US864974A - Railway block system and locomotive equipment for operating the same. - Google Patents

Description

PATENTEDSEPT. 3, 1907.

, H.LONGAUBR. RAILWAY BLOCK SYSTEM AND LOGOMOTIVE EQUIPMENT FOR OPERATING THE SAME,

APPLICATION FILED MAY 16. 1907.

3 S HEETS-SHEET 1 PATBNTBD SEPT. S, 1907i H. LONGAUER. RAILWAY 'BLOGK'SYSTEM AND LOGOMOTIVE EQUIPMENT FOR OPERATING THE SAME.

APPLIUATION FILED MAY16.1907.

a sums-$11221? 2.

No. 864,974. PATENTBD SEPT. 3, 1907.

g H. LONGAUER. RAILWAY BLOCK SYSTEM AND LOGOMOTIVE EQUIPMENT FOR OPERATING THE SAME.

APPLICATION FILED MAY 16. 1907 3 SHEETS-SHEET 3- 3- VIII;

' the same looking larged cross-section, as indicated by line 3-3 of Figs.

as supports. for horizontal rock-shafts which is carried by post 1 tic-e the d istanee coveredb'y a single block of the UNITED STATES No. 864,974. Specificationo SCONSIN, ASSlGNOR OF .FOR'lY-F'IVE ON f Letters Patent.

PATENT OFFICE.

OPERATING THE SAME.

Patented Sept. 3, 1907.

Applicationlilhd liiay 1907- Seritilflo- 0 To (IUTNIIOHL it may concern:

lie it known that 1, Montana lloxoiulnn, a 'citizen of the United States, and a resident of the town of Wain \vatosa, in the county of hlilwnnkee and State of Wiscousin, have inv ntedecrtainnew and useful Improvements in tailway. l-iloek Systems and Locomotive Equipment. [or Operating the Same; and I do hereby declare that. the following is :1- Iull, clear, and exact description thereof. t i

The object of niy invention is to provide a simple and positively actuated railway block-system, the system being so arranged in connection with equipment carried by the locomoti\'es of trains, as to mechanically cut otT the motive-power and effect a setting of the brakes of trains running upon a single track, when the 1 same enter a'connnon block of said system. The invention therefore consists in certain peculiarities oi construction and combination of parts as hereinafter described 'with reference to the accompanying drawings and subsequently claimed.

in the drawings: Figure I. represents a plan view, in diagram, of a single block oia system, comprising a series of connected signals placed parallelivith and ad jacentlto one side of a railway-track (not shown) with portions of engines carrying actuating-devices therefor at either end of the block; Fig; 2, an elevation of from the track-side; Fig. '3, an ent i i l r .l and 5, a portion oi-a locomotive-cab with signal-operating attachment being shown in operative position with relation to the block-signal mechanism; Fig. 4, a detail plan view of the engine-cab and engine operating-niechanism, the same being shown in connection with a'iragment oi the block-system; Fig. 5,'a longitutudinal sectional View of the same, as indicated by line 5-5 oltho preceding figure, and Fig. (i, a plan View, in diagram, illustrating the means for clearing the signal-operating mechanism from the side of a tunnel as Referring by elntracters to the drawings, 1', 2,3, and

overhead brackets 5, 5, and (5, 6, which brackets serve 7. that project-to- (not shown) and carry The first flag of the series, is oigreater length than those carried by the other posts, said flag being designed to guard against rear-end collisions only. The above mentioned series of flags arearrangod to be 'o'pe'r ated by-mechanisnrcarried by a locomotive iftravop ing from right to left, assllov'vn in Fig. 1' of the drawings, it being understood that an indefinite nunibe'i' ol' sutih flags and intermediate posts may be utilizeihas iii praci system wards tlle'outer rail of a track signalJlags S at their ends;

hundred foot. 1 The shank of the flag carried by post J has projecting therefrom a bell-crank 9, one arm oi which crank is connected to a trip-cable 10 that passes downward and over a pulley 11, and is linked to the end of a gate 12, the gate .beingjiinged between ears projecting from the rear portion ol' bracket ti that is secured to post- 2 of the series. Post 3 of the system is provided with a duplicate equipment of post just described, the gate 12" in this case, to which a trip eable it) is linked being hinged to bracket 6 of the last post 4 ,of the series.

