Improvements in and connected with Mechanical Apparatus for Communicating between Passengers, Guard and Driver on Railway Trains.
Year: 1899

page_text: Date of Application, 14th July, 1899
Complete Specification Left, 17th Apr., 1900-Accepted, 30th June, 1900
PROVISIONAL SPECIFICATION.
Improvements in and connected with Mechanical Apparatus for
Communicating between Passengers, Guard and Driver on
Railway Trains.
I, JOSEPH HENRY RENDER HEAD, of Ravensbourne Terrace, South Shields, in
the County of Durham, Enginéer, do hereby declare the nature of said invention
to be as follows:-
The objects of this invention are to provide an apparatus acting mechanically,
which may be applied on trains fitted with either pressure or vacuum brakes,
or with both used alternatively; to enable a passenger in any compartment to
call the attention, in an emergency, of the guard and driver by a sounding
instrument and to arrest the train or bring it to a stop by partially or com-
pletely applying the brakes.
The invention consists of a single or dual valve attached to the main pipe of
either the air pressure, or vacuum brakes, or both, as the case may be, and
which, when actuated by the movement of the handle in a compartment of a
carriage, causes the brake to become applied, at the same time sounding a
whistle or sounding instrument to indicate the carriage from which the com-
munication has been operated.
The arrangement of the apparatus is as follows:-From the main brake pipe,
or pipes, a branch pipe is taken to which valves are attached at intervals accord-
ing to the number of compartments in the carriage. These valves are con-
nected by means of levers and rods carried up through the panelling to a lever
and lock, working in connection with the handles actuated by the passengers,
and covered by a disc on either side of the partition between the compartments.
The handles in each compartment, move loosely on their spindle until coming
in contact with a projection, and thus each handle actuates the levers without
affecting the handle in the next compartment.
The movement of the handle (about a quarter circle) on the disc, actuating
the levers and rods, displaces the valves and opens a direct passage from the
brake pipe through an aperture into the whistle, causing it to sound, and at
the same time apply the brake, by the outflow of air in the case of pressure
brakes and the inflow in the case of vacuum brakes.
In dual valves both are contained in one valve chest and actuated by the
same lever which alternately operates whichever brake is in use. The valves
are seated by the brake pipe pressure on the one hand and by atmospheric pres-
sure on the other, and in both cases a spring is used to assist them into position.
In vehicles fitted with only one form of brake single valves are used. Pro-
vision is made for controlling and adjusting the amount of opening of the valves
by an adjustment device upon their spindles.
The lock arrangement in the discs prevents the handle being replaced into its
normal position after an application until released by means of a key, and thus
affords clear indication of the source of communication.

page_text: In case of defect in any one section the apparatus can be cut out by means of
stop cocks at the joint of the main and branch pipes for each compartment
affected.
T. J. DANSON,
Chartered Patent Agent,
2, St. Nicholas Buildings, Newcastle-upon-Tyne, Agent for Applicant.
Improvements in and connected with Mechanical Apparatus for
between Passengers, Guard and Driver on
Communicating
Railway Trains.
I, JOSEPH HENRY RENDER HEAD, of Ravensbourne Terrace, South Shields, in
the County of Durham, Engineer, do hereby declare the nature of said invention
and in what manner the same is to be performed to be particularly described
and ascertained in and by the following statement:-
-
The objects of this invention are to provide an apparatus acting mechanically,
which may be applied on trains fitted with either pressure or vacuum brakes,
or with both used alternatively to enable a passenger in any compartment to
call the attention, in an emergency, of the guard and driver by a sounding
instrument and to arrest the train or bring it to a stop by partially or com-
pletely applying the brakes.
The invention consists of a single or dual valve attached to the main pipe of
either the air pressure, or vacuum brakes, or both, as the case may be, and
which, when actuated by the movement of a handle in a compartment of a
carriage, causes the brake to become partially or entirely applied, at the same
time sounding a whistle or other sounding instrument to indicate the carrriage
from which the communication has been operated.
lever
The arrangement of the apparatus is as follows:-From the main brake pipe.
or pipes, a branch pipe is taken to which a valve, or valves, is or are attached
at intervals according to the number of compartments in the carriage. These
valves are connected by means of levers and rods carried up through
a space between the panels behind the upholstering, to a
and lock, working in connection with the handles actuated by the passengers,
and covered by a disc on either side of the partition between the compartments.
The handles in each compartment, move loosely on their spindle until coming
in contact with a projection, and thus each handle actuates the levers without
affecting the handle in the next compartment.
The movement of the handle (about a quarter circle) on the disc, actuating
the levers and rods, displaces the valves and opens a direct passage from the
brake pipe through an aperture into the whistle, causing it to sound, and at
the same time, either partially or entirely, apply the brakes, by the out-flow of air
in the case of pressure-brakes, and the inflow in the case of vacuum brakes.
In dual valves both are contained in one valve chest and actuated by the
same lever which alternately operates whichever brake is in use. The valves
are seated by the brake pipe pressure on the one hand and by atmospheric pres-
sure on the other, and in both cases a spring is used to assist them into position.
In vehicles fitted with only one form of brakes only single valves are used.
Provision is made for controlling and adjusting the amount of opening of the
valves relatively to each other by an adjustment device upon their spindles.

