Improvements in or connected with Railway Signalling Apparatus, especially intended for use in Foggy Weather.
Year: 1893

page_text: Date of Application, 25th Feb., 1893-Accepted, 22nd Apr., 1893
COMPLETE SPECIFICATION.
Improvements in or connected with Railway Signalling Apparatus,
especially intended for use in Foggy Weather.
I, JOHN KIMBERLEY, of 67 Queen Street, Palfry, Walsall, in the County of
Stafford, Railway Station Master, 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 an improved means for automatically operating signals,
and for stopping locomotive engines in case of danger, during foggy weather,
though the same may be used with great advantage at all times.
By mechanism constructed in accordance with my invention, the present mode of
signalling by fog men, may be entirely dispensed with, thus effecting a great saving
in expense, and at the same time procuring a safe and efficient method of operating
signals governing railway traffic.
My invention consists essentially of a series of pedals attached to shafts and
working in suitable bearings, between the four foot line of the permanent way, and
operated from the signal box. The said pedals operate, a series of hanging bars
or levers, mounted on and connected to a suitable shaft, and attached under the
foot plate of the engine.
The movement. of the said levers operates valves connected therewith, allowing
a small quantity of steam to escape from the boiler to an indicator attached to the
weather board of the engine, which indicates the various signals operated on. Thus,
for example in a group of three signals connected to a junction signal box, (the
distant signals may be numbered 1, 2 and 3, or the home signals numbered 1, 2, 3
and 4), any one may denote " on or "off" which means against the driver, to stop,
or in favour of the driver, to go on.
"
I also provide a safety indicator connected with the danger signal operating in
the manner aforesaid, thus:-Should the danger signal be on and the driver has
neglected to stop at the signal against him, the said signal will, when reached,
automatically apply the vacuum brake, thus causing the engine to stop. It will be
obvious that should all the danger signals be on, the vacuum brake will come into
action, on the engine reaching the danger signal connected with the line in which
it is running. If only one signal should be on, the vacuum brake will not act.
I also provide a gong for the purpose of warning the driver when he approaches
the first signal.
I will describe my invention with reference to the accompanying drawings.
Figures 1 and 2, are respectively a front elevation and a side elevation, and
Figure 3, a plan of Figure 2, of a framework, carrying the levers operating the
steain valves.
Figure 4 shows the position taken by a lever when operated.
Figures 5 and 6 represent a front elevation and plan of the indicator for attaching
to the weather board of the engine.
Figures 7, 8, and 9 are respectively a front sectional elevation, a sectional plan,
and a sectional end view of the indicator showing the mechanism for indicating to
the driver, the position of the signals.
Figure 10 shows the arrangement of a gong signal for indicating to the driver
his approach to the first distant signal.
Figures 11 and 12, are diagrammatic views of the permanent way showing one
of a double set of rails, with the relative position of the various parts for operating
the signals.
Like letters of reference indicate corresponding parts throughout the drawings.
My improved apparatus consists of a framework a for attaching to the foot plates

page_text: of the engine, to which are hinged at a' the side bars a³, carrying the cross bar h,
the side bars carrying screws c, c, terminating in knobs or sockets c³, c³, and furnished
with lock nuts c', c', for adjusting the height thereof, from the rails. The
sockets,c, support a horizontal shaft d, which is furnished with eight hanging
bars or levers EDI, ED, ED³, and E1, E2, E3, E and EVB, the lower ends of
the levers tapering off to a point, the upper ends e² widening.
The horizontal levers having square ends f' resting on each of the levers
at and a cutaway part f, work loosely on the spindle f" and terminate in a
hooked end upon which rests the cranked part g, of the spindle g', and which
keeps the hanging bars or levers in the position indicated at Figure 4. h, h are
links connected to the hanging bars or levers at hand at * to the valve spindles j,
which are furnished with steam valves, k▪ and k¹, k2, H3, H4, kb.
'
The valve box m, fixed to the frame a is provided with glands and stuffing
boxes m² and with eight steam ports n and the outlet pipes n², and the exhaust
pipe and valve ³, the end of the connecting rod n being attached to a lever on the
engine.
To the front end of each of the cross pieces e³ of the hanging bars or levers a
vertical rodo is jointed, which passes through holes in the cross bar and
furnished with springs and o², for the purpose of keeping the levers E in a
vertical position.
