Improvements in Station Indicators and the like.
Year: 1897

page_text: Date of Application, 22nd July, 1897-Accepted, 5th Mar,, 1898
COMPLETE SPECIFICATION.
Improvements in Station Indicators and the like.
I, ALOIS HAKEN, of Smichow, 909, Prague, Bohemia, in the Empire of Austria,
Engineer, 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:
One of the drawbacks connected with arrangements hitherto employed for indi-
cating stations and the like in the interior of the separate compartments of the
carriages of railway trains, consists essentially in the adjustment of the indicator
always necessitating a time consuming and difficult operation when the train hav-
ing arrived at its termination is required to commence the return journey. More-
over all apparatuses hitherto employed were very complicated. Some of them, for
instance, had entire clockworks which were of such large dimensions that they
occupied in themselves a considerable space in the compartments of the carriages,
thus considerably affecting the convenience of the travellers. The apparatuses
were mainly arranged to be operated by electricity and such a mode of operating,
in consequence of the strong current required, entailed the use of very large and
powerful batteries without the reliability of the whole apparatus being increased.
In recent times vacuum station indicators have also been employed, but these
required a special vacuum pipe to be carried through the entire length of the train
and were also very impracticably built, so that their use has not been found to be
advantageous. Further, most of the known apparatuses had to be operated from
a central point, for instance, from the locomotive without a reserve apparatus being
provided so that on the pipe failing to act all the apparatuses were simultaneously
placed out of action.
All these drawbacks of the apparatuses hitherto employed are removed by the
apparatus which forms the object of the present invention, by a casing being
arranged in the separate compartments of the carriages, in which casing two
cylinders are placed, the pistons of which are provided in the cylinders with
springs. By the action of vacuum, compressed air or an electric current, either
one or other of the pistons may then be pressed down into the cylinder, whereupon
various pawls connected with the piston rods of these pistons engage, on the descent
of the pistons, with a gearing mounted on the same shaft as the disc carrying the
names of the stations and revolve this gear in one or the other direction according
as the train is travelling in the one or the other direction. If the operation of the
pistons is effected by means of vacuum or compressed air, a conductor tap is pro-
vided which by the manipulation of a lever connects the pipe leading to the
cylinders with a receptacle which according to the mode of operation is formed as
a vacuum or compressed air cylinder and in accordance therewith is connected with
the vacuum or compressed air brake pipe. In the connection between the
receptacle and the above mentioned pipe a back-pressure valve is arranged, which
allows of the pressure ruling in the vacuum or compressed air pipe being attained
and maintained.
Should on the other hand the pistons be operated by electricity, this is effected

page_text: by forming them as the iron cores of a solenoid, which cores are attracted as soon
as current passes through the circuit upon contact being established.
In order preferably on the operation of a single apparatus by vacuum or com-
pressed air to allow the whole apparatus of a carriage to be thrown in or out of
action from a central point, a slide and in the brake apparatus a tap (the already
mentioned conductor tap) may be provided at a suitable point preferably in the
under frame of the carriage. The slide is connected with the brake pipe and
usually closes the pipe between the receptacle or reservoir and the conductor tap.
The slide and the tap serve together for operating the various indicating devices
of a carriage. If the slide, which may be suitably called the working or operating
slide, is for instance, in connection with a vacuum brake pipe it comes into action
when compressed air is injected into the vacuum pipe and then the pipe is opened
between the reservoir and the conductor tap, so that this latter without moving or
putting over the lever may effect an operation of the pistons adjusting the indicat-
ing discs.
The principle of the whole apparatus may also be applied to closets by arranging
the cylinder so that its piston is operated on the door bolt being moved, the piston
rod having a disc bearing the inscription "engaged" and "vacant," which dise
rises and falls with the piston rod.
The arrangement forming the object of the invention is shown in the accompany-
ing drawings
Figure 1 being the indicating device as arranged in the partition wall between
two compartments of a carriage;
Figure 2 a side view in section of the indicating apparatus;
Figure 3 the conductor or operating tap in section ;
Figure 4 a plan view of the same;
Figures 5 and 6 cross sections of the cock case;
Figures 7 and 8 elevations and sections of the back pressure valve of the
reservoir in different forms of construction ;
Figures 9, 10, 11 and 12 sections and elevations of the operating slide;
Figures 13 and 14 modified forms of construction of the operating slide;
Figures 15 and 16 modifications of the cylinder for operating the indicating
devices, Figure 15 being the arrangement for operating the pistons by compressed
air, and Figure 16 for operating the same by electricity;
Figures 17, 18, 19, 20, 21 show a closet indicator arranged on the same principle;
Figures 22, 23, 24, 25, and 26 show diagrammatically various modifications of
the apparatus.
