US1059088A - Railway safety appliance. - Google Patents

Description

G. A. THORSLEND.

R ILWAY SAFETY APPLIANCE. APPLICATION FILED JULY 3, 1911.

3 SHEETSSH EET 1..

Patented Apr. 15,1913.

'0. A. THORSLEND. RAILWAY SAFETY APPLIANCE.

APPLICATION FILED JULY 3, 1911.

Patented Apr. 1'5, 1913.

3 SHEETS-SHEET 2.

G. A. TH'ORSLEND, RAILWAY SAFETY'APPLIANOE. APPLICATION FILED JULY 3, 19 11.

1,059,088, I Patented Apr. 15,1913.

r I 3 SHEETS-SHEET 3.

gaffe/PI. 4M .271 6 213871-- :Ffi Jami UNITED STATES; PATENT OFFICE.

CHARLY A. THORSLEND, OF BERWYN,

To all whom iignay concern Be it knowndirat I, CHARLY A. THORS- LEND, a citizen of the United States, and a resident of the city of Berwyn, county of Cook, and State of Illinois, 'have invented certain new and useful Improvements in Railway Safety Appliances, for which I filed application for patent July 3, 1911, Serial No. 636,621.

My invention relates to improvements in railway safety appliances and has for its Object the production of a mechanism of this character through the medium of which a locomotive may be automatically stopped in the event of disregard of danger or stopping signals by the engineer or fireman.

A further object is the production of a. safety mechanism as mentioned which will be of durable and economical construction and efficient in operation.

With these objects in view my invention consists in a railway safety appliance characterized as above mentioned and in certain details of construction and arrangement of parts hereinafter described and claimed.

My invention will be .best understood by reference to the accompanying drawings forming a part of this specification, and in which,

Figure 1 is a side elevation of an ordinary railway traekupon which is mounted a locomotive equipped with mechanism embody ing my invention, portions of the locomotive being broken away in order to expose underlying parts, Fig. 2 is a detail side elevation of the rearward end portion of the locomotive boiler, Fig. 3 is asec'tional detail of valves included in the construction, Fig. 4 is a sectional detail of the pressure varying valve included in the construction, Fig. 5 is a top plan view of the forward end portion of the frame of the locomotive equipped with my construction, Fig. 6 is an enlarged sectional side elevation thereof, Fig. 7 is an enlarged longitudinal section of the upper portion of the construction shown in Fig. 6, and Fig. 8 is a detail of the lever included in the construction shown in Figs. 6 and 7. i

Referring now to the drawings 1 designates an ordinary railway track adjacent to which and at one .side thereof is arranged a suitable signaling device or semaphore.

Arranged for travel upon the track 1 is a locomotive of any ordinary or preferred construction, 23 indicating the boiler and Specification of new Patent. Application filed July 3, 1911. Serial No; 636,821.

mowers.

RAILWAY SAFETY APPLI ANCE.

Patented Apr. 15, 1913.

24 the longitudinally extending base or frame bars thereof. The forward ends of the frame bars 24 are connected by a transversely extendin bar 25 to the respective extremities of which are fulcrumed curved contact levers 26, the rearward free ends of said levers being slidably sup ort-ed upon brackets 27 saidends of said evers being bifurcated for the reception of said brackets. Leaf-springs 26 engaging against the inner sides of the rearward free ends of said levers serve to normally hold said ends at their outward limits of movement, as clearly shown in Fig. 8. The levers 26 are arranged coplanar with rollers 14 on the arms 13 of the signaling device, so that when the locomotive passes either of said devicethe outer ends of the arms 13 will contact and effect the inward rocking of the rearward or free end of the lever 26 provided at the adjacent side of the locomotive. By providing levers 26 of curved construction as shown it'is clear that provision is made whereby when the locomotive is running backward operation of said levers by the arms 13 will be effected in just the same manner as when the locomotive is moving forward. The rollers 14 are provided to alleviate friction, and levers 26 are arranged at both sides of the locomotive in order that one will always be positioned for engagement with the contact post no matter which side of the locomotive is adjacent thereto.

