means to apply the brakesif the movable part is not re- -being so arranged and? and means adapted to operateafter an appreciable interval of time to apply the brakes.

upon failure to reposition-the coacting part.

13. In a safety apparatus, a track device, and a movable trip, means for moving the movable trip to and from operative position in relation to the track-device and means to a ply the brakes upon failure to reposition t e movable'trip.

14. In a safety a paratus, track device, movable trip means or'moving the same into and out of operative relation to the track de vice and means, including a retarded element for actuating the brakes upon failure to reposition the movable trip.

15. In a safety apparatus, .a track device,

a closure device in direct connection with'a train-line pipe and means for moving said closure device into and out of" relation with the track device without cutting out the mo-. tive power. 1 i

16. i In combination with a safety apparatus, a numbered or otherwise-designated destructible member for the urpose set forth.

17. In combination wit a safety, apparatus, a numbered-frangible cap for the purpose set forth.

18. In a safety apparatus, a closure device in commumcation with the air-brake pipes, means formoving said closure device out operative position and at the same time'aetuate means which will apply the brakes, and

additional means for retarding the action of the aforesaid means.

19. In a safety apparatus, a closure device,

in communication with the air-brake pipes,

means for moving said closing device out,

operative position, means for Cpreventing loss of air from said pipe when sai closure device is removed from its operative position and additional means for applying means for retarding t e action. of said lastmentioned means.

' 20. In a safety apparatus, a closure device in communication with the air-brakes, a piston, a hollow pistonqodyacylinder, meansthe brakes and mounted in the cylinder for closing the opening in-the hollow pistomrod-when the closure device is in its inoperative position, an emergency-sto'p in the train-pipe, means for operating said emergency-stop,

' 1 1% after an ,appreciable interval of'tirne after the closure-device has been brought into its lnoperativeposition. r

- t 21. Inv a safety apparatus, a control-cirmunication'with v cuit, a closure device in p the air-brakes and an emergenoy-stop in the train-pipe,--means for moving the closure deviceintoits inoperative position, means for operating the emergency-stop, means for retarding the last-mentioned means, the parts roportioned that when the closure device is brought into its inoperative position topass a signal and thereafter immediately lowered into its operative position, the meanaadapted to operassess Q3 n'iez'genoyetop will a preach the tive position and means for delaying the be broken, thereby permitting the means including a cylinder, piston and by- HUM/Ii to have perfect control of his car. pass.

- in a safety apparatus of the class de- 7 25. In a safety apparatus, including a. conc1 which is normally adapted to apply trol-cirouit, the eontrobcircuit and safety apafter the apparatus has seen paratus being mounted upon a car, a ortion 5' h into its inoperative position, means of the safety apparatus being adapteo to coeventing the appiicetion of the brakes act with a cooperating part upon the track, -vppreoiahh nterval of time to erinit means for moving a portion of the safety apt r apparatus being returne to its paratus into and out of its operative position, to condition. a valve in the train-pipe, means for o erating 4.0 In sefety apparatus, of the class dethevalve andinterru tingthe conti'o cirouit, h is normaiiy adapted to apply means for delaying t e o ening of the valve s after the apparatus has een in the train-pipe and do syin the ihtenupto its inoperative position, a 0011-. tion of the control-circuit, sai means includand means for preventing the aping a o linder, piston, and by-pass. 45

the brakes and the interim tion 26. n a safety apparatus, a track device, oi-circuit- I'or an appreoiab e .ina train-line pipe, a closure device on the end me site-r the safety apparatus has of the pipe, and means for moving the pipe tight to its inoperative eondition. and closure device into and out of relation l a safety ,apparatus mounted upon a with the track device without cutting out the s portion of which is fidlitpttiditO coaot motive power. ,iorating pert near t e tracer, means portion of the safety apparatus JOHN BARBERIE' 2 t of its operative position, a valve Witnesses:

.ipe, means to operate the valve HARRY L. DUNCAN,

e s vpsm'tus is in its inopem- ALAN M. Jonnson.

inot aotnsteitnorwil the controlopening of the valve in the train-pipe said 30