The indicating apparatus A as such is arranged in the partition between two
compartments of a carriage and consists essentially as follows:-
A hollow shaft 1 on which ratchet wheels 2, 3 and 4 are fixed, is mounted to
revolve on a fixed shaft 5. One end of this hollow shaft 1 is formed as a flange 6
on which a stiff paper disc 8 with the names of the stations is fixed by three
screws 7. On both sides of this shaft are fixed cylinders 9 in the interiors of which
are arranged indiarubber pouches 10 of the form shown in Figure 1, which pouches
are closed hermetically by means of conical rings 11 and overthrow rings 12 which
also compress spiral springs 13. The piston rods 14 are fixed at the bottom of the
pouches, and are connected to links 15. Pawls 16 and 21 are pivotally connected
to said piston rods and are prevented from dropping too soon by means of links 17.
If vacuum be produced, for instance, in the left hand cylinder 9, which is con-
nected by means of a small pipe 18 with the operating or conductor tap, Figures 3,
4 and 5, and also with the reservoir, the india-rubber pouch 10 will expand, draw
the rod 14 downwards and thus cause the pawl 16 to engage with the ratchet
wheel 2 and move the latter one tooth forward and consequently also the disc 8 to
a certain extent. By this means there appears in the openings 19 and 20, that is
to say, in two compartments of the carriage simultaneously, the fresh name of a
station.
•
This expansion of the pouch of course only endures until the conductor tap is

page_text: moved back again. If the latter be returned to its old position, the pawl 16 will
return to its original position, and a spring pawl 22 hold the shaft 1 together with
the disc 8 stationary in the then position by engaging in the ratchet wheel 4.
When the train is to commence its return journey, the right hand side is operated
instead of the left hand one, the ratchet wheel 3, which has teeth cut in an opposite
direction, being engaged by the pawl 21 and rotating the disc 8 in the reverse
direction. The reversal of the direction takes place in all the apparatuses in the
carriage simultaneously by the shifting of the lever of the conductor cock herein-
after described. It must here be also mentioned that when vacuum is used for
operating the cylinders it has been found necessary not to allow the vacuum to be
formed too rapidly, for which reason a conical cone 23 is inserted in the pipe 18
and acts as a throttle valve.
Such an apparatus may be conveniently arranged in the partition wall of two
compartments of a carriage as it only requires a very limited space.
As the indicating devices of a carriage all communicate with the above men-
tioned conductor tap C, the latter effects an adjustment of the disc 8 before entering
any station and an adjustment of the direction of the indicator on the return
journey of the train.
The conductor tap consists essentially of a cone c (Figure 3) which may be
turned in either direction by means of a hand lever. The cone is mounted in a
casing y. Figures 5 and 6 show sections of the casing and cone which considerably
facilitate the comprehension of the working of the conductor cock. The conductor
cock, on the cone being suitably turned, connects in the first place the pipe 25 with
the pipe 29 or the pipe 30, according to the direction in which the cock is turned,
by the lever being placed in a position for the outward or return journeys, i.e.
according as to whether a vacuum is to be produced in the right or left hand
cylinder 9. In case the pipe 25 opens into the outside air then the corresponding
pipe 18 will be in direct communication with the open air. If the lever / be dis-
placed from its original position to the extent of 90° either for the outward or the
return journey, the connection of pipe 25 with pipes 29 or 30 is interrupted and
communication is established between pipe 26 and pipe 27 or 28. As the pipe. 26
may stand directly in communication with the reservoirs, on the establishment of
such a communication, air is drawn from the said pipe 18, and thereby the right
or left hand cylinder, according as the pipe 27 or the pipe 28 is connected with
pipe 26, is pumped free of air, causing a descent of the piston and throwing into
action the pawl 16 or 21, that is to say, having for consequence a rotation of the
indicating disc in the one or the other direction. As soon therefore as by the
descent of the piston the indicating disc is suitably adjusted, the lever his returned
to its initial position, which causes a breakage of the communication between
pipe 26 and pipe 27 or 28 and a re-establishment of communication between the
pipe 25 and pipe 29 or 30 as the case may be. Air may then again enter the
respective pipe 18 through pipe 25 and by the action of the spring 13 the piston' is
again raised and returns the pawl to its initial position. In order therefore to pro-
duce a rotation of the indicating disc the lever must be each time displaced from
its initial position 90° and then again returned.
