US1200897A - Automatic safety device for locomotives. - Google Patents

Description

1'. H. SMITH.

AUTOMATIC SAFETY DEVICE FOR LOCOMOTIVES.

z 6 m 1 m1 0 m G3 n Mw t4 m APPLICATION FILED MAY 20. I9I4.

1. H. SMITH. AUTOMATIC SAFETY DEVICE FOR LOCOMOTIVES.

APPLICATION FILED MAY 20. I914.

' Patented Oct. 10,1916.

4 SHEETS-SHEET 2.

If I I a I. H. SMITH.

AUTOMATIC SAFETY DEVICE FOR LOCOMOTIVES.

APPLICATION FILED MAY 20. I914.

1 00,897. Patented Oct. 10, 1916.

4 SHEET$SHEET 3.

J. H. SMITH.

AUTOMATIC SAFETY DEVICE FOR LOCOMOTIVES.

. APPLICATION FILED MAY 20. 1914. 1,200,897. Patented 00t.10,1916.

4 SHEETSSHEET 4.

IIIIIIIIIA I lllll lll lfl =7 JAMES H. SMITH, OF PORT MURRY, NEW JERSEY.

AUTOMATIC SAFETY DEVICE FOR LOCOMOTIVES.

Specification of Letters Patent.

Patented Oct. 10, 1916.

Application filed May 20, 1914. Serial No. 839,773.

To all "whom it may concern:

Be it known that 1, JAMES H. SMITH, a citizen of the United States, residing at Port Murry, in the county of Varren and State of New Jersey, have invented aneW and useful Automatic Safety Device for Locomotives; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to a new and useful automatic safety device, particularly adapted for use upon locomotives and the like.

Heretofore many accidents or mishaps and the like have occurred upon railroads, because of the engineer not seeing signals, owing to the engineer becoming unavoidably unconscious or otherwise disabled.

Therefore, it is the aim of the present invention to simplify and render more eflicient, desirable, and practical, the construction and arrangement of the device or apparatus, set forth, illustrated and claimed in the application of James H. Smith, filed May 2, 1913, Serial No. 765,167, which application had matured into Patent No. 1,109,798, under date of Sept. 8, 191a.

In order to prevent the foregoing accident or mishaps, an improved apparatus including a partial rockable shaft is provided; said shaft is provided with connections to the steam controlling valve of the steam supply pipe, and the air valve of the air brakes, and provided with means, more efiicient and practical than disclosed in the heretofore stated application, adapted to be tripped by any suitable means adjacent the railroad, for actuating said shaft, whereby the steam supply is shut off, and the air from the reservoir tothe train line air system is turned on to the full extent, thereby throwing the brakes, whereby the train may be stopped. The means on said shaft to be tripped may be so tripped by any suitable means adjacent the railroad, either a member of the upper portion of the signal apparatus, or a member at the base of the signal.

Another essential improvement is the provision of a single lever for actuating improved means on the shaft, for throwing one section thereof out of cooperation with the other section, thereby allowing one section to operate idly, so that the steam and air brake system will not be actuated by the other section of the shaft. The means on the shaft for being tripped to operate the shaft, may be tripped, regardless of whether the engine is traveling forwardly or rearwardly, in either case the shaft will be rocked in the same direction.

In practical fields it may be found necessary to subject the various details of construction to alterations, falling within the scope of what is claimed.

The invention comprises further features and combination of parts, as hereinafter set forth, shown in the drawings and claimed.

In the drawings: Figure 1 is a View show ing the improved safety apparatus, as applied to the cab of a locomotive, illustrating the parts in their normal position, prior to being actuated by the tripping device of the signal apparatus. Fig. 2 is a view similar to Fig. 1, showing the position of the parts subsequently to having been actuated. Fig. 3 is a view in side elevation of the steam controlling valve illustrating the means for holding the valve open, and the means for resetting'the valve, and a bypass pipe including a valve, whereby the steam pressure may be equalized upon the opposite faces of the valve; in this view parts are shown in section. Fig. 4: is an enlarged sectional view through the sectional shaft, showing the improved clutch ing means, whereby one section be uncoupled from the other section, in order to permit the uncoupled section to be operated idly, bv the tripping mechanism. Fig. 5 is a View in elevation of the sectional shaft, showing the coupling connections operated, whereby one section may be rocked idly. Fig. 6 is an enlarged view in elevation of the tripping mechanism, showing the compound link'connections with one section of the shaft. Fig. 7 is a perspective view of the air controlling valve, showing the means for actuating the same to turn on the air. Fig. 8 is a sectional view on line 88 of Fig.- 7. Fig. 9 is a transverse sectional view through the clutch connections of the sectional shaft. F ig. 10 is a view in elevation of the signal apparatus. Fig. 11 is a sectional view on lines 1111 of Fig. 10. Fig. 12 is a sectional view on line 12-12 looking in the direction of the arrow.

