US698143A - Railway electric signal and safety apparatus. - Google Patents

Description

No. 698,|43. Pa tented Apr. 22, 1902.

W. H. SAUVAGE. "RAILWAY ELECTRIC, SIGNAL AND SAFETY APPARATUS.

(Application filed Oct. 12, 1900. I

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(No Model.)

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No. 698,l43. Patented Apr. 22, I902."

- w. H. SAUVAGE.

RAILWAY ELECTRIC SIGNAL AND SAFETY APPARATUS.

(Application filed on. 1'2, 1900.

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THE NORRIS PETERS w, PHOTO-LITHO. WASMINGYON. 04 c,

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I .ing drawings, in which is illustrated an em- I bodiment thereof;

I proved signal an'dsafety apparatus.

UNITED STATES PATENT OFF CE. 1

WILLIAM H. SAUVAGE, OF DENVER, COLORADO, ASSIGNOR OF ONE-HALF TO ABSALOM V. TABOR, OF CREEDE, COLORADO.

RAILWAY ELECTRIC SIGINAL AND SAFETY APPARATUS.

SPECIFICATION forming part of Letters latent No. 698,143, clated April 22, 1902.

Application filed October 12, 1 900. Serial No. 32,882. (No model.)

To atZZ whom it mag concern.- I

I Be it known that I,W1LLIAM H. SAUVAGE, a citizen of the United States ofAmerica residing at Denver, in'the county of Arapahoe and State of Colorado, have invented certain new and useful Improvements in Railway Electric Signal and' Safety Apparatus; and I-do declare-the following to be a full,v clear, and exact description of the invention, such as will enable others skilled in theart to which it appertains to make and use the same, refer-- ence being had to the accompanying drawings, and to the figures of reference marked thereon, which form a partjof this specification.

adapted for use in connection with air-brake ically tapped and the brakes'applied. Provision is also made for automatically closing the throttle-valve at the same time the brakes The invention will now be described in detail, reference being made .to the accompany- In the drawings,

Fig. 2 is a plan view of my block system for closing I the circuit when two locomotives have approached within predeterminedlimits. Fig.

3 is an end view of a depending trolley at tached to the locomotive and engaging the conductors intermediatethe track-rails. In; this view the parts are shown on an enlarged scale. Fig. 4 shows the trolley and its sup'-' porting bar or shaft ona smaller scale. Fig.

' 5 is an enlarged detail view of a box for sup- I track-rails, between which is located a double porting either end of the trolley-shaft. Fig.

6 illustrates the mechanism on the locomo- I .tive shown on a larger'scale. 45

Fig. 7 illus trates a portion of the mechanism on the 10- comotive shown on a scale still further enlarged. I Thesame reference characters indicate the same parts in all the views.

Let the numeral 5' designate the ordinary My invention relates toimprovements in. railway electric signal and saftey apparatus.

I Figural is a side elevation of a locomotive equipped with my im-- equally from the ends of the coil.

sectional conductor composed of parts 6 and 6'of'any desired length. AThe parts 6 and 6 are arranged alongside of and" insulated from each otherr They are so arranged that thebreaks' or spaces between the extremities ofone set of parts (6, or 6 are located oppo site-points. midway between the extremities of the other set of parts. These parts 6 and 6 are attached to plates 7, mounted onthe ties 8, and are insulated from the ground and thetrack-rails. Thisdoublesectional conductor, composed of the parts 6 and 6*, as aforesaid; forms" a track-midway between the rails for a depending trolley 9,,composed of a roller 9 journaled in a frame 9?. :This trol ley is suspended froma shaftl O, whose eX- tremities-engage boxes 12',m ounted on the I ed, whereby it is arranged to/swing slightly a wire'22 leads too'ne pole23of a battery or The normal position of the bar 30'is farther to the left (see Fig. 6) than the position of I the bar when the magnet is energized, 'since the energized magnet will cause its core to assume acentral position in the coil, whereby f the extremities of the core will protrude The bar;

engine-frame. 'Thet'rolley is loosely mounts. g f 5 79. 1 backwarddurin'g the movementofgthe' engine. e. The boxes-12am insulated fromjthe, engineframe. From the trolleyframe leads a wirepr electrical conductor 13 to the coils;ofqan electro -i magnet 14:. From the opposite extremity of the magnet-coils a wire l5ileads to a'switch-fl contact 16. From another contact17 awire .1; 18 leads to a telephone 19.? From the rue phone a wire 20 passes to abell'2l, from which A The space betweenthetwocontactsld and 17 of the switch may be bridged by a circuit-- vcloser28pivotally mounted on the cab-frame. l I

The magnet l l is attachedto the'boiler shel-l- T -29 or other suitable support." I A movablebar" 30=is, co nnected with the core ofthe magnet coiland is normallyheldinthe positionshownj II I in-Fig. 6 of the drawings by a'coil -spring 31', the" extremity of whichwis connected with a stationary part mounted' on the cab-frame.

