US276564A - Safety - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

A. G. CUMMINGS.

SAFETY APPLIANCE FOR RAIL'WAYS.

No. 276,564. Patented May 1,1883.

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2 Sheets--Sheet 2.

(No Model.)

A. G. CUMMINGS SAFETY APPLIANCE FOR 'RAILWAYS.

Patented May 1, 1883.

Inventor,

UNITED STATES 1 PATENT QFFIGE.

ALBERT G. CUMMINGS, OF HARRISBURG, ASSIGNOR TO THE PENNSYL- VANIA STEEL COMPANY, OF STEELION, PENNSYLVANIA.

SAFETY APPLIANCE FOR RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 276,564, dated May 1, 1883.

Application filed January 12, 1883. (No model.)

'To all whom it may concern Be it known that I, ALBERT Gr. OUMMINGs, a citizen of the United States,residing-at Harrisburg, in the county of Dauphin and State of 1 Pennsylvania, have invented certain new and useful Improvements in Safety Appliances for Railways; and I do declare the following to for the purpose of rendering it impossible for trains moving in disregard of danger-signals to come in collision with other trains for which safety-signals have been given.

In myformer patent,.No. 226,499, dated April 13, 1880, I have shown asystem of interlocking levers for switches and signals by which the signals are locked to indicate dan ger until all conflicting signals have been set 'and locked, so that a switch or signal operaan to display safety-signals for twointerfer- .ing lines of tracks at the same time, 'there is danger that careless train-men may move their trains in disregard of stop or danger signals and run across tracks for wbich safety-signals have been given to other trains, and thus cause collisions to take place, and it is the object of my invention to remove such danger, and to render such collisions impossible by the use of switches so set in the track used by a train approaching a point of possible collision (in disregard offdanger-signals) that said train will by said switch be prevented from con tinued movement into a line of track for which safety-signals have been given.

Inthedrawings, Figure 1 is a diagram of tracks A, B, G,D, E, F, and G, with signals and switches. Fig. 2 represents a single-pointswitch. a I

Referring to Fig. 1, A and B represent two main lines of a double-track railroad on which trains will generally move in the direction indicated by the arrows; and U and D represent two lines of single-track railroad on which trains move in both directions. B 0, 0 E, and F represent side and branch tracks connecting to theabove-mentioned tracks by means ot'switches A213, 0 G and D 0 0 D, and 1) represent throw-off switches, by which the tracks 0, C and D may be broken and renderetl'impassable for trains. H represents the lines of connections from the various switches to interlocking levers by means of which the switches are to be operated, said levers being arranged in the cabin N, as is customary in such cases. The connections to signals are not shown. 1 represents the signal for track B. 2 and 3 represent signals for track A. 4, 5, and 6 represent the signals for track D. 7, 8, 9, and 10 represent signals for track 0, U, and 0 In Fig. 2, I show details of a form of throwofl switch which I prefer to use, the single 'pointrail O of such form as to fit properly against a stock-rail, 1?, the normal position of the point-rail 0 being such as to gage with the main-line rail S and bear against the stockrail P. The stock-rail P is made to lead away from the line of track, so that when the pointrail 0 is moved away from the stock-rail 1? into the reversed position any wheel'srunning on said stock-rail P toward the'heel of the switch will drop off said rail P. Whe'uthe point-rail O is in its normal position against the stock-rail P it is secured by a lock-bolt, L, passing through an opening in the switch-rod K, and operated by means of a rod, R, which will be connected to a safety or detector bar, preferably such as described in m y,Patent No. 271,808, of February 6,1883, said lock andbar being operated by an interlocking lever in the cabin N. i i

All of the switches I have mentioned will be provided with similar arrangement ot'lockbolts and safety-bars operated by interlocking levers. With a system of interlocking levers for the operation of the switches, signals, 82.0., the normal position of the levers usually is that in which all the switches are ICO ' locked with the other hand-levers, so that it will be impossible to move them or change the position of the switches, 620., until the signal has been returned to danger, when other combinations may be effected in like manner.

