US845727A - Safety device for railroads. - Google Patents

Description

No 845,727. PATENTED FEB. 26, 1907 P, DBWITT & E. J. CLARKE. SAFETY DEVICE FOR- RAILROADS.

APPLICATION FILED BAR. 10, 1906.

3 SHEETS-SHEET 1 s R w A 1 \k Q v0 m Mf M M r 9 w u v s N o k\ PATENI'ED FEB. 26, 1907.

P. DEWITT dz E. J. CLARKE. SAFETY DBVIGE FOR RAILROADS.

APPLICATION FILED MAR. 10. 1906.

3 SHEETS-SHEET 2.

l VVE V705 s Z56 admit? ,Mw lib 1/! 1 I V/ TNESS Io. 845,727. PATENTED FEB. 251907.

P. DEWITT & E. JJCLABKB. SAFETY DEVICE FOR RAILROADS.

APPLICATION FILED MAR. 10, 1906.

3 SHEETS-SHEET 3.

ticularly to' one PnILIr DEWITI AND EDWARD J. CLARKE, OF SCRANTON,

PEN N SYLVANIA.

SAFETY DEV ICE Lackawanna and State of Pennsylvania,

have inventedcertain new and useful Imrovements in' Safety Devices for Railroads, of which the following is a specification, reference being bad therein to the accompanying drawing. 7 p

Ourinvention relates to improvements in safety devices for railroads, and more par by means of which a train I may be automatically stopped whenever a danger, or whenever it is desired to stop a train at a certain point either regularly or in y switch is improperly set or the target of a semaphore or other signal is set to indicate a case of emergency.

One object ofthe invention is to provide a simple and practical device or apparatus of this characterwhich when operated will simultaneously actuate the locomotive throttle-lever to'close the throttle-valve, actuate orother persons.

the engineers brake-valve to apply the airand sound a whistle or brakes on the train the engineer, trainmen,

other signal to warn Another object of the invention is to'provide a device or apparatus of this character with means for automatically resetting its arts aftereach operation. I f \Vith the above and'other objects, which will appear as the nature of our invention is better understood, are accomplished by the construction illustrated in the accompanying drawings, in whichtudinal sectional view t a sectional view throng .rnam cylinder.

. view through a latch shown n Figure 1 is a diagrammatic view of our improved safety device or a paratus. Fig.- 2 is the operating or Fi 3 1s a side elevation of the throttle-valve Fever. Fig. 4 is a longihrough the same. Fig. 5 is a sectional view trolling air-valve. view' through the dog or block upon the chain for operating the throttle-valve lever.-

Fig. 7 is a detail vertical transverse sectional ortion of a locomotiveframe, showing t e swinging latch device.

' Fig. 8 is a longitudinal sectional view of the stationary trip device and the parts of the Fig. 9 is a tolp plan ig. 10

Fig. 7.

view of the stationary trip device.

Specification of Letters Patent. Application filed March 10, 1906. Serial Nb. 305,314.

through the con Fig. 6, is a detail sectional FOR RAH-ROADS.

l is an end-view of a portable trip device, show ing it in an operative fposition; and Fig. 11 is a perspective view o vice.

The present embodiment of our invention is adapted for use upon a steamlocomotive, and in the drawings the numeral 1 denotes the usual throttle-lever, pivoted at2 and having the valve rod or stem 3 connected to it. Said lever is-locked in an adjusted position by the usual slidingdog or awl 4, which is forced into engagement with the segmental rack 5 by a' spring and is disengaged ly a pivoted hand iece (not shown) mounted upon the handle end of the lever in the usual manner. The lever is actuated by the movement of the piston 6 in a fluid-pressure is also adapted ,to actuate the usual engineers valve 8 of the. air-brake system upon the train to move said valve from its running position to its service-stop position, so that the motive power is cut off and the brakesapplied at practically the same time.

The stem 9 of the engineers valve carries a sprocket-wheel 10, to which is attached one end of a sprocket-chain 11,-which passes around a guide-wheel 12, through grooved rollers 13 and 14-upon the throttle-lever '1, and has its other endattached to the rod 15 of the. piston 6. The chain 11 has adjustably secured upon it, by means of set-screws 16, a spreading-dog or wedge-shaped bloel. 17, WhlCh is adapted to enter between the rollers 13 and 14 to first force them apart .to

disehgage the dog or pawl 4 from the rack 5 chain as the iston moves in the cylinder 7.

