|Publication number||US786736 A|
|Publication date||Apr 4, 1905|
|Filing date||Aug 13, 1904|
|Priority date||Aug 13, 1904|
|Publication number||US 786736 A, US 786736A, US-A-786736, US786736 A, US786736A|
|Inventors||Frank Dornberger, Frederick Reissmann|
|Original Assignee||Frank Dornberger, Frederick Reissmann|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (1), Classifications (1)|
|External Links: USPTO, USPTO Assignment, Espacenet|
PATBNTBD APR. 4, 1905. F; DORNBBRGER & F. RBISSMANN.
SAFETY SIGNAL SYSTEM.
APPLICATION FILED AUG. 13. 1904.
3 SHEETS-SHEET l.
No. 786,736. PATENTBD APR.\4','1905.
, F. DORNBERGBR & F. REISSMANN.'
SAFETY SIGNAL SYSTEM.
APPLIOATION FILED AUG. 13. 1904;
a SHEETS-SHEET 2.
, Nonsense.; n l PATE-NED APR.4,1905. E. DORNBERGBR L P; REISSMANN.
lSAFETY SIGNAL SYSTEM.I 'APPLICATION FILED AUG.13,*1904.
s SHEETS-MEET 3.
:Menger No. 'reared l I FRANK DoRNRERGER AND Patented April 4, 1905'.
FREDERICK REIssMANN, oF wEsTFoINT,
SAFETY SIGNAL SYSTEM.,
SPECIFICATION forming, part f Letters Patent NO. 786,736, dated April. 4, 19057.
Application filed August 13, 1904. Serial No. 220,624.
To @ZZ whom t may concern:
Be it known that we, FRANK DORNBERGER Y and FREDERICK RErssMANN, citizens of the United States, residing at Westpoint, in the county of Orange and State of New York, .have invented certain new and useful Improvements in Safety Signal Systems and we do hereby declare'the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.
Our invention relates to an automatic safety signaling system; and it consists of cer-` tain novel features of construction and arrangement or'combination of parts the preferred character or form whereof will be herey inafter'clearly set forth, -it being understood .for a trainA to pass Vby a signal, as a semaphore set at danger-point, without the knowledge of the person or persons in the cab of the locov motive or Inotor. l
signal of the usual or any preferred construction. r
' In the detailed description hereinafter presented the various elements of our invention and cooperating accessories will be referred' to by numerals, the same numeral applying to a similar part throughout the several views, and, referring to the numerals on the drawings, 1 designates a semaphore signaling post or support upon which the semaphore 2 is pivotally mounted Vyin the usual or any preferred way and Vcooperatively disposed, in combination with the weighted lever 3 usually employed to normally hold the semaphore 'at danger-point or in a horizontal plane, a
weight 4 being provided for this purpose, as is common. The semaphore-signal 2 is controlled in the usual manner, als-by the rod or wire 4, 'extending downward in engagement with the bell-crank-5, mounted in any preferred way at the bottom of the post, a branch of the bell-crank being connected with the rod or wire 6, leading to the watch-tower or other point Where the attendant'is located, all being accomplished substantially in the usual or any preferred manner. ln carrying out our invention, however, we pivot `the controlling bell-crank to the end of the shaft 7, which latter is mounted in suitable bearings 8, carried by the base member or block 9, anchored at the base of the post 1, as upon the end of a cross-tie 10, whereby the arm 11 may be rigidly secured to the inner end of said shaft. The arm 11 is secured upon the shaft 7 in such a way that when the .signal 2 is disposed in a horizontal plane .or
at danger said arm will be disposed vertically, and therefore in position to be directly in the path of the bell-crank or other equivalent device carried by the locomotive or on some suitable part of the train, the office of said arm 11 being to operate said bellcrank or device in a manner hereinafter set forth. In the present instance we have shown y ingly mounted, as in apertures in the ends of the brackets 19 and 20, connected to any suitable part oi the framework. The shalt or rod 18 is held normally upward by properly mounting a compression or other form of spring between said brackets, as indicated by the numeral 21. The upper end of the shaft 18 is properly shaped to allord a support for the end of the controlling-lever r crank-arm 22, said arm being provided with an adjustable weight 23 or equivalent device whereby said weight will be utilized to rotate or partially turn the shaft 2a when the support for the outer end of the arm 22 is removed, as .is the case when the shaft 1S is drawn downward as a result of the bell-crank arm 12 being brought into contact with the arm 11 incident to the passing of the train.
