Improvements in Arrangements to Enable Signals to be Given by Passengers in Railway Trains to Drivers or Guards of same.
Year: 1899

page_text: Camuto
Date of Application, 2nd Dec., 1899
And Cont
1000
4000
Improvements in Arrangements to Enable Signals to be Given by
Passengers in Railway Trains to Drivers or Guards of same.
I, ALEXANDER SPENCER, of 77, Cannon Street, London, Engineer, do hereby
declare the nature of the said invention, to be as follows:-
My invention relates to improved combinations and arrangements of mechanism
to enable signals to be given by passengers in railway trains to the driver or
guard of the train. The signal is made in a well known manner by opening a
valve on each vehicle that allows air to pass to the vacuum train pipe of the train,
or it allows air to pass. from the train pipe in the case of air pressure brakes.
The air valve to be opened when a signal is to be made is in a casting having
a pipe connected with it communicating with the train pipe, and the valve is
actuated by a shaft across the end of the vehicle which shaft has an arm upon it,
that comes when the signal handle is pulled, under an arm having an elastic
facing secured to it that covers and seats itself on the orifice of the branch pipe
from the train pipe in the casting for the valve this arm being jointed to part of
the casting.
On the said cross shaft at one end of the vehicle, there is an arm secured at
each side of the vehicle to the end of which one end of a chain is attached that
passes to the other end of the vehicle, and at that end is attached to an eye bolt
fixed in the end of the vehicle. When the valve is shut the chain is in a straight
line, but when a signal is to be given it can be pulled or bent down or other-
wise acted upon in any compartment of the vehicle, and this moves the chain or
connection and opens the valve and admits air into the train pipe or vacuum
brakes or allows air to escape therefrom in the case of pressure brakes.
When the cross shaft is oscillated to open the valve it is or may be held by a
spring acting upon flats on the shaft in either position, the spring also acting
to help to oscillate the shaft for the second half of its movement in either
direction.
The valve and connected parts, are in a casing or box secured to the vehicle, and
this box is enclosed by a cover secured thereto.
There are chains or equivalent connections on each side of the vehicle so that
the signal may be given from either side. At each side of each compartment there
is a metal box or casting which is secured to the inside of the vehicle.
This box has a hole at each end for the chain to pass through that is connected
with the shaft actuating the valve, and there are curved smooth surfaces over
which the chain can bend and pass over.
The chain also passes through a hole in the stem of a pendent open handle, the
stem having a pulley to rest and run upon the upper side of the chain.
When the handle is pulled down the chain is also bent down and slides over the
smooth curved surfaces in the box and thus actuates the valve.
There are guides in the box to cause the handle to move up and down centrally
and there is or may be a spring in the box to rest against the chain to give a

page_text: certain amount of friction to its movement, and this will act to hold the handle
up in case the chain goes slack and keep it from rising too easily when the handle
has been pulled down, so that a handle which has been pulled down will show by
which handle the signal was given.
The front of the box is covered by a plate secured thereto on the outside of which
plate there may be the words "alarm signal pull" or other equivalent words.
The handle may be an open one as above stated, or of knob shape and may be
by one modification connected by a branch chain to the main chain going to the
lever of the valve shaft.
The branch chain in this case also passes over a smooth curved surface and is
acted upon by a spring to resist its movements for the purposes above explained.
The knob handle in some cases has an india rubber ring upon it to act as a buffer
against blows causing it by vibration to strike against the side of the vehicle.
When a signal has been given, there is an arm or disc on the exterior of the
vehicle to show in which vehicle the signal originated, and these signal arms,
discs or semaphores are or may be variously arranged.
In one arrangement there is a circular flat disc, the plane of which is horizontal
when the valve chain has not been pulled, and which turns into a vertical-plane
when it has been acted upon in which position it is easily seen.
One of the disc signals is at each side of the outside of the vehicle and are
secured directly on the ends of the cross shaft acted upon by the chain, which
makes a quarter oscillation or the discs are upon an arm which oscillates with
the cross shaft so as to cause the disc carried by the arm to be seen in one position
when the chain has not been pulled and in another position when it has been
pulled.
According to another arrangement there is an arm secured to the end of the
cross shaft at each side of the vehicle, and this arm has a disc which oscillates
in a plane at a right angle to the axis of the cross shaft and parallel to the side
of the vehicle. This signal arm enters and remains in a box on the side of the
vehicle when the signal chain is not pulled but oscillated to come out of the
box and into full view when the chain has been acted upon.
There is a counter-weight on the cross shaft to balance or partly balance the
semaphore signal arm.
According to another modification there is an arm on the cross shaft connected
by a rod with one counter-weighted arm of a bell crank lever having its fulcrum
in a box, one arm of which lever forms the semaphore signal arm, which is in a
box at the end of the vehicle when the signal chain is not acted upon but is
oscillated to come into clear view when the chain is moved.
This arrangement is in a cast iron box secured to the end of the vehicle.
As hereinbefore stated the signal is made by passengers or guard in a well
known manner by admitting air into the train pipe of vacuum brakes, or allowing
it to escape from pressure brakes, and when air is so allowed to pass, its action
on the vacuum of air pressure brakes is noticed by the driver or guard of the
train, and if not noticed, the brakes would be slowly applied which would of
necessity draw attention.
When noticed, the driver can fully apply the brakes or delay their application
if he sees fit, by the use of his large ejector or increasing the action of the pump
of air pressure brakes as is well understood in case of brakes in ordinary use.
Dated this First day of December 1899.

