US865198A - Emergency air-brake appliance. - Google Patents

Description

No. 865,198 PATENTED SEPT. 3, 1907.

- H. W MEIGS. I

' EMERGENCY AIR BRAKE APPLIANCE. APPLICATION FILED MAR. 23, 1907.

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AITO/YNEKS H. w. MEIGSQ EMERGENCY AIR BRAKE APPLIANCE.

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'PATENTED SEPT. a; 1907.-

77VVENTOR HIRAMWMEIB s v ATTORNEYS HIRFAM w-. MEIGS, or BIRMINGHAM, A A AMA.

EEERGENGY AIR-BRAKE arrms n'cn.

Specification of'L'etters Patent.

i Patented Sept. 3, 1907.

Application no Karol! 23,1907. Serial li 364,610.

To all when} it may cmwern:

Be it known that I, HIRAM W. Mares, a citizen of the United States, and a'resident of Birmingham, in the county of J efierson and State of Alabama, have invented an Improved Emergency Air-Brake Appliance, of which the following is a, specification.

' My invention is an improvement in that class of emergency stops for railway trains in which a movable de' vice is attached to a fixed object, or structure, located alongside the track and is adapted for engagement with'an attachment 'on the locomotive, or the cars, whereby an alarm signal may be given, or air pressure in the train-be reduced so as to cause the instant application of the'brakes.

The construction, arrangement, and operation of .my invention are as'hereinafter described, and illustrated in the accompanying drawing, in which Figure 1 is a'view showing my emergency stop mechanism. applied to a' locomotive and to a signal post alongside'the track. Fig. 2 is a view of the same parts, but at right angles to theview shown in Fig. 1. Fig. 3 is a perspective view of the engaging parts of the stop mechanism which are connected respectively with atrain-pipe and a post arranged alongside the track.

A indicates, a portion of a locomotive, which is shown in rear end view in Fig- 1 and in side view in Fig. 2.

It is provided withthe usual air train-pipe 1 which, in practice, connects the locomotive withthe several cars of a train and in which air pressure is maintained to the degree required to hold the brakes off. A pipe 2 is attached to the train pipe 1 and extends vertically above the cablof the locomotive where it is provided with lateral branches 3 whose upper ends curve inward toward each other, as shown in Fig. 1. To the opposite alined ends 3 of pipes 3 isappl ied a connecting piece A which may be constructed of flexible hose .vortic alpost B,'or upon whose ends are forced over theends 3". of the air-pipes andare thus adapted to be detached when .suificient traction is applied to the attachment. It is obvious that if the pipes 4 be detached, air will escape from the pipes 3, 2, and 1 and the brakes will be instantly applied t roughout the train. In place of applying the attachment to a locomotive it may be applied to any car of a train; f I

For operating, that is, for detaching, the train-pipe xlcvice 4 and'thus causing automatic application of the brakes, I employthe following mechanism. Upon a any other suitable support, arranged alongside the track'I pivot a bar 5, the same belug arranged in a plane at right angles to the track and having at tlieendthat projects over the track a hook 6- 3-which is adapted for-engagement see Figs. 2 and ent. .The bar is shown Yiththe train=pipe attac angle,

be allowed iree in Fig. 1 by full lines-in the raised position and to cause its engagement with the device 4,it must obviously be lowered to the position shown by dotted lines Fig. 1 and by full lines Fig. 2 For'this purpose any suitable mechanism may be employed, butin this instance I show a simple hand-operated mechanism comprising a vertical rod 7, an elbow lever 8, and a horizontal' rod 9, the latter extending to any'point where it may be connected with a lever or other device to be operated by a train despatcher or sighalmanfas the case may be. and the rod 7 connects it with the shorter arm of the bar, or lever,- 5. It will be seen in Fig. 2 that the point' or free end of the book 6 is depressed, or open at a wide which will insure its engagement with the trainpipe attachment 4. In Fig. 3 the said attachment 4 is illustrated diagrammatically as detached. or torn away from the train pipes 3". The bar 5 is connected by a rod 10 with an obtuse-angle lever 11 pivoted to a bracket on the post B and in turn connected by a rod 12 with a semaphore 13, which, as usual, may be painted red and. thus adapted to serve as a danger sig- The elbow lever is pivoted to the post B nal. The dottedlines indicate the position of the semaphore when raised to give a danger signal.

It is ob vious that it is put in this position by'the same movement of the mechanism 7, 8, 9, by which the bar .5 is

lowered to the position required for engagement of its hook with the train-pipe attachment 4.. In other words, the operator at the signal station always places the pipes-5, 6, in operative position at" the same time that he shows the danger signal. not hced the danger signal and stop his train before reaching the post B, the train will. be automatically manner beioredescribed. In other words, it is thus made impossible for a train to pass a danger signal even when the engineer, from carelessness or other Thus, should an engineer brought to a stop'by release of the attachment 4 in the cause, fails to bring his train to. a standstill at the required place.

What I claim is The combinatlon'wlth a track and locomotive and a connected. with the locomotive; of an air brake system, said pipe 2 extending through the root of the loco-, motive, and having branch pipes 3 whose free ends curve inward towards each other, and a detachable :plpe section 4 which normally connects such ends, and an apparatus arranged alongside the-track, the same comprising vertical post and an arm pivoted thereto and provided at its free end with shook, which, -when the bar is swung down over the track, will engage the attachment 4 and release it from its connection, for the purpose specified.

. lllRAM W. MEIGS Witnesses:

SJ. W Huvxuig' Jno, H. Farm.

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