US1117862A - Automatic signal and stop for railways. - Google Patents

Description

L. C. KRUMMEL.

AUTOMATIC SIGNAL AND STOP EUR RAI-LWAYS.

APPLICATION FILED MAB.. 12, 1913.

Patented Nov. 17,1914.

5 SHEET S-SHEET 1.

WITNESS-Es ALJ. MW A fm.

L. G: KRUMMEL.

AUTOMATIC SIGNAL AND STOP TOR RAILWAYS.

APPLICATION FILEDA MAR. 12, 1913.

Patented Nov. 17, 1914.

5 SHEETS-SHEET 2..

WITNESS/:"8 he ,0, UU/Kw, @T/5% Arron/vers L. U. KRUMMEL.

AUTOMATIC SIGNAL AND STOP POR RAILWAYS.

APPLICATION PILED MAR.12.1913.

Patented Nov. 17, 19M.

ll 5sHBETs HEBT 3 f 59. 0 f @f l .75 je! 571m Xxx M gw ,4v/JMU# 3y M Armen/frs L. C. KRUMMEL.'

AUTOMATIC SIGNAL AND STOP POR RAILWAYS.

APPLICATION FILED MAR. l2, 1913.

Patented Nov. 17, 1914.

6 SHEETS-SHEET 4.

ATTGHNEYS afm L. 0. KRUMMBL., AUTOMATIC SIGNAL AND STOP FOR ILWAYS.

APPLICATION FILED MAR.12. 1913.

Patented Nov. 17, 1914.

SHBETS-SHEET 5.

lll/Ill' l m u 1 1 1 l l WITNESSES Ja/ @i2/MQ Lilli/TES C.

einen@ onerosi.

KRUMMEL, Oli CLINTON. CONNECTICUT.

TOMTC SGNAL AND STOP FOR RAILY'VAES.

Speccation of Le ers Patent.

Patened Non. d.

pnlcaon lf3, 1913. Serial Ho. 753,722.

W' i 'ii -1 1 nire einen un. signal lne engineer anstop the Ytrain unless. positively* n an inoperative position hv the cngineer.-

nrher olog'eci of the invenion is to provide a signaiing and stop device forrail- A eins Whichfivill properly operaie 'for A shuuing on, he power and hen applying ^s if ilowed eo operate. hut Which power snpplv oi the hraires or operation ov the engineer. engineer will have absolute conaf all time-s, lint when i or incapacitated for an'v reason. nisrn `ivill niiioinatically operaie. nriher obiec of the inveinion to a signaling device which is adapted nneraied Wih eqnai facility eihei' i3 or contact rails on lie ground or and ivl ich will operaie either wich rails or with nd'xinssble removr ils. in eiher position. namely. on the groiind or overhead. so el ljhe device may wie ai env 'linie and any place.

l further ohiect of the invention is to operaed mechanic-all)Y and posi- "ie various stopsV or rails are sel:

ohiecis of the invenare vprcwided adjacent track, or desired. l. nder sonne circumd ground rails are pio niav operate under all l i of the locoassociaecf with lhe ihr hrolle .seani-con- "elves ecz' ahead.

'is i a verriinovalile rod which extends don'nvvardlv a position helen' the engine and i, t 7 vf circninszances, and will anto signal and rain stopging device carries a shoe which is oivotally fixed to' a sultaole bracket on the engine Is@ as to come i in Contact Wiih the stop or signal rails a1'- ranged adjacent the track. `When the shoe is in contact with the signal rails the verticallv movable rod is moved for a certain dscance and when the shoe comes in conact with hc stop rail, the verticall;Y movable rod is moved an addiional distance for causing ehe throttle to besluit oi'i unless posilivelv7 held open the engineer. When the signal rail is engaged by the shoe a bell or oher signal is sounded which may be operated mechanicallv. or inav he operated."-

electrically es desired. These contact rails may be arranged either on the ground or.. aoove the engine. 'W hen arrangedl alcove the.

engine the verticallyw movable rod isf' provided with a suialole extension which is connect-ed with Jhe upper 'shoe'designed tol contac iv'h he upper; signal and stop rails. Bch he 'ripper and lower signal and stop rails are adapted 'to ne arranged either lixed or adjnsahle The adjnsable stop rail is very desirablev under some circumstances, as the saine may loe y,Set at any time for causing' a train passing overthe track to be stopped at that point in case of danger ahead or for anyv other desired reason.