As shown in Figs. 3 and 4, the journal 18 of the roller 13 is fixed to the lever 1 and projects through a slot in a rod 19, which has fixed to it-the dog or pawl 4 and the journal 20 of the other roller 14. The journal 20 has one of its-ends projecting through a slot in the lever 1, and the dog orpawl 4 also carries a pin or stud 21, which. projects through a slot in the lever 1, so the said parts will be retained upon the lever and guided in their sliding movement. It will be seen that when the wedge-block tween the rollers 13 and 14 the rod 19 will be shiited to move the dog or pawl 4 against the tension of its actuating-spring and out of engagement with the rack 5 or the purandto then cause the lever to move with the Patented Feb. 26, 1907..

the portable trip de- V -c linder 7, and the movement of said piston or dog 17 is forced heuse @of releasing the lever and permiting it to be shifted to close the throttle-valve.

The piston 6 may be actuated by fluidressure t'rom any source; but we preferably employ compressed air and take itirom the usual train-pipe 22 of the air-brake system. A pipe or conductor 23 leads from the train-pipe to end or the cyliinler 1, through which the piston-rod extends, a smilingbox 24 being provided ior said rod to prevent the escape or air, and in said pipe 23 is provided a controlling-valve 25. The latter, as shown in Fig. 5, is in the form or a rotary plug adapted to turn in a casing 26, in which is Iormed a relief-port or vent 27. This plug-valve 25 is formed with a large trans verse port 28 and a small angular reliei-port 29, which parts are so-arranged that when the valve is in one of its two positions the compressed air can pass through the pipe 23 from the train-pipe 22 to the cylinder 7, and when in the other of itsv two positions said pipe 23 will be closed and the reliei-port 29 will be brought into alinement with that branch of the pipe 23 which leads to the cylinder, so that the air in the latter may escape slowly through said valve and the port 27in its casing. The latter is the normal position oi the valve, and this relief is thus provided to enable the piston to be returned to its -normal position after each operation and to enable the throttle-lever and the engineers valve to be operated with out interi'erence from the attachments upon them. It will be observed that this mature and the provision of. the chain or flexible connection 11 will permit the throttle-lever to be operated in the usual manner both before and after the device is operated and that the engineers' valve may be shilted to its :emergency position a;ter having been moved to its service-stop position by the operation of--the invention. The valve 25 has upon its stem 8. crank-arm 30, which is loosely connected to a movable operating rod or element 31, suitably mounted upon the locomotive. Said rod 31 is operated by mechanism hereinafter described, mounted upon the locomotive, and in turn operated by trip or cam devices suitably located along the track traveled by the locomotive or other motor-vehicle upon which the controlling apparatus is mounted. Suitable means hereina ter set forth is also provided for automatically returning the valve to its normal position, which position is shown in Fig. 5.. The movement of the piston 6 under tlze actionof the compressed air admitted into one end of the cylinder 7 is cushioned by a screw or needle valve 32, provided in a relief- )ort or vent 33, located in the opposite end of the cylinder.

In order to notify the engineer or other atis danger and that the apparatus has been operated, we

be of any provide a suitable alarm or signal for this purpose. This alarm or signal device may description; but we preferably employ a whistle 34 of well-known lorm and located at a suitable point upon the cylinder 7, so that it will be sounded by the compressed air in said cylinder when the passes the inlet 35 or said whistle. When piston located as shown in Fig.2, it will be sounded shortly before the piston reaches the limit or its stroke and a.ter the throttle-lever and engineers valve have been operated.

ln order to reset thevalve or return it to its normal position. we prclerably employ a cylinder 36, in which its sliding piston 37 is actuated by compressed air or other fluid under pressure. As shown, it is operated. by compressed air admitted into one end 01' its cylinder through a pipe 38, leading irom the cylinder 7. Said pipe 38 opens into the cylinder 7 adjacent to its outer end, so that the compressed air is not admitted through said pipe until-the piston 6 reaches the limit or its outward mpvement. The rod 39 or the piston 37 extends parallel with the rod or element 31 and is connected thereto .10! operation there ith by a bracket or arm 40 or by any other suitable means.

The means or mechanism for operating the rod 31, and hence the controlling -airvalve '25, comprises a swinging latch -11, a gravity-bolt 42, and a lever 43. The latter is pivoted at 44 and is, as shown, connected to the rod or element 31 by a bell-crank 45, which has slot-and-pin connections between its arms and the adjacent ends of the lever 43 and the, rod 31. The other arm of the lever 43 is weighted, as at 46, and suitably connected to the upper end of the bolt 42. Said bolt slides vertically in suitable guides 48 and has at its lower end a notch or seat 49. The bolt 42 is adapted 'to be forced downwardly by the weighted lever 43, and it is suspended in its elevated or normal position (shown in Fig. 1) bythelatch 41, which has on its short upper end or arm a roller 50 to engage the seat 4). Said latch is secured to a transverse shaft 51, journaled in suitable bearings, upon the under side of thc locomo tive-franre, so that itslong arm, which carlies a roller 52, hangs downwardly in the path of suitable operating devices located along the track. \Vhen the latch engages one of said 0 crating devices, it is swung to the position shown iii-Fig. 7, so that its roller 50 leaves the seat 49 in the bolt 42 and permits the latter to drop under the action of the weighted lever 43, as shown in said figure. The movement of the lever 43, will, through the bell-crank 45, be imparted to the rod or bar 31. r v

