AN IMPROVED METHOD AND APPARATUS FOR UTILIZING COMPRESSED AIR THE MANAGEMENT OF RAILWAYS, IN SIGNALLING TRAINS, AND FOR OTHER PURPOSES
Year: 1877

page_text: IN
LETTERS PATENT to Henri Adrien Bonneville, of the British and Foreign
Patent Offices, 18, Rue de la Chaussée d'Antin, Paris, France, and 6, Piccadilly,
in the County of Middlesex, Patent Agent, for the Invention of "AN
IMPROVED METHOD AND APPARATUS FOR UTILIZING COMPRESSED AIR
THE MANAGEMENT OF RAILWAYS, IN SIGNALLING TRAINS, AND FOR OTHER
PURPOSES." A communication by Edward Barr, as President of the American
Railway Guard, Sigual, and Switch Company, resident in the City, County,
and State of New York, United States of America.
Sealed the 15th February 1878, and dated the 20th August 1877.
COMPLETE SPECIFICATION filed by the said Henri Adrieu Bonneville at
the Office of the Commissioners of Patents on the 20th August 1877.
HENRI ADRIEN BONNEVILLE, of the British and Foreign Patent Offices, 18, Rue
de la Chaussée d'Antin, Paris, France, and 6, Piccadilly, in the County of Middlesex,
Patent Agent. "AN IMPROVED METHOD AND APPARATUS FOR UTILIZING COM-
PRESSED AIR IN THE MANAGEMENT OF RAILWAYS, IN SIGNALLING TRAINS, AND
FOR OTHER PURPOSES." A communication by Edward Barr, as President of the
American Railway Guard, Signal, and Switch Company, of the City, County, and
State of New York, United States of America.
This Invention relates generally to a novel and comprehensive system for the
employment of compressed air as an auxiliary in the management of a railroad, to
ensure safety in the running of trains, and to afford motive power for various
purposes. It embraces the following several special and distinctive features, which
may be combined in the one general system, or be used separately:-
L. A main supply pipe, extending the entire length of a railway, or of any
portion thereof, and kept constantly supplied with air under pressure by means of
suitable air pumps, when combined with one or more secondary signal pipes con-
nected to signals, street crossing guards, and switch moving and indicating
apparatus, arranged to be operated by the admission of compressed air to, or its

page_text: exhaust therefrom, said signal pipes being laid along those portions of the railway
where signals and such other apparatus are required, and so connected with the
main pipe; and with levers, or valves, or cocks, arranged to be moved or shifted
automatically by passing trains, that the movement of the levers and valves or
cocks shall operate to admit compressed air from the main pipe to the section of
signals, street crossing guards, and indicating apparatus on one side, for the purpose
of displaying or sounding said signals, and to allow an exhaust of the air from the
section of signals on the other, for the purpose of withdrawing, concealing, or
silencing them, the object of this feature of the Invention being to afford constantly
and automatically, by means of said apparatus, warning of the location and move-
ment of trains upon the road for any desired distance, in front and in the rear of
each train, through the agency of compressed air, as needed.
2. The Invention consists in the employment of flexible or yielding curtains,
attached to a rotary drum, to form a gate or guard, capable of being raised or
lowered, or opened and closed, as occasion may require; the object of this feature
of the Invention being to provide for use at the crossing of railways an automatic
gate which shall serve to interpose in times of danger at one, or simultaneously at
a number of crossings, an apparent barrier to the progress of persons or animals
attempting to cross the track, but which, owing to its peculiarity of construction,
will subject them to no injury if perchance it should close down upon or against
them in its automatic movement.
3. The Invention has for its object the device for moving, unlocking, and locking
automatically by means of compressed air a pueumatic piston, actuating a railway
switch, and the automatic display or sounding of suitable signals for the track as
well as for the operator by the shifting of the moveable rail of a railroad, and when
the piston has completed its movement in either direction and is locked to obtain
notice thereof by means of an exhaust of air at the supply cock, produced from the
piston cylinder through the opposite supply pipe.
This Invention embraces also the use of the compressed air supplied by a main
pipe, as herein-before described, for charging as often as may be required tanks upon
the trains to actuate the brakes thereon for driving stationary engines at the
various stations and in the railway shops along the road, and for other purposes,
more especially where the air can be cheaply compressed by means of water power.
In the accompanying Drawings,-
Fig. 1 is a perspective view illustrating the relative connections of the continuous
air, main, or supply pipe, the signal service pipes, and the flexible gate or guard,
with commutators, diaphragms, and air piston, as arranged for the right side track
of a double track railroad, the left side track being provided with the same arrange-
ments, except that one air or main pipe is sufficient to supply motive power for
both track apparatuses.
Fig. 2 is a side view and shows the position of the air commutator in connection
with the rail.