Referring more especially to the drawings, l designates a locomotive, in the cab 2 of which, in any suitable location, a steam controlling valve 3 is arranged, that is, in the steam supply pipe, between the boiler and the steam chest, (not shown). Also mounted in suitable bearings of the cab is a partially rockable or rotatable shaft 1, which comprises two sections 5 and 6. The section 5 is provided with a coil spring, one end of which coil spring 7 is connected at 8 to a stationary portion of the cab, while the other end of the spring is connected at 9 to the section 5 of the shaft, whereby as the section 5 is rotated partially in one direction, the spring will tend to instantly return the section of the shaft to its normal position. Projecting from the section 5 of said shaft is an offset lug or ear 10, to which one end of the link 11 is connected, which in turn is pivotally connected to a slide 12. This slide, 12 is mounted in suitable guides 13 of an upwardly extending portion 14 of the top 15 of the steam controlling valve casing. The valve 16 proper is mounted upon the stem 17, and is adapted to cotiperate with the valve seat 18. A spring 19 is interposed between the valve proper 16 and a shoulder of the casing, so that when the valve stem is released, the valve 16 proper will close, by the action of the spring 19. Mounted upon the valve stem and secured thereto by a pin, is a collar 20, under which the slide 12 engages, for normally holding the valve stem in its uppermost position, with the valve 16 proper normally opened, so that when the locomotive is under way, the steam from the boiler will pass uninterrupted to the steam chest (not shown), thereby keeping them supplied. lVhen the section 5 of the partially rotatable shaft is actuated in order to withdraw the slide 12 from under the collar 20, the valve proper 16 will close automatically to the action of the spring 19. It will be understood that after the valve 16 has closed, the steam pressure above the valve 16 is so great, that it is hardly possible to manually unseat the valve. To overcome this excessive steam pressure upon the top of the valve 16 a by-pass pipe 22 enters the supply pipe above the valve 16, as at 23, and connects to the valve casing 3 below the valve 16, as at 24. This by-pass pipe 22 is provided with a valve 25, whereby upon opening the same, the steam above the valve 16 may be allowed to pass into the valve casing 3 below the valve 16, thereby equalizing the pressure upon opposite sides of the valve. After equalizing the steam pressure in such a manner, the valve 16 may then be manually raised from its seat, so that the collar 20 upon the valve stem will be engaged by the slide 12. Rising from the top 15 of the valve casing is a bifurcated arm 26, while 27 denotes a lever having a slot 28, through which a bolt 29 of the bifurcated arm extends, thereby mounting the lever 27 in the arm. One end of the L lever is provided with an enlarged portion 30 adapted to engage under the collar 20 of the valve stem, whereby the valve stem including the valve 16 may be raised, in order to be reset. lVhen using the lever 27 for resetting the valve stem and its valve, the lever 27 is arranged, so that the bolt 29 engages the offset portion 31 of the slot 28, in order to hold the lever true to its work.

