US871166A

US871166A - Railway signal and safety appliance.

Info

Publication number: US871166A
Application number: US36499007A
Authority: US
Inventors: George W Gerlach
Original assignee: Individual
Current assignee: Individual
Priority date: 1907-03-28
Filing date: 1907-03-28
Publication date: 1907-11-19
Anticipated expiration: 1924-11-19

Description

PATENTED NOV. '19, 1907.

G. W. GERLAGH. RAILWAY SIGNAL AND SAFETY APPLIANCE.

APPLICATION FILED MAR. 28, 1907.

3 SHEETS-SHEET 1.

No. 871,166. I PAT'ENTED NOV. 19, 1907.

G. W. GERLAGH.

RAILWAY SIGNAL AND SAFETY APPLIANCE.

APPLICATION FILED MAR- 28, 1907.

3 SHEETS-SHEET 2.

attorney:

No. 871,166. PATENTEDNOV. 19, 1907. G. W. GERLAGH. RAILWAY SIGNAL AND SAFETY APPLIANCE.

APPLICATION FILED MAR. 28, 1907.

3 SHEETS-SHEET 3.

26 27 I 6 7 r L9 A 2 3' 78 a 70 Z 2 a0 37 4 f lvitnmua indicating safety, the other danger.

is a view of the parts seen in To ollwhom it may concern:

and trip as t Fig. 5 1s a detail view of ances mounted upon the locomotive.

UNITED STATES PATENT OFFICE.

GEORGE W. GERL'AOH, OF CUMBERLAND, IOWA.

RAILWAY SIGNAL AND SAFETY APPLIANCE.

Specification of Letters Patent.

Patented Nov. 19, 1907.

Application filed March 28'. 1907. Serial No. 364.990-

Be it known that I, GEORGE W. GERLACH, a citizen of the United States, residing at (Jumberland, in the county of Cass and State of Iowa have invented certain new and useful Improvements in Railway Signals and Safety Appliances, of which the following is a specification.

This invention relates to means for controlling railway trains and to provide-for automatically shutting off motive power and setting the brakes should the engineer or other operator of a train either fail to observe the signal, or seeing the same, not heed the warning and attempt to run by a danger slgnal.

o em

the train to shut off the motive power and to bring the brakes into play.

For a full description of the invention and the merits thereof and also to acquire a knowledge of the details of construction and the means for effecting the result, reference is to be had to the following description and accompanying drawings.

Whl e the invention may be adapted to different forms and conditions by changes in the structure and minor details without departing from the spirit or essential features thereof, still the preferred embodiment is shown in the accompanying drawings, in'

which:

Figure 1 is a perspective view of a semaphore, signal an trip embodying the invention. Fig. 2 is a detail view s lowing the two ositions of the semaphore and trip, tlie one i 3 Fig. 2 as t ey a pear looking from a oint at a right angle tl iereto. Fi' 4 is a view of the semaphore the safety ap li- 6 is a view of'the parts shown in Fig; 5 when operatedto close the throttle andapply the s aft to the air valve.

brakes. Fig. '7 is a detail view of the spur ear" for transmitting motion from the trip Fig." 8 is a detail view of .the trip mechanism for actuating the trip Shaft when the parts are arranged to hold a train, the full lines showing the trip levers projected, and the dotted lines indicating ey appear when set to danger.-

{ the position of the trip levers when drawn back out of the way and secured so as not to be operated by the trip of the signal at the station or other point to be safeguarded. Fig. 9 is a view of corresponding parts as shown in Fig. 8 illustrating a modi cation.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

A post 1, or other support, such as a tower is located at one side of the track at the selected point to give warning to an approaching train of impending danger. A semaphore arm 2 is ivoted to the post or sup port 1 and is ac apted to indicate safety or danger according to its position. The sema phore arm indicated is composed of companion members transversely spaced so as to receive between them a lantern 3 for use at night. A quadrant is provided at one end of the semaphore arm and is provided with a white lens 4 and a red lens 5, the latter indicating danger and the former safety, or a clear track. These lenses register with the lantern 3 according as the semaphore is lowered or raised.

The signal is adapted to be operated from a convenient point, connections being interposed from the operating lever to the semaphore arm for transmitting motion to the l atter. As shown a bell crank 6 pivoted to the post or support 1, has one arm connected by rod 7 to the sema hore arm and its other arm connected by rod 8 to one end of a lever 9 pivoted to a post 10, a rod 11 extending from the other end of the lever 9 to any convenient point. A trip 12 is pivoted between its ends to the post or support 1 and has a slot 13 at one end to receive a pin or fastening 14 by means of'which connection is had between the bar or rod'7 and the said trip, whereby the trip and semaphore arm are simultaneously operated.

It is of advantage in assembling and constructin the parts to have them counterbalance or as nearly so as practicable, whereby they are rendered more responsive to the operating lever. The tri 12 and semaphore arm move together. n one position of the trip 12, it is adapted to set the safetyappliances provided upon the locomotive or other art of the train, and in another position of the trip, it clears the projecting arm or part of the safety appliances,

therebypermitting the train to pass by the vers being secured by cli s 25.

valve 26 has connection wit the engineers' station without operating the safety mechanism provided thereon. The operating brakes and these means in a loci motive 0p-" erated by steam consist of. a throttle lever 15 and an en ineers valve 16. A pipe 17 leads from t e engineers valve to the brake mechanism to effect setting of the same in an emergency or when required. A- lever 18 enables the engineers valve to be in-.

stantly operated. A trip shaft 19'is mounted in axial alinement with the engineers valve and is provided with a fork 20 -to straddle the lever 18 to operate the latter when the trip shaft 19 is actuated.