The track device 53 (shown in Figs. 1., S, and'9 of the drawings) for operating the latch 41 comprises a pair of loi-tgitntliuullyd sposed toggle levers o arms 5t and 55,

mounted upon a base 56, secured upon cross- 1 trips or operating dcvices,.33 (is is operated or ties adjacent iOiliE track-rails. The lever 54 has a fixed pivot in the base, and the lever 55 is pivotally connected to a cross-head which slides in guides in the base and has pivoted to it one of two telescoping casing sections or members 57 and 58, which inclose agd are connected by a coil-spring 59.,- These casing members have a slot-and-piii guide connection 60 with each other, and the member 58 is connected to a: crank 61 upon one end of a shaft mounted in said base and having on its opposite end a sprocket-wheel 6;.

The latter is engaged by a sprocket-chain 63, having its ends connected to wires 64, which lead to two arms of a bell-crank 65, the third arm of which latter is connected to a switchpoint- 6% in the track 67, over which the locomotive travels. It will be seen-upon refer ence to Fig. lthat when the switch-point is thrown'so that the siding is open, or so that an oncoming trainwould pass upon the wrong track, the toggle- levers 54 and 55 will assume their angular position, (shown in said figure,)

so that they will project into the path of the latch 41 and actuate the latter, and that when the switch is in its closed or proper position said levers 54 and 55 will assume a position parall l to the base 56 and will not project into the path of said latch. The latter position is the normal one, as will be understood. The spring 59 is sufficiently still. to hold the levers in their angular positions, so

i that they actuate the latch without regard to the direction in which the train is passing, but at the same time relieves the parts of the shock and strain caused by the impact of the latch upon the rapidly-moving train. The device 53, or any other device for the same purpose,;na.y be actuated by connectionswith the automatic signal a paratus of railroads, by manually-operated evices, orby any other means, so that the locomotive or train may be stopped automatically under an circumstances or condition.

. In Figs. 10 and 11 of the drawings we have shown a portable operating device or trip 68, designed to serve the same oiiice as the device 53. It is made portable to enable it to be carried by flagnien, trainmen, or others, and quickly placed in position along a track so as to automatically stop an approaching train which is in danger. It comprises a triangular-shaped cam 69, having upon its bottom spurs to enter the cross-tie on which it is placed, and pivoted foldable hookarms 71 to engage a track-rail, as shown iii Fig. 9.

The operation oi the invention is as follows: Assuming the parts of the apparatus upon the locoi iot-ive to be in their normal position (shown in Fig. l) and.the locomotive to.be moving in the direction indicated by the arrow in said figure, when it is desired to automatically stop the train one of the and swing the enginccns valve to the "scrv-- ice-stop position, as previously explained.

The continued movement of the piston (3 ill admit air to the whistle 3i and sound the same and linally admit air through pipe i into the cylinder 36 to return its piston to its i i I i l l 1 normal position to close the air-valve 25 and also reset the lever -13, bolt 42, and latch 41, as will be readily understood.

\Yhilc wo'liavc shown and described the preferred embodiment of the invention, it will be understood that we do not. wish to be limited to the precise showing herein set forth, since vaiious changes in the form, proportion, and the ininordetails of construction may be resorted to without departing from the spi.it or sacrificing any of the advantages of the inv iitlJli.

Having thus described our said invention, what we claim as new, and desire to secure by Letters Patent of the United States, is-

' In an automatic train-controlling rip-- controlling means, and fluid-pressure-open.

ating means for automatically resetting the first-mentioned opera ting means.

3. In an automatic train-controlling apparatus, the combination of means for controlling the motive power, means for controlling the brake system, a fluid-pressure cylindcr, a piston in the latter for operating said motive-power and brake-system controlling means, a valve for controlling the operation of said piston, means for actuating said valve, and means for automatically returning said valve and its actuating means to their normal positions.

4. In an automatic train-controlling apparatus, the combination of means for controlling the motive power, means for controlhug the brake system, a fluid-pressure cylindcr, a piston in the latter for operating said motive-power and brake-system controlling means, a valve for controljing the operation of said piston, a self-actuatcd operating trolling means, avalve BEST AVAILABLE 60?? means for said valve, a latch for holdingsaid valve-operating means against movement,

movement, a second fluid-pressure cylinder,- latter for resettlng said' and a piston in the valve and its operating means.