A. practical embodiment of the invention Vis represened in lthe accompanying' draw.

ings forminga part of thisspecication, in which similar characers of reference indicate corresponding parts in all the views.

Figure l is a transverse section through the cali di' an engine disclosing the rear view of an embodiment of the invenion; 2 is an enlarged side view of the shoe disclosed in'lig. l: Fig. 3 is a side view of an adjustable signal rail and stop rail; Fig. l is n n enlarged horizontal sectional vievv through the operatingrnechanisni disclosed in Fig. the same being shown with J(he throttle valve open and the air brake system closed; Fig. is View similar to Fig. 4 except that .the parts have been released; Fig. 6 is a side vien' of the invenion applied, the, same disclosureI :i slightly modified form of the invention 'to thai disclosed in Fig. 1*; Fig. 7 is a rear vien7 of che bottom part of. the de- `vice shown in Fig. 6; Fig. 8;/`i?another tcm to be applied.4 The lrail 2 is known as' by a rodv 1l, whileI lever 10 has associated Fig: `10 is an enlarged detail fragmentary sectional view approximately' on the line 10-10 OfFig. 9.

Referring to the accompanying drawings bynumerals. 1 indicates the usual rails of a track, on which the wheels of the engine and cars rest. .-\,rranged parallel with the rails 1, either at one side thereof or between the rails, is an extra or third rail i). arranged in line with, but in front of a. second or eXtra vthird rail 3 l(Fig. I). It will be observed that the third rail 2 is lower than the third rail 3 yso that the shoe 4 may be partially actuated when it strikes rail 2 Aan'd'completely actuated or moved when it strikes rail 3. lThese two movements are intended to cause diii'erent operations in the cab, as hereinafter' fully described, the irst movement causing a signal to be sounded and the second movement causing the air brake systhe signal rai-l, while rail 3 is known -as a stop rail, as the same. will cause the train to stop unless the engineer takes steps to prevent said stoppage. It desired, the rails 2' andv 3 could be arranged as shown in Fig.

3, wherein thev rail 2 is pivoted at 5, while rail'3 is pivoted at 6. Links 7 and 8 are pivotally connected with the rails 2 and 3, respectively, 'and ,with bell crank levers '9 and'lO. 'lhe'le'versl 9 and 10 are connected therewith a -rod 12 designed to be operated by any desired means, as for instance a semaphore. so as to raise and lower rails 2 and 3. lVhen it is desired to stop the train Vor cause a signal to be sounded' therein, rod -12 is operated by raising rails 2 and 3, whereupon shoe 4 will engage the same and cause v the signals to operate and stop the train as hereinafterfully described.

The shoe 4 -is preferably formed with a wearing member 15 connected in any desired lmanner with the body 16, the body lbeing formed with an extension 17 which is continually pressed by a spring 18 held in onev position by any desired means associated with bracket 19. The opposite end of the body 16 to extension 17, carries a pivotal shaft 2O which is rigidly secured to body 16 so aste turn therewith. A. crank arm. 21 is rigidly secured to shaft 20 so as to move upward v and downwardly a vertically movable rod 22 pivotally connected therewith. 'Arrangedadjacent shoe 4 is a snow ,plow or scraper 23 ldesigned to protect the moving parts of the shoe against being-clogged with snow or ice. v

, The bracket 19 idly secured by any desired means, as for :shawn in Fig. 4. Referring more particucarries a tube 24 which'. acts asa guide for rod 22. The tube 24 extendsupwardly through the bottom of the. cab-'25 to a casing 26 where 'the same is-riglarlyy to Figs.v 4 and 5, it will be seen that .the rod 22 1s provided with an enlarged opening 26 and a reduced guiding member 27 anda head 28. The opening 26 accommodates a 'shown in Fig. 4, the sign will be hidden.