page_text: Improvements in Arrangements to Enable Signals to be Given by
Passengers in Railway Trains to Drivers or Guards of same.
I, ALEXANDER SPENCER, of 77, Cannon Street, London, Engineer, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed to be particularly described and ascertained in and by the following
statement: -
My invention relates to improved combinations and arrangements of mechanism
to enable signals to be given by passengers in a railway train to attract the
attention of the driver or guards. The signal is made in a well known manner
by opening a valve (of which there is one on each vehicle) that allows air to pass
to the vacuum brake train pipe or allows air to pass from the train pipe in the case
of an air pressure brake, the effect being to cause the guard's and driver's
pressure gauges to indicate an increase or reduction of pressure, as the case may be,
and to gradually apply the brakes, unless the driver takes steps to prevent their
application.
Referring to the accompanying drawings,
Fig. 1 shows partly in section and partly in elevation a portion of a vehicle
fitted with means constructed according to this invention;
Fig. 2 shows one end of the vehicle in elevation.
Figs. 3 to 8 are views illustrating details of the arrangement shown in Figs. 1
and 2.
a is the brake train pipe from which extends a branch pipe b connected at
its upper end to a casting c which is secured to the end of the vehicle near the
roof. This casting is shown in cross section to an enlarged scale in Fig. 3, in
end elevation in Fig. 4 and in plan in Fig. 5, certain parts being omitted from
each figure for the sake of clearness. It is formed with air passages or apertures c*
and has an internal tubular part d which forms an extension of the pipe band
the end of which is normally closed by a valve which, in cases where the vacuum
brake is employed, comprises as shown an arm e pivoted to the casting and
having an elastic valve or facing f secured to it that covers and seats itself on
the end of the pipe b. g is a transverse rock shaft which extends through the
casting a and across the end of the vehicle; within the said casting the shaft
has clamped to it an arm that extends beneath the free end of the arm e. The
casting is provided with a door that is secured in its closed position by means
of a swing-bolt with fly-nut . The arm h is formed with a flat and its
elamp is also formed with a flat h² which respectively rest upon a pivoted plate 3³,
when the shaft is in its extreme positions; the plate his forced upward by a
spring so that it holds the shaft in either position and also facilitates the com-
pletion of its rocking movement in either direction.
On the shaft g near each side of the vehicle is clamped a lever arm i, sea
Figs. 6 and 7, that has attached to it one end of a chain j, which passes through
suitable apertures in the end and partition walls of the vehicle into and through
each compartment to the other end of the vehicle where it is secured to an eye
bolt.
Each lever arm is enclosed in a casing or box k screwed to the end of the
vehicle around a double bracket bearing in which the shaft g is mounted, the
caps of the bearings being formed in the sides of the casing or box k. The
base of the bracket is upwardly extended and formed with an aperture, the
inwardly extending wall of which serves as a liner to the aperture in the end of
the vehicle through which the chain ; passes.
The chain extends through guide tubes j¹ fixed to the walls of the compart-

