Improvements in Apparatus for Railway Signalling and for Bringing Trains to a Standstill Automatically.
Year: 1898

page_text: Date of Application, 8th Nov., 1898-Accepted, 17th D ec.,
1898
Improvements in Apparatus for Railway Signalling and for Bringing
Trains to a Standstill Automatically.
I, THOMAS MARTIN THOMAS, of Byrn Nedd. Skewen, Neath, Accountant, 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:-
:-
This invention relates to apparatus which is especially intended to be used in
place of the present system of fog signalling, and provides a means by which the
signals can be transmitted directly to the engine driver and by which at the same
time the train may be brought to a standstill.
The apparatus consists of a weighted lever which is placed just outside the outer
rail of both the up and down lines and connected to the ordinary signalling
apparatus, or provided with connections passing directly to the signalling box.
This weighted lever is adapted to engage with a lever carried by the engine and
connections pass from the second lever to a cock which is connected on one side
with the boiler and on the other with the brake and a device for shutting off
steam from the cylinders. When the lever on the engine is operated, the signal
being in this case at danger, the cock will be opened and steam allowed to pass
to the steam brake, the steam pressure at the same time acting through the device
hereinafter described on the engine regulator, shutting off the steam to the
cylinder. An audible or other signal is given to the driver by means of a small
steam whistle, a bell or similar device. As used in connection with vacuum or
compressed air brakes, a cock is operated directly by a spindle carrying the striking
lever.
In order that the invention may be more clearly understood, reference is had
to the accompanying sheet of drawings, in which Fig. 1 is an elevation partly in
section of the apparatus fitted to the engine. Figs. 2 and 3 show the lever placed
at the side of the rail respectively in operative and inoperative position and Figs. 4
and 5 show an arrangement for use with vacuum or compressed air brakes.
The main part of the apparatus fitted to the engine is carried inside the driver's
weather board or cab A, as shown on Fig. 1. B is the cock provided with a lever b
which in the arrangement illustrated projects at one side of the cab. This is con-
nected by chains or other connections C to the crank lever D at the bottom of the
engine. One arm of this crank lever is adapted to project at the side of the rail
and almost to its level. The spindle & carrying this lever preferably extends to
the other side of the engine, and a second arm or lever may be fitted to it on that
side so that the apparatus will be actuated whether the engine is moving back-
wards or forwards.
The pipe E at one side of the cock passes to the boiler so that steam at boiler.
pressure is led through this pipe to the upper side of the cock. The pipe F at the
other side is connected to the steam brake so that if the cock, which is provided
with a single passage, is turned into operative position, the steam from the boiler
will pass through the pipe F to the brake apparatus, and will apply the brake.