Fig. 3 is a vertical section of an air supply commutator; and Fig. 4 is a vertical
section of a double or exhaust commutator.
Fig. 5 is a central vertical section of a diaphragm and valve.
Fig. 6 is a central vertical section showing air piston cylinder with rack and
pinion, actuating on the rotary drum for lowering or raising the gate or guard, the
position of the two diaphragms and valves connected thereto in connection with a
double-acting valve, strainer, and air whistle.
Fig. 7 represents the simplest form of the system for signalling by means of com-
pressed air the approach of a train simultaneously at a number of street crossings,
either by sounding an alarm or closing a gate at each crossing of a street or road.
Fig. 8 represents the apparatus for displaying a number of cautionary signals on
the road as a block system, to keep trains from running too close in succession when
following, operated by compressed air.
Fig. 9 represents the device of automatically displaying or sounding a signal by
the shifting of a moveable rail of a railroad switch.

page_text: Fig. 10 represents a vertical longitudinal section of a double-acting valve, used
in connection with the air piston so as to be operated by trains coming in opposite
directions.
Fig. 11 represents a vertical longitudinal section of a relief valve to be used in
connection with a switch-moving apparatus.
Fig. 12 represents a perspective view of the method for unlocking, moving, and
locking railroad switches, displaying signals, and repeating or indicating the same.
Fig. 13 is a longitudinal vertical section of a switch apparatus showing the
device of unlocking and locking the moveable switch, and the valves and connec-
tions for controlling the air.
Fig. 14 represents a vertical view and Fig. 15 the side view of the signals used
in the block system, being a modification of the system represented in Fig. 8,
Sheet II.
Fig. 16 shows the arrangements of the valves and levers for the apparatus for
moving railroad switches, and repeating or indicating the same; Fig. 17 is a side
view thereof; Fig. 18 shows a top view of the same; and Fig. 19 shows the
external view of the apparatus for controlling and operating one or a number of
switches and signals by one attendant.
A, Fig. 1, is a continuous supply pipe connected with one or more reservoirs of
air compressed by suitable machinery. This pipe may extend the entire length of
the road, and is to be constantly charged with compressed air for use, as herein-
after described, in maintaining automatically a constant system of signals, gates, or
guards, in operating and indicating railway switches, and for various purposes, and
upon many roads may be obtained at a low cost by utilizing the power of waterfalls
for its compression. B, B', are secondary signal pipes which extend from one
commutator to the respective diaphragm connected with the air piston of the guard
C (illustrated in detail in Fig. 6). D are the commutators (illustrated in detail in
Fig. 2, 3, and 4), and E are branch pipes connecting the commutators, and through
said commutators the service pipes B, B₁, with the main supply pipe A.
Fig. 3 illustrates the supply commutator D for admitting compressed air from tho
supply pipe A to the signal pipe B to produce a display of the signals or lowering
the gate or guard C.
Fig. 4, a similar view, illustrating the exhaust commutator D' for allowing an
exhaust of the compressed air from the signal pipe BI to produce a reversal of the
signals or raising the gate C. Each commutator D is divided into an upper and a
lower compartment a, a, by means of a partition through which a suitable valvo
opening is formed. This opening is governed by means of a valve b of india-rubber
secured to a rod e, which, projecting upward through the top of the casing and
downward through the partition within the lower compartment, has free vertical
movement in its bearings above and below. This valve b is secured by a nut
screwing upon the rod c. A weight e suspended upon the lower end of the rod c
hangs within the lower compartment a' of the supply commutator, and within the
receiver f of the exhaust commutator. The rod c, when elevated, is depressed and
the valve b opened by means of the cross bar g. Fig. 2, which, resting on two strong
rubber blocks hand'h' and rod c, can only be operated by a very heavy weight,
such as a passing locomotive or car may give.
In the use of the supply commutator, Fig. 3, the air supply pipe A is connected
to the lower compartment by means of the branch pipe E, and the discharge or
signal pipe B is connected to its upper compartment. The pressure of the air from
the supply pipe E bearing against the valve b will keep it closed, support the
weight, and elevate the rod c against the cross bar g. If now the rod c will be
forced downward through a passing train over the cross bar g, the valve b will be
opened and the compressed air permitted to flow from the pipe E into the signal
pipe B. So soon, however, as the pressure in the pipe Band the upper compartment
a of the commutator has attained such a degree, sufficient to more than counter-
balance the weight e, it will elevate the rod cand close the valve b, which will then
remain tightly closed because of the pressure of the air against its under surfaře

page_text: (especially after the pressure in the pipe B is removed), until it is again forced open
by another downward movement of the cross bar g.