A back pressure valve 32, such as is shown in two different forms of construction
in Figures 7 and 8, is inserted in the connection between the reservoir and the
brake pipe. If the brake pipe is a vacuum pipe and air is expelled from the
vacuum pipe the valve 32 opens and produces a vacuum in the reservoir also. If
the engine driver on the contrary allows air to enter the brake pipe it presses the
indiarubber disc down and the vacuum remains maintained in the reservoir. If
on the other hand in consequence of frequent use there results inside the reservoir
an excess pressure over the brake pipe the valve opens and renews automatically
the vacuum in the reservoir. If the brake pipe is a pressure pipe, the valve is of
course mounted in the reverse manner, Figure 8.
In the use of compressed air instead of vacuum for operating the pistons, these
parts must of course receive another form of construction other than that shown in

page_text: Figure 1. The pistons and cylinders are preferably constructed as shown in
Fig. 15. In this form the compressed air enters the cylinder 9 through an open-
ing 44 and acts, as in the case of vacuum, to expand the pouch 10 and therefore to
displace the piston rod 46. The spring 13 is also used as before to cause a collapse
of the indiarubber pouch and the raising of the piston rod as soon as the pipe
suitably communicates with the open air.
The operation of the piston in question may be effected by means of the electric
current as well as vacuum or compressed air. In the former case solenoids 49,
such as shown in Figure 16, may then be employed instead of the cylinder 9, which
solenoids on the circuit being closed attract an iron core 50 and thereby produce an
adjustment of the indicator disc. On the circuit being broken a spring mounted
between the piston and the cylinder cover comes into action and returns the piston
to its initial position.
In order to enable all the indicating apparatuses in the carriages to be operated
simultaneously from a central point without the action of the guard, a slide is
arranged which communicates with the reservoirs and conductor tap in the manner
hereinafter more particularly described. Figures 9 10, 11 and 12 show such an
operating slide in elevation and section.
Its upper end is preferably inserted in
the brake pipe and consists essentially of a casing 33 which on one side is provided
with passages 34, 35 and 36. Passage 34 leads to the conductor tap where it opens
at the discharge pipe 25 herein before mentioned, whilst passage 35 leads by means
of a pipe to the reservoir, and passage 36 to the open air. Within the casing is a
piston 37, the rod 37" of which operates the slide 38 and is constantly maintained
from beneath in the position shown by means of a spiral spring 39. If the engine
driver at any moment allows compressed air to enter the vacuum pipe with which
as already mentioned the slide communicates, the said air will press down the
piston 37 and therewith also the slide 38, thus establishing a connection between
the reservoir and the tap, causing one of the pistons of the indicating apparatus to
come into play without it being necessary to move or shift the conductor tap. If
the compressed air has been again discharged from the vacuum pipe the spiral
spring 39 will press the slide 38 into its original position and therefore establish
communication between the conductor tap and the atmospheric air. The same
may of course also be obtained if the slide is not inserted in the vacuum pipe but
in a pressure or steam pipe and if then by means of this pipe a pressure of from
1-2 atmospheres higher than usual is produced in the pipe.
A modification of the arrangement of the operating slide herein before described
is shown in Figures 13 & 14 in which the slide is not operated by means of a
piston but by means of a centrifugal regulator. The arrangement is such that the
shaft 41 holds the slide in the position shown in the drawing and that when the
weights of the regulator are driven outwards by centrifugal force, that is to say
during the journey, the conductor tap is connected by the passages of the slide
directly with the outside air. If the train stops, the spring draws the weights
together and these fix the shaft with the slide in that position in which its passages
form a communication between the conductor tap and the reservoir. The move-
ment of the axles is communicated to the shaft of the regulator by means of a wire
rope or an endless chain.
