US1219181A - Automatic signaling apparatus for locomotives. - Google Patents

Description

J. STANLEY. AUTOMATIC SIGNALING APPARATUS FOR LOCOMOTIVES.

- APPLICATION FILED JAN. 11; I916- 7 V 1,21 9,181 Patented Mar. 13, 1917.

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J. STANLEY. AUTOMATIC SIGNALING APPARATUS FOR LOCOMOTIVES. APPLICATION FILED JAN.1I, i916.

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invrrnn STATES PATENT orricn JOSEPH STANLEY, OF HUNTINGTON,- INDIANA, ASSIGNOR 0F ONE-THIRD TO ETHEL STANLEY, ONE-THIRD TO EDWIN B. AYRES, AND ONE-T11 131) TO I. B. WIKE, ALL OF HUNTINGTON, INDIANA.

AUTOMATIC SIGNALING APPARATUS FOR LOCOMOTIVES.

Specification of Letters Patent.

Patented Mar. 13, 1917.

Application fileti'J'annary 17, 1916. Serial No. 72,565.

such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to improveients in automatic signaling apparatus for locomotives, and consists more particularly in an improvement over my prior similarly entitled Patent No. 1,108,015, granted August 1S, 1914.

It is an object of the present invention to provide a steam locomotive having a whistle with an automatic apparatus for controlling the whistle to sound in advance of road crossings, both when running forward or when backing; and to this end the locomotive is, in accordance with this invention, equipped with a pair of slidable spring.- pressed plungers carrying on their lower ends rollers for engaging with cam sections located one on either side of the track and on opposite sides of the road crossing; said plunger-s being independently connected to separate valves in a controller, which are normally closed to prevent the passage oi steam to the whistle, but which are opened when a cam section is encountered and operate to provide a through passage from the steam source to the whistle, thereby'sounding the latter and warning pedestrians and vehicle drivers.

With these and other obj ects-in view the invention consists in the novel details of construction and combinations of parts more fully hereinafter disclosed and particularly pointed out in the claims.

In the accompanying drawings forming.

a part of this application, and in which similar reference symbols indicate corre sponding parts in the-several views:

Figure 1 is a diagrammatic view ofa portion of a locomotive shown in side'elevation, illustrated as equipped with an apparatus constructed in accordance with the present invention.

Fig. 2 is a similar view showing in end elevation the locomotive and the cylinders and plungers'attached one to each side thereof.

Fig. 3 is a reduced plan view of the track.

Fig. 4 is a vertical sectional view of the controller.

Fig. 5 is a horizontal sectional view taken on the line 55 in Fig. 4.

Fig. 6 is an enlarged side elevational View, partly in section, of a cylinder and plunger; and i r I Fig. 7 is a front elevational View of the same illustrating the connected lever insection. 7

Referring more particularly to the drawings, in Figs. 1 and-2 is indicated in dotted lines a locomotive having a steam dome 1 and a steam whistle 2.

The steam dome 1 is in direct communication, through a pipe 3, with a steam chest 4 in a controller 5, which is attached tothe locomotive framework at any suitable position thereon, advantageously substantially where indicated in Fig. 1. In the steam chest 4 a slide valve 6 is fitted, the same having upstanding perforated lugs 7 and 8 through which loosely passes a rod or stem 9 provided with a collar 10 centrally there between. (lonfined between thecollar and each of the lugs 7 and 8 are coil springs 11 vThe stem 9 projects through a stufling box 13, and is connected at its outer end to a link 14, in turn connected to the reverse lever 15 in the locomotive cab. V

Below the steam chest 4 the controller provides a pair. of cylinders 16 and 17 connected-by a passage 18, which is normally closed by piston valves 19 and 20 fitted to reciprocate in the cylinders 16 and 17 and being connected to be actuated from rods 21 and 22 respectively.

The passage 18 is connected centrally by an elbow 23 and a pipe 24, placing the same in connectionwith the steam whistle 2, as clearly shown in Fig. 1.

As advantageously disclosed in Fig. 4, the cylinders 16 and 17 are arranged to communicate with the steam chest 4 as controlled by the slide valve 6, and at their lower ends 1 readily operated, as hereinafter more fully described.

The valve pistons 19 and 20 are automatically lifted to the position shown in Fig. 4, where they obstruct the passage 18, by coil springs 27 and 28 encircling the piston rods 21 and 22 within the cylinders 16 and 17, and having each one end connected to the respective piston rod and the other end engaging against the bottom of its cylinder. '1 he piston rods 21 and 22 extend down through the bottom of their cylinders 16 and 17 and through stuffing boxes 29 and 30, there being set collars 31 and on said rods for engaging the stufiing boxes when raised, in order to limit the upward movement of the pistons 19 and 20 and prevent the same from entering the steam chest 4;.

At their lower ends the piston rods 21 and 22 are joined by suitable couplings 33 and 34:, through elongated slots and 36 in the forward ends of levers 37 and 38, the same being fulc'rumed, as indicated at 39, on opposite sides of the engine framework; and the lever 38, as best seen in Fig. 5, being bent, as at 40, to extend beneath the boiler of the engine and through a boxing, if desired, in which the same may oscillate.