Arms l tol the bell-cranks and corresponding arms 15, which project irom the shanks of each of the re maining flags, are all connected by a common actuating cable 16, by means of which cable motion is transmitted to the entire series of flags, whereby their position is changed from a horizontal, imlicuting a clear track, to that of a vertical. position, indicating danger.

The above changes of position are effected by a vertical spindle 17 mounted upon a boom 18, which boom 7 5 is carried by and projects beyond the locomotive cabrent 19, and as shown in Fig. l, thespindle of engine A, when traveling in the'direction indicated by the arrow, will engage trip-cable 10, it being understood that the system is now clear and all [tags are set in' a longitudinal position. The several parts being in the clear position, asindicated, cable 10 will be obliquely across the. travel otthe spindle 17, the gate 12 forming a continuation of the oblique line of the trip-cable, and trip-cable 10 at the opposite end of the block lies parallel to travel of the spindle, while its gate ]2 stands at a right-angle thereto. I

As locomotive A passes the iirst'post of the system, ,its spindle 17 engages the trip-cable 10, this causes said cable to gradually assume a parallel position, and in doing so rocks the connected bell-crank, which crank through its connection imparts a quarter turn to all the flags, causing the same to take a vertical position indicating danger. The spindle then passes under the end ofthd gate to which the trip-cable is 9.; connected, said gate at this time being in a position at a right-angle to the cable. The opposite end tripcable 10 in the meantime, through its bell-crank connection, has taken an oblique position corresponding to that previously assumed by trip-cable 10 just noted 10 upon. Should the locomotive or train be free to pass out of the block, the spindle 17 will act upon the tripcablelOt, which-is nowpblique, in a similar manner to that just described, and thus restore the signal flags to their clear position, as the locomotive or train leaves the blot-k i Thelong flag carried by post 1 of the series described,

serves as a protection for a train traveling upon the block from ,right to left against rear-end collisions,

from post 1 to post t would be {tPPTOXiDliLlLGlY fifteen while the remaining flags protect said train against lid head-on collisions, by a train traveling from left to right. These flags not only serve as signals to forward and rear trains, but when turned totheir danger position project in the path of pins 20, one of which is :carricd by each locomotive. and is connected by.

in the block to be stopped, but in order to also protect a train that'has been stopped in said block from head-on collision with the moving train, which has second series of flags indicated by S, which completes operated the flags, a similar series of flags to that previously described are provided, said flags being actuated in this instance, by a locomotive B traveling from left to right, as shown in Fig. 1 of-the drawings. This a block, in Construction are duplicates of the first series, except that said flags in this instance project forward upon a different vertical plane than those of said first series, as do also their arms 15 which are.

fast to the rockshalts, and theiractuating-cable 16, these forward projecting flags being necessary, in order that the pins 20 carried by; theglocomntives will only engage the flags of the soriesactuated by another locomotive, the-pins of locomotives traveling in different directions being setnn different vertical plants corresponding'to the flags. The flag-mechanism of Lthe secondseries is supported by posts 1?, 2,3, 4,

, post 1 being the first from left to right, as shown in the drawings, the remaining pcsts alternating with those of the firstseries throughout the block, The trip-cable's 10' 10, of said second series are arranged upon a lower horizontal plane than those of said first series, so that the-spindles 17 of'locomotives traveling in opposite directions will act upon the trip-cables ior which they are intended, and clear-the trip-cables.

of the other series, the spindles being supported upon their respective booms at diiierent vertical and horizontal planes, corresponding to. the series of flags 'with which they co-act. 4

Referring in Figs. 1 and 2 of the locomotive A enter the block, its spindle 17 will en gage the obliquetrip-cable 10, causing all fiags of the series 8 to assume'a vertical position, these flags with the exception of the firstof the'seriesh'eing short, the

pin 20 of the locomotive will clearthein and said locomotive with its train'will be freetopass on. Should a locomotive from the tear'attempt to enter 'the bl ock at this time, its pin 20 would strike the: first flag and thereby be automatically stopped. If locomotive B enters the block however at this time from the oppo- 'site direction, its sp'indle 17 would actuate the second series of long 7 flags 8. As soon as locomotive A reached one of these fiags 8, after the same had been turned to a vertical position, the pin carried by'said 1ocomotive A would strike the flag and bring theai'oresaid locomotive A to a stop. Should locomotive B enter theblock, the same being clear, itwould m'ove all flags of its series 8-t0 a vertical position as a signal to front and rear trains, but would not be interrupted drawings, should for thereason that its pin 20 would pass under the flags I 8 of the first series and through apertures 21 in its flags 8, which apertures are formed for the purpose of permitting this clearance The first flag or the second series 8, whichis short, when acted upon by locomotive B will, prevent rear-end collision of trains traveling from le'it to right, in a'similar manner to that described in connection with the first flag oi the series acted upon by locomotive A.