page_text: ments, the chain being left bare at intervals as shown in Figs. 1 and 8 to enable
passengers to pull it. When the branch pipe b is closed the chain will be taut and
will extend in practically a straight line between the tubes j; by pulling the
exposed part, a passenger in any compartment of the vehicle can cause the shaft
to rock so that its arm will raise the valve f, thus putting the brake train pipe
in communication with the atmosphere.
g
Instead of portions of the chain being left bare as described, it may be led
through a box shown in elevation and section in Figs. 9 and 10 respectively.
The box proper m has a hole or recess m¹ at each end for the chain to pass
through. The box m is secured by screws to the inside of the vehicle around
a bracket n, also screwed to the vehicle; the bracket is formed with an outwardly
projecting eye o which occupies a recess in the underside of the box m and with
a couple of guide bars p, p through and between which there passes a branch
chain q provided with an external handle or pull knob r. The bars and pl
have smooth curved guiding surfaces and the bar is provided with a spring s
which presses the chain against the bar p¹ so that when the handle has been pulled
down it is prevented from returning, but although the chain is slackened by the
pulling down of any one handle in the vehicle, the several remaining handles
will not drop, hence, if in only one compartment a lowered handle is to be
found, that lowered handle will afford an indication of the compartment from which
the brakes were operated.
The handles or pull knobs may be fitted with india rubber rings or washers
at and t¹ for the purpose of preventing noise. The front of the box m may have
any suitable directions printed or otherwise formed thereon.
Instead of a handle with branch chain a pendent handle may be provided through
a hole in the stem of which the communication chain passes; the stem may have
an antifriction-wheel or pulley by which it is suspended from the chain. When
the handle is pulled, the chain will be bent down over suitable guiding surfaces.
In order that, when a signal has been given, the vehicle in which it originated
may be readily detected, the rock-shaft g is provided at each end with a disc u
which normally lies in a horizontal plane, but will be turned into a vertical
attitude on the chain j being pulled and will then be easily seen.
Instead of discs, arms or semaphores may be arranged as shown in Figs. 11
and 12 so that normally they are hidden between screens or cover plates w secured
to the end of the vehicle, but are exposed to view as indicated by dotted lines
in Fig. 12, when the chain is pulled. A counter-weight may be fixed to the
rock shaft to balance or partly balance the semaphore arms.
According to another modification which is illustrated in Figs. 12 and 12b,
there is an arm gl on the cross shaft g connected by a rod or link g² with one
counter-weighted arm y¹ of a bell crank lever, the other arm y2 of which forms
the semaphore signal arm; the box k at the end of the vehicle is enlarged so as
to cover the whole of the bell crank lever when it is in its normal attitude, and
is formed with an opening or slot k* through which, when the chain jis pulled
the semaphore arm y2 is caused to swing so as to come into clear view beyond the
side of the carriage.
In cases where the Westinghouse or other air pressure brake is employed,
instead of the device illustrated in Figs. 3, 4 and 5, I employ the arrangement
illustrated in section in Fig. 13, wherein the branch pipe is connected to the
casing 1 of a spring-closed valve 2 which controls an outlet passage 3 in said
casing and through which the valve stem 4 projects. The casing 1 extends into
the casting and on the rock shaft g being operated as previously described, its
arm h will act on the valve stem 4 so as to lift the valve and open the passage 3,
through which air then escapes and reduces the pressure in the train pipe.
C
In cases, where the vehicles are fitted with both vacuum and pressure brakes,
I combine the arrangement shown in Fig 13 with that shown in Figs. 3, 4, and 5
in the manner illustrated in Figs. 14 and 15, Fig. 14 being an end elevation of
a vehicle fitted with the combined arrangement and Fig. 15 being a section of

page_text: the combined valves. b is the branch pipe from the vacuum brake train pipe a
and 6 the branch pipe from the air pressure brake train pipe a*. The stem 4
of the valve 2 is situated just above the arm e so that upon the latter being raised
by the arm it will force open the valve 2; both train pipes are thus put in
communication with the atmosphere. Fig. 16 is a similar view to Fig. 15
illustrating a modification of the arrangement therein shown. In this case, the
valve-controlled passages leading to the branch pipes and 6* communicate with
the atmosphere not directly but through casings or chambers 5 and 6 which are
respectively fitted with a vibratory reed 7 and with a whistle 8, by which arrange-
ment, in addition to the attention of the driver and guards being called by the
gradual application of the brakes, an audible signal is given by the air rushing
past the reed 7 or the whistle 8, according to whether the vacuum or pressure
brake is in use. 7* is a shield for protecting the reed 7.
The valve is provided with a stem f* which passes in an air-tight manner
through a cover 9, the arm e extending through a slot f¹ in the stem as shown.
The stem 4 of the valve 2 passes through the wall of the casing 6`also in an
air-tight manner just above the stem f* so that on the shaft g being rocked, the
arm will lift the arm e and valve f, the stem f* of which will push up the
valve 2.
As hereinbefore stated, the signal is in all the arrangements herein before
described, made in a well known manner by admitting air into the train pipe of
vacuum brakes, or allowing it to escape from pressure brakes, and when air is so
allowed to pass, its action on the vacuum or air pressure brakes will generally
be noticed by the driver or guard of the train; but, if it be not noticed, or be
ignored, the brakes will be slowly applied, which will of necessity draw attention.
When noticed, the driver can fully apply the brakes or delay their applica-
tion, if he sees fit, by the use of his large ejector of the vacuum brake, or by
increasing the action of the compressing pump of the air pressure brake, as is
well understood in case of brakes in ordinary use.
It is to be noted that the arrangements herein before described are simple and
cheap to construct, requiring but little fitting in their manufacture; are easily
applied to existing vehicles, and will not readily get out of order.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, I declare that what
I claim is:
1. For enabling signals to be given by passengers in railway trains to drivers
or guards of same the arrangement in combination of parts hereinbefore described
with reference to and shown in Figs. to 8 of the accompanying drawings, or
modified according to Figs. 9 and 10, or to Figs. 11 and 12, or to Figs. 12" and 12b,
or to Fig. 13, or to Figs. 14 and 15; or to Fig. 10.
2. In an arrangement of the kind referred to for enabling signals to be given
by passengers in railway trains to drivers or guards of same, the construction
and arrangement in combination as described with reference to Figs. 3 to 5 inclu-
sive of the parts therein illustrated.
3. In an arrangement of the kind referred to for enabling signals to be given
by passengers in railway trains to drivers or guards of same, the device herein-
before described with reference to and illustrated in Figs. 9 and 10 of the accom-
panying drawings for the purpose specified.
Dated this 1st day of September 1900
For the Applicant,
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C.,
Chartered Patent Agent.