page_text: A locking arrangement in the discs prevents the handle being replaced into
its normal position after an application, until released by means of a key by the
guard, and thus affords clear indication of the source of communication.
In case of defect in any one section the apparatus can be cut out by means
of stop cocks at the joint of the main and branch pipes for each carriage affected.
DESCRIPTION OF DRAWINGS.
On the accompanying three sheets of drawings, Figs. 1 and 2, Sheet 1, shew
respectively a transverse section through one compartment, and a longitudinal
section through one half of two adjoining compartments of a passenger carriage.
On Sheet 2 are shewn to a larger scale the discs on each side of the dividing
partition between two compartments with their mechanism and their connection
with a single valve for Westinghouse or pressure brakes, and also the dual valves,
for Westinghouse or vacuum brakes, alternatively.
On Sheet 3 are shewn, full size, sections of a dual valve and of a single valve
to illustrate their internal construction, also an outline in plan of the arrange-
ment of the pipes, pressure and vacuum, under one carriage of 6 compartments
to facilitate cutting out any single carriage from, connection in an emergency,
such as failure of the mechanism, with details of connections. The same letters
refer to the same or equivalent parts on all the Figs.
Referring to Figs. 1 and 2 (Sheet 1) AP and A' are the branch pressure and
vacuum pipes connected with the ordinary pipes Y Y of the brake system, when
the train is alternatively fitted, B, is the dual valve box in which are the pressure
and vacuum valves operated alternatively by the lever C, the fulcrum of which
is alternatively the spindle of the pressure or vacuum valve as each may be in
use. From the end of the lever a rod D), passes upward through a space between
the partitions of the compartments clear of the upholstering to an arm E, on
the same hollow weighbar F, upon which the handles G G work freely, until
one or the other comes into action by a projection which causes that handle
which has been operated by one of the passengers in either compartment to
operate the lever and open the pressure or vacuum valve (as the case may be)
to apply the brakes and sound the alarm as fully shewn by Figs. 3b and 3ª,
Sheet 2.
Referring now to Sheet 2, Fig. 3 is a section longitudinally through the
discs H H on each side of the partition between two compartments 1, 1", the
handle G, in compartment I having been operated to open one or other of the
valves P or V as in dotted lines on Fig. 3. Fig. 3* is a face view of one disc H'
in compartment 1" with the handle G¹ in its normal position as when all is right
ready to be moved in direction of arrow. Fig. 3b is a face view of the disc H,
in the adjoining compartment 1, the handle having been moved a quarter circle
in direction of arrow. Fig. 3d is a section through a on Fig. 3 (looking in
the direction of the arrow from left to right) shewing the mechanism which
comprises the hollow weighbar F, (see also Fig. 3) on which is keyed the arm E,
the two handles G G¹ working free upon the weighbar until one extremity of a
slot J. in the boss of either handle comes against a stud pin J' in the weigh-
bar F. when either handle is moved by a passenger in either compartment, the
opposite handle not being affected. This moving of one of the handles (say G,
Fig. 3b) rotates a ratchet wheel K or K' fitted on the handles G G¹ in the same
direction, and a pawl L, fulcrumed at L' entering one of the teeth in one of the
ratchet wheels by the pressure of a spring M, prevents the handle being moved
back to its normal position, until the pawl L, is unlocked by the guard inserting
a key into a keyhole N. Meanwhile the moving of the handle G, has by the
rod D, operated the pressure or vacuum valve (as the case may be), applied the
brakes, and sounded the whistle. Fig. 4 shews an elevation of a dual valve
box B, with the screw nozzles OP and O' connecting with the branch pressure
and vacuum pipes AP and A' (see also Sheet 1). P and P are the projecting
ends of the spindles of the pressure and vacuum valves, which alternately as one