The connecting rod B attached to the screw terminal e is continued through the
foot plate and is connected to a lever on the engine to enable the framework, and
the hanging bars or levers to be lifted upwards when not required for use.
The pedals K1, K2, KS and K, K, K³, K, KVB having a shaped inner
bearing surface and are fitted to the square shafts 2 working in journals
To the end of the shaft q2 is connected a boss r having a projecting arm² to which
is connected a connecting rod, the opposite end being attached to the arm of
the boss provided with a compensating weight To the lower end of the
arm is attached the wire +8.
The indicator shown at Figures 5, 6, 7, 8 and 9, the distant signals are represented
by numbers 1, 2 and 3, and the home signals by numbers 1, 2, and 3 and 4, the
space to the right VB indicating the vacuum the brake, are enclosed in a box T.
The steam inlet tubes D', D2, D3, and H1, H2, H3, H4 and VB, being connected
to the tubes n² attached to the valve box m.
Figures 1, 2 and 3, terminate in the cylinders 7, 8, 9, 10, 11, 12, 13 and 14,
Figure 8 forming part of the box S, which is provided with exhaust passages S
and S2, and the pipes S and S*.
The pistons of each cylinder are provided with piston rods P1, P2, PD³,
And P, PHP, PH4, and PVB which are furnished with springs placed between
the pistons and the top of the cylinders for the purpose of keeping the pistons at
the bottom of the box S.
The square parts of the piston rods U and U' are furnished with slots through
which pass the tail ends of the indicating levers LI, L, L and L, L, L3, L
and LB, the levers being fulcrumed on the rods V and provided with quadrant
shaped faces, upon each of which is marked, near the bottom edge, the word "ON,"
and at the top edge "OFF." The ends of the piston rods project a little distance
through the top of box T, with the exception of the piston rod PVB which governs
the vacuum brake.
Over the top of the piston rods and hinged to the box is a lever like flap v held
in its place by a spring v² and placed parallel with the ends of the rods for the
purpose of pressing any of the rods down should the piston spring fail to act.
In Figure 10, the gong w is fixed to some convenient part of the engine and is
connected by means of a rod to an arrangement of levers w³, wo to a cross
piece to pivoted at w to a slide block w working between two V shaped slides w
attached to some convenient part of the outside of the engine frame. The cross-
piece w terminates in a point w, a tumbler lever is pivoted at ³ to an iron plate
attached to one or more sleepers.

page_text: The action of my improved apparatus is as follows:-
All the parts being in position as shown in diagrammatic views Figures 11 and 12,
a locomotive engine with my apparatus attached to the foot plate Z and the
indicator box T attached to the weather board Z, is travelling in the direction of
the arrows. On the near approach to the first distant signal, the driver will be
warned thereof by a stroke of the gong caused by the point of the cross lever wo³
Figure 10, striking the round part of the tumbler lever which will force the
levers and upwards, hence the rod 3 will strike the gong.
The eight pedal attachments are connected by the lever arrangement shown in
Figures 1, 2, 3, 11 and 12, each of the wire connections being continued, to the
signal box thus operating the pedals K, K, K³ and K, Kź, K, K" and KVB
as required.
A double set of pedals is used to provide for the engine with the tender in front,
only one apparatus being attached to the engine.
Both sets would be operated in the same manner and at the same time as the
ordinary distant and home signals. The pedals moves from a horizontal to a
vertical position as shown at K and K³ Figures 11 and 12, in a similar way as
the movable arm of an ordinary signal post. On an engine from No. 1 junction
reaching the first distant signal, which is represented to be "ON" niz.-the
pedal K Figures 11 and 12 being in a horizontal position likewise the arm of
the signal post, as shown, which indicates that the signal is against the driver. The
pedals are supposed to be 50 yards ahead of the signal post, and the distance
between the last distant and the first home signal represented at XV and XI is
supposed to be 1000 yards.
Should an engine pass from No. 2 junction, the same will take place as in the
former case.
