US900315A - Railway block-signal. - Google Patents

Description

J. sH'ANBmN & J. E. WOOD.

. BLOCK SIGNAL. APPLICATION FILED MAY 9, 1908.

Patented Oct. 6, 1908.

3 SHEETS-SHEET 1.

E-AEY E JawwZfWmdfi J. SHANNON & J.- E. WOOD.

RAILWAY BLOCK SIGNAL. APPLICATION FILED MAY 9, 1908.

Patented Oct. 6, 1908.

3 SHEETS-SHEET 2 l Jail/z JIM/M012 Jar/zeal? Wami J. SHANNON & J. E. W001). RAILWAY BLOGK SIGNAL.

0,315? ABPLIGATION FILED MAAYQ, 190s. Patented Oct. 6 1908- SSHEBTS-SHEET 3.

. -1 I WIIIIIIlI/llgl 1 I EVER L P nan "snares 'JOEN SHANNONAND JAMES E. woonf, OPPORTLAND, onneon narawsv nnocmsrenan Remo els. v

I Specification of Letters Patent.

' Patented'ostfsggreos.

. Application filed na -anus. Serial No. 131,933.

To allwkom itmay 'cohcem: Be it known thatwe, JOHN SHANNON and James- E. Woon, citizens. of the v.United States, residing at Portland, in the county of Multnomah, State of Oregom'have invented a new and useful Railway Block-Signal, of

which the following is a specification.

This invention has reference to improveis to provide a means whereby, when a semahore or target .on the line of way, is set at anger an operating member in the track will be moved into the pathyof another opcrating member upona loc motive engine so that. the two members cooperating-will cause the air brakes to be set when the englineman: fails to stop on the display of the er signal. p

is invention is .an improvement upon the railway block signal shown in Letters- Fatent #863,102, granted to us on August 13, 1907. 'The invention' set forth in the aforesaid Letters-Patent consists essentially of an inclined member in the track or along the line of-way,conn.ected to and operate 1 by the target-setting mechanism. There is rovided an. air

coming from the air" rake system,

pipe wluc arr, 1pc carries an air valve so located beneath t e engine as to be inthe path of a reciprocating member also,

' carried by the enginev and actuated by the inclined member in-thelin'eyof way, when the I. said inclined member is sufficiently elevated. tocome into the path of the en e-carried In accordance with t c said inmember. vention set forth in the'said Letters-Patent, the air valvelmay also have a connection to a point within reach of the engineman so that the air may be closedofi' .when it is desired to release the'brakes in the usual manner.

The present invention comprises improvemcnts .in the track member, whereby the latter is better adapted for the purposes of 'theinvention, and also improvements in the member carried by the engine, so that the engine l carried member coacts with the track member in a better manner than. is

the case with the structure shown in the Letters-Patent.

The invention also comprises improvements in other features of the structure, all of which will be best understood from a con- I sideration of the following detail descriptiontaken connection-with the accom anying drawings forming a part of this speci cation,

in which drawings,

Figure 1 is a diagram in perspective show-.

ing the application of the invention to the railroad of the single track type. Fig. 2 is a side elevation of the engine-carried memher and alongitudinal section of the track member, the two members being in coeperative relation. Fig. 3 is an end elevation of the structure of Fig. 2 as viewed from the pilot end of the engine, parts'being shown m section and broken away. Fig. 4 is a section of the track member on the line A-B ofFig. 2,. and on a somewhat larger scale.

many track members as there are signals to be operated. The system is a block system and consequently each track member will control a suitable semaphore, or target or other. signal at the block station.

