US935468A - Safety-brake apparatus for railway-trains. - Google Patents

Description

D. M. DALEY, A. HQLONG 6: H. L. MALTBIE.

SAFETY BRAKE APPARATUS roR RAILWAY TRAINS. 7 APPLICATION FILED PEBJQ, 1908. 935,468, Patented Sept. 28, 1909.

2 SHEETS-SHEET I.

D. M. DALEY, A. H. LONG & H. L. MALTBIB. SAFETY'BRAKE APPARATUS FOR RAILWAY TRAINS.

Y APPLIGATION 11.31) IEB.19,1908. Y 7 I 935,468, Patented Sept. 28, 1909. v 2 SHEETS-SHEET 2.

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DANIEL M. DALEY, OF WEST SENECA, AND ANDREXV H. LONG AND HERBERT L. MALT- .BIE, OF ROLAND, NEW YORK.

Specification of Letters Patent.

Patented Sept. 28, 1909.

Application. filed February 19, 1908. Serial No. 416,673.

To all whom it may concern;

Be itknown that we, DANIEL M. DALEY,

residing at West Seneca, in the county of .Erie and State of New York, and ANDREW H. Lone and'HERBER'r L. MAL'rBiE. residing at Roland,\ in the county of Erie and State of New York,' all citizens of the- United States, have invented certain new and useful Improvementsin Safety-Brake Ap aratus for Railway-Trains, of which the to lowing is a specification.

This invention relates to safety brake-apparatus for railway-trains; it comprising essentially a contact-device arranged in operative relation to a track, a trip-device on a locomotive, and means actuated by said trip-device to cause a reduction inthe airpressure in the air-brake system of a train.

It also consists of a contact-device arranged in operative relation to the railway-.

track and in operative connection with a railway-switch, a signal apparatus or any other train-serving device, and a tripdevice preferably controlled by the engineer of the train and in turn controlling the air-brake system. J

The primary object of our invention is the provision of means for automatically braking a train as it approaches an open switch, a block when a signal is set against. entrance into the block, or any other train-serving device; 'it also has for its object the provision of means whereby the braking of the train is accomplished gradually; and to accomplish such objects by simple and reliable mechanical contrivances.

With these and other objects in View to appear h'ereinafter, the invention consists in the construction, arrangement and combination of parts to be hereinafter described and particularly pointed out in the subjoined claims;

In the drawings,Figure 1 is aside clevation of a railway-track, the contact-devicc at the side of the track and a portion of a locomotive equipped with the cooperating parts of our invention. Fig. 2 is an end clevation of the apparatus showing a semaphore opcrativcly connected with the contact-device and the traveling portion of the apparatus carried on the frame of a loco motive. Fig. 3 is an enlarged section taken on line 33, Fig. 2. Fig. 4: is a detached perspective view of the trip-device and its supporting-arm. Fig. 5 is a broken plan view of a railway-track having a switch, and of the contact-device operatively connected with the switch. Fig. 6 is a detached perspective view of the thrust-rod forming part of the contact-device. Fig. 7 is a section taken on line 77, Fig. 5. Fig. 8 is a front elevation of the contact-device.

Referring now to the drawings in detail, like numerals of reference refer to like parts in the several figures.

10 represents the main track-rails, and 11 I the switch-points of a side or, branch-track; said tracks being secured to cross-ties 12 in the usual manner. The switch-points are connected by an actuating-lair 13 which is pivotally connected at one end to one arm of a bell-crank lever 14 arranged at one side of the track, said lever having its other end connected to a rod 15 which extends parallel with the track to a contact-device 16 arranged at a distance from the switch-points and preferably at one side of the track. This contact-device comprises a frame having standards 17 which are braced and connected at their upper ends by a horizontallydisposcd bar 18 to which is secured a slideway 19 which faces the track. Said slideway has dovetailed grooves 20 at opposite ends in which slide-blocks 21 are held, each of said slide-blocks having outwardly-projecting cars 22 to which the outer ends of a pair of oppositely-inclined contact-bars 23 are pivotally secured. Said bars have a hinge connection at their inner ends, as at '24, and are held in the bifurcated end of a thrust-rod 25 at such point by means of a bolt 26. Thrust-rod 25 passes through regis'tering openings in the slide-way and the horizontallydisposcd connecting-bar 18. Theouter end of the thrust-rod 25 is pivotally connected to one arm of a bell-crank lever 27 which has its other arm pivotally attached to rod 15.

The parts thus far described arc so rclatcd and connected that when the switch-points arc in open position to cause an approaching train to move onto the side or branch track. the contzuct-bars 23 are moved into projected position; that is to say, their inncr connected ends are in the position inwhich they closest approach the tracks, and when the switch-points are in closed position, the contact-bars are drawn inward toward the slideway 19.

As this invention designed to set the brakes of a train automatically, the contact device 16 may be used in connection with a railway-switch, as shown in Fig. 5, a semaphore as shown in Fig. 2, or any other trainserving device. When used in connectionwith a semaphore, the thrust-rod 25 may be bent downward, as at 28, Fig. 2, and its lower end connected to one arm ofa bellcrank lever 29, by means of a link 30; the other arm of said bell-crank lever being connected with the signal-element 31, by means of a rod 32. Any other means of connection, however, may be established between the-contact-device and the train-serving device, which may be a railway-switch, a sig- "nal-device, or any other appliance or apparatus to be actuated or used when it is desired to stop or cause a train to proceed slowly.