In order to allow of the matter being more clearly understood the arrangements
shown diagrammatically in Figures 22-26 of the whole apparatus which may be
employed according to requirements, will now be described. Figure 22 shows an
arrangement which allows the station indicator to be operated by hand for each
separate carriage. The reservoir 60 is connected in the ordinary manner with the
vacuum brake pipe 59 and the said reservoir is connected with the conductor tap 61
by means of a pipe, the said tap being arranged on the platform or the cross com-
partment of the carriage. Two pipes run from the conductor tap to the station
indicator 62, 63 and so forth. As soon as the train runs out of the station, and
the guard, for the purpose of examining the tickets, passes through the several car-
riages he may in each carriage move the previously mentioned crank or handle of
the conductor cock c from its initial position 90° to the left and back again. By
the shifting of the lever the cylinders are connected for some instants with the

page_text: vacuum of the reservoir. The air contained in the pipes and the cylinders flows
into the vacuum causing a strong vacuum in the indicators and causing the same
to operate in the manner hereinbefore described. Figure 23 shows an arrange-
ment enabling all the indicators of a train to be operated by hand from the loco-
motive by means of the vacuum pipe, or for enabling the same to be operated by
hand in separate carriages. The arrangement is similar to that shown in
Figure 22, only with the difference that a pipe is carried from the reservoir to the
slide 64 which is also connected with the vacuum pipe, and said slide is also con-
nected with the conductor iap. As soon as the train is set in motion the driver or
guard admits compressed air to the vacuum pipe, whereby the slide 64 is pressed
down in the manner hereinbefore described. Its passages then render it possible
for the vacuum to pass from the reservoir through the slide and the conductor tap
into the indicating device. If the compressed air is again allowed to escape all the
apparatuses will be released. If for any reason this mode of working should be
destroyed the guard may regulate the station indicator of each carriage still by
means of the tap 61.
Figure 24 shows a similar arrangement. In this case the whole arrangement
may be operated by hand from the locomotive through the steam pipe and it is
further possible as in the case of Figure 23 to operate each carriage by hand. The
situation is the same as in Figure 23 only that the operating slide is not arranged
on the brake pipe but on the steam pipe and the operation also takes place by the
admission of a jet of steam which has a somewhat higher pressure than is necessary
for heating the carriages.
Figure 25 shows a means for automatically operating the device in addition to
the operation by hand herein before described. An operating or working slide 66
is inserted between the reservoir and the conductor tap which is operated by a
centrifugal regulator or governor. As previously mentioned the weights close as
soon as the train stops, and the slide establishes a communication between the
reservoir and the indicator. On the other hand during the journey the said action
is interrupted. The weights in consequence of centrifugal force fly out and stand
at a greater distance from the shaft and the slide thereby renews the connection of
the indicator with the outside air. This kind of arrangement is specially suited
for street railways or tramways, as hereby the indication of the station is auto-
matically adjusted without any assistance from the guard or attendant. Of course
there is a means for operating by hand in reserve in case of an unforeseen necessity
arising.
.
The automatic means of working may also be employed for electric railways as
shown in Figure 26. At each station of the track, contacts 67 are arranged on the
brackets of the conductor, with which contacts other contacts 68 arranged on
the carriage come in contact on passing, and supply for a short space of time the
electric current to the apparatus. Hereby the iron cores of the solenoid in the
indicator 69 are attracted, and the disc containing the station names adjusted into
the requisite position. A switch 70 allows of the apparatus being made immedi
ately suitable for the return journey or in other words adjusted round.
66
A modification of the arrangement hereinbefore described may also be employed
with advantage as a so-called closet indicator. Such an arrangement is shown in
Figures 17, 18, 19 and 20. The principle is the same as in the case of station
indicators already described. A plate 51 (Figure 17) provided with the inscrip-
tion vacant" or engaged" is directly mounted on the piston rod 52 of the
cylinder. It can then be seen on the plate 51 appearing at the opening 53 whether
the closet is vacant or occupied. A bolt is used for fastening the closet which can
only be used for fastening from the inside. It consists of a latch or fastening
lever 54 (Figure 20) whose pivot 55 forms a tap plug. By closing the door com-
munication is established between the reservoir and the indicator, the casing of
the tap or cock 55 being placed in communication with the closet indicator
through the opening 57 and with the reservoir through the opening 56 (Fig. 21).