In the figures referred to there is shown a base member 1 in the form of a plate of suitable width and length so that its ends may rest upon two ties 2, and from these ties the base member slopes downwardly toward the center from each end, as best shown in Fig. 2. The ends of the basic: member 1 are bent upward and then are returned -on themselves parallel with the base member but spaced therefrom, and finally terminate in a downturned end approaching but. still spaced from the basic membeiz. The ends 3 thus form guides or pockets with narrowed throats opening towar the center of the basic mcmber;

members or :wings 5 secured to the basic member near the sides thereof; These side members gradually increase in height from the ends of the basic member towardthe center thereof where the side members are the highest. v p

The basic-member 1 and the sides 5, which latter are parallel one to 'the otherqand spaced apart, constitute the stationary portion of t e track member and between the Rising from the basic member 1 are side ties 2 other supporting blocks ortiesfi may he provided.

members are other blocks 11.

and iireceive the ends of str ngexpantheir side walls gradually. decreasing in height from one end toward the other. The parts 7, 7 are joined at their angles by a pivot belt or rod 8, and these two parts so pivoted together constitute a cover for the. basic member, and the sides of these two parts 7, 7 straddle the sides 5 of the said basic member. The narrow ends of the parts 7 7 are turned on themselves to form beads 9, which beads are housed in the pockets or guides 3 ,and theockets are of sufficient length to permit a limited longitudinal movement of the beaded ends 9 with reference to the basic member 1.

On each side of the center of the basic member 1 there are fafiened to the latter blocks 1, and lmilarl cated on the top These blocks sicn helical springs l tending at all times to hit the 'me '1? heir centrai points away from he basic in her 1. Thisn1ove ment, however, is ed by the engage ent of the beads with the downturned Pivotally secured the center of the rod 8 by mea; of an eye 13, is a link 14 the other end of "which is formed into an elongated eye 15.

Through the central portion of the basic member 1 is an opening 16, and to one side ofthis opening on the bottom of the basic member are two brackets 17 spaced apart andreceiving between them beil-crank lever 13, this lever being pivoted to the bracket 17 at one angle, by means of a pivot bolt 19. The bell-crank. lever is made up of two substantially triangular plates 20 spaced apart so as to receive at one end the elongated eye 15 of the link 14 by means of a rivet or bolt 21, and at the otherend or angie one end of a link 22 by means of a rivet or bolt 23. The purpose of the link 22 will appear hereinafter.

in Figs. 2 and 3 a portion of an engine frame is indicated at 24. Fast on the frame 24. is a laterally-extending bracket 25 termi-' shoe 29, preferably made of channel iron'for lightness and strength. The shoe 29- normally extends downward at an angle, and 1ts I free end is upturned for a distance, as indi cated at 30. The lowermost portion of the shoe 29 is rounded in a longitudinal direction and is designed to engage the inclined upper surfaces of the members 7 of the track device.

The free end 30-of the shoe'29 is supported by a chain 31 from the frame 24 and limits the downward movement of the shoe 29 but brake system of the train.

permits the shoe to be lifted to any desired extent.

Mounted on the engine frame is an air pipe 32, supported near its ends in brackets 33, in which the pipe 32 is capable of turning on a longitudinal anis. Beyond oneof the brackets 33 the pipe 32 is screwed into the smaller end of a coupling 34, the other end of which is threaded to receive a bushing 35 havinga plain central opening for the passage of a pipe 36 coming from the train pipe of the air The pipe 36 enters the coupling 34 and is there formed with an annular flange 37 entering the counterbored portion of the bore of the coupling The pipe 36 is held in the coupling 3% by the bushing- 35 engaging the flange 37 through an interposed packing ring 38. By this means the pipe 32 and the coupling 34, with the parts carriedthcreby, may be rotated on a longitudinal axis without disturb: ing the pipe. 36, and at the same time air under pressure from the train pipe is prevented from escaping'at the joint by the packing ring 38.

East on the pipe 32 is a collar 39 from which radiates an arm 40, and connected to the end of this arm 40 is a link ll which in turn may be connected to suitable other ounnections within reach of the engineman in the cab of the engine. It is not deemed necessary to illustrate the connections of the link 41 to the engine cab, as these connections may be of any desired. type.