The means employed for actuating the signals and causing automatic cutoff of the power, together with the setting of the brakes of a locomotive or train is as follows: a v,

The locomotive cab-roof 19 has projecting there.- from a stud 19", on which is swiveled the boom 18 having spindle 17 in threaded-connection with one of two apertures in its end. The boom-end projects over the side of the cab and is-locked in this position by means of aspiring-controlled rod'22 guided in ears depending irom the lower face of said boom, the rod being provided at itsouter end with a vertically disposed trolley 23 and having its {inner end terminate in a,

plunger, which plunger is adapted to engage recesses or one of a pair of'segmental tracks 24 that project from the cab-roof; Pivoted to a short arm of the booin is a.-

lever 25, having a depending rib 26, which rib is circumierentially disposed with relation to the swivel stud 19 ofsaid boom. The free end of the lever 25 extends outward and terminates at a point directly under the flagsof the block-system, the pin 20 being threaded into one of two openings in said lever, and arranged to contact with any of said flags of a series, should the latter be in their danger position.- A looped slide 27 surrounds the stud 19", having tongues28, 29, which are I guided in ways projecting from the cab-roof, the tongue ofthe slide being provided with pins 30,30 upon op-,

positesides of said stud 22 forengagement with the rib 26 of the lever 25, Theiorward tongue 28 of the slide serves as a lock for a spring-controlled latch 31, the; tonguefbeing adapted to enteran aperture in the headof the latch and lock the same against springtension, The latch-head is guided in an opening in the cab root and also in an arm of a bracket 32 secured to the underside oi said cab-roof, When the'latch locked, as shown in Fig. 5, of the drawings, a bridge-piece 33 and prevents longitudinal movement oi the same. This rod is guided in openings in the bracket 32 and has a coil-spring37, under compression between an arm of said bracket, a finger 38 secured to the red, one end oi th e latter being in the path of travel of the controllinglever of a steam throttle-valve 39. An oilfilled dashforming the end of a slot 34 engages a lug 35 of a'rod36 illentends from an arm'oi said'bracket 32, the dash pot being provided 'with a valve-controlled bypass {11 :conn'ecting its Gnds,'and a spring-controlled piston 42, The piston is'held under its spring-tension by the .fin-

gel 338, and has its end arranged to contactwith and I move the handlefoi ali' air-brake valvej ififwhen the spring-tension is relcased'thereirom. In operation, when pin 20 strikes a' flag-it causes the"lever 25 to swing backward, rib -26 of which will then, through its 1 pin-engagement with the slide 27, retract said slide. This action perinits the spring-controlled latch 31 to drop, thereby releasing the rod 36, whichrod shoots forward, releases the controlling lever oi the throttleirees the spring-controlled dash-pot piston 42, which piston now moves forward and acts upon the handle of the air-brake valve 43 to cause the brakes to be set, the

Naive in the by-pass 41 beii1g regulated, if desired, so as fo choke the free flow of oil from circulating through said by-pass and thereby'controls the time of setting the brakes. The above mechanism is reset by first retracting the rod 36, a. handle 44 being connected thereto ior this purpose, this rod, through its connections, also reiracts the dash-pot piston. The operator next lifts the latch 31, 'by means of a handle 45, and then pushes I tongue 28 of the slide into the aperture of said latch,

" maticcut-off mechanism.

by means of a handle 46, thus looking all parts in po- 2. flag, it being understiiod that the engineers valves may be freely used without interference of said aut As illustrated in Fig. 6 of the draiwings, the mouth of a tunnel is shown equipped with a guard-wire 47, this "Wire is fast to a post at the requireddistance from the [rod 22, which action releases its plunger-end from the recessed segmental track 24, thus permitting the boom and connected parts to swing back and clear the tunnelwalls. The'trollcy then travels upon the parallel portion of the wire until it runs off at the opposite end of the tunnel, at which time a spring 48 connecting the boom and one of a pair of pins 49 on tho cab-top, draws said boomback to its normal locked position. The boom is swiveled upon its studlF) to permit the same being shifted from one side of the locomotive-cab to the other, so that the mechanism will operate upon the block-system regardless of the direction of travel of said locomotive. The change is accomplished by simply unlocking the rod 22, disconnecting, the spring 48 from the pin 49 and swinging the parts over t9 the'duplicato segmental track. The spring 48 is then fastened to the duplicate pin and the device is ready for use, thorib 26 of lever 25 being now inposition to act upon pin 30 of the slide 27.