At their rear ends the levers 37 and 38 engage through guideways 11, 42, and 43, 14, provided respectively on the upper ends of cylinders and 16, formed with oppositely projecting and perforated ears l7 and 48 for receiving bolts, whereby the same are mounted on the framework and at the rear of the engine beneath the cab.

In the cylinders and 16, as more particularly seen in Figs. 6 and 7, are plungers 49 and 50, fitted to reciprocate vertically and being recessed each at their upper ends, as indicated at 51 in Fig. 6, for receiving the rear end of the respective levers 37 and 38, which are provided with elongated slots 52 through which pass pins 53 securing the same to the plungers 19 and 50, respectively. With each plunger is associated a coil or other spring 53 and 54, the same encircling their plungers beneath the respective. cylinders 45 and 46 and operating to project the plungers downwardly, the ends of the levers 37 and 38 acting as stops to limit the downward movement, for which see Fig. 6.

At their lower ends the plungers 19 and are bifurcated, as indicated at 55 and 56, to receive rollers 57 and 58, the same being :arried preferably at substantially the elevation indicated in Figs. 1 and 2. The rollers 57 and 58 are adapted to encounter cam sections 59 and 60, which may be of railconstruction, as shown in Fig. 2, and have inclined upper edges 61, as shown in Fig. l, for encountering the respective rollers 57 and 58 and moving the same to raisethe plungers 49 and 50.

Referring more particularly to Fig. 3,

tended to operate the controller to sound the w whistle when the locomotive is running in a forward direction from left to right of the drawing, and the cam section 60 is similarly intended to actuate the controller to sound the whistle when the locomotive is runnin i reversely from right to'left.

The operation is substantially as follows:

For for ard running the engineer will throw the lever 15 in the cab forwardly, which will, through the link 1% and valve stem 9, move the slide valve 6, as shown in Fig. 1, to the right, thereby uncovering the upper end of the cylinder 16 and masking the upper end of the other cylinder 17 and its duct It will now be seen that the steam from the chest 4: having access to the upper end of the piston 19, and steam in the chest 4; and through the duct to the base of the cylinder 16 will have cess to the bottom of the piston 19, thereby placing the same in a. balanced condition.

As the locomotive approaches the cross- 62, as shown in Fig. 3, and moving in a forward direction from left to right, the right hand roller 57 will encounter the cam section 5 thereby raising the plunger 49 against he influence of the coil spring 53 and thus oscillating the lever 37 on its pivot 39. This will operate to draw down the forward end of the lever 37 which will like wise pull upon the piston rod 21 and lower the valve piston 19 to open communication between the steam chest 4 and the passage 18. From the passage 18 the steam will have uninterrupted connection through the elbow 23 and pipe 24 to the whistle 2, which latter will thereby be sounded and give warning before the locomotive arrives at the roadway 62.

After passing the cam section 59 the spring 53 will return the plunger 49 to its projected position, and the lever 37, piston rod 21, and valve piston 19 will be similarly returned to the normal positions illustrated in the drawing.

fiftGl the roadway has been crossed and the locomotive comes opposite the cam section'60, there will now be no operation of the controller nor sounding of the whistle, as the slide valve 6 is obstructing the communication between the steam chest 4 and cylinder 17 and its duct 26. While, therefore, the roller 58 will engage this cam section 60 and will lift the plunger 50 in the cylinder 46 and correspondingly oscillate the opposite lever 38, which latter will lower the valve piston 20, nevertheless the whistle 2 will not be sounded, as the communication between the same and the steam chest 4 will be interrupted by the slide valve 6.

hen, however, the engineer desires to reverse the locomotive he will shift the lever 15 in the opposite direction, which will move the slide valve 6 to mask the upper end of cylinder 16 and duct 25, and will place the cylinder 17 and duct 26 in direct open communication with the steam chest 4:.

Referring to Fig. 3, then, as the engine, proceeding backward from right to left, encounters the cam section 60, the roller 58 will engage the same and lift the plunger 50 in opposition to the action of the spring 54. In raising the plunger 50 the associated lever 38 will be oscillated about its pivotal connection with the locomotive frame, depressing its forward end, which is provided with the elongated slot 36, and drawing down the piston rod 22 and valve piston 20, compressing the spring 28 and opening the communication between the steam chest 4 and cross passage 18. The steam from the steam chest & will thereupon flow through the upper end of cylinder 17 through passage 18, elbow 23, and pipe 24 to the whistle to sound the same.

After the cam section 60 has been passed the roller 58 will be disengaged, and the spring 54; will again force the plunger 50 downwardly to the position shown in Fig. 2. Similarly, the lever 38 will be returned to initial position, and the spring 28 will come into play and raise the piston rod 22 and valve piston 20 to the normal position shown 1n Fig. 4, again obstructmg commumcatlon between the steam chest i and passage 18.

After the roadway 62 has been passed, running in the reverse direction, and the cam section 59 encountered, the roller 57 will engage the same and raise the plunger 49, rocking the connected lever 37, thereby drawing down the piston rod 21 and valve piston 19. There will be no sounding of the Whistle, as will now be apparent, the slide valve 6 obstructing passage of the steam therethrough.