30 is provided with an offset-30. The'reduced portion of the bar to the right of the offset (see Fig. 6) normally engages the stem 33 of a valve 34, located within a chamber 35 and normally held against its seat 37 by a spring 36. The valve 34 normally closes a port 38, leading to a chamber 39, through which the valve-stein 33 passes. The top of the chamber 39 is closed by a stuffing-box 40, through which the stem 33 also passes. From the chamber 39 a pipe 41 leads to one extremity of a cylinder 42, provided with a piston 43, whose stem 44 passes through the stuffingbox in the end of the cylinder and is connected with a lever 45, which controls the throttle-valve 46 of the engine. Normally or when the throttle-valve is open the lever 45 and the piston 43 are in the position shown in Fig. 6 of the drawings. The valve-chamber 34 communicates by way of a pipe 47 with the train-brake pipe 48, through which the air passes to the air-brake mechanism, (not shown,) composed of the triple valve, the auxiliary reservoir, and the brake-cylinder. A stop-cock 49, located in the pipe 47, is normally open, but may be closed to out OK the air from the chamber 34 when desired.

The circuitcloser 28 is normally in the position shown in dotted lines, Fig. 6, whereby the magnet is energized by a current through the wire 13. A separate wire 50 leads from the wire 13 to the wire 18 to complete the circuit through the telephone 19 and the bell 21 when the circuit is broken at the switchthat is to say, when the circuit-closer 28 is in the position shown in full lines in Fig. 6.

The lever 45 for controlling the throttlevalve is provided with a sliding dog 45, whose lower extremity 45 engages the notches of the quadrant 45. The dog 45 is provided with a roller 45 adapted to engage a rod 45, connected with the piston-stem 44. This rod 45 is provided with an oifset 45- and rests upon the pin 45*, attached to the lever, whereby the rod is supported in operative position.

This rod is also provided with a stoppin 45", located some distance from the body of the lever when the throttle-valve is open. The cylinder 42 is provided wit-h an escape-port 42, through which the air in the cylinder passes after the piston 43 has reached its forward limit of movement or its limit of movement toward the right, referring to Fig. 6. The size of the port 42 may be regulated to suit the purpose, according as it is desired to make an ordinary stop or an emergency stop when the brakes are applied.

In describing the operation of theapparatus it must be understood that the engines or trains referred to are each equipped with apparatus substantially identical with that already described. For convenience of description I will assume that the two track-sections G and 6 are each a mile and a half in length. When the two trolleys 9, one belonging to each engine, are both on the same section 6 or 6*, as the case may be, the electric current will pass from the source of electricity 24 on the in the quadrant 45.

one engine by way of the wire 22, the b01121, the wire 20, the telephone 19, the circuit-closer 28, the Wire 15, the electromagnet 14, the wire 13 to the trolley 9 of the engine and thence to the conductor-section 6 or 6, from which it passes to the trolley of the next engine and thence to the electromagnet, telephone, bell, and finally to the source of electricity, and thence to the ground, completing the circuit. As soon as this occurs the signal-bell 21 will ring on each engine and each telephone will be put in the circuit ready for use. Moreover, as soon as the magnet 14 is energized the bar 30 is shifted to the position shown in Fig. 7, forcing the valve-stem 33 downward by the engagement of the offset 3O with the top of the stem sulliciently to open the valve 34, allowing the air to pass from the train-brake pipe 48 by way of the branch pipe 47 into the chamber 35, through the port 38 into the chamber 39, and thence by way of the pipe 41 to the cylinder 42, which it enters in the rear of the piston 43. This piston is immediately driven by the air-pressure forward or toward the right (see Fig. 6) to its limit of movement. The effect of thismovement of the piston is first to actuate the rod 45 sufficiently to cause the offset 45- to pass under the roller 45 whereby the dog 45 is raised out of its notch As soon as this occurs the pin 45 engages the lever proper and actuates it sufficiently to close the throttle-valve. As soon as the piston has reached its limit of forward movement in the cylinder 42 the air in the cylinder escapes through the port 42, reducing the pressure in the train-brake pipe sufficiently to apply the brakes to the train.

From the arrangement of the conductorsections (5 and 6 it is evident that the two trains cannot get nearer each other than onehalf the length of the section, or three-fourths of a mile, without closing the circuit on the two trains, with the result that the bells are rung, the telephones placed in the circuit, the throttle-valves closed, and the brakes applied to stop the trains.

After the danger is over and it is desired to release the brakes the circuit in which the magnet is located is broken by shifting the circuit-closer 28 to the position shown by full lines in Fig. 6. The spring 31 will then return the bar 30 to its normal position, releasing the valve 34, which will then be seated by the recoil of the spring 36, thus cutting off the escape of air from the train-pipe 48. The throttle-valve may then be opened by returning the lever 45 to the position shown in Fig. 6. The circuit is still complete through the telephone and signal-bell by way of the wire 50, allowing the engineers of the two trains to converse with each other as long as the engines are on the same block or their trolleys in contact with the same conductorsection 6 or 6.