, Both the boom 18 and lever 25 as previously stated, are provided with doubloapcrturcs, and as shown in the diagram, locomotive A, is traveling from left to right, the pin 20 and spindle 17 would be set intho' apertures nearest the locomotive-cab, but if the direction oitravol of this locomotive should be reversed, as shown by locomotive B, the boom would be shifted and the pin and spindle inserted into the apertures at tho cxtromo ends of the boom and level, the spindle in this instancc boi ng shorter to prevent snaring in the trip-cables of the flags of the series actuated by a locomotive traveling in the opposite direction.

While I have shown and described a complete blocksystemand mechaniiim for actuating the some, wgcthcr with mechanism to be engaged by tho flags for cutting sition' to be tripped by thepin 20, should it again strike off steam and settingtho brak es of a locomotive, it is on derstood that the details of said mechanisms may be varied to accomplish the same result, by thoscv skilled in the art of mechanics, and I do not wish to confine myself to such details. 7

In order to hold the lcvor25 up to its Working-position, and at thcsamo time pcrmit yield thereto when said lever strikes a flag, I provide a spring 50, which is connected to the aforesaid lover and boom 18, serving to hold the lover against a. stop-pin 51 that extends from the boom, as host shown in Figs. .5 and/i oi the drawings.

I claim: v o 1. A railway block-system comprising a series of connected flags. actuat- ,mechauism conncctcd to the series of flags at both ends, moans -urricd by a locomotive for engagement with the actuntin mechanism of the flags, whereby the position of said llug's is changed as the locomotive enters the block, and restored to their-normal position as said locomotive leaves the block, mcan in connection with the controlling-valves of another locomotive arranged to be engaged hynny one of the aforesaid flags when the position of same has been changed by the first named locomotive on entering the block, a duplicate series of flags, means carried by the last named locomotive for actuating the duplicate series of tings, as said locomotive enters and leaves-the block, and means in connection with the controlling valves of said first named locomotive nrranged to be engaged by any one of the iings of said duplicate series. 1

2. A railway block system comprising a serics of connect'ed flags, acmating-mechanism connected to the series of flags at both ends, and menus carried by a locomotive for engagement with the :1ctu:iting-mocllzmism of the flags, whereby the position of said flags is changed as the locomotive enters the block, and restored to their normal position as said locomotive leaves the block, means in connection with the air-brake and throttle valves of another locomotive arranged to be engaged by any one of the aforesaid flags, when the position of same has been changed by the first namcd locomotive on entering the block, a duplicate series of flags, moans carried by ,the last named locomotive for actuating the duplicate scrics ofilags as said locomotive enters and loaves the blocli, and means in connection with tho air-brake and throttle-vflvcs of said tirst' named locomotive arranged to be engaged by any one of the flags of said duplicate series. 1

3.- A railway bloclosystom comprising duplicate series of connected flags, actuating-mochanism connected to both series of flag-sat their ends, the first flag. of each series being in a different vertical plane from all other flags of its series and upon the same plane as that of the othersome, means for locking the spriugwontrolled mechanism, releasing menus in connection Wiill the locking-mechanism for engagement with tho flags ot' the blocicsystem, other moans projcctlng from tho locomotive for cngugcment with tho actualinc-mechanism oi the tings, and mechanism in connection with tho lock-releasing and ling-engaging means, l'iushifting lilo some from side to side of the locomotive.

ln ltcsiimony that I claim the foregoing I have hereunto sci. my lmnd at Milwaukee in the county of Milwaukee and State of Wisconsin in tlic pm-scnco ol two witnesses.

l lll'lil llt'l LONGAUER. \Vllncsscs (ii-2o. W. Youuo, Josncu (luscun.

Images