On the' pipe 32 remote from the coupling 34 and beyond the corresponding bracket 33 is secured a valve member 42 having a hol low body portion of frusto-conical shape, and through one side wall of this body portion is a port 43. Thevalve member 42 has formod on it at the pipe end an exterior circumferential flange 44, which flange, howcv -r,- is

cut away for about one-half oi its circmnference. Exterior to the valve member 12 another valve member 45 having a frustoconical or tapering inner surface closely litting the outer surface of the valve member 42. The valve member 45 is provided with a longitudinally-extending lug 46 entering the space in the cutaway portion of the flange -14 on the member 42. The lug 46 is of less ciroumferential length than the cutaway portion of-the flange 44 so that the member 45 may, have a linn'ted circumferential movement upon the member 42. The valve member 42 beyond the member -15 is formed with a neck threaded on the exterior for the reception of nuts 47, one of which serves to confine the valve member 45 on the valve member 42 and the other of which acts as a lock nut for the 'first nut. Beyond the threaded neck is a continuation thereof shown at +18 and plain on the exterior, so as to be jourframefZ r. Theinterior of the portion 48 is chaste closed by the-plug 50, which should make an air. tight connection at this point. Under some .circumstances it may be desirable to another pipe to the neck extension eh case the plug 50 is omitted, is screwed directly into the said fmember 45 "is: rovide'd with a; h maybe move into and out of -1th the port 43.and the valve member 4g,- .=and this port. 51 communicates -with the external atmosphere. 1'5

Projecting radially from the'valve member 45 is an arm 52, and this arm is in the path of the upper end 53 of a rod 54 connected at its lower end by a-pivot pin 55 to the side walls of the channel iron constituting the shoe 29. r The upper end of the rod 54 is guided by a, plate '56 fast onthe frame-24 and extending under the valve made upof the members 42 and 45, and this plate is turned u over. the valve to project into the path of t e arm 52 thereby limiting the movement of'this arm in an upward direction,'the downward movement of the said arm being limited by the upper end of the rod 54. 4

The rod 22 fast to the bell-crank lever '18 is continued .away from the trackto a semaphore post and is there connected to a bellcrank lever 56 which in turn is connected by a link 57 to a semaphore'arm '58, and the bellcrank 56 is in turn connected by 'a rod or link- 59 to a suitable point of manipulation by an operator stationed at the corresponding block station. x

It will be assumedv that the system is applied to a single track system such as shown in Fig] 1, then there will be two sema hore arms 58 upon each semaphore post at a lock station, and there will also be two track members under the control of the operator at the particular block station. Let it be assumed that at some particular block station the semaphore arm. or target 58 is set in the danger position. -Under these conditions the rod 22 is moved in the direction toward the track member, and :under the action of the springs 12 the movable parts 7 are raised to the position shown in Fig. 2.. .The highest ringlicontrolled parts 7 areportion of the s in the path of t oes 29 on the engine. Should an engineman fail to observe or obey the block against him, then as soon'asthe engine arrives'at one of the track members the shoe will engage-the inclined surface of the part 7 and ride thereupon and be elevated thegsaid inclined surface. sufficiently strong to cause the elevationofthe free end of the shoe 29, but at the same time may yield a little to prevent too hard in-ipact, thus providing a certain yielding or elasticity whichwill-tend to prevent damage to the; structures. When the shoe 29 is ele- 29, so that an engine may member Without the brakes There is shown the when actuated by the track member. now, the train has been stop ed and it is de- The springs 12 are target.

'vfated the upper endiof. the rod 54, which is normally in contact, with the arm 52, causes the latter to be moved upward, and the valve imem'ber 45 is correspondingly rotated upon its longitudinal until-stopped 'by the overhang 57. 'This movement'of the valve member 45 will bring the ports 43 and 51 in 4 coincidence,- and the train pipe is thereby put into communication with the externaLatmosphere.' This will reduce the train pipe pressure and the brakes will be applied in the usual mannenthefapplication of the brakes being either the emergency or the fullservice, application, depending upon the size of the ports 43 and 51. This will occur whenever a tram passes a block station with the target held. against it, no matter what mfay be 'the cause of the-train passing such station, and I this stoppingof the train is entirely outside the volition of the enginemanL- Should it" transpire that the targetis set at safety, then the rod. 22. is moved away from the track member and-the bellwcraiik fleve'r 18 is moved on its pivot from the position shown 1 in Fig-.- 4 to. a position drawing-thej-link =14 downward and thereby mo. also downward against th' springs 12 and .out of the p p) s: the. track eing' applied.- osition of the members 42 and 45 of the va ve controlling thetrain pipewhen the valve is in its normal position,