The size of the opening 26 is sufficient for permitting the proper pivotal movement of hook 30- and also-for permitting a lost mo- 'tion effect in regard to rod 22 sothat head 28 may be'lowered for causing the point 36- thereofto engage the contact 37 without causingthe hook 30 to be disengaged from the hook end 38 of bar 39. When point 36 established through lamp 40, bell 41,'battery 42, and connecting lines; `It will be evident that there is an independent circuit forlthe bell andfor the lamp, thou h preferably a common return is provide ,When the shoe 4'engages rail 2, as shown in Fig. 2,

rod 22 will bevmoved downwardly for a gaged, shown in Fig. 5, spring 43 acting -on the partition 44A will press the shdlng member or block 45 and cause the same to move outwardly or. longitudinally of the casing v26. This will pull the .rod 39 and cause the lug 46 to strike against and move lug 47 so as to operate a counting mechanism 48 and thereby indicate that the stop mechanism has been operated. Rod 39 isy provided with a stop 49 designed to be engaged by end 50 of lever 51. Lever 51 is pivoted to the casing I26 sothat whenever u the lever 51 is moved in one direction, the

hook end 38 will be moved over to the position ready to engage hook 30. 'The movement of hook end 38 of bar 39 in this manner will contract spring 43 and again draw the sliding block 45 into casing 26 and thereby release the throttle 52. The throttle lever ,52 is rigidly connected with the shaft 53, which in turn is connected to any 'kind of a throttlev valve desired, so that when lever 51 1s moved to the position shown in Fig. 4, the throttle valve is opened and steam is supplied to the engages contact 37 anv electrical circuit is engine cylinders, and when the throttle lever 52 is in the position shown in Fig. 5, the steam will be shut off from the engine cylinders.

The position shown in Fig. 4 of lever 52 is' known as the neutral position, and if the i lreleases both the levers 51 and 52. the spring 43 will move block 45 to such an extent as to cause lever 54 to take the position shown in Fig. l and thus turn oil the steam and appl;I

the brakes.' In order to cause a. free move- Ament of lever 52 in one direction or in both directions when hooks 38 and 30 are in engagement, block 45 is provided-with a bore in which is slidingly fitted a bar 57. The bar 57 is adapted to press'against shoulder 58 at one end and at the opposite end to be pivotally connected with lever 52, whereby-when spring 43 is acting on block 45. movement will' be transmitted to lever 52 for moving the same to the position shown in Fig. 1, but when block 45 is held' against movement, lever 52 will be free to move in either direction, according to the desires of the engineer. Near the upper end of lever 52 is arranged a lug 58 designed to be engaged-by a hook 59 which is pivotallv connected at 60 to an extension from block 45.

A spring 61 normally presses against hook 59 for holding the upper part of the vsame slightly awa)7 from block 45 and for causing a proper engagement between the lug 58 and hook 59. This arrangement provides means for locking lever 52 lagainst being moved to an open position unless lever 51 is previously actuated and continuallv held in operative position bv the engineer. It desired. the throttle valve connected with shaft 53 could be so arranged as to be ata half open position 'when the lever 52 is in the position shown in Fig. 5, whereupon the hook 59 will cause the train to move at half speed when the various devices are pillathe position shown in Fig. 5. AIt will n ecessi" tate the engineer holdingszleyer 52 1n order to proceed at half speedfas spring 43 ywould cause a complete closing of the throttle valve and an opening of the air brake system, as

shown in Fig. v1, unless the lever was held against movement; It will` of course, be noted that if desired lever 51 could be operated for withdrawing block 45 and hook position shown in Fig. l, and thus allow the trai-n to proceed at full speed or allcw the train to have full head .ci pressure when starting. .This is verf? desirable in heavyr freight engines where the initial energy required is considerable. liso it will be noted that by the arrangements set :toi-th, the 'engineer has absolute control over the action of the engine and may proceed any speed but unless he takes actual steps to a ycontrol his engine the same will automatically stop.

In connection with the actuation. ci the mechanism shown in Figs. i., and 5, will be noted that the saine may lie actuated from. the ground as shown in Fig. l, or from an overhead wire. as shown iirFigs. 9 and On certain parts of the track it may ne l.

sirable to have one form of rail. and on another part of the track it mav be de -sirable tohave another form oi' rail. so that the structure will properly act on anyY part of the track, and which may be supplied with either overhead or ground rails.