The forward ends of the levers 2c are connected by means of rods 28 with bell-crank levers 29,-the inner ends of said lcvers ZQ being positioned for engagement against the rearward side of the head 30 of the sliding pin 30. lhe arrangement is such that inward movement. of the rearward ends of the levers 26 effects rocking of the bell-cranks .29, such rocking of either of the latter effecting forward movement of the. pin 30. The rearward end of the pin 30 is operativcly connected with the lower end of a bell-crank 3Lwhich is fulcrumed at 31. to a bracket 32, the opposite end of said hellcrank being connected with a rod 33 which is pivotally connected at its upper end with an arm 34 the forward end of which is pivotally connected with t-hefree end of a hook or detent 35 pivoted at 36 to the underside of the adjacent running board 37 of tho locomotive. Fulcrumed at 33 to the brark 32 is a lever 39 comprising the longitudinal members 39 which are spaced apart and rigidly connected by pins 40, 40 and 40". The upper end of the lever 39 projects through a slot 37 provided in the running board 37, said slot 37 serving to limit the amplitude of oscillatory movement permitted said lever. A compression spring 41 inclosed in the h'ousing42 is arranged. for cooperation with the lever 39, said spring being adapted to move the lever 39 to its forward limit of oscillation. Said lever 39 is held at its rearward limit of oscillation, or in the position shown in Figs. 9 and 10 through the medium of the detent- 35 which is adapted to engage the transverse pin -l()- of said lever. The arm 34, when the detent 35 is in engagement with the pin it) rests upon the upper side of said pin so that downward rocki'ng of the rearward or free end of said arm 34 will effect the upward movement of the forward or free end of the lever 35 to release said pin 40. Hence with this construction it will be observed that upon forward movement of the pin 30 as is caused by depression of the rearward or free end of either of the levers 26, the lever 39 will be released it being clear that such forward movement of the pin 30 effects through the medium of the bell-cranlr 31 and the rod 33 downward rocking of the rearward end of the arm 3st. 7

Connected at its forward end with the upper end of the lever 39 is a rod 43 which extendsrearwardly therefrom, said rod being slidably mounted in guide blocks 44 provided upon the upper side of the running board 37 and the adjacent side of the boiler 23-}. The arrangement is such as will be obs-erved that forward rocking of the lever 39 which is affected as above described upon depression of the rearward free end of either cross head 50 which is slidably mounted upon a bracket 51 secured to the cylinder 47 and the rearward end of the boiler 23. Carried upon the cross head 50 is an out.- wardly projecting roller arm 52 which 1s arranged coplanar with the throttle lever 53.

The latter as is known is held at its various positions of adjustment through the medium of a pawl device 54 which engages with a segmental rack 55, movement of said lever being effected only after operation of said pawl device to effect release thereof. The

,8 and hence the piston rod 4.8), said roller 52 will first rock the ljicll-ci'anl: as to effect release of the throttle lever, continued movement of the piston in this direct ion effecting forcing of the throttle lever to throttling or stopping position. With this arrangement then it will be seen that forward movement of the piston 48 will effect automatically the release of the throttle lever and the rocking thereof to stopping position.

The cylinder 47 is connected by a pipe 57 with the compressed air reservoir 58 of the locomotive, the arrangement being such that compressed air fed to the cylinder 47 through said pipe 57 will be discharged into the forward end of said cylinde' for operation upon the piston 48 to effect rearward movement thereof as above m at ....:cd. lnterposed in the pipe 57 a poppet valve adapted when in seated or in ri s d position to shut off comn'iunicai'ion lit-tween the res-- crvoir 5S and the cylinder ii. a c mpression spring GObeing provided for normally hold ing the valve an in seated pos t n. Also provided in the pipe 57 is a valve o1 which controls communication between the passage through the pipe 57 and. exhaust ports (i l. the arrangement beingsuch that when said valve is unscated. as shown in Fig. (3 exhaust from the pipe 57 will be permitted and when said valve is in seated position such exhaust will be stopped. A compression spring (33.

provided to normally hold the valve ("11 in seated position. The valves 55) and (31 are so arranged that the exteriorly projecting ste is thereof arc disposed for engage ment with the contact fingers and 46 respectively of the rod 4 3. The arrangemcnl is such that upon forward movement of the rod 43 in the manner above described through release of the lever 39. contact 45 will engage the stem of valve 59 to effect opening of the latter. contact to being in this movement of the rod #3 moved out of engagement with the stem of valve H1 to per- .mit of closing of the latter. With this arrangement then upon forward movement of the rod 43 communication will be established between the reservoir 58 and the cylinder -i-T to effect for and movement of the piston 48 and consequently release of the throttle lever 53 and movement thereof toward stopping position.