The electromagnet 14 (shown in the drawings) consists of a solenoid whose movable core 14 is connected with the bar 30, as shown at 30*. The core of the solenoid is held by a spring farther toward the left than its normal position when the magnet is energized. When an electric current is passed through the coils of the magnetic solenoid, the core is moved toward the right (see Fig. 6) sufficiently to accomplish the purpose heretofore explained.

In Fig. 1 a difierent spring arrangement is illustrated from that shown in Figs. 6 and 7 and'already described. In Fig. 1 the spring, which I will designate 31 surrounds the bar 30 and one extremity of the magnet-core. One end of the spring bears against the'frame or spool ofthe magnet, while the other extremity engages a stop on the bar 30. The

tension of the spring 31 is such as to main tain the relative arrangement of parts heretofore explained.

Having thus described myinvention, what I claim is- I 1. The combination with air-brake mechanism, a throttle-valve on the engine, and a hand-lever for controlling said valve, the said lever being normally locked when the throttle-valve is open, of a cylinder mounted on the engine, a piston located therein, a con nection between said piston'and the hand-lever for unlocking the-lever and actuating the same to close the throttle-valve when the pis- -to'n is actuated, an 'electromagnet mounted,

on the engine, a conduit connecting the trainbrake pipe with the cylinder, a normally closed valve located said conduit, a connection between said'valve andthe magnet I whereby the valve is opened as the magnet is energized, allowing the air to pass to the cylinder and actuate the piston, whereby the lever is unlocked and operated to close the throttlevalve, the cylinder being. provided with a port so located asto allow the air to escape after actuating the piston','whereby the nejcessary'reduc'tionis effected for setting the brakes.- 5

2. Thecombination with asource' of elec-.

may carried by the train, ofan electromagnet located on the en gine and'connected with said source, means located onthe'road-bed and connected with the magnet forenergizing the same when trains have approached within a predetermined distance, a hand-leve r for closing 'thethrottle-valve on the engine, said lever havingaremovable device normallylocking the lever in the adj ustedposition whenthe throttle-valve is open,;a' cylin' derlocatedon the engine, a'piston'in the cyl+ inder, a rod connected with thekpiston, ar

ranged to engage/the hand-lever-llocking deav vice, and fashioned to unlock the saine when the piston'is actuated, a conduit leading from a'source of compressed air, to the cylinder, a

- normally closed valve locatedin said conduit,

' a connection between-the valve and the elec-' tromagnet whereby as the latter is energized the valve is opened allowing the air to pass to the cylinder whereby the pistonis actuated and the hand-lever operated to close the throttle-valve.

3. The combination with air-brake mechanism, of an electromagnet carried by the train, and provided with a movable core surrounded by the magnet-coil, a normally closed valve connected-with the train-brake pipe and provided with a protruding stem, at part con-' nected with the core of the magnet and provided with an offset arranged to engage the valve-stem and depress the latter to open the valve when the magnet is energized, a source of electricity carried by the train and with WlllGlllihG magnet is connected, and means.

located on the road-bed and connected with the electric source,-for closing the circuit.

when the'trains have approached within a predetermined distance, whereby the magnet is'en'ergized, the valve opened and the-air allowed to escape, causing the necessary reduction of pressure to applythe brakes;

4. The combination with an electric source,

carried by the train, and meanslocated on the road-bed and connected with said source for closing the circuit when two trains have;'ap-.

proached within predetermined. limits, and air-brake mechanism, of a hand-leverprdvided with a movable dog normally locking the lever when the'throttle-valve is open a cylinder, a piston located therein, a rod con- ,nected with the piston and provided with an ffset arranged to raise and unlo k when the piston; is actuated, and'then actuate the lever to close the throttle-valve, a conduit too I leading from the train-brake pipe to the cyl- I inder,"a normally closed'valvelocated in said conduit, and provided'witha protruding stem;v

an electromagnet provided-witha movable core, a rod connected with said core=and pro vided'with an ofiset'and a reduced portiom'a spring normally holding-thereduced portion of the rodin aposition' engaging the valvestem, whereby the valve remains closed, the arrangement being suchthat when themag:

.net is energized,the rod is actuated tobring its ofiset incontact with the stem whereby the y H latter is depressed and. the valve opened, al-

lowing the airto pass'to the cylinder andactuate the piston,'and unlock and operate the" hand-lever, the cylinder being' provided with a port allowing the air to escape after the piston has beenactuated', whereby the necesp sary reduction of pressureis'effected to apply n the brakes.

in presenceof twowitnesses. z' 1 In testimony whereof I affixmysignature Witnesses: DORA 0i 5 9 W LIAMLH; *SAUVAGE. L

: .MARY C. Lat/inf p A i

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