Projecting laterally from the section 5 of the partially rotatable shaft is an arm 82, to which a link 33 is pivotally connected. The link 33 is in turn pivoted at 34 to the slide bar 35, which is mounted in a guide 36 of the standard 37. The end of the slide bar 35 is provided with a vertically disposed pin 39. The lower end of the pin 39 engages a bifurcation 17 of the arm 48 of the stem 49 of the air valve 50, which is located in the air pipe 51 of the usual air brake system (not shown). lVhen the section 5 of the partially rotatable shaft is partially rotated, the slide bar 35 is reciprocated, through its connection to the arm 32 of the section 5 of the shaft, and which slide bar 35 in turn actuates the arm 18, which in turn actuates the valve 50 to its fullest possible emergency position, and then subsequently upon reverse movement of the section 5 of the shaft, the bar 35 is partially returned, which in turn partially returns the valve 50 to the ordinary service position, thereby holding the brakes applied. At the same time the air brakes are applied, the steam is also instantly cut off. Then after the train has stopped, the valve 25 of the by-pass pipe is actuated, so as to equalize the steam pressure above and below the valve 16. The valve 16 may then be raised to an open position, and supported owing to the slide 12 engaging under the collar 20. When the slide again engages under the collar 20, the section 5 of the partially rotatable shaft is in the act of returning to its normal position, the slide 12 engages the side of the collar 20, thereby preventing the section 5 of the shaft from returning to its full normal position, as well as holding the slide bar 35 against its returning to its full normal position, thereby holding the valve 50 to the ordinary service position connection, with the air brake applied in the usual manner.

The section 5 of the shaft at the end adjacent the adjoining end of the section 6 is provided with a transverse pin 55, which normally engages the shoulders 56 of the clutch member 57, which is keyed at 58 to the section 6 of said shaft, thereby coupling the two sections together. Coiled about the section 6 of the rod is a spring 59, one end of which is secured at 60 to a stationary portion of the cab, while the other end is secured at 61 to the section 6. A second coil spring is mounted upon the section 6 of the shaft. One end of this second spring 62 is connected at 63 to the section 6, while its other end is connected at 64 to the clutch member 57. A lever 65 pivoted at 66 to a portion of the cab is provided. This lever is provided with an opening 67, in which the clutch member 57 is arranged. The clutch member is provided with an annular groove 68 in which the two part collar 69 is disposed. Projecting laterally from the collar 69 upon both sides are pins 70, which engage the apertures 71 in the sides of said lever 65. Secured on the clutch is a plate 73 having a latch lug 74, which, when the clutch member is thrown in the direction of the arrow a, engages the shoulder 76 of the latch lever 77 pivoted at 78. This latch lever 77 is in the form of a blade, as shown, and mounted in a guide 80, there being a spring 81 bearing against the lever 77, to hold the same in position, so that when the clutch member is moved in the direction of the arrow a, the latch lug will engage behind the shoulder 7 6, holding the clutch member out of engagement with said pin 55 of the section 5 of said shaft, thereby holding the sections 5 and 6 of the shaft uncoupled. It will be observed that the lever 65 isutilized for moving the clutch member in the direction of the arrow at, so that the section 6 of the shaft may partially rock idly, that is, without actuating the section 5 of the shaft, in which case the section 5 of the shaft will not withdraw the slide 12 from under the collar 20; nor will the arm 32 actuate the slide 35, in which case the air of the air brake system will not be turned on. Pivoted to the side of the engine at any suitable location, as at 84 is an oscillatory plate or member 85 having a plate 86 secured thereto as at 87. This plate 86 is provided with laterally extending arms 88 and 89. If desired, the plate 86 may be made a part of the member 85. Secured at 90 to one end of the section 6 of the shaft 4 is a pair of arms 91 and 92. These arms 91 and 92 extend laterally, as shown. Pivoted to the arm 91 as shown at 93 is a pair of links 94 and 95. These links are provided with elongated slots 96, through the lower ends of which bolts 97 extend, thereby connecting the links 94 and 95 to the arms 88 and 89. The member 85 in the present instance is provided with an arrow-shaped head piece 98 at its lower end. hen this head piece 98 comes in contact with a trip device designated by the numeral 99, the member 85 is oscillated upon its pivot. Say for instance, the train or engine is moving for wardly, then the member 85 is oscillated in the direction of the arrow 1), which will cause the arm 88 to pull the link 94 downwardly, and with it the arm 91 of the section 6 of said shaft 4, thereby rocking the section 6, and provided the section 6 of the shaft is in clutch with the section 5 thereof,

