Improvements in and relating to Apparatus designed for Preventing Railway Accidents.
Year: 1893

page_text: Date of Application, 8th July, 1893-Accepted, 19th Aug., 1893
COMPLETE DEGITIGATION.
Improvements in and relating to Apparatus designed for Preventing
Railway Accidents.
I, ALFRED FLUSS, of Freiberg, Moravia, in the Empire of Austria,
Manufacturer, do hereby declare the nature of this invention, and in what manner
the same is to be performed, to be particularly described and ascertained, in and by
the following statement :-
My invention relates to apparatus designed for preventing railway accidents and
has for its object to automatically stop the locomotive engine or the motor carriage
of a train when accidentally passing on to a blocked line.
In the accompanying drawings,
Figures 1 and 2 are a diagrammatic end view and side elevation of a locomotive
with my improvements applied thereto.
Figure 3 is a vertical section and
Figure 4 an end view of the device for cutting off the steam.
Figures 3 and 4* show a modified form of connection between the cut off valve
and stop on the line.
Figures 5 and 6 show a somewhat modified form of apparatus and
Figures 7, 8 and 9 show details of the same.
According to this invention the engine is automatically stopped by shifting a
stop A at the same time as the block signal of a switch or the like when the line is
blocked into the path of a lever B provided on the locomotive engine, the said
stop being arranged in close proximity to the track, preferably between the rails
(see the diagrams Figures 1 and 2 which represent the use of the present invention
with an ordinary locomotive engine). This lever is connected by suitable inter-
mediate links b, with an arm C attached to the rod E of a lift or slide valve
included in the steam admission pipe between the throttle valve and the cylinders.
The parts are so arranged that when the said lever B strikes against the stop A as
the train moves on to the blocked line this lever, and therefore also the above
mentioned intermediate links b, b, and arm C, will be actuated in such a manner
that the valve attached to the rod E will be closed and prevent the admission of
steam to the cylinders.
On one of the aforesaid intermediate links 162 may be arranged a pin F to
which is attached a rod G connected with the key H of an air or vacuum brake
and with a key I which when displaced to a certain extent gives the warning
signal. By this means not only the admission of steam to the cylinders is
prevented but the brakes and warning signal are also set in operation, thus
accelerating the stoppage of the train and attracting the attention of the driver.
It is expedient to lock the parts of the safety device provided on the locomotive
engine in the "danger" position in order to ensure the complete effect. This may
be accomplished by locking only one of these parts, for example the rod G as
indicated in Figure 2. Of course, I may use various locking devices, but these
need not be specified, as they do not form any part of the present invention.
"
The return movement of the parts on the locomotive engine from the "danger
position to the normal position may be effected either by hand or by springs or
other appliances specially provided for the purpose.
Instead of adapting the said arm C, connected with the lever B through the
rods 6 and 6, to shut off the steam directly or to turn the key of the brake
apparatus the arrangement may be such that it will actuate these devices indirectly
by disengagement.
In this arrangement, which is represented in Figures 3 and 4 for shutting off the
steam, the free end of the arm C which is slightly modified is bent at the top to
form a catch which engages with the arm K' of a kind of three-armed lever K and