Levers

21 and 22 are mounted u on opposite sides of the locomotive and eac has an arm connected by means of a link 23 with a bell" crank 24 fast to thetrip shaft 19. Under normal conditions, one arm of the

levers

21 and 22 projects beyond aside of the locomotive to be engaged by the trip 12 when backing the tram. The

levers

21 and 22 may be moved to bring their projecting arms within the sides of the locomotive as indicated by dotted lines in Fig. 8, silildlealr valve or the pipe leading therefrom to the reservoir and its stem'is provided with a spur gear 27 adapted to mesh with a spur gear 28 mounted upon the trip shaft 19 so as to be moved to throw the spur gears '27 and '28 into or out of gear. A spring actuated catch 29 cooperates with the spur gear 28 and the trip shaft ,19 to hold said spur ear in either of 1ts extreme ositions. A cy inder 30 has connection wit the air valve 26 and is pro vided in a side with an opening 31.

piston 32 is arranged to operate inthe cylinder 30 and its stem 33 is connected with the throttle lever 15. When the throttle lever occnlpies theposition shown in Fig. 5, steam is a mitted to the engine for operating the same and when the throttle lever occupies the position shown in Fig. 6, the steam is cut off. The throttle lever may be operated at any time, the opening 31 in the cylinder 3O admitting of the piston 32 working freely.

In an emergency, when the trip shaft 19 is actuated by the trip '12 coming in contact with one or the other .levers 21 or 22, the engineers valve 161 is operated, thereby per-.

mitting the brakes tov be automatically apphed and .the valve 26 opened so that air may pass into the cylinder'30 in the rear of the. piston 32and move the latterto operate the throttle lever 15 and shut oh the steam.

The fork 20 admits of the engineers valve being operated at any time, and by throwing the spur gear 28 out of mesh with the spur gear 27, the throttle and engineers valve may be independently operated and the 16? vers 21 and 22 may be moved so as not to 'come in'contactwith the trip 12 upon backing a train and thereby cause disaster to the signal and safety mechanisms. A spring34 returns the parts to normal position after the trip has cleared the

lever

21 or 22 engaged thereby. a

In the -modification shown in Fig. 9 the bell crank 24 is placed by means of a straight lever 35 which is attached to the trip shaft 19 and the

levers

21 and 22 have a diiferentformation. The spring 34 for returning the parts to normal position is differently positioned but 'erforms the same oflice, viz: to returnthe

evers

21 and 22 to normal position and to close the air valve 26 thereby wasting throug i the opening 31.

is claime as new is:

1. In railway safety appliances, the combination of a valve controlling the brakes, .a second valve controlling the throttle, connecting means between the two valve stems, a trip shaft for operating one of the valves, a lever having an operative connection with preventing air assing to the cylinder, 30 and Havin thus described the invention, what the trip shaft, and a trip for engaging the lever.

2. In railway safety appliances, the com-j bination of a valve controlling the brakes, a

second valve-controlling the throttle, gearing connecting the valve stems, a lever for operating the valvesi and a trip for engaging the lever.

3. In railway safety appliances, the combination of an. air valve controlling the brakes, a cylinder, a second valve controlling the admission of air to th'e'cylinder, a piston mounted within the cylinder, a throttle lever controlled by the piston, gearing connecting the two valves, a lever for opening the valves, and a trip for engaging the lever.

4. In railway safety appliances, the combination of a valve'controllin the brakes, a second valve controlling the t irottle, means for simultaneously operating the valves, a trip shaft for operating one of the'valves, a crank arm carried by the trip shaft, a trip lever having an operative connection'with the crank arm, and a trip for actuating the trip lever. I

5. In railway safety appliances, the com bination of a valve controlling the brakes, a second valve controlling the throttle, g a,gear wheel adjustably mounted upon the stem of ed upon the stem of the second valve, the first mentioned gear wheel being designed to .be moved into and out of engagementwith the 1 25 one of the valves, a second gear wheel mountmeehanisni for actuating the first mentioned valvea 6. lfnrailway safety appliances, the combination with the enginers valve'of a-trip "shaft, a triplegl er for operating the trip shaft,- a fork attachec \to the trip shaft and adapted to couple the-same to, or admit of uncoup- 1 lin the trip shaft from the stem of the air va ve, a cylinder having connection with the a r valve, connecting means between the air valve and trip shaft, a piston arranged to operate in the cylinder and connecting means between said piston and the lever for cutting 'off power,

-7. In railway safety appliances, the coml I I l l 1 i I bination of a valvecontrolling the brakes, a

= connecting the valves for simultaneous oper-.

second valve controlling the throttle, gearing ation, a trip shaft for operating one of the valves, a crank arm carried by the trip shaft;

a trip lever having an operative connection with the crank arm, a semaphore signal, and

a trip actuated by the semaphore signal for engagement with the before mentioned trip lever.

In testimony whereof I aflix my signature in presence of two witnesses.

GEORGE W. GERLACH. [L. s.] Vit-nesses.

JOHN SMITH,

T. PETTINGER.. I