then the entire shaft is rotated as one body, which in turn will oscillate the arm 32 and the lug or ear, which in turn will actuate the slides 12 and 35, the slide 12 releasing the valve stem causing the valve 16 to close, cutting off the steam supply to the chest (not shown) while the slide. 35 will actuate the valve of the air supply, thereby operating the brake. However, if the engine or train is moving or traveling in a rearwardly direction, then the arrow-shaped head of the member 85 will be oscillated or moved in the direction of the arrow 0. This action will cause the arm 89 to move downwardly, pulling upon the link 95, which will also pull the arm 91 downwardly, also actuating the section 6 of the shaft 4, in the same direction as when the link 94 is pulled down: wardly. It matters not which arm link 94 or 95 is pulled downwardly. In either case the shaft 4 is rocked or partially rotated in the same direction, thereby actuating the controlling mechanism of the locomotive. However, if the clutch device is out of clutch with the pin 55 of the section 5 of the shaft, then the section 6 will operate or rock idly. Also pivoted to the side of the engine or cab thereof, as at 100, is a plate or member 101, similar to the member 85, and provided with an arrow-shaped head portion 102. This member 101 has a plate 103 secured thereto as at 104. The plate 103 and the member 101 may be made in one piece if desired. The plate 103 has a pair of arms 106 and 107, through the ends of which bolts 108 pass, which also pass through the slots 109 of the links 110 and 111. The links 110 and 111 are in turn connected as shown at 112 to the arm 92 of the section 6 of said shaft 4. The arrowshaped head portion of the member 101 is designed to contact with the beveled surface 113 of the pivoted lever 114 of the signal apparatus, in which case the member 101 will actuate in a manner similar to the member 85, and through the link connections with the. shaft 4, the section 6 thereof will be rocked in the same direction, as when rocked by the member 85, no matter which way the member 101 is oscillated, and regardless whether the train or engine is moving forwardly or rearwardly. If the sections 5 and 6 of the shaft 4 are in clutch and the shaft is rocked by the member 101, regardless whether the member is oscillated in one direction or the other, then the controlling mechanism of the locomotive is manipulated, in order to shut off the steam and apply the air brake.

The signal apparatus comprises the usual standard 115, having the usual semaphore blade 116 pivoted at 117, andconnected by the rod 118. The lower end of the rod 118 is pivotally connected to the lever 114 pivoted at 119. This lever 114 moves between pin - tions therewith (not shown).

the two segmental guides 120, the adjacent faces of which are provided with grooves 121 and 122. The guides 120 have spring retained pins or plungers 124 and 125, the springs 126 of which are interposed between the collars 127 of said pins and the lateral arms of the brackets 128. The cylindrical portions of said pins are guided in the lateral arms of said brackets, while the rectangular parts 130 of said pins are mounted in the correspondingly shaped openings of the guide. When the train or engine is moving forwardly, and the arrow-shaped head of the member 101 contacts with the bevel 113 of the lever 114, the lever is moved slightly laterally, depressing the pin 124 against the action of the spring, causing the lever 114 to engage the groove 121, thereby preventing the lever 114 from moving upwardly, thereby insuring proper oscillation of the member 101. \Vhen the train is moving rearwardly, the member 101 will impart a slight lateral movement to the lever 114 in the opposite direction, causing the lever 114 to engage the groove 122, which likewise prevents upward movement of the lever. lVhen the lever 114 engages either one of the grooves 121 and 122, it prevents the semaphore blade from being thrown out of signaling position. When there is no train passing the signal apparatus, and the spring retained pins 124 and 125 are in their normal positions, the semaphore blades are free to be actuated by the usual signal connec- At the base of the standard 115 bell crank lever 130 is pivoted at 131. One arm of the bell crank lever 130 has a rod connection 132 with the lever 114, while the other arm of the bell crank lever has a link connection 133 with the trip device 99. Vhen the signal apparatus is operated by the usual signal connecion (not shown) therewith, thereby throwing the semaphore blades at danger, and the lever 114 down between the adjacent ends of the pins 124 and 125, and the trip device 99 in operative position, then either one of the members 101 and 85 may be oscillated, regardless of whether or not the engine or .rain is moving forwardly or rearwardly. In the event that the signal apparatus has been actuated, indicating danger, then it is the duty of the engineer or fireman to proceed with caution. In this case the engineer will actuate the clutch member in the direction of the arrow at, by oscillating the lever 65, thereby throwing the section 6 of the shaft 4 out of gear with the section 5 thereof, thereby preventing the section 5 of the shaft from actuating the controlling mechanism of the locomotive, for cutting off the steam and turning on the air. However, if the signal apparatus is set at danger, and an unavoidable accident has occurred to the engineer or fireman, then one or the other of said members 85 and 101 is oscillated, and through the clutch connection, both sections of the shaft 4 are partially rocked, thereby actuating the controlling mechanism of the locomotive. In other words, the steam will be then out off, and the air valve will be actuated to the full emergency position, so as to turn on a full supply of air, and then when the valve is operated partially toward its service position sufiicient air will be supplied to apply the brakes for a service application. After the engine has passed the tripping devices, then the shaft 4 returns partially toward a normal position. This partial normal position is attained, owing to the slides 12 coming in contact with the collar 20, which lowered with the lowering of the stem of the valve 16, when the valve was lowered. When the shaft 4 is returned partially toward a normal position, the air valve of the controlling mechanism of the locomotive is likewise returned partially toward a normal position, thereby restoring the air to the usual train line, in which case the brakes are applied with normal pressure. After the train has been stopped in this manner, and it is desired that the train should continue on its course, then the valve 16 is reset, by the lever 27, which engages under the collar 20 for that purpose. When pressing the lever 27 downwardly, the stem 17 of the valve 16 is raised, thereby allowing the slide 12 to engage under the collar 20, which will permit the shaft 4 to return to its full normal position, and at the same time close the air valve of the controlling mechanism and restoring the air brakes to their full normal position, in which case the train or engine may proceed on its course.