Should it become necessary to stop, or should the locomotive be accidentally brought to a stop, where one of the cam sections 59 or 60 would be engaged by the corresponding rollers 57 and 58, the whistle will not be continuously sounded, for the reason that in stopping the engineer will throw the lever 15 into neutral, where the slide valve 6 will occupy the position shown in Fig. 4, masking both cylinders 16 and 17 and preventing passage of the steam thereto should either of the pistons 19 or 20 be lowered.

It is obvious that those skilled in the art may vary the details of construction and arrangements of parts without departing from the spirit of my invention, and therefore I do not wish to be limited to such features except as may be required by the claims.

I claim:

1. The combination with a steam locomotive having a whistle, of means placing said whistle in communication with a source of steam supply, a controller located in said means, a plurality of valves in said con troller normally closed and adapted to open to provide through passages from the steam source to the whistle, levers pivoted on said locomotive and connected at one end each to operate one of said valves, plungers connected to the opposite ends of said levers, and cam sections along the roadway for operating said plungers to shift the levers and valves, substantially as described.

2. The combination with a locomotive having a whistle, means placing said whistle in communication with a source of steam supply, a controller included in said means and comprising a plurality of cylinders, valve pistons in each of said cylinders, a

steam chest, a slide valve in said steam chest for controlling communication between the latter and said cylinders, and means for actuating said valve pistons to open passage from the steam source to said whistle, sub stantially as described.

3. In an apparatus of the character described, the combination of a steam locomotive having a whistle, of means placing said whistle in communication with a source of steam supply, a controller located in said means and comprising a steam chest, a slide valve fitted in said steam chest, connections between said slide valve and the engine reverse lever, a pair of cylinders adapted to communicate with said steam chest as controlled by the slide valve, valve pistons fitted to reciprocate in said cylinders, piston rods connected to actuate said valve pistons, means for limiting the movement of said pistons, means for returning said pistons to closed position, and means for individually actuating said valve pistons, substantially as described.

4. The combination with a steam locomotive having a whistle, of means for placing the whistle in communication with a source of steam supply, a controller included in said means and comprising a plurality of cylinders, a valve piston fitted to reciprocate in each of said cylinders, means for normally tending to move said valve pistons to closed position, a steam chest arranged in communication with both ends of each of said cylinders, a slide valve in said steam plungers, and cam sections along the track for alternately operating said spring plungers, substantiallyas described. 1

T he combination with a steam locomotive having a whistle, of means placing said whistle in communication with a source of steam supply, a controller located in said means and including a plurality of valves normally closed but adapted to open to provide a through passage from the steam sup ply to the whistle, individual levers pivoted on the locomotive and connected at one end each to actuate one of said valves, cylinders mounted on the locomotive frar worltand providing guideways for receiving the opposite ends of said levers, plungers fitted in said cylinders and connected to the adjacent ends of said levers, spring means assofiated with said plungers for normally pro ecting the same, and im sections arranged along the roadway for engagement to lift said plungers and rock the associated levers, substantially as described.

(3. The combination with a steam locomotive having a whistle, of means placin the whistle in communication with source of steam supply, a controller located in said means and including a plurality of valves, means for individually actuating said valves to open through passages to the steam whistle, said means including a plurality of levers fulcrumed on the locomotive framework and connected at one end to said valves, cylinders secured to the locomotive framework, guideways upstanding from said cylinders tor receiving the opposite ends of said levers, plungers fitted to reciprocate in said cylinders, connections between said plungers and the adjacent ends of said levers, spring means associated with said plungers for normally projecting the same downwardly, rollers carried by the lower ends of said plungers, and cam sections arranged elongated along the roadway for encountering said rollers to raise the plun 'gcrs, oscillate the associated levers and actuate the connecting valves, substantially as described.

7. In an apparatus of the character described, the combination with a steam locomotive having a whistle, of means placing the whistle in communication with a source of steam supply, a controller located in said means and including a steam chest, a slide valve fitted to reciprocate in said steam chest, means connecting said slide valve to be operated from the engine reverse lever, a pair of cylinders arrar- 'ed in communication at both ends each with said steam chest as controlled by said slide valve, rods connected to said pistons, means for automatically moving the pistons to closed position, means for limiting the movement of said pistons, a pair of levers fulcrumed on opposite sides of the locomotive framework and connected at their forward ends to said piston rods for actuating the same independently, cylinders secured to the locomotive framework and providing guideways for receiving the rear ends of said levers, plungers fitted in said last-named cy inders and connected to the adjacent ends of said levers, spring means associated with saio plungers for normally projecting the same downwardly, rollers carried by the lower ends of said plungers,

and alternately disposed cam sections ar ranged along the roadway for successively engaging said rollers to lift the plungers, oscillating the associated levers and opening the connected valve pistons, substantially as described.

ture.

JOSEPH STANLEY.

Copies of this patent may be obtained for five cents each, by addressing the flommissioner of Patents,

Washington, D. G.

In testimony whereof, I aiiix my signa-

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