Referring more in detail to Figs. Quand 10,62 is a reciprocating housing Jformed with a. contact extension 36 which acts in a similar manner to the extension 35 shown in Figs. 4 and 5. The head doii red deprived of the extension 36in the struc- .,ture shown in Fig. 9 so as to properlyv renected withhousing 62 is a lever 64, which in turn is rigidly secured to shaft 65 mounted on the 'top of the cab bv anv desired means, as for instance bv suitable brackets 66. Shaft 65 carries shoes d'7 designed to engage an elevated signal rail (i8 which is pivotallv mounted at on a suitable support 70. An arm 71 is rigidi;7 connected with rail 68, which arm actuated liv suitable bell crank levers and rots 72 bv any desired means. as for instance a. semaphore or a hand-operated lever. tion with the hook or extension 36", be evident that the saine naar engage contact 37 as shown in Fig. for operating the mechanism shown in 4, or mar.' be caused to engage a suitable contact lever 73`to which is secured a hammer 74. lihen the extension 36 engages the contact 7? and moves past the saine. hammer 74 will be moved so as to strike bell unless a suitable 'spring acting on extension '.73 is provided for causing areturn movement 'ther of. This indicates a mechanical wa.

sounding' the signal. but other mechanical means could be provided without departing from the spirit of the invention. or the structure shown in Fig. 4 could be used wherein an electrical bell is sounded and a i electrical vlight is supplied with current.

structuif'e shown in' F ig. 4, or thate'shown yin Fig. 9, 1s first arranged 'to cause a signal to be `sounded and 'afterward to cause avrelease of hookl 38 and consequently a releasing of spring 43 in order that the same may shut oli' the steam and' turn on the air'brakes. ln order to cause' thls action, pm 29 is'all' Alowed to operate in the enlarged aperture 26. whereby a signal will iirst be sounded and then mechanism operated, in case the` signal rail 2 is followed by a stop rail 3. In the showing 'disclosed in Fig. 9, only a signal rail is disclosed, but it will be evident that the same could be followed by a stop rail for causing a further downward movement of rod 22. If desiredin the showing disclosed in Fig. need' not be provided except for the proper pivotal movement of hook 30 as the sliding of housing 62 is independent of the action of rods 22 Withincertain limits.

lnFig. 8 will be seen a slightly modified form of the invention, in which a slightly changed form cf'signal is shown. In-this form of the invention, a signal lamp 76 is provided and also a bell 77. These signal devices are connected to a source of current supply 79 by suitable wiring 80'fan`d also to shoe 81 and a bond 82, together with rails l and-2, and the Wheels of the locomotive. The hook part of. shoe 81 is insulated from the upper part so that when shoe 81 contacts with rail 2, current will flow from battery 79 through v'vire 80, bottom part of shoe 81, lrail 2,'bond 82, rail 1, and the Wheels' and axles of the engine, and also through the lamp 76 and bell '77. Aside from the insulation of shoe ,81, the .remaining part of the shoe is the same as that shown in Fig. 2, and therefore Will need no additional description. This shoe will operate the mechanism shown in Figs. 4. and 5 as heretofore described.

In Figs. 6 and 7 will be seen another slightly modified form of the invention, in which the signal rails and the stop rails are not arranged in alinement, whereby the signal rails may be caused to operate at any time Without afecting the stop rails. Referring in detail to these figures, .8 3 indicates the stop rail designed4 to be engaged by a shoe Which Will vactuate the mechanism in the cab as described in re-' spect to Figs. 1, t and 5. The bell 84: and

the lam 85'are operated in a slightly dif-y ferent way from that shown in Figs. land 8.l ln orderto properly actuate. these sig' nals, the signal rail 86 arranged-alongside of the rail l is provided so as to readily engage the shoe 87 pressed by a suitable spring 88 in order to provide a proper contact. If desired, the shoe 87may' be insulated from the engine by a suitable strip of insulation 89 or byany other form of" insulation. A

'gagedby an independent shoe.'