'lhecontact-device and the train-serving device is adapted to cotiperate with mechanism carried on a locomotive, whether traveling separately or in connection with a car or cars coupled thereto, and where herein a train is specified, it is to be understood as meaning a locomotive with or without cars coupled thereto. This train-mechanism we will now proceed to describe.

32 designates a portion of a locomotive or train. and an air-pipe forming part of an air-brake system. Supported on the frame of the locomotive an air-cylinder 34 which is emlnected with the air-pipe 33 by a. pipe 35 having a valve 36 therein. \Vithin the cylinder 34 is a piston 37 having a pistonrod 38 which extends out through one end of the cylinder and to'which an actuating-rod 39 is secured. Said actuating-rod has connection with the stem of the valve 36; the means of connection being such as to allow a predetermined movement of said rod before actuating said valve. For this purpose the rod 39 is slotted, as at 40, and through said slot the bent end 41 of the valve-stem passes. The iston is normally held at one end of the cylinder by a spring 42 which surrounds the piston-rod 38 and is interposed between the piston and one end of the cylinder. v

Depending from the frame of the locomotive is a hanger 43 in which is mounted a .shaft #14: extending iearward to a point beneath the cab oi the loeon'iotive, and at its rear end it has a bevel-gear 4-5 which meshes wdh a bevel-gear -l( at the lower end of a rel-heal shall 41 extending upward Into the ml). The. upper end of said vertical shaft has a bevel-gear 48 which 1s ll) mesh wlth a bevel-gear 4-9 secured to a shaft, suitably 'ating parts between the latter and the journaled and having a crank-handle 50. To the forward end of the shaft 44 .a rockhead 51 is secured which is slotted and has a trip-bar 52 passing therethrough at a rightangle to the shaft 44. At its outer end said trip-bar isequip ed with a contact-roller 53 which is adapted to ride over the contactbars 23 to cause said bars to move toward the slide-head 19 and during such movement of the contact-bars, the slide-blocks are forced toward opposite ends of the contact-device. Said contact-bars serve through the instrumentalities of the thrust-rod 25 and the actuswitch-points, to move said switch-points so into closed position. When tl1e-contact-bars are forced into their depressed position, they retain their inclination with respect to em: other, but in a less degree, and as the tripdevice has forced the contact-bars inward to their full extent when the contact roller reaches a point about midlength of the bar first in the path of its travel, said trip-bar is forced inward to actuate an arm 54 secured to the stem of th valve 36, causing air under pressure to'ent r the cylinder 34 from the main line of the air-brake system, which causes the setting of the brakes on the train. In order, however, that the trip-bar does not move inward before the contact-arms are actuated by it, aspring 55 of considerable power is provided which surrounds the triptuat-ion of the contact-bars and their connected parts before the trip-bar can act upon the valve.

\Vhen the air enters the cylinder 34, it acts against the tpiston therein to force' it forward, and a ter as it approaches the .end of its stroke, the rod 39 acts to open the valve 36 to a greater extent than it was opened by the trip-bar 51, thus causing a second reduction of air-pressure inthe air-line of the brake-system, which assures a positive braking of the wheels after the train has slowed down by reason of the first reduction of the air-pressure. By this means, therefore, the train is gradually stopped. As the piston reaches the end of the forward movement it opens an air-outlet 57 in the cylinder through which the air escapes, after which the spring 42 returns the piston to normal position. 1 I This invention is articularly useful in foggy or stormy weat or when it isdiflicult to see the signals, and at such it is simply necessary for thengineerfdo turn the crank 50 which, through 'the instrumentality of the ears and shafts between it and the rock-hca 51, cause the trip-bar 52 to be swung from normal position shown in dotted lines in Fig. 2 to that shown in full lines in said figure.

It is to be understood. that in lieu of the contact-device herein shown, any contactdevice' or obstruction in the path of the tripbar 52 may be used, whether or not it is in connection with a train-serving device.

Having thus described our'invention, what We claim is,

1. In a safety-brake apparatus, the combi nation with a train-sewing device, a contactdevice in operative relation to the track and operative connection between said trainserving device and said contact-device, of an air-brake system, an air releasing device connected with said air-brake system, a tripdevice, and means for moving said trip-device into or out of operative position with relation to said air releasing-device and said contact-device.

2. In a safety-brake apparatus, the combination With a train-serving device and a con tact-device operativ ely connected with said train-serving device, of an air-brake system on a train, a eylinderhaving connection With an air-pipe of said system, a piston in said cylinder, a valve in the pipe leading to said cylinder, mechanism for opening said valve to a predetermined extent and adapted for co-action with said contact device, and

means governed by said piston to open said valve to a greater extent.

3. In a safety-brake apparatus, the combination with a contact-device, of an air-brake system, a cylinder having an air-escape opening and connection at one end with an air-pipe in said system, a piston in said cylinder, a spring acting to retain the piston normally at one end of said cylinder, a valve in the air-pipe connected to said cylinder, means for opening said valve to a limited extent to admit air into said cylinder and cause a reduction of air in the air-brake system, said means being adaptedfor co-action with said contact-device and a connection to the piston adapted to 'open the valve to a greater extent after the piston reaches a certain point to cause a further reduction of air in the air-brake system.

In testimonywhereof, We have affixed our signatures in the presence of two subscribing witnesses.

DANIEL M. DALEY. ANDREI V H. LONG. HERBERT L. MALTBIE. Witnesses WILLIAM CASEY, EUGENE E. BLAIR.

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