US1088013A - Automatic safety-stop for locomotives. - Google Patents

Description

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AUTOMATIC SAFETY STOP FOR LOCOMOTIVES.

' APPLICATION FILED NOV. 11, 912.

1,088,013; I Patented Feb. 24, 1914.

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0. DEVOS.' AUTOMATIC SAFETY STOP FOR LOCOMOTIVES.

APPLICATION NOV.11, 1912.

1,088,01 3 Patented Feb; 24, 1914.

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[illness or accidental To all whom it may concern:

UNITED STATES, PATENT OFFICE.

CHARLES DEVOS OF ST. LOUIS, MISSOURI.

. "AUTOMATIC sAFErYsToP FOR LOCOMOTIVES.

Lessors.

Be it known that I, CHARLES Dnvos, acitizenof the United States, and, resident of St. Louis, Missouri, have invented certain new and useful Improvements in Automatic Safety-Stops for Locomotiv es, of which the ollowing is a specification containing a full, clear,- and exact description, reference being had to the accompanying drawings, fogming '10 21. art hereof.

y invention relates to an automatic .The object of my, invention is to provide an improved automatic motives which, by automatically. closing the throttle valve and applying the air brakes, shall avoid collisions, derailments and other accidents heretofore caused by the sudden incapacitation of the safety stop for locoengineer.

In the drawings: Figure 1 is a sectional side elevation of a portion of a railway track having a portion of a locomotive mounted thereon, and showing my invention applied to the said locomotive and Fig. 2 is a sectional plan view of a locomotive throttlelever; Fig. 3 is a deail sectional side elevation of same, the section being taken on the line 3-3 of Fig. 2; Fig. 4: is a sectional end elevation of the parts of the railway track and locomotive shown in Fig.

1; and Fig. 5 is a sectional plan view of a 1 portion of the track.

The numeral 1 indicates the usual rails of the railway track, 2 the ties thereof and 3 the locomotive mounted thereon.

It is obvious that the term locomotive embraces all known forms of locomotives or motor cars, whether propelled by steam,

- electricity or other motive power.

Mounted between two of the ties 2 and embedded in the ballast 4 is a trough-shaped frame 5 which is substantially U-sha'ped in cross section, the opposite sides of same at their upper free edges being provided with integral perforated ears 6, by means of which the said frame 5 is secured to the ties 2 by means of suitable spikes or bolts 7; Pivotally mounted within the said frame 5 upon pins or bolts 8 are the lower ends of two parallel bars 9 pivotally connected at eir upper ends by a horizontal stop-bar 10.

he numeral 11 indicates spacing-device's Specification of Letters Patent. Application filed November 11, 1912.

to the said track;

' lever 19, by

Patented Feb. 24, 1914. Serial No. 730,780.

mounted upon the bolts 8 in order to locate the said bars 9 centrally of the said frame.

The numeral 12 indicates one of the well known semaphore poles or posts carrying at its upper portion the usual semaphore 13, which is operated in the well known manner by means of a suitable operating-shaft 11 which extends to tower (not shown). Pivotally mounted upon the bracket 15, near the base of said pole 12, is a bell-crank lever 1G,the horizontal arm of which is connected by means of a rod 17 to the saidsemaphore 13, the vertical arm of said bell-crank lever 16 being connected'by means of a horizontal rod 18 to one of the bars 9 carrying said stop-bar 10. The said stop-bar 10 is adapted to be thrown laterally of the railway track and also down-- wardly out of the path of locomotives and cars, whenever, a clear position, .and to be elevated in the position shown, whenever the said sema phore is thrown to a stop or danger position.

Referring now to the operating devices carried by the locomotive (see Figs. 1 and l) the numeral 19 indicates the usual throttlevalve lever provided with the usual locking lever 20.

The numeral 21 indicates a bell-crank lever mounted upon the lower end of abracket22 depending from the roof of the a switch-stand 'or s\vitchsaid semaphore is thrown to I locomotive .cab. The vertical arm of said bell-crank lever 21 is connected by means of a cord or chain 23 with the said thrott-lethe free end same time around the said locking-lever 20. Connected to the horizontal arm of said bellcrank lever 21 by a vertical rod 25 is a hook 27, preferably made of metal which will permit said hook to give or straighten out whenever any considerable strain is imposed upon it. Said hook 27 normally depends in Fig. 1, so that it will come in contact with and run beneath the said stop-bar 10,

whenever, said bar is in elevated position.

The numeral 28 indicates the usual engineers valve for controlling the air brakes.

said cord being wrapped about of said throttle-lever and at thefrom'the locomotive in the position shown The numeral 29 indicates the extra traini which is pivotally connected to the said verpipe; exhaust-valve, the control lever 30 of The operation isa s follows: With the parts in the position in which they are shown, my improved automatic safety stop for locomotives will automatically close the throttle and apply the air brakes, and thereby avoid a collision, derailment or other accident should the engineer become suddenly ill or be accidentally incapacitated in any other manner. The stop-bar whenever the semaphore 13 is set to stop or danger as shown, will be held in the position in which it D :is shown and will be struck by the hook 27,

" still. Whenever the track is clear, of course,

the semaphore is down, thereby also depressing the stop-bar 10 out of the path of the hook 27 carried by the locomotive. The said hook 27, being made of metal which will give, as' before' stated, will of course be straightened out by the limited movement of the locomotive after the above described stop-movements have taken place. In other words, the said hook 27 is flexible.

1'. The improved automatic safety-stop for locomotives, comprising the combination with a railway track and a locomotive, of a horizontal stop-bar pivotally mounted on said railway track to be swung laterally and elevated and depressed, a flexible metallic hook on the locomotive normally depending automatically closed and the air brakes automatically applied, whenever said flexible hook is brought in contact with said stop-bar.

2. The improved automatic safety-stop for locomotives, comprising the combination with a railway-track and a locomotive of a horizontal stop-bar pivotally mounted on said railway track to be swung laterally and adapted to be elevated and depressed, a metallic flexible hook on the locomotive dc pending in the path of said stop-bar to run beneath the same When the latter is inan elevated position, a suitable connection be tween said flexible hook and the throttlevalve, and a connection between said hook and the train-pipe of the air brake system, whereby the throttle valve will be automatically. closed and the air brakes automatically applied, whenever said hook is brought in contact with said stop-bar, a signal post, a semaphore, and suitable connections between said semaphore and said stop-bar, whereby when the said semaphore is operated the said stop-bar will also be operated and elevated into or depressed out of the path of the said flexible hook carried by the locomotive.

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

CHARLES DEVOS.

Witnesses:

E. L. WALLACE, JOHN C. HIGDON.

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