2, the opening 26 cdnnector 90 isl used'for connecting shoe 87 with /a'source of current 91. The source of. current 91 is connected by suitable wiring .With the signals 8 4 and 85,1vhich in turn. are

connected'by suitable kW-iringzvvithA theV axle will flow-through the. signals 84 and 85 ,i

when the shoe 87 isk inthe position shown in' Fig. 6, but .Willnot liovv-whenfshoey87 lationship to the'rail l an the lsignalfi'ails are arranged at a different place and en# In constructing-aine device, various forms of the invention above described may -be used, but itu-'ill be noted 'that vthe same can be operated with the usual block signal# ing system now in use, and need not necessarily lnterfere with the speed of'any tram` if the engineer cares tocontrol the action of his engine. H desired, the rails shown in Fig. 3 could be operated by the usualsema,

phores nouY in use'or the signalrail shown .cause unnecessary delays or stoppages 'whenn properly attending to his the engineer is business. I v

lVhile I have shown the device as applied to a steam locomotive the device is equally applicable to locomotives or enginesv driven by any other power as electricity, gas, oil,

etc., and when the' Word steam or' locomotives is used itis intended to cover power ot any kind and kind.

v Having thus described my invention yI claim as new and desire to secure by Letters Patent a locomotive or engine of anyA l. In a train signal and stop, -a power" n Vcontrolling valve an air brake valve a signal railfiarranged adjacent .the rails of a track, a vstop rail arranged in line With said signal rail and having a contact periphery on a different horizontal level, a shoe pivot-V ally mounted 'on the locomotive adapted to l l A be engaged by said rails successivelyand .I

moved a .predetermined distance thereby,

said signal raill moving the shoe a certain distance and sald stop rail movmg the shoe "a different distance, a rod actuatediby said shoe, signal mechanism set., in motion' by said rod when said Shoe 1s moved by'y Said :76 is out of contact Wit'hsrail" 86.- In this'way the stop rails are arranged inecertain re#A 9o in Fig. 9 couldbe actuated by the usual. f

leased by s rod ivhen said shoe isactui ated by said stop rail, said actuating'` mechanism being connected with said power controlling valve and said air brake valve so as to shut oif power when released and apply'the air brakes.

2. In a signal and train stopping device, a signal rail, a stop' rail spaced from said signal rail having engaging surfaces on a diiierent horizontal plane to said signal rail, a contact shoe pivotally mounted onan engine adapted to be ymoved. pivotally dideren't distances by said signal rail and said' stop rail, a reciprocating member 'actuated by said shoe, a

IA.i set in motion by said reciprocating member when said shoe is'actuated by said signal rail, a throttle closing mechanism including a spring for' actuating the same and a holding member for holding said throttle closing mechanism against action, said holding Amember being actuated when said shoe is actuated by" said stop rail.

3. I n a .train signal and stopping device, the combination 1with a release valve for the air brake system of a train and a throttle valve on the engine, of a throttle lever connected with said throttle valve for actuating the same, a lever rigidly secured to the valve in the air brake system, a linl; pivotally mounted on said throttle valve lever formed Witha slot in one end, a pin extending through i said slot andrigidly connected With the lever secured 'to the air brake system valve whereby the throttle valve lever has a partially independent movement, a spring actuated means associated with said throttle valve lever for moving the same in one direction for closing the throttle valve and for opening the air bralre valve, a pair of hookl catches for holding said spring normally against movement, a reciprocating member for disconnectingl said hook members, 'and means arranged along the track for actuating said reciprocating member, y

in a. train vstopping device, the combination with a throttle valve and a valve for opening the air brake system, of a reciprocating memberlfor actuating said valves, a sliding block for actuating said reciprocating member, a spring acting on said sliding bloc-lr. a housing carrying said spring and said sliding block, a shaft formed with a hook end said shaft being connected .with said block and when held against movement causing said spring to remain inactive, a pivctally mounted locking hook adapted to engage the hook end of lsaid shaft, means acting on said shaft for causing thehoolr end thereof to engage said locking hook, al

reciprocating member associated with, said locking hook for causing the'disengagement thereof when moved in one direction, and