thatis with the ports 43- and 51 out of coincidence and the arm 52 inoperative relation'to the rod 54.: In F1 8 the position of the two members of the va v'e is shown when the latter has beenoperated by the; movement of the rod 54 under the action of the shoe sirable that the brake be re eased, thenthe engineman, through a suitable manipulation of the rod'41, is enabled to turn the pipe 32 on its longitudinal axis,- and so by the engage- 'ment of t e flange 44 with the lug 46 on the valve member 45, restore the latter to the valve in the train pi e ha'sbeen operated to an extent. to open t e train pipe to the ex-fi ternalatmosphere, and thus set the brakes. The eye 15 in the link 14 permits the downward movement oi the link with the part 7 connected thereto, underthe impact of the shoe 29' without putting strain upon 7 the bell-crank lever 18 or the rod 22.

p This invention has been described as adapted for a block system. It is to be under-- stood that it is equally adapted for a train order system, and in practice it is so used, therefore, the term block system or block signal is to be understood as .comprehend ing a train order system or block system in differently.

The link 41 is, in practice, usually operated by the foot of the engine, man,'but n some engines it may be necessary to otherwise cause the operation of the valve controlled by said link and so the invention is not to be understood as limited to the use of the opersting means indicated by the link 41..

What is claimed is 1. In a railway block signal, a'track mom ber comprising a main section, twovertically 'section, the said yielding sections being thereof.

yielding sections hinged together at their normally highest point, and a sliding con nection with the base section at their ends, and springs housed in the track member between the base and the yielding sections.

in a railway block signal, a track member comprising a base section having spaced sides, two vertically-yielding sections having sides straddling the s ace-d sides of the base hinged together at their normally highest points and in sliding connection with the see section at their ends, andsprings housed in. the track riiember between the base-and yielding sections in the space between the sides thereof.

in a railway block system, a track menu ber comprising a base section with spaced sides wide at the middle and sloping toward the ends, two yielding sections joined at contiguous ends and having sliding connection with the base section at the ends of the lat ter, the said yielding sections'liaving sides widest at the junction of the. said sections and tapering toward the ends, andsprings between the base section and the yielding sections and housed between the s des at. In a railway signal system, a track- -member comprising a base section with ed between the sides of thebase section engagmgthe topsectrons;

5. In a railway block signal, a track momber comprising a base section with spaced sides tapering from the center toward the ends,. the base section having the ends returned upon themselves in spaced relation to said base section to form guideways or pockets, top sectionshaving sides straddling the sides of the base section, the: said too sections being joined together midway of the length of the base section and the sides of the top sections tapering toward the ends of the base section and. the ends of the to p sections entering the guidesor pockets at the ends of the base section, springs supportcd and housed in the base section and engaging the topsections, and manipulating moans con nected to the joined ends of the top so :.;.:ns. 6. In a railway block signal, a arc. a mom-- ber having two vertically yielding sections connected at their contiguous ends and capa- 'ble of sliding movement at their remote ends,

and mani ulating means connected to the joined en s of the ielding sections.

7. In 'a railway block signal a track member having two vertically yielding sections connected at their contiguous ends and capable of sliding movement at their remote ends, manipulating means connected to the joined ends of the yielding sections, and a sem'a horeor signal included in and actuated by said manipulating means.

- 8. In a railway block signal, a vertically yielding track member, and manipulating meanstherefor including a bell-crank leyor below the middle portion of the yielding member, and a con ling between the bell crank lever and sai yielding member consisting of a link connected at one end to the middle portion of the yielding member and at theother end having a long eye connection to the bell crank lever.

'9. In a railway block signal, a. vertically yielding track member, a bell-crank lever below the middle portion of the yielding member, a coupling between the bell-crank lever and said yielding member consisting of a link connected at one end to the middle portion of the yielding member and at the other end having a long eye connection to the bell-crank lever, connections from the bell-crank lever to a point of manipulation, and a semaphore or signal means connected to and actuated by said laSt--named connections.