The pressure of air admitted to the pipe B is determined with exactness in the
operation of the commutator by the size of the weight e and the area of the rod c
where it passes through the casing, as a supply of compressed air will continue to
flow into the pipe B from the pressure pipe E until the pressure in the former is.
sufficiently great to counterbalance the weight c by outward pressure of the area of
the rod where it passes through the casing, and throw up and close the valve b.
In the construction of the exhaust commutator, Fig. 4, the receiver f is placed by
the side of the supply commutator, where otherwise the pipe B would be situated.
The aperture between the upper and lower compartments a, a', is closed by the
valve i, placed in the upper compartment and secured to the rod c, which extends
down through an extended bearing in the receiver f, and terminates in a weighted
piston f'; an elastic or flexible diaphragm kis secured at its edges by means of a
ring which rests up against a shoulder, as shown in Fig. 4.
The signal pipe B' is a continuation of pipe B from the supply commutator, and
an exhaust vent is formed in the lower compartment a', so that when the valve is
opened a free exhaust passage is opened from the pipe B1 through. the vent . If
now the rode is forced down by the cross bar g, the air confined in the main pipe
A will rush through pipe E into the lower compartment a', and bearing against the
flexible diaphragm k will force up the piston f', and thus open the exhaust valve i,
wheroupon the charge of air in the signal pipes B and B will be allowed to escape
through exhaust vent. The exhaust valve will remain open so long as the
pressure of the air in the receiver f is sufficient to bear up the piston rod c with the
attached weight f. This pressure is however reduced and the valve automatically
closed by permitting the air confined in the receiver f to escape gradually through
a small cock m, the interval during which the valve shall remain open being
determined at pleasure by opening said cock, more or less.
The cross bar g, see Fig. 2, resting on the two rubber blocks h, h, and operating
the bar of the commutators, may be set outside of the rail so far that none of the
flanges of any of the wheels of passing trains shall touch it or pass over it, save one,
either on the locomotive or on one of the cars, such wheel being provided with an
extension of its flange, either a rim cast on it or rivetted to it, in order to overcome
the immense and often repeated pressure to which otherwise the commutators would
be subjected by each passing train.
•
In case where the peculiar construction of the wheels on the engine or cars should
make it impossible to extend the flanges of such wheels, a V shaped gearing N,
.see Fig. 41, may be fastened to the body of the car or engine, to any such places
where such gearing might find place, extending downward, In the end of the
gearing Nan idler Nis attached, which running over the cross bar g will depress
the same. Such idler can be attached under the body of the cars, either at the sides
nearly above the rails, or in the centre between the rails, the commutators being
placed accordingly to it.
In Fig. 5 is shown a combined diaphragm and valve, which shall operate to estab-
lish direct communication, first, between the main air supply pipe and the piston or
other device operating a signal or gate, whenever the diaphragm is subjected to
pressure; and, second, between the said piston and an exhaust vent into the outer
air, when the diaphragm is relieved from pressure.
F is the diaphragm of rubber, leather, or thin metal, closely confined at its edges
between two circular plates G, G', which are slightly dished or recessed inwardly,
to allow a limited play to the diaphragm between them. H is a cylindrical valve
chest, secured upon the diaphragm casing G¹. This valve chest is divided into
three chambers by two traverse partitions 1 and 2, with central openings. The
lower chamber communicates with the outer air through exhaust valve n and n¹.
K is a valve stem secured vertically to the diaphragm F, which carries two cylin-
drical valves 3 and 4, which are fitted to move freely, yet closely, within the openings
in the two partitions 1 and 2,

page_text: The upper edge of the lower valve 4, and the lower edge of the upper valve 3 aro
so notched, see Fig. 5, and the valves are so proportioned in length, as that when the
opening in the upper partition is fully closed by its valve 3, free communication is
established through the opening in the lower partition 2 by means of the notches in
the lower valve 4, the closing of this valve 4 operating in like manner to open the
upper valve 3. 0, 0, are packing rings of rubber; B is a signal air pipe, which is
connected in one direction through the supply commutator, with the air main pipe A,
and extends in the other direction to the exhaust commutator, see Fig. 1, which
serves, whon actuated, to allow the air in the signal pipe to escape. I is a pipe con-
necting the upper chamber direct with the air main pipe, and J is a second pipe
connecting the central chamber direct with the piston or other actuating device of
the signal or gate to be operated.
So soon as air is admitted to the signal pipe B, the diaphragm E is thrown up,
carrying with it the valve stem K, which serves to close communication between
pipe and exhaust vent, and to open communication between pipe J and main
air pipe I.
The air under pressure is thus admitted freely to the signal pipe J, to actuate the
mechanism with which said pipe is connected, see Fig. 6.