Let it be supposed that a train is to be taken through on track B, Fig. 1; the operation will be asfollows: Switch 0 will be opened, so that if a train on track 0 should run past signals 7 and Sit would go onto track F; switches O and C will be opened, so that if trains on tracks 0 or 0 should run past their respective signals 9 and 10 they would be derailed; switches D and D will be opened, so that if trains on track D should run past their respective signals 4, 5, or 6 they would also be derailed; then switch B is locked, and finally the signal 1 will be set to indicate safety,

and the train on track B can proceed. The reversing of thehand-lever of signal 1 will lock all of the hand-levers for said switches C 0, (J D, and D and prevent their change until the signal 1 is returned to danger. While switch C is opened, as above mentioned, the signal 8 may be cleared to allow movements between track F and the portion of track 0 outside of switch 0 Or, let it be-supposed that a train is to pass from point D of the track D over tracks E, A, and G and proceed on track B in the direction indicated by arrow; the operation will be as follows: the switch G will be opened, so that if a train on track (J. should run past signals-.7 and Sit would be diverted onto track F switches C and G will be opened, so that if trains on tracks 0 or 0 should run past their respective signals 9 and 10 they would be derailed, and switch D will be opened, so that if a train on track D should run past signal 6 it would be derailed; switch B will be opened and locked, so that if a train on track B should run past signal 1 it would be diverted onto track B and prevented from coming into collision with a train on the route we have in view. The levers of switches B and B are interlocked, so that the movement of' switch B is required to release switch B; next, the switches A and B will be opened and locked, the switches A and D? will be opened and locked, the switch D will be locked, and finally the signal 4. will be set to indicate safety, and the hand-levers of all conflicting signals and diverting-switches thereby locked in their positions, and the train will proceed over the aforesaid route.

It willf be noticed that the switches B and B face outward in opposite directions from that portion of the track B over which passage of trains isto be prevented in the movement just described, and that the switch B must be set to break the track B to allow the switch. B to be set to form a junction of the track G with the track B.

Havingfully explained the arrangement and operation of the switches and signals for two movements, it will be apparentthat other movements as may be required can be provided for in a similar manner.

In the movements above described it will be noticed that the switches O and B besides their usual functions, serve as safety elements of importance when they are operated byinterlockinglevers in the manner described, and are made parts of the combinations as I have above mentioned. It will be noticed, also, that by use of the throw-oh switches 0 D, and D operated by interlocking levers and combining their operation in the manner described, I have secured a means of controlling the movements of trains that may be carelessly run past danger signals that does effectually prevent such trains from collisiou with other trains which are proceeding in due accordance with safety-signals; also, that such throw-ofl' switches may be used many system of tracks when interlocked with the signals, so that a track or any part thereof may be effectually prevented from improper movements of trains, and the manner of placing or using switches for such. purposes will be readily understood by those skilled in such matters, and need not be more particularly described in this specification.

' Although theinterlocking mechanism Ihave usedis that describedin my Patent No. 226,499, I do not confine myself to the use of that particular design of interlocking apparatus, as the purposes of my invention may be effected by the use of any pattern or design of interlocking mechanism which will so interlock switch and signal levers that one lever will control the movement of other levers.

IIO

I .am aware of the use of throw-off switches in side tracks to prevent accidental movement into main tracks of cars on such side tracks, also of the use of throw-oft switches operated singly byhand-levers at the switch, the same having no connection with other switches or other signals; but I am not aware of their use in the manner I have described; and

I claim as my invention-- 1. The combination, with crossingtracks and signals therefor, of an interlocking mechanism and a throw-off switch or switches, whereby the crossing line or lines'of tracks must be broken to allow a safety-signal to be given, substantially as and for the purpose specified.

2. The combination, with crossing mainlines, of a tnrn-outand switch and interlocking mechanismrequiring the switch in one line to be I set. to the. turn-out before a safety-signal is given to the other line, substantially as and for the purpose set forth.

3. The combination, with a line of track, a line of track is broken for protection of trains switch facing in one direction breaking said line, and a branch leading into it beyond said break, of a switch facing in the opposite di- 5 rection, by which said branch connects with said line of track, and an interlocking mechanism governing said switches, whereby said to or from the branch, snbstantiafly as and for the purpose specified.

ALBERT G. CUMMINGS. In presence ofr S. W. FLEMING, E1). M. COOPER.-

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