Upon applying this mechanism to a locomotive where it is undesirable to cut off the steam supply of the locomotive controlling mechanism in which case the steam valve and the collar 20 are so dispensed with and yet it is desirable to return the air valve back to service position subsequently to applying the brakes, the section 5 of the two part shaft is provided with a return collar 138 keyed to the section 5 of said shaft. In this case the pin 142 is removed which allows the pawl 140 to engage the periphery of the ratchet collar, and when sectional shaft is rotated so as to throw the air valve to emergency position the ratchet shoulder of the collar is moved past the pawl 140. hen the air valve of the controlling mechanism is thrown to service position and the section 5 of the shaft 54 is returned partially toward its normal position the pawl 140 engages the ratchet shoulder of said collar and holds the shaft and the air valve to train line position. hen it is desired to release the shaft and the valve from train line position the pawl 140 is raised and the pin 142 is re-inserted holding the pawl 140 out of engagement with the ratchet shoulder, in which case the shaft and the air valve return to their full normal position. The pawl 1&0 is pivoted at H1 as shown clearly at 112.

The invention having been set forth, what is claimed as new and useful is 1. In an automatic safety device, the combination of a locomotive and its steam throttle valve and a controlling valve for the train air line adapted to be thrown open to emergency position, and then to service position, of a rockable shaft, means connected to said shaft and having connections with the steam throttle valve to support the same in an open position, a device connected to said shaft and in turn provided with a fork and pin connection with the controlling valve of the train air line, an element on said shaft tiltable in either direction with the shaft when contacting with an obstacle member in its path for rocking the shaft for disconnecting said means from the steam throttle valve allowing it to close, and operating the controlling valve of the train air line to emergency position through the medium of said device, means upon said shaft for returning the same partially toward a normal position, thereby returning the controlling valve of the train air line from emergency to service position, the connections between the first means and the steam throttle valve including a member to fall in the path of the first means when the throttle valve closes to limit the return of said shaft partially toward a normal position.