page_text: or other valve is used become the fulcrum for the lever C. The valves are
here shewn inverted for convenience of the pipes AP and A being placed close
underneath the carriage bottom. The lever C, is shewn in full lines when in
normal position, both valves being closed, the dotted line shewing it when the
pressure valve is acting or when the vacuum valve is acting. Figs. 5, 5 shew
two sections of a form of whistle or sounding instrument adapted for use with
my invention, and applicable also to other whistles. On these Figs. the whistle
is formed of a tube Q, with a screwed end to screw into a nozzle Q or Q' on
the valve box for the pressure and vacuum whistles respectively when so fitted.
In this tube Q, is formed a long slot R, at one end of which is secured a
tongue V, which at the other end is free to rise to a limited extent when pressure
or vacuum is acting, controlled by a stop V. The covering case W, is required
to distribute the entrance or exit of the air, to sound the whistles, to prevent
the entrance of small particles of dust, &c., from the external air, and to protect
the whistles from the weather. The cap W on outer end of the whistle is only
for convenience of screwing on the covering case. In order to regulate the
gradual application of the brakes, I may use small discs Q₁ fitted into the
nozzles Q or Q on the valve box B, having apertures of various sizes, so that
the escape of compressed air, or of the atmosphere entering to destroy the
vacuum may be wire drawn.
Referring now to Sheet 3, Fig. 6 shews a section full size of a dual or com-
bination valve. Fig. 7 is a vertical section and Fig. 7 an end view of a single
valve (Westinghouse). On Fig. 6, B, is the valve box, C, the lever, fulcrumed
alternately on the valve spindles PP or P of the valves SP or S. The
nozzles OP and Or connect with the pressure and vacuum pipes AP and A respec-
tively (see Sheets and 2) and the nozzles QP and Q leading to the whistles or
other sounding device. Springs TP and T are fitted over and under the pressure
and vacuum valves respectively to ensure their closing quickly and perfectly.
The lever C, Fig. 6 is shewn in normal position both valves being closed. The
spindle PP of the pressure valve SP raises the valve by pushing it upward, the
vacuum valve spindle P' being the fulcrum and the vacuum valve spindle P▾
pulls down the vacuum valve, the spindle PP being the fulcrum. The connec-
tion between the vacuum valve and spindle being a flexible one so that the valve is
free to seat itself perfectly fair and tight by the action of the spring TV. One
way of making this connection is by a T-shaped head on its inner end which
enters into a sunk recess in the valve through a slot and being turned round is
locked in the recess leaving sufficient freedom of adjustment to the valve, the
recess having preferably a concave top. The pressure valve SP does not require
this flexible connection, but when the valve is seated the spindle PP is not touch-
ing it.
The adjustment of the opening of the valves relatively to each other
may be, as shewn, by check nuts U U on the screwed part of their spindles,
which being slacked back allow the spindles to be turned in their coupling
boxes on the lever C, by a pipe wrench and having been so adjusted the
check nuts are again screwed up.
On Figs. 7 and 7" the same letters apply, but the fulcrum of the lever C, is
in a bracket cast upon the single valve box B.
Fig. 8 shews the outline arrangement in plan of the main and branch pres-
sure, or vacuum pipes, upon a carriage of six compartments, in such manner
that any carriage may be cut out in case of failure of the mechanism without
interfering with the rest of the train, and Fig. 9 shews a detail of the cocks X X'
which effect this. The main brake pipes Y Y¹ of pressure and vacuum respec-
tively (when the train is so fitted) are disposed crossing each other to facilitate
coupling as shewn, the branch pipes AP or A' being connected with main pipes
at one end only by the cocks X X' shewn on Fig. 9 the ends being closed by
a screwed plug. At compartment 1 only are the cocks XX', but in every com-
partment 2, 3, 4 and 5, see Fig. 8, connection is made between the dual valve
boxes B1, B2, B3, B4, and B5, and the branch pipes AP and A". This arrangement

page_text: is designed to avoid the multiplicity of cocks at each compartment but of course
in trains made up of carriages fitted with only one system of brakes (pressure or
vacuum) only one connection with cut off cocks will be required from the main
brake pipe.
Having now particularly described and ascertained the nature of said inven-
tion and in what manner the same is to be performed, I declare that what
I claim is;-
1st. The improvements comprising mechanical apparatus by the operation of
which in any compartment of a train the pressure escapes or the vacuum is
destroyed, as one or other system or both may be fitted, and the brakes are
applied so as to stop the train, a whistle or other device being sounded to
indicate to the guard the carriage and by the position of the handle identify
the compartment, with mechanism whereby the apparatus having been operated
is locked until set back by the guard; substantially as described and shewn.
2nd. The arrangement by which the brakes may be applied and an alarmı
sounded from either of two adjoining compartments by the same connections
with the brake valves by means of mechanism contained in a casing having two
dials each with a handle worked alternatively from either compartment; sub-
stantially as described and shewn.
3rd. The arrangement of cocks to cut out or isolate any one carriage without
interference with the other carriages; substantially as described and shewn.
4th. The construction and mechanical operation of dual valves, for pressure
or vacuum brakes alternatively, by which either valve may be operated by one
lever, the spindle of one valve becoming the fulcrum of the other, substantially
as described and shown.
5th. The construction of a whistle or sounding instrument applicable to both
pressure and vacuum valves; substantially as described and shewn.
Dated this 17th day of Anil 1000
T. J. DANSON, F.C.Inst.P.A.,
Agent for Applicant, Newcastle-upon-Tyne.
T. J. DANSON, F.C.Inst.P.A.,
Agent for Applicant, Newcastle-upon-Tyne.