l/Ve have provided means for utilizing the rotation of the shalt 24 thus induced by the release of the arm 22 lor the purpose of aecomplishing three very desirable and impor-- tant results-that is to say, the sha'lt 24 'First operates a valve 25 in the upper end ol the pipe 26, which latter is an air-pipe communi-- eating with the automatic brake system-- and it is obvious that when the valve 25 is opened by a partial rotation of the shaft 24 the air will beallowed to escape, and thus disturb the equilibrium in the air-brake system and cause an'instantaneous application ol` the brakes. cape of' the air by opening the valve 25 to blow a whistle 27, or other form ol signal might be used, as a pneuinatically-operated bell, @s i A 'further desirable and important result We accomplish by the rotation or partial rotation ol the controlling-shaft 24 is to operate the valve 28, whereby we entirely eut oill further flow ot steam from the boiler through the pipe 29, leading to the throttlevalve, the result being substantially an automatieally-controlled throttle for the locomotive.
It will be clearly obvious that instead of employing the shaft 24 to operate the throttle-valve, as would be required upon the locomotive, said shaft may be connected in any preferred Way with any suitable switching device, as when an electric motor is employed, whereby the current will be entirely out oli.
It is thought from the foregoing description that the construction and combination of parts or elements constituting our invention will be made clearly apparent, though it may be stated that the operation is as follows: W hen the semaphore is occupying a horizontal position, or at Idanger, it is obvious that the arm 11 will be disposed in a vertical plane, and therefore directly in the path of the branch 12 of the bell-crank, the result being that the contact between the arm 11 and the bell-crank will instantly overcome the tension o'l` the spring 21 and draw Secondly, we utilize the esthe shaft 1S downward, leaving the weighted arm 22 to partially rotate the sha'l t 24, the result being that the air in the brake system will be allowed to escape through the whistle, producing the warning and at the saineI time instantly setting the brakes, and, furthermore, at the same moment the steam in the pipe 29 or other source of energy will be entirely cut olf, thus, in elleet, automatically closing the throttle-valve and insuring that the train will be stopped in the shortest possible space. The object of' the warning-whis tle or equivalent device is to make the engineer aware that he is passing a signal set at danger, as in the case of heavy log, or to awaken him it it is fairly presumed he would ever sleep at his post oll duty. ln ease ol disability ot the engineer for any canse the warning-signal, as from the whistles 27, would communicate the situation at once to the lireman or other attendant and lall l'or his attention. lt would therefore be praetically impossible 'l'or the train to get past a signal set at danger and would therefore prevent the train from entering in upon a block of the traetnvay without full knowledge of the danger resulting 'from such trespassing.
Believing that the construction and manner of using our invention have thus been made clearly apparent, 'further relmenee to the details is deemed unnecessary.
lllhat we claim as new, and desire to secure by Letters Patent, is-
rlhe herein-described safety signaling system comprising the combination of a semaphore or other signal 2; an arm l l vertically disposed near the trackway and operatively connected with said signal whereby when the signal is at dangerH said arm will be vertically disposed and horizontally disposed when the signal is moved out o'f` danger; suitable valves; a common controlling-slni'l't 2l 'for said valves; suitable intermediate controlling devices between said shalt and the arm 11 whereby il" said arm is disposed in the pathway of said controlling devices the shalt 24 will be partially turned to sinnlltaneously operate said valves, thereby cutting oll` the source et power leading to the tlnottle-valve or controller and also open the air-pipe. leading to the braking system and suitable means as a whistle designed to utilize the escape ol the air all combined substantially as speciiied and lor the purpose set forth.
ln testimony whereof we have signed our names to this spcciiieation in the presence ol' two subscribing witnesses.
FRANK DORNBlllGllR. FRElllGltlCK ltlClSSM AN N Witnesses FRANCIS Mii'rnnws, RELDA A. Smau.
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