2. In an automatic safety device, the combination of a locomotive and its steam throttle valve and a controlling valve for the train air line adapted to be thrown open to emergency position, and then to service position, of a rockable shaft, means connected to said shaft and having connections with the steam throttle valve to support the same in an open position, a device connected to said shaft and in turn provided with a fork and pin connection with the controlling valve of the train air line, an element tiltable in either direction when contacting with an obstacle member in its path, means connecting said element and the shaft to rock the shaft in the same direction whether the element tilts in one direction or the other for disconnecting said means from the steam throttle valve allowing it to close, and operating the controlling valve of the train air line to emergency position through the medium of said device, means upon said shaft for returning the same partially toward a normal position, thereby returning the controlling valve of the train air line from emergency service position, the connections between the first means and the steam throttle valve including a member to fall in position, of a rockable shaft, means connected to said shaft and having connections with the steam throttle valve to support the same in an open position, a device connected to said shaft and in turn provided with a fork and pin, connection with the controlling valve of the train air line, an element tiltable in either direction when contacting with an obstacle member in its path, means connecting said element and the shaft to rock the shaft in the same direction whether the element tilts in one direction or the other for disconnecting said means from the steam throttle valve allowing it to close, and operating the controlling valve of the train air line to emergency position through the medium of said device, means upon said shaft for returning the same partially toward a normal position, thereby returning the controlling valve of the train air line from emergency to service position, the connections between the first means and the steam throttle valve including a member to fall in the path of the first means when the throttle valve closes to limit the return of said shaft partially toward a normal position, and means for holding the shaft against movement, thereby preventing the firstmeans from operation.

4. In an automatic safety device, the combination of a locomotive and its steam throttle valve and a controlling valve for the train air line adapted to be thrown open to emergency position, and then to service position, of a rockable shaft, means connected to said shaft and having connections with the steam throttle valve to support the same in an open position, a device connected to said shaft and in turn provided with a fork and pin connection with the controlling valve of the train air line, an element tiltable in either direction when contacting with an obstacle member in its path, said element having crank and link connections with the shaft to rock the shaft in the same direction whether the element tilts in one direction or the other for disconnecting said means from the steam throttle valve allowing it to close, and operating the controlling valve of the train air line to emergency position through the medium of said device, means upon said shaft for returning the same partially toward a normal position, thereby returning the controlling valve of the train air line from emergency to service position, the connections between the first means and the steam throttle valve including a member to fall in the path of the first means when the throttle valve closes to limit the return of said shaft partially toward a normal position.

5. In an automatic safety device, the combination of a locomotive and its steam throttle valve and a controlling valve for the train air line adapted to be thrown open to emergency position, and then to service position, of a rockable shaft comprising two sections having coupled connections, means connected to one section of said shaft and in turn having connections with the steam throttle valve to support the same in an open position, a device connected to the section of said shaft to which said means is connected and in turn provided with a fork and pin connection with the controlling valve of the train air line, an element tiltable in either direction when contacting with an obstacle member in its path, said element having crank and slotted link connections with the other section of said shaft to rock the shaft in the same direction whether the element tilts in one direction or the other for disconnecting said means from the steam throttle valve allowing it to close, and operating the controlling valve of the train air line to emergency position through the medium of said device, a mechanism for disconnecting said coupled connections whereby the section having the crank and slotted link connections with the element may operate idly, means upon said shaft for returning the same partially toward a normal position, thereby returning the controlling valve of the train air line from emergency to service position, the connections between the first means and the steam throttle valve including a member to fall in the path of the first means when the throttle valve closes to limit the return of said shaft partially toward a normal position;

6. In an automatic safety device, the combination of a locomotive and its steam throttle valve and a controlling valve for the train air line adapted to be thrown open to emergency position, and then to service position, of a rockable shaft comprising two sections having coupled connections, means connected to one section of said shaft and in turn having connections with the steam throttle valve to support the same in an open position, a device connected to the section of said shaft to which said means is connected and in turn provided with a fork and pin connection with the controlling valve of the train air line, an element tiltable in either direction when contacting with an obstacle member in its path, said element having crank and slotted link connections with the other section of said shaft to rock the shaft in the same direction whether the element tilts in one direction or the other for disconnecting said means from the steam throttle valve allowing it to close, and operating the controlling valve of the train air line to emergency position through the medium of said device, a mechanism for dis connecting said coupled connections whereby the section having the crank and slotted link connections with the element may opcrate idly, means for holding the disconnecting mechanism for maintaining the sections uncoupled, means upon said shaft for returning the same partially toward a normal position, thereby returning the controlling valve of the train air line from emergency to service position, the connections between the first means and the steam throttle valve including a member to fall in the path of the first means when the throttle valve closes to limit the return of said shaft partially toward a normal position.

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

JAMES E. SMITH. lVitnesses:

V. C. CARTER, W. Gr. CRUELING.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner 01' Patents, Washington, D. C.

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