page_text: thus holds it in a definite position. The opposite arm of this lever K is attached
to the rod E of the steam cut-off valve L which is under the action of a powerful
spring D, and the third arm of the lever K is connected with the piston rod M of
a small steam cylinder N. When the lever B strikes against the stop A and is
displaced the catch on the arm C releases the lever K and the spring D forces the
valve L on to its seat, the steam cylinder N acting as a brake cylinder to prevent
the valve striking violently against the seat. In this manner the admission of
steam to the cylinders is prevented and the rod G, the arrangement of which is
substantially the same as that shown in Figures 1 and 2, actuates at the same time
the brakes and warning signal.
The return movement of the parts is effected by admitting steam to the small
cylinder N. The lever K is then turned on its pivot and lifts the valve L from its
seat, and the other end of the lever K passes simultaneously below the latch C
which is then caused to advance by a spring provided upon the rod G and locks the
lever K. The steam admitted to the cylinder N finally escapes through small
apertures n provided in the wall of the cylinder. In this arrangement the parts
are locked in the normal position by the latch G and in the "danger" position by
the spring D.
In Figures 3 and 4× is represented the connection between the lever B and
latch C the arrangement being such that a rod carrying the latch C will turn
upon its longitudinal axis when the lever B is displaced by the stop A which does
not make any change in the mode of operation. The connection between the
lever B and rod 2 may also be variously modified. In Figures 3 and 4* the
latch C is provided with a rest or notch with which the end of the lever K engages
when the valve L is open. By this means I obtain a greater security against the
accidental opening of the valve.
Of course the disengaging device C can be greatly varied without departing from
the nature of the present invention. For instance, as indicated in Figures 5 and 6
I may replace the latch C by a knee-lever c, e' included between the rod b' and
lever K, the said knee lever being in the normal position bent in one direction
somewhat beyond the straight part and bearing with its link against a fixed
projection, thus holding up one end of the lever, K. In this manner the upwardly
closing steam cut-off valve is kept open, because in order to close it the knee
lever C, c¹ would have to be straightened against the pressure of the valve spring.
But when the lever B strikes against the stop A. the knee lever is bent in the
other direction through the medium of the intermediate links b, b', thus closing
the valve.
In other respects the arrangement is substantially the same as that shown in
Figures 3 and 4.
For facilitating the return movement of the knee lever cc' to its normal position
use may be made of a spring.
By the aid of the present invention it is possible to bring the train automatically
to a standstill at points where there are no block signals connected with the
stops A.
This is of particular importance when accidents have already taken place, to
prevent a train moving to a damaged point of the track or into a wrecked train
in front.
Every train carries for this purpose a separate frame P, Figures 7,
and 9
(which may be put in the guard box). The frame is provided with a stop A similar
to the above-mentioned stop connected with the block signal. When the frame is
placed between the rails, this stop is in exactly the same position opposite the latter
as the stop A in the arrangements Figures 1 to 6 when the line is blocked. In case
of need the said frame is put between the rails in such a manner that it bears
against fish plates or sleepers or against posts specially rammed into the ballast for
this purpose. On the passing of another train the lever B on the locomotive
thereof strikes against the stop A on the frame P, whereby the train is automatically
stopped.

page_text: The said lever B is arranged a little below and behind the leading axle Q of the
locomotive engine, so that it will not be acted upon by obstacles lying accidentally
in the track, inasmuch as these are thrown over by the axle before they touch the
lever or else the lever will pass freely over them.
I have explained the use of the present invention in connection with an ordinary
locomotive engine; it is however evident that it is also applicable to electric motor
carriages, for which purpose the parts C or c c and G are caused to act upon
contact devices which in cases of need interrupt the working current and if
desired set electric brakes and warning signals in operation. Such contact devices
are well known to the expert in numerous constructions and are therefore not
specified here.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. An apparatus designed for preventing railway accidents, in which a lever B
is arranged on the locomotive engine or on the motor carriage, directly or indirectly
controlling a steam cut-off valve L, or a circuit breaker or the keys H or contact
devices of brake appliances and warning signals, and in which a stop A arranged
in close proximity to the track is connected with the block signal or the like in
such a manner, that when the line is blocked the stop A will be in the path of the
lever B and when the locomotive engine or the motor carriage passes, the said stop
will displace the lever B so that the latter will cause the steam to be cut off or the
working current to be interrupted and eventually the brake to be applied or the
warning signal to be given.
2. In the apparatus characterized in the first claim an arrangement in which the
lever K directly controlling the cut-off valve is under the action of a spring D
which effects the closing of the valve and a steam cylinder N causing the return
movement of the parts to the normal position, whilst the arm C, directly acted
upon by the lever B or the knee lever c c effects the disengagement of the lever K
from the normal position as described with reference to Figures 3 to 6.
3. In combination with the arrangement of the locomotive engine or motor
carriage characterized by the first claim, a portable frame P adapted to be placed
between the rails and provided with a stop A, for enabling trains to be automatically
stopped in case of need at points where no block signals are provided, as described
with reference to Figures 7 to 9.
Dated this 8th dor of Tul- 1902
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.