So soon, however, as the pressure upon the diaphragm F is relieved by an exhaust
of the air in the pipe B, the valve stem will drop under the influence of the pressure
upon the lower valve 4, and thereby close the valve 3, and, cutting off communication
between the air main I and signal pipe J, will simultaneously open communication
between said pipe and the exhaust vents and n'.
In Fig. 6, showing the central longitudinal section of the air piston cylinder
and diaphragms in connection with the moveable flexible gate or guard, L is
a pest or standard carrying the air piston P. A framework consisting of two
posts Land L', see Fig. 1, is connected at the top by transverse beams, bars, and
braces. M are large pulleys fixed to each end of the shaft O. A number of laths
connecting both pulleys M and M', form a drum, to which a fringe C of cords or
pieces of ropes or other suitable material is secured, which being lowered, will depend
nearly to the ground, as shown in Fig. 5, forming apparently a close barrier across
the road. Such fringe may be constructed of independent sections, or it may be one
entire curtain, and may either be loose at the bottom, or the ends of such curtains
may be connected to rods standing perpendicular, and acting as guides for rings
attached to said curtain. A chain with the attached weight, and running over
the sparrel M, counterbalances the downward movement of the gate.
The pulley shaft and pulleys M, M, may be revolved to open and close tho
gate Cby hand in the usual manner, but it is contemplated to open and close the
gate in connection with the improved pneumatic signal apparatus by means of the
air piston P, Fig. 6, operated by compressed air admitted thereto from pipe I", from
an air main or reservoir by the instrumentality of an approaching train.] A rack 5
being secured to the piston rod of the air piston P, Fig. 6, and acting on the pinion 6
upon the end of the shaft 0, will produce the necessary rotary movement of the
drum, and the opening and closing of the gate C, connected therewith; 2 is au
air whistle connected with the pipe I", so that as the gate descends an alarm
shall be given during its movement.
A double-acting valve Q, Fig. 6, shown in detail, Fig. 10, is placed beneath
the air piston P, and connected therewith, and the central chamber of the two
diaphragms described as herein-before.
This valve Q establishes communication between either of the two diaphragms,
used at each gate on a double track railroad, each diaphragm acting for its track
independent of each other, in such manner that when communication is established
between diaphragm II. and air piston P, communication shall be closed between said
air piston P and diaphragm III.; q, Fig. 10, is a suitable casing, carrying the valve 7,
which is provided on both ends with a rubber or leather plate, so as to closely
fit, when either end is pressed against the corresponding side of the casing q.

page_text: This valve has ribs 71, 72, 73, which, bearing against the inner surface of the
casing, will admit the free passage of the compressed air from either pipe I or I¹
to pipe I connected therewith.
In the operation of this apparatus when a train approaches from the direction,
for instance of the pipe B, and by a movement of the supply commutator D at the
far extremity of said pipe, admits a charge of compressed air thereto from air main
pipe A, Fig. 6, a small strainer S being intersected before the air reaches the
liaphragms so as to exclude all dust or dirt which may have gathered inside the
pipes; this air will enter the pipe I after having passed through valve 3 of
diaphragm II., which was previously opened by a charge of compressed air admitted
through signal pipe B, acting against diaphragm F, and supply commutator D,
and will force the valve 7 against the port at the mouth of the opposite pipe I, and
close it, and will then pass into the cylinder P, as shown in Fig. 6. If, while the
valve remains in this position, the exhaust commutator valve D¹ be thrown
open, the air will escape from the cylinder through the port of the pipe I, and the
signal reversed. If however, while the air is exhausting from the cylinder, and the
signal is being reversed, a train approaches from the opposite direction and a chargo
of air is admitted to the pipe B', acting against diaphragm F, and opening valve 3¹
of diaphragm III., air will be admitted from pipe A into pipe I', throwing over
the valve 7, and closing the communication between pipe I and cylinder P, and will
arrest the downward movement of the piston and force it up again. Thus, although
the exhaust of air will continue from the pipe I, its escape from the cylinder P in
this direction is prevented, and the signal will remain displayed until the exhaust
is opened in the opposite pipe B'. Hence it is evident that by this part of the
Invention the one signal piston of the cylinder P will be operated by an admission
of air from either pipe, even after the exhaust in the one pipe has been opened, so
that the signal will thus invariably be thrown to indicate danger upon the approach
of a train from either direction, independently of the opening of the exhaust by
the passage of a previous train, and will remain in its position until the air is
exhausted from both pipes by the passage of both trains beyond the danger point.
This same operation may be performed by an attendant who shall control the
admission and exhaust of air from pipes B and B', thus dispensing with commu-
tators D and D', and a number of street crossings within view may be operated by
one attendant.