page_text: At the same side of the cock is fitted the pipe G having the small cylinder H at
its end. Through this cylinder the piston rod J projects carrying the piston j
which fits the cylinder and operates the piston rod when steam is admitted. The
pipe G is provided with the small cylindrical enlarged portion 9 forming a valve
casing. The piston rod J extends into this enlarged part and is provided at its
end with the ball which can act as a valve when the piston is at the end of its
stroke. The piston rod J is jointed at 2 and is connected to the end of the engine
regulating lever K the joint allowing for the circular motion of the regulator.
When the cock is brought into operative position the steam passes from the
boiler both to the brake through the pipe F and to the cylinder H through
the pipe G. The piston j is thus forced to the upper end of the cylinder H into the
position shown in the drawing, and the lever K is turned shutting off the steam to
the engine cylinder at the same moment as the brakes are operated.
When the piston has reached this position the valve closes and steam is shut
off from the cylinder as there is no further necessity for steam pressure against
the piston J.
The steam whistle L is fitted to the cylinder H or to any other convenient part
of the apparatus, so that when the lever is turned not only are the brake and the
engine regulator operated, but an audible warning is given to the engine driver.
In place of the steam whistle of course any other simple alarm can be given by
means of the steam pressure or by any moving part of the apparatus. For instance
a bell fitted with ratchet, pawl and coiled spring may be provided operated from the
crank lever directly or indirectly.
The enlarged part g of the pipe G is provided with the outlet tap or cock gl so that
when the lever b is turned back to shut off the steam the steam in the pipe G is
allowed to escape.
Referring to the parts of the apparatus placed in the track, M is the lever
weighted at m so that when released it will turn into signalling position. The lever
is pivoted to the standard N and at the end opposite to the weight is provided with
the projecting parts m' which the lever D strikes when the engine passes. Two
of these projections are provided one behind the other so that should the lever D
miss one it will meet the second. The connection 0 passes to the ordinary signal-
ling arrangement P shown diagrammatically in Figs. 2 and 3, the connection being
preferably attached to the weighted arm of the signal post. The connections,
however, may pass direct to the signal box so that the apparatus may be worked
independently of the ordinary signals.
According to Figs. 4 and 5 the vacuum or air pressure pipe Q leading to the brakes
is provided with the small branch pipe R open at its lower end and serving to
allow air to enter or escape from the brake pipe. This pipe R is furnished with
the cock operated directly by the spindle which passes through it and carries
the striking lever or arm D at each end On the lever turning as above described
with reference to the steam brake arrangement, the cock opens and the air passes
through the open pipe R. To render the apparatus inoperative the small screw
cap permanently attached to the pipe is fitted over its end which is screwed to
receive it. The spindle is carried by the brackets S fitted to the engine or
carriage, the latter being shown in Fig. 4.
To give a starting signal when the train has been brought to a standstill an
electrical device may be employed consisting of a bell or other signal on the engine
and a circuit which can be completed by the signalman passing through rails or
separate metal strips at the side of the track.
Having particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is
(1) An improved apparatus for signalling and for stopping trains automatically,
consisting of a weighted arm or lever fitted in the track, connections operating the

page_text: said arm or lever, a lever on the engine adapted to meet the weighted arm when
the latter is in operative position, a cock provided with an arm connected to the
said lever, connections from this cock to the boiler on one side, and to the vacuum
brake on the other, and a signal device giving a signal when the lever is operated,
substantially as described and for the purposes specified.
(2) An apparatus for use in railway signalling and for bringing trains to a
standstill, consisting of a weighted arm or lever in the track, connections operating
this weighted arm, a lever on the engine a cock operated by the said lever, con-
nections at one side of the cock leading to the boiler, and connections at the other
side leading to the vacuum brake, a pipe or connection at the latter side, a small
cylinder connected to the said pipe, and a piston rod and piston operated by the
steam pressure in the said cylinder and connected to the engine regulator, and a
signalling device, the whole arrangement being adapted to cut off the steam to
the cylinder, put on the brake and give the signal simultaneously, substantially
as and for the purposes specified.
(3) In an improved apparatus for railway signalling and for bringing trains to
a standstill, the combination with a weighted arm in the track, connections for
operating the said arm, a lever on the engine adapted to engage with the arm when
in signalling position, a cock operated by the said lever and pipes leading on one
side of the cock to the boiler, and on the other to the brake apparatus, of a pipe
to which steam is admitted through the cock when the latter is turned, a cylinder
connected to the pipe, a piston in the said cylinder, a piston rod provided at one
end with a ball or head, forming a valve extending into an enlarged portion of the
pipe, and connected at its other end to the engine regulator, and a whistle or
other signalling device operated simultaneously with the steam cock, the whole
constructed and operating substantially as described and shown and for the purposes
specified.
(4) In an apparatus for automatically bringing trains to a standstill, the com-
bination of open pipes extending from the air brake pipes, cocks fitted to said open
pipes, spindles operating the cocks and arms carried by the spindle adapted to meet
a projecting part in the track and to open the cock, substantially as and for the
purposes specified.
(5) In an apparatus for automatically bringing trains to a standstill, the com-
bination of open pipes extending from the air brake pipes, cocks fitted to said open
pipes, spindles operating the cocks, denending arms from the spindles and screw
caps, adapted to close the ends of the open nines when the apparatus is to be put
out of action, substantially as described and shown with reference to Figs. 4 and 5
and for the purposes specified.
Dated this 4th day of November 1898
GEO. H. RAYNER,
37, Chancery Lane, London, Agent for the Applicant.