6. In an automatic train-controlling'ap paratus, the combination of means for controlling themotive power, means for eontrolling the brake system, a fluid-pressure cylinder, a piston in the latter'for operating said niotive-power .and brake-system controlling means, a valve for controlling the inlet and outlet of a fluid under pressure to and from one end of said cylinder, and means for operat ing said valve.

7. In an automatic train-controlling ziparatus the combination of means for controlling the motive power, means 'for controlling the brake' system, a fluid-pressure cylinder, a piston in the latter for operating said motive-power and brake-system controlling means, a valve for controlling the inlet and outlet of a fluid under pressure to and from one end of said cylinder, means for actuating said valve in one direction, and means for automatically returning said valve to its original position.

S. In an apparatus of the character described,. the combination ofineans for con troiling the motive power of the vehicle. means for controlling the brake system of the vehicle, a fluid-pressurecylinder. a piston th rein, and-a flexible conneclionbetween said piston and the motive-lwwer and brake-5 t'-lll1 controllht-g means.

9. In apparatus of the character described. the combination of n llli' flll ltvll', n-n engineer's i).":'.l(t'\'t;l' .'t, nice 'j-s'i'or locking said throtiie-lcvcr, an operating element. dexible connection between said clement r "d said 'alvc, an unlocking means for said ll'Ytz' and carried thereby, and a wedge or cnm device upon said connection for succe s-i\'ei actuating said leyer-unlocking means and said ici'er.

,of said stcond cylinder, at

connection for successively actuating said dog-operating means and said lever.

11. In an apparatus of the character described, the combination, with means for controlling the motive power and the brake system of a motor-vehicle, of an actuating element for said means, a weighted lever con'' nected to said element, a sliding bolt actuated by said lever, and aswinging latch for holding said bolt retracted.

12. In an apparatus of the character. de-' scribed, the combination, with means for'controlling the motive power and the brake.

system of a motor-vehicle, ,of an actuating element for said means, a weighted lever connected to said element, -a sliding bolt actnated by said lever, a swinging latch having one end engaged with sald bolt,ime'ans for tripping said latch; and meansfor resetting ..tl:e same.

13. In an apparatus of the character described, the combination of means for con trolling the motive power and the brake system of a motor-vehicle, a'fluid-pressure 0 1 inder, a piston therein for actuating salt means, a second fluid-pressure. cylinder, a

iston in the latter, a pipe between one end of the first-mentioned cylinder and one end of said second cylinder, :1 viilvc for.controlling the admi sion and exhaustion of a fluid under pressure to and from the other end of the first cvlinder, an operatingclement, a connection between said clement and said 'alve, and a connection between said cle ment and the piston in said second cylinder.

14. In an'ap mrntns of the-character de-' scribed, the combination of-means for controlling the motive power and the brake sys tem of a motor-vehicle, a fluid-pressure c vlinder, a piston therein for actuating said means a second fluid-pressure cylinder, a piston in the latter, a pipe between one end of the first-nn-ntioncd cylinder and one end valve for controlling the ndmirfsion and exhaustion of a lluid under pressure-to and from the other end of tlufirst cylindcr.

second cylinder. :1 self-actuated operating means for tlld t'lt'illtlll, and a latch for holdingsnid st lf-actuntt d eiptratingmeans againstnn opt-rating clement con-' m-ctcd to said valve and the piston of said loo latch having antifriction tween said element and said valve and piston in the second cylinder, a weighted lever connected to said element, a sliding bolt hav-' ing a seat in its bottom and its-upper end connected to said lever,. and a swinging. devices in its ends, said device in its upper end engage the seat in said bolt.

It. A trip device of the character described comprising toggilg levei's', an operating element, and an tic connection between said element'and one of said levers. 17. A trip' device. of the character described comprising ogglelevers, a rotaryl element actuated by tiswitch or the like and a connection between said element and one of said togglelev'ers comprising telescoping membersand a-spring between said mem- 18. A trip device of the characten. described comprising .a base, a pair of togglelevers, one of the latter being pivoted upon being adapted to said base and the other having a sliding con nection therewith, a shaft having a crankarm, and a connection between said crankarm and said sliding end of the toggle-lever, said connection comprising telescoping members, and a coil-spring between sai members.

1 9." A ortable trip device of the character describe comprising a cam-body, a spur upon the same to enter a cross-tie, and an arm upon said body: to engage a track-rail.

20. A ortablc trip device of the character described comprising a cam-body, a spur upon the same to enter a (.ZI'OSSUE, and a folding arm pivoted upon saidbody for enga ement with track-rail.

in testimony'whereof we hereunto affix our signatures in presence of two witnesses.

PHILIP DEWI'IT. EDWD. J. CLARKE.

Witnesses: G130. W. BUcKNAia- Hba'roN E. KIMBLE.

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