The approach of trains can be simultaneously signalled at a number of street
crossings, as illustrated in Fig. 7. A is a main pipe constantly kept charged with
air under compression. B is a signal pipe extending so far as it is intended to
effect a simultaneous display of signals or closing of gates. C4, C4, are gates as
herein-before described. The air-piston cylinders D, D', of the several gates are
connected by branch pipes F, F4, by the one signal pipe 13, so that whenever com-
pressed air is admitted to said pipe all of the gates will be simultaneously shut
down by the movement of their piston. G, G, are simple check valves placed on
the signal pipe in advance of each gate so as to permit the air to pass freely through
the pipe by and beyond each gate in the one direction, as indicated by the arrows;
but to prevent a return or reflow of the air which has thus filled the several
separate sections formed and separated by said valves, H is a cock or valve to
open or close connection between air main A' and branch pipe B. This cock may
be operated automatically by a passing train, or otherwise by a switchman upon
the approach of the train.
K+, K+, are automatic exhaust commutators, constructed as herein-before described,
and which, being operated by a passing train through the intervention of levers
thereon, to be struck by an attachment in the locomotive or on one of the cars, or
being placed under the rail, as shown in Fig. 2, will throw open an exhaust vent,
and allow the air in the piston cylinder and pipe to exhaust, and thus permit the
gate to rise and to open. Any desired number of gates may be closed simultane-
ously, and be thereafter automatically opened one at a time as the train passes.

page_text: The two signals R, R, Fig. 8, illustrate, in communication with the supply and
exhaust commutator IV. and V., a block signal system operated by passing trains
with the help, of, compressed air.
A signal commutator IV. is placed at one end of the section of road along which
it is desired that the train shall be signalled, and is there connected with the air
pressure or main pipe A. An exhaust commutator V. is likewise placed at the
other end of the section, and a signal pipe B is laid to connect both commutators.
Signals R, R, are connected with the signal pipe B5, and the signal pipe may for
this purpose be extended beyond the commutator in either direction. A connection
is made of the signal pipe B and the air receiver f, Fig. 4, of the exhaust
commutator.
The signals R, R, are so arranged as that when the signal pipe B is not charged
with air each vane will present its edge to the engineer of the approaching train;
but so soon as a passing train presses down the rode of the supply commutator IV.,
and thereby opening its valve b, see Fig. 3, a supply of air under compression will
fill the signal pipé B5 and enter the boxes 8 and 9, which, being provided with
suitable mechanism, such as cog gearing and other mechanical devices, to produce
the rotary movement of the rods 9 and 10, to which the vanes R, R¹, are attached.
So soon as the valves in the exhaust commutator remain closed the air confined in
the signal pipe B5 will keep the signal displayed; but as soon as the train reaches
the exhaust commutator V., and passing over the bar e, and thereby opening its
valve i, see Fig. 4, the air confined in pipe B5 will be permitted to escape, and the
signals, by the motion of a weight attached to its mechanism, reversed.
A modification of this block signal system is illustrated in Fig. 14 and 15, the
object of which is to operate a signal by a direct pressure of air in cach direction,
both to display and to reverse the signal, instead of employing, as heretofore, the
pressure of air in one direction and the action of a weight in the other.
X is a valve chest closed at each end; T, T, are two piston heads, which are
packed in the customary manner with rings or disks of leather or rubber. The two
pistons are connected so as to move in unison by means of rods or bars, or by a
continuous web. 161 is a straight rack interposed between the heads; 17' is a
toothed wheel or pinion secured upon the rod 18' within a casing u. The rod 18'
is supported in suitable bearings, Fig. 15, and forms a journal for the pinion wheel,
which is secured thereto, so that the revolution of the wheel in the one direction or
the other produced by the reciprocating movement of the rack 16' will operate to
turn the rod in a corresponding manner. V. is a signal secured to the upper end of
the rod 181 B7, B8, are signal pipes connected by means of commutators at the
point from which it is desired to operate the signal with an air main pipe charged
with compressed air; e, el, are exhaust vents pierced in the side of the cylinder at
such points as that they will form a communication between the respective ends of
the cylinder and the outer air, whenever the piston at either end, being driven
inwardly, has completed its inward movement.
It is contemplated to substitute any of the known mechanical devices for
communicating the movement of the piston to the signal. The operation of this
apparatus positive and simple. Let 17 represent the pipe connected with the
supply commutator, and Bs the pipe connected with the exhaust commutator
designed for reversing the signal. So soon as an approaching locomotive, striking
the signal commutator, has admitted a charge of compressed air into the pipe B7 the
valve head T will be forced inward, and the corresponding movement of the rack 161
produced thereby, actuating the pinion 17' and signal rod 181, will cause the danger
signal to be displayed, as required. Just as the valve head T is about to complete
its stroke upon its inward movement it uncovers and opens the exhaust vent v, so
that the charge of compressed air, having done its work, exhausts itself. The
inward movement of the valve head T, operating to display the sigual, will carry
the opposite head T outward against the opposite end of the cylinder, and the
signal and valve heads will remain unchanged in their position until the locomotive,
passing the next commutator placed on the opposite end, shall admit a charge of air

page_text: to the pipe Bs from the main pipe, which will serve to force inward the head T¹,
and, opening the vent ', exhaust itself. This inward movement of the head T
operates to reverse the signal previously displayed, as above described.