The rod 43 is returned to normal position through the medium of a hand operable lever 64: which is fulcrumed intermediate its ends to a bracket 65, the lower end of said lever 64 bein connected with the rearward end of the rod 43. With the rod43 in nor-.

mal position that is at its rearward limitof movement the contact 4.5 will be positioned out of engagement with the stem of valve 59, the contact 46 .being positioned in 'engagement with the stem of valve 61 main taining the latter in open position. Hence under normal conditions the air will be exhausted from cylinder 47 and the piston 48 manually positioned at its forward limit of movement with the contact roller 52 in position' out of engagement with the ball-crank 56 ot the throttle lever 53,, permitting of free manual operation of, the throttle lever by the engineer or fireman.

Connected with the reservoir 58 is the pressure pipe (lti of the air-brake system of the locomotive. Interposed in the pipe 66 is the usual engineers valve or controller 67, 67. designating the. controlling lever through the medium of which 'the pressure in the brake system may be controlled in order to effect setting or release of the brakes. As is known by those familiar with this construction decreasing the ressure in the brake system will eti'ect setting of the brakes. the controller 67 is an exhaust valve which comprises the casing 68, the poppet valve 69 which is held normally seated by a compres- *sion spring 70, an exhaust port 72, and a piston 73 which is mounted for operation in the lower end of the cylinder 68. The arrangement is such that the exhaust of air from the brake system pipe 66 will be effected upon elevation, or. opening of the valve (59. The lower end of the cylinder 68 is connected by means of a pipe 74 with the pipe 57, the point of connection with said pipe 57 being as will be observed intermediate the valves 59 and 61 and the cylinder 47. With this arrangement it will be seen that upon opening of the valve 59 in the manner above described the compressed air from the reservoir 58 which by such opening of said valve. passes into the upper end of the pipe 57 will enter the pipe 7t'a'nd the lower end of the valve casing 68 to act upon. the piston 73 in order to effect upward move mentor opening of the valve 69. With this arrangement then upon forward actuation of the rod 43 in addition to release of the throttle lever 53 and movement thereof to stopping position, the pressure in the pipe 66 that is in the air-brake system will be varied, more precisely reduced, such variation or reduction of pressure as above mentioned being surlicient to effect setting of the brakes and consequently stopping of the locomotive and train.

With a construction as above set forth then it will be seen that provision is'made whereby in the event of the engineer or tire- Interposed in the pipe 66 below.

man disregarding the danger signal as in dicated by the semaphore, the locomotive regardless of any action on the part of engineer or fireman will be' automatically brought to a stop, since with the semaphore in danger signaling position, upon the passage of the locomotive by either one of the actuating or operating posts arranged along the track, the contact of said posts with either of the levers 26 will effect the release of the rod 43, the forward movement of said rod and the consequent throwing of the throttle lever and setting of the brakes.

lVhile I have illustrated and described the preferred form of construction for carrying my invention into effect, this is capable of variation and modification without departing from the spirit of the invention. I therefore do not-wish to'be limited to the precisedetails of construction set forth, but desire to avail myself of such variations and modifications as come within thescope of the appended claims. i

Having described my invention what I claim as new and desire to secure by Letters Patent is:

1. In' a railway safety mechanism, the combination with a locomotive having a throttle lever provided with a ratchet and pawl and an air brake system, of a cylinder having a piston. and piston rod therein, a head on. the outer end of said piston rod, a bell crank lever on said throttle lever having one arm thereof in the path of travel of sald head, a connection between the other arm thereof and said pawl, the arrangement being such that movement of the piston effects engagement of said head'with said bell crank lever whereby the pawl is released from said ratchet and whereby further movement of said piston efiects movement of said throttle lever, together with an air supply pipe from said air brake system to said cylinder, a valve in said pipe, a reciprocating r0 having a stop thereon, said stop arranged to engage said valve whereby a. supply of air is admitted from said air brake system to said cylinder, and means for reciprocating said rod, a second valve in said pipe and a second stop on said reciprocating rod arranged to engage said second valve whereby said valve is opened and pressure from said cylinder discharged, substantially as described.