Should one come from No. 3 junction, and the line is clear, the signal
man will by operating the lever, pull the pedal into a vertical position as shown
at KP indicating that the signal is "OFF" the effect will be as follows:-The
point e' of the hanging bar or lever E Figures 1 and 2, will slide up the inclined
part of the pedal K1 Figures 1, 2, 3, 11 and 12, when it reaches the apex it
will take the position shown at E Figure 4 and will be locked in that position
by the square end of the lever falling down into the position shown
22
The movement of the lever E draws forward the connecting link and the valve
rod and valve k, thus opening the steam port, steam being admitted from the
steam box m which is in direct communication with the boiler of the engine, the
steam passing through the pipe (the pipe being continued up the weather board
of the engine to the indicator which is placed in some convenient part of the weather
board) to the pipe H₁ Figures 5 and 7, the pressure of the steam forcing the
piston Pupwards as shown, the effect being to raise the piston rod and the tail
end of the indicator lever, which in like manner draws down the quadrant face and
exhibits the word "OFF" on the face of the indicator in place of the word "ON
thus indicating to the driver that the signal is off. When the engine has passed
the signal the driver may by pulling a lever cause the square end of the lever f
Figure to rise by the action of the crank, the spindle y and g on the hooked
end thus allowing the hanging lever F to fall by its own weight to its normal
position, and the valve to cover the steam port, at the same time the spring on the
piston rod forces the piston to the bottom of the cylinder, also replacing the
word "OFF" by the word "ON" on the indicator, the same operation also opens
the exhaust valve n³ by the movement of the connecting rod n'. The parts are now
all in their normal position.
:
When the engine is running in the reverse direction vic. the tender in front, the
hanging lever F will move in the reverse direction and will strike the second set of
pedals provided for that purpose, also the other parts with the exception of the
indicator which will act as before described.
All the signals are operated in a similar manner as the one hereinbefore described,
the one marked VB, operating the vacuum brake, the rod A. being extended above

page_text: the indicator, the end thereof being directly under the rod B communicating with the
vacuum brake valve.
Thus for example supposing the driver has neglected the home or danger signal
when reached, the upward movement of the rod A operating in the manner described
will operate the rod B and hence apply the vacuum brake.
On locomotive engines, where the vacuum brake is not in use, the steam brake
may be applied in a similar manner by extending the valve rod A² to the hole A*
provided in the boss A*.
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). In a railway signalling arrangement, the employment, on an engine, of hanging
bars mounted on a pivot or shaft and actuated by means of projecting pedals or
rods in the line, the bars opening and closing valves, allowing steam to pass to
cylinders, with pistons and rods operating indicating apparatus, showing when the
rods have been actuated, substantially as and for the purposes specified.
(2). In a railway signalling apparatus, the combination, on an engine, of a frame
carrying a shaft on which a number of hanging bars are mounted, the shaft bearing
being adjustable in height, by means of screws and nuts, valves connected to the
rods, allowing steam to pass to cylinders; and indicators connected to the piston
rods of the said cylinders, the whole operating substantially in the manner
described.
(3). In a railway signalling arrangement, the combination, on the engine; of a
frame a, having hinged to it the side bars a², having screwed adjustable bearings
carrying the shaft d, the hanging bars E mounted on the said bar and actuated from
the line, valves k in the valve box m connected to the bars E, pipes leading from
the valves to the cylinders in the box S, and indicators having levers carrying
indicating plates, connected to the piston rods of the said cylinders, substantially as
and for the purposes specified.
(4). In a railway signalling arrangement, the device on the engine, comprising
indicators, steam cylinders, connecting pipes, brake operating apparatus, valves
admitting steam to cylinders, and hanging bars operating same, the whole
constructed, arranged and operating substantially as described and shown in
Figs. 1 to 9 of the drawings.
(5). In a railway signalling arrangement, the combination, with the hanging bars
and steam operated indicator above mentioned, of a device on the line, consisting of
a number of pedals K, mounted on shafts actuated by arms connected by adjustable
links to levers operated from the signal box and furnished with counterweights
substantially as described and shown in Figs. 1, 2, 3, 11 and 12 of the drawings.
(6). In a railway signalling arrangement, the combination with the hanging
bars ED, ED, E, E, E², E3, E and EVB, operating corresponding valves,
indicators and brake, of pedals K1, K2, K³, к, к³, Kª³, K and K,
mounted on shafts and operated from the signal box, the whole constructed,
arranged and operated substantially as described and illustrated in the accompanying
drawings and for the purposes specified.
Dated this 24th day of February 1893.
GEO. H. RAYNER,
37, Chancery Lane, London, W.C., Agent for the Applicant.