The automatic display or sounding of a signal by the shifting of the moveable
rail of a railroad switch, as illustrated in Fig. 9, is obtained by combining with the
loose switch rail a three-way cocks, through a link t, operated by the lever 11.
The main pipe A and signal pipe B are connected to the three-way cock s, so that
when the switch is thrown open to break the main line, communication shall be
established between the main air pipe A and signal pipe B6, and the outward
vent 12 be closed; but when the switch is closed again, communication shall exist
between signal pipe 16 and outward vent 12, as shown in Fig. 9. The cock instead
of being connected with the moveable rail by means of the lever operating the same,
as shown in Drawing, may be connected with the switch rail in any suitable
manner, so that the movement of the rail shall invariably operate to move the cock
or valve, to open and close said cock or valve, and control the admission of air to a
pipe B for operating the signal. S is a vane or signal which is fastened to the
piston rod 15, and hidden from view as long as the main line is not interrupted;
but as soon as communication takes place between air main A6 and signal pipe Bo
by the moving of the rail 7, the compressed air confined in pipe A6 enters the air
piston 14, and raising the piston and piston rod 15 displays the signal $ in the
opening 13. So soon as the switch is returned to its first position its movement
will operate to move the valve s, and thereby cut off communication between the
main air A and pipe B, and open communication between pipe B and exhaust
vent 12, so that it will so far reduce the pressure upon the piston 14 as that it will
no longer sustain its weight, whose gravity will then operate to turn back the
sigual rod and vane to its first position.
It is evident that the pipe B may be extended to any point at which it is desired
to display a signal, and that an audible or sound signal, such as a whistle, may be
substituted for a semaphoric or sight signal. W and W, in Fig. 12, illustrate the
position of these signals to the track in connection with the switch-moving
apparatus Y, both operated by one attendant on the indicating cabinet Z. Any
number of signals and switch-moving apparatus can be controlled and operated,
and its respective movements regulated and indicated by one indicating cabinet Z.
16, Fig. 13, is a cylinder having an air-tight piston 17 and rod 18; 19 is a cog
rack extension of rod 18, and so arranged as to engage the cogged pinion 20; 21 is
a bar extending from the switch rail to the crank 22 on the side of the pinion
wheel 20; 23 is a stop key, so placed that the lip on the end of bar 21 will come
in contact with one or the other side of it at the end of each stroke, so as to arrest
the further movement of the bar 21 and switch rail, but not until after the cog
pinion has revolved so far as to carry the crank pin 22 past the centre line, the
object of this being to cause the back spring of the moveable rail of the switch to
force the lip tight against the stop key, 23, from which it can only be reversed by
the admission of air to the piston 17, which by its great force will revolve the
pinion 20 in the opposite direction, and carry the crank bar 22 over and down until
the lip comes in contact with the other side of the stop key to which position
it will again be held by the back spring of the switch rail until air is admitted to
the other side of the piston 17, which will reverse it as before.
The pipes 24, 25, 26, and 27, and valves 28, 29, 30, 31, 32, and 33, are for the
admission and exhaust of air, and operate in the following manner:-When air is
admitted into pipe 24 it enters the cylinder 16, valves 29 and 30 preventing it from
passing further in that direction. Piston 17 will be forced in the direction as indi-
cated by the arrow, the air passing through valve 28 in that direction, carrying
with it rod 18 and cog rack 19, which will revolve cogged pinion 20 and crank 22,
and carry bar 21 and switch 15 in the same direction, until the lip of bar 21 strikes
the stop key 23. The check valve 31 being slightly weighted, and check valve 33
preventing the escape of air into pipe 26, will prevent the admission of exhaust air
out of the piston cylinder 16 to the pipe 26, and readily escape through relie

page_text: valve 32 (illustrated in detail in Fig. 11). So soon as the piston head has passed
aperture 34 in the cylinder the supply air then under pressure from pipe 24 will
raise the weighted valve 31 and close relief valve 32, and pass through pipe 27 into
pipe 26, and return back to the indicating cabinet, and by its action upon a
sigual 36, see Fig. 16, will indicate that the switch has been properly moved and
locked, and also by exhausting into pipe X, X, Fig. 16, which pipe leads to any
point along the road, and being connected with signals, will indicate to the engineer
the position of the switch which he is approaching. In reversing the switch the
operator at the indicating cabinet, see Figs. 16 to 19, will admit the air into pipe 26,
Fig. 13, Sheet III., and performing the same operation, as just described, will return
through pipe 24 to the cabinet, and indicate the opposite position of the switch.