2. In a railway safety mechanism, the combination with a locomotive having a throttle lever provided-with a ratchet and pawl and an air brake system, of a cylinder having a piston and piston rod therein, a head on the outer end of said piston rod, a bell crank leveron said throttle lever havsa d head, a connection between the other arm thereof and said pawl, thearrangement being such that movement of the piston effects engagement of said head with said bell crank lever whereby the pawl is released from said ratchetand whereby further movement of said piston efi'ects movement of said throttle lever, together with an air supply pipe from said air brake system to said cylinder, a valve in said pipe, a reciprocating rod having a stop thereon, said step arranged to engage said valve whereby a supply of air is admitted from said air brake system to said cylinder, and means for reciprocating said rod, a second valve in said pipe and a second stop on said reciprocating rod arranged to engage said second valve whereby said valve is opened and pressure from said cylinder discharged, a cylinder having a piston and valve therein, a pipe leading from said air supply pipe to said last mentioned cylinder a pipe leading from said last mentioned cylinder to said air brake system, whereby air pressure operating on said piston opens said valve and reduces the pressure in said air brake system, substantially as described.

In a railway safety mechanism, the combination with a locomotive having a throttle lever provided with a ratchet and pawl, and an air brake system, of a cylinder having a piston and rod for operating said pawl and throttle lever, a pipe connecting said cylinder with said air brake system,

a poppet valve in said pipe arranged to admit air from said air brake system and said cylinder and another poppet valve in said pipe arranged to exhaust air from said cylinder, a reciprocating rod having stops arranged to engage alternately said poppet valves during the reciprocation of said rod, substantially as described.

4. In a railway safety mechanism, the combination with a locomotive having a throttle lever provided with a ratchet and pawl, and an air brake system, of a cylinder having a piston and rod for operating said pawl and throttle lever, a pipe connecting said cylinder with said air brake system, a poppet valve in said pipe arranged to admit air from said air brake system and said cylinder and another poppet valve in said pipe arranged to exhaust air from said cylinder, a reciprocating rod having stops arranged to engage alternately said poppet valves during the reciprocation of said rod,

means for moving said rod in one direction, and a hand lever arranged to move the rod in the other direction, substantially as described.

5. In a railway safety r'iechanism, the combination with a locomotive having a throttle lever provided with a ratchet and pawl, and an air brake system, of a cylinder having a piston and rod for operating said pawl and throttle lever, a pipe connecting said cylinder with said air brake system, a poppet valve in said pipe arranged to admit air from said air brake system to said cylinder and another poppet valve in said pipe arranged to exhaust air from said cylinder, a reciprocating rod having stops arranged to engage alternately said poppet valves during the reciprocation of said rod, means for moving said rod in one di rection, and a hand lever arranged to move the rod in the other direction, a pipe leading from said first mentioned pipe, a cylinder thereon provided with a piston having a valve at one end of the stem thereof, and an air passage from said cylinder above said valve to the air brake system, the arrangement being such that the stroke of said piston opens said valve, exhaust ports in said cylinder beneath said valve whereby the pressure in said air brake system is reduced when said cylinder valve is opened, substantially as described.

6. In a railway safety mechanism, the

combination with a locomotive having a throttle lever provided with a ratchet and pawl, and an air brake system, and means for operating said pawl and throttle lever by air pressure, and valves for regulating the'flow and discharge of air, a reciprocating rod having stops thereon arranged to operate said valves alternately, a lever at the end of said rod and a'third lever connected by mechanism to said second mentioned lever whereby horizontal movement of said. third lever rcciprocates said rod longitudinally,-substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

GHARLY A. THORSLEND. Witnesses JOSHUA R. H. Porrs, BRAYTON Gr. RICHARDS.

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