for connecting the throttle valve leverlwith the valve of the air brake system Which will cause movement to be transmitted from the' 7'5 throttle valve lever to the valve ofthe air v brake system for opening said last-melia tioned valve When the throttle valve is closed, an operating bar pivotally connected', vvith said throttle valve lever, a sliding block formed With anaper-ture for receiving the end of said operating bar, a hook pivotally mounted on said sliding block and adapted to move over the shoulder on said throttle valve lever when said block has been moved in one direction for holding the throttle valve closed, a spring for .actuating said sliding block, a retaining bar formed With a hook for normally holding said spring from acting, a locking member for normally engag-ing said hook end, av movable member for unlocking said hook end in order to allow said'sprin'g to operate' and means arranged along the track on'vvhich the 'engine is mounted for actuating said movable member. i y 6. In a train signal and stopping device,

the combination vvithy an air brake system valve, and a throttle valve, of 'means for` actuating said valves for turning oli' the power 100 and apply vthe brakes, said means comprising a spring-pressed member coiinected With the throttle valve lever, a shaft connected with said spring'pressed member'having a hook end for normally preventing the action of IO' said spring, 'a' pivotally mounted `locking hook for engaging the hoolrv endA of said shaft, and a resetting lever acting on said shaft for causing the hook vend of said shaft t to engage said locking hook, a reciprocating bar designed to'move said locking hook to 'a' disengaged position when moved in one di-v rection, means arranged adjacent the tracks for actuating said reciprocating bar, a signaling member, and means connected with A ranged in the cab ofsaid locomotive, a projecting member arranged on said reciprocat-l' 125 ing bar designed to be actuated upon the first movement of the reciprocating member for setting in motion said signal device previous to the actuation of the means for turning olf the power and applying the air brakes,

i vice, means arranged in the cab of a locomotive for shutting olf the power and applying the air brakes, a signal device arranged in said cab, a substantially vertically reciprocating rod for controlling the means for turning'oii the power and applying the air brakes, a sliding member having a lost motion connection with the upper endof said reciprocating rod said sliding member being formed with a projection, for causing the acl tuation of said signall device When the slid ing member is actuated, a pivotally mounted arm connected with said sliding meinber, a

, rock shaft ri idly secured to said arm, a

shoe connecte with said rock shaft for operating the same, and a contact rail engaging said shoe for o erating the shoe. l 9. In a device o the character described,

'i mechanism arranged upon a locomotive for vfirst turnin off t e power and then apply'- ing the air rakes,1a spring pressed reciprocating rod connected with said mechanism,l said spring pressed rod causing said mechanism to operate .when released, a catch for holding said: spring pressed rod against movement, an operating rod provided with a co-acting catch'for interlocking with the first mentioned catch and holding said first mentioned catch against movement, means alon ide of thel track on'which the locomotive is positioned for moving said operating rod a predetermined distance, whereby said 'catches are disengaged, thus releasing said spring pressed ro I I s 10. In a train signaling and stopping de- L vice, a signaling device arranged in the cab of a, locomotive, a'reciprocating bar for operating said signaling device, a. controlling valve or an air brake system means for controlling the power and said valve said means including a reciprocating hook member, a

pivotally mounted hook adapted to engage the Iii-st mentioned hook member for holding the saine against movement, and means loosely connecting. said pivotall)7 mounted hook with said reciprocating bar, means arranged along the track for moving said reciprocating ar a certain distance whereby said signaling device will be operated without disconnecting said pivotally mounted hook from said reciprocating hook member, and a stop rail arranged alongside the track for actuating said reciprocating bar for causing the same to disconnectsaid pivotally mounted hook from said reciprocating hook member, whereby said controlling means for the power .and air brake system is permitted operation. l

11. In a train signaling and stoppin device, mechanism for rstturning o the steam and then apply the air brakes, l70

a catch for holding said mechanism normally against operation, a rod .provided with a co-acting catch for interlocking with said rst mentioned .catch and holding said first mentioned catch against movement, means alongside of the track on which the locomotive is positioned for moving said rod a predetermined distance, a signal device operated by said rod jwhen movedby said means,

and an inde iendent. member arranged along- 80 side of saic track for moving said rod a suicient distance for causing the same to disen age said catches,'\vh ereby the mecha'- nism or ,turning off thesteam and applying the air brakes will be released. y

In testimony whereof I have signedmy nameyto this specification in the presence of two subscribing Witnesses.

. LOUIS C. KRUMMEL. i Witnesses:

CHAs. A. Pos'r, H. BURDETi REED,

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