The relief valve 29 and 32, illustrated in detail in Fig. 11, is so constructed that
a block of rubber a, enclosed in a casing al, can be thrown in either direction by
the admission of air to pipe all and In case the air is entering the pipe ali,
as illustrated, the rubber block a closes the apertures y and y₁ and checks the
further movement of the air, but the air entering pipe will lift the rubber
block, and the apertures y and y' being uncovered will readily exhaust itself.
The indicating cabinet, as illustrated in detail in Figs. 16, 17, 18, and 19, has to
perform the following duties:-Say 2 switches and a number of signals being con-
nected thereto, the operator can unlock, move, and lock either switch by the shifting
of a handle, and after the switch has been secured a display of signals, as described
above, and illustrated in Figs. 14 and 15, will show to the approaching train the
position of the switch; but in order to convince the operator that such movement
of the switch and displaying of signals along the line has taken place, an indicator
to his cabinet apparatus shall always show him their exact position.
?"
37 and 38 are handles and levers actuating direct on cocks 39 and 40, and through
the levers 391 and 40' on the gearing cocks 41 and 42. The continuation of the
levers 37 and 38 acts on the two lugs 43 and 44, secured to an oscillating circular
indicator 45, said indicator displaying after each oscillating movement the words
closed," according to the position of the switch; 36 and 361 are signals
connected to piston rods operated by the admission of air to the piston heads 46
and 40. A is connected to the main air or supply pipe charged with compressed
air, and pipes 24' and 26 are connected respectively to pipes 24 and 26 of the
switch-moving apparatus, Fig. 13.
open or
Whenever the main track is open, and the handles and levers are in the position,
as shown in Fig. 16, the admission of air from main air A is excluded by the
position of the cocks 39 and 40, but by the inward movement of the handle 37, and
its actions on the cocks 39 and 42, communication is established between main air A
and pipe 24, and cut off between cock 39 and 41, and by means of its levers con-
nected to cock 42, its exhaust port will be closed, but having connection from pipe
26 to piston 46, and the thus effected admission of air from main air A through
pipe 24, acting on the switch-moving apparatus, Fig. 13, as herein-before described,
will cause a shifting of the moveable rail on the switch in operation, and after such
work has been performed will return through pipe 26, and there being a free
passage through cocks 40 and 42, the air will act on the piston 46, and cause to
raise the indicator 36, through which the operator is notified of the movement of
the switch.
The extension at X, X, to any point along the road will convey air to a number
of signals, Fig. 14 and 15, which indicate to the engineer the position of the switch
which he is approaching. The direct movement of the lever 37 on the lug 43 will
throw over the oscillating indicator 45, and will show to the operator the exact
position, open or closed, of the switch after the lever 37 has been reversed for the
purpose of exhausting the air from pipes 24 and 26. By such reversing of the lever
37 communication is established between the pipes 24 and 26 and the exhaust vents
of the cocks 41 and 42, communication being cut off between the main air A and
cocks 39 and 40. The raised signal 36 drops by its own weight after the exhaust
of air out of vent 42, leaving the indicator 45 undisturbed.

page_text: 3
The difference in the work performed by both indicators 36 and 45 being, that
indicator or signal 36 shows the work in the switch-moving apparatus is performed;
indicator 45 shows the exact position of such switch open or closed.
To reverse the switch a corresponding operation is performed by the lever 38,
in which the main air is admitted from A into pipe 261, and returns to pipe 24¹.
In case a series of switches shall be operated by one attendant, interlocking bars
47 and 48 are connected to the bandles, as shown in Fig. 18, cach hande being
provided with a spring catch 46, see Fig. 17. The switch operated by levers 37 and
38 being closed, and the lever 37 thrown inwardly, the interlocking bar 47 moves
in the same direction, prevents the lever 50 from being operated for its cor-
responding switch so long as the spring catch 46 retains lever 37 in its inward
position, so that it is impossible to open or close any switch save the switch operated
by levers 37 and 38, until said switch is reversed again. The interlocking bar 48
operated by levers 49 and 50, and acting against lever 37, performs the same duty.
These bars may be actuated to any number of switch levers operated in one
indicating cabinet.
I do not claim as new the use of compressed air for operating railway signals, but
I claim as my. Invention,
1. The combination of a continuous air reservoir or main supply pipe A with a
railroad and with a system of signal service pipes B, B, controlled by suitable
supply and exhaust valves, and arranged to be charged with compressed air from
said main pipe as required, for the purpose of displaying or sounding cautionary
signals, substantially in the manner herein set forth.