The consequence of this is that by the consequent descent of the piston rod the

page_text: inscription "occupied" appears. If the door be opened, the lever 54 must be
turned upwards 90° which causes a connection or communication of the indicating
cylinder with the opening 58 which opens to the outside air. This has for conse-
quence that the table 51 returns to its initial position. It must be pointed out
that the indicator is directly connected by a pipe with the reservoir and is arranged
at the beginning of the corridor so that the traveller at the other end of the car-
riage can already ascertain whether the closet be vacant or occupied. The previous
forms of construction were objectionable for the reason that the indicator was
attached to the door, and the passenger had to make a journey through the car-
riage often in vain. If on the other hand the indicator was arranged at other
places, this required a very complicated mechanism, which in the present case may
be dispensed with.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
1. A station indicating device to be arranged in the interior of a railway car-
riage, characterised by two pistons (10) being arranged and held by means of
springs within a cylinder (9) and adapted to be either of them pressed downwards
by the action of vacuum, compressed air or an electric current according to the
direction of the train, and thus by means of one of two pawls (16 or 21) cause the
rotation of a ratchet (2, 3) and therewith of an indicating plate (8), mounted
thereon, either in the one or the other direction substantially as hereinbefore
described.
2. A form of construction of the herein described station indicator adapted for cases
where the apparatus is operated by vacuum or compressed air, characterised by the
arrangement of a reservoir containing the requisite air or vacuum and a conductor
or operating tap connected with the said reservoir, which tap connects one or other
of the cylinders (9) either with the outside air or with the reservoir (R) according
to the position of the cock plug (c) substantially as described.
3. In the herein described indicating apparatus the use of a device for operating
all the indicators of a carriage from a central point, characterised by an operating
slide being inserted in the connection from the reservoir to the conductor tap and
communicating with the brake pipe,, through the adjustment of which slide the
reservoir and the cylinders (9) may be placed in communication without shifting or
adjusting the conductor tap substantially as described.
4. A form of construction of the herein described indicating apparatus, in which
the operation of the pistons is effected by means of vacuum or compressed air,
characterised by the pistons being formed of indiarubber pouches in the
cylinders (9), which pouches are pressed down either by the vacuum formed
beneath them or by compressed air supplied above them, but when the pipes (18)
are placed in communication with the outer air returned to their previous raised
position by the action of spiral springs (13) substantially as described.
5. A further form of construction of the herein described indicating apparatus,
in which the operation of the pistons takes place by electricity, which consists in
forming the cylinders (9) each as a solenoid (49) with a spring mounted iron
core (50) so that on the circuit being closed the latter is drawn in substantially as
described.
6. In station indicating apparatus, a form of construction of the operating slide,
characterised by the actual slide (38) being spring mounted in a casing (33) con-
nected with the vacuum or compressed air pipe, which casing is in communication
by means. of passages (34 & 35) with the conductor tap and with the reservoir
and by a passage (36) with the outside air, so that the slide on the admission of
compressed air into the vacuum pipe is depressed by the pistons (37). connected
therewith and establishes a communication between the reservoir and the con-
ductor tap, substantially as described.
7. In station indicating apparatus a modified form of construction of the work-

page_text: ing slide, characterised by the actual slide being mounted on the spindle of a
centrifugal governor or regulator, which during the journey of the train retains
the slide in its ordinary position, but on the stoppage of the train shifts or dis-
places the slide, in consequence of the collapsing or dropping down of the weights,
and thereby places the reservoir in communication with the conductor tap, sub-
stantially as described.
8. The application of the herein described indicating apparatus as a closet indi-
cator, characterised by the arrangement of a cylinder at a single place in the car-
riage, the piston rod of which carries an indicating plate (51), a connection of the
cylinder with the reservoirs or with the outer air receptacle being effected on the
opening and closing of the closet door by the pivot (55) of the latch or fastening
lever (54) which is formed as a cock plug, substantially as described.
Dated: this 21st day of July 1897⑈
WM. P. THOMPSON & Co.;
Of 6, Lord Street, Liverpool, Patent Agents for the Applicant..