10. In a railway block signal, a track member, atrain-carried member comprising a shoe pivotally supported at one end and yieldingly supported at the-other end, and means carried by the shoe for operating traimcontrolling devices.

11. In a railway block signal, a track member, a train carried member comprising a shoe pivotally supported at one end and yieldingly supported at the-other end, a

' sliding rod carried by the shoe, a valve in the chain support for t sliding rod carried by the shoe, and a valve in the path of said rod.

13. In a railway block-signal, a'trackmember, a train-carried member, and means controlled by the train-carried member, for

' o erating the brake system of the train,

comprising a valve movable by the train-carriedmember, andan air pipe coupling the valve to the air system of'the air pipe being movable about its longitudinal axis and also controlling the valve.

14. In a railway block signal, a track member, a train carried member, and means controlled by the. train-carried member for operating the brake system of the train, comprising a valve movable by the train-carried member, an air pipe coupling the valve to the air system of the air brake, said pipe being movable about its longitudinal axis and also controlling the valve, and means controllable from a distance toactuate the air pipe.

p the air system 0 15. In a railway block signal, a track member, a train-carried member, and means controlled by the train-carried member for operating the brake system of the train comprising a valve movable by the train-carried member, an air pipe between the valve and the air brake, and a swivel coupling betweenthe air pipe and the train pipe of the air brake system, whereby said air pipe may be moved about .itslongitudinal axis and so control the valve. 1 1 16. In a railway block signal, a track member, a train-carried member, and a valve on the train controlling the air brake system and itself controlled by the train carried member, said valve comprising two ported members both movable on a lon itudinal axis and one movable relatively to t e other.

17.. In .a railway block signal, a track member,'a train-carried member, and a valve on the traincontrolling the air brake system and itself controlled by the train-carried member,.-said valve comprising two ported members both movable on a longitudinal axis, one valve member being movable by .the train-carried member, and means other than the tram-carried member for moving the other valve member.

18. In a railway block signal, a track member, a train-carried member, and a valve on thetrain controlling the air brake system e other end of the shoe, a

itself controlled by the trai brake, said' and itself controlled by the train-carried member, said valve com rising two concentric ported members both movable on a longitudinal axis,- one valve member being movable by the train-carried member, and means other than the train-carried member for moving'the othervalve member to restore the air brake system tonormal working conditions.

19. In a railway block signal, a track member, a train-carried member, a valve on the train controlling the air brake system and Ir-carried member, said valve comprising two concentric ported members, one movable. on its longitudinal axis by the train-carried member to bring its port into coincidence with' the port in the other member and so open the air brake system to the atmosphere, and means controllable'onthe train for moving the other valve "member on its longitudirial'axis to restore the first valve -memberto normal position and so close the air brake system to the at mosphere.

' 20. Injia railway block signa1,'a track- I member, a train-carried member, a valve in the train pipe of the air .brake system on the train, sa d valve comprising two ported members, one member being under the (3011-. trol of the train carried member, a pipe connected to the other valve member, a swivel connection between the said pipe and the train pipe of thebrake syst'em,jand means for rotating the first-named pipe together with the valve member carried thereby on its lon itudinal axis.

21. p n a railway block signal, a track member, a train-carried member, and a valve in the train pipe of the air brake system on the train, said valve comprising two concentric ported members, one valve member being. under the control of the. train-carried member when actuated by the track member, and the other valve member being controllable from the train, each of said valve members being independently rotatable on its'longitudinal axis for a limited distance, one valve member having an'incomplete annular flange and the other valve member having a lug entering between the ends of the incomplete flange on the first-namedvalve member to cause the two valve members to move together after completing their independent movement.

In testimony that-we claim the foregoing as our own, we have hereto afiixed our signatures in the presence of two witnesses.

' JOHN SHANNON. JAMES E. WOOD. Witnesses:

D. SoLIs COHEN, .ALEX B. M.-STE1N.

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