2. A weight e combined with a valve b, chamber a, outward projecting rod i,
supply pipe E, and delivery pipe B, substantially as and for the purpose herein set
forth.
3. In combination with each other, and with a pipe conveying compressed air to
'one or more pneumatic signals, gates, or guards, a valve closing an exhaust com-
mutator in or for said pipe; a receiver provided with a simple outward vent, and
made to communicate with a diaphragm or piston to operate the aforesaid valve; an
air supply pipe and a pressure valve 6 controlling the communication between said
supply pipe or reservoir and the receiver, substantially as and for the purpose
herein set forth.
4. In combination with each other, and with a pipe conveying compressed air
to one or more supply and exhaust commutators, a cross har g, rod e, and rubber
blocks h, h, opening and closing valves and within said supply and exhaust
commutator, and made to convey compressed air to or from signals, gates, or guards,
as and for the purpose described.
5. A signal apparatus, in combination with a railroad track operated by means
of an extra wide flange or connected rim on one or more of the wheels of the cars or
engine, in the manner and for the purpose described.
6. An extension to be fastened on any place of the train, but reaching downwaril,
and carrying a wheel or idler with it, in combination with the track of a railway
to operate railway signals, as and for the purpose described.
7. The connected valves 3, 4, combined with a main pressure pipe I, a signal
pipe J, an exhaust vent u, and a diaphragm F, substantially as and for the purpose
herein described.
8. In combination with a supply commutator D, service pipe B, and signal
piston P, a direct pressure pipe I controlled by a valve 3 actuated by a diaphragm
F connected with said pipe B, all substantially as herein set forth.
9. A double-acting valve, combined with two independent air supply pipes and
the piston chamber of a pneumatic signal, substantially as and for the purpose
herein described.
10. A. gate or moveable guard for railway crossings constructed of a series of in-
dependent yielding sections, combined and operated as and for the purpose described.
11. A gate or guard for railway crossings constructed of a flexible or yielding.

page_text: material, forming a curtain to close the passage when extended across the road, as
and for the purpose herein set forth.
12. A series of railway gates or guards operated by compressed air admitted and
exhausted through pipes connected with a piston and with an air supply pipe, in
combination with cocks or valves to control the admission and exhaust of air there-
to or therefrom, substantially as described.
13. An air signal pipe B' provided with one or more automatic check valves G', G+,
and combined with one or more exhaust valves K, K+, to operate successively a
number of gates, substantially as and for the purpose set forth.
14. In combination with each other a rotative signal rod 9 and suitable weighted
rotary machinery and pressure supply pipe B arranged to be operated, substantially
as and for the purpose herein set forth.
15. In combination with a railway signal, to actuate the same, a reciprocating
valve or piston, moved in opposite directions by pneumatic pressure admitted
alternately to its opposite ends, and automatically relieved from such pressure by
means of exhaust vents opened thereby at the completion of each stroke thereof,
substantially as herein set forth.
16. An air main or reservoir A, sigual air pipe 136, and a cock or valve con-
trolling the communication with the moveable rail of a railway switch, and with a
danger signal, to be operated by compressed air from the air main A, substantially
as herein set forth.
17. The cog rack 19 and pinion 20, in combination with bar 21, attached to a
moveable switch rail, and so arranged as to give more than one-half of a revolution
to the crank connected to the switch bar before the same shall be arrested, and when
so arrested, that the crank pin shall be past the centre line, so that a reverse move-
ment will be required to carry the switch rail to its opposite position, substantially
as herein set forth.
18. Pipe 24 and 26 conducting compressed air to opposite ends of a pneumatic
piston, combined with inter-connecting branch pipes 25 and 27 fitted with check
valves and controlled by the piston, so as to allow a flow of air from the one pipe
24 or 26 to the other when the piston has completed its stroke, but not otherwise.
substantially as herein set forth."
19. In an air switch-moving apparatus the combination of pipes 24 and 26 to
the opposite ends of the cylinder 16, and connected with an air supply pipe A
and with signal 361, 361, and an outward exhaust through cock 39 and 40, and 41
and 42, substantially as shown and described.
20. In combination with the levers 37 and 38, controlling the cocks 39 and 40,
41 and 42, the oscillating indicator 45, substantially as shown and described, and
21. The interlocking bar 47 connected to lever 37, and operating to interlock a
series of handles controlling the introduction of air to a switch-moving apparatus
in combination with spring catch 46, as and for the purpose described.
In witness whereof, I, the said Henri Adrien Bonneville, have hereunto set my
hand and scal, this Thirtieth day of July, in the year of our Lord One
thousand eight hundred and seventy-seven.
H. BONNEVILLE. (L.S)