Improved Means, applicable for use in Railway Trains Fitted with Pneumatic Brakes, for Enabling Passengers to Signal the Drivers and Guards.
Year: 1892

page_text: Date of Application, 29th July, 1892-Accepted, 15th Oct., 1892
COMPLETE SPECIFICATION.
Improved Means, applicable for use in Railway Trains Fitted with
Pneumatic Brakes, for Enabling Passengers to Signal the Drivers
and Guards.
1, JAMES GRESHAM, Director of Gresham & Craven Limited, of Craven Iron
Works, Salford, Manchester, in the County of Lancaster, Engineers, do hereby
leclare 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:-
1
This invention relates to improved means whereby passengers by trains fitted
with pneumatic brakes-particularly those arranged on the vacuum automatic
system-are enabled through the instrumentality of the train-pipe to convey signals
which will demand the attention of the driver and attract the notice of the guard.
My improvements are made upon those described in the Specification of Letters
Patent granted to me No. 13,468 of 1889.
In in the accompanying drawings,
Fig. 1 represents a part side elevation and part longitudinal section, and Fig. 2, a
transverse section, of a railway carriage fitted with apparatus arranged according to
my improved method.
Figs. 3, 4, 5, and 6, illlustrate in greater detail the manner in which the principal
parts are or may be constructed.
Referring to Figs. 1 and 2, there is mounted, in suitable bearings on the roof of
the carriage, a rocking shaft a, on which is secured a weighted lever b, and a chain-
drum c.
To this chain-drum is attached a chain d, which passes downwards and connects
with two branches d', d; these being respectively led to opposite sides of the
carriage and connected to pivotted semaphore arms e, e, mounted in such a manner,
that, when in their normal positions, they are concealed from view, and when
vibrated about their centres project outwards and become exposed. In each
compartment of the carriage, is a pendent handle f, attached by means of a chain ƒ'',
passing over a sheave in the roof to a chain-drum f, secured to the rocking
shaft a.
In Fig. 2, the apparatus is shown in its normal position.
If, however, the pendent handle in any one of the compartments be pulled and
the shaft a, be rotated, sufficiently, to throw the weighted lever b, beyond its mid
or vertical position, the rocking movement of the shaft is completed automatically
by the action of the weighted lever; the semaphore signals being thus thrown out
and exposed to view, one on either side of the carriage.
It will be observed that the apparatus cannot be restored to its normal position
from the interior of the carriage, but may be restored from the exterior by returning
the weighted lever b, to the position represented in the drawing.
The movement of the weighted lever b, from the position shown in the drawing
to a similar position on the opposite side of its vertical centre line has the further
effect of opening a communication from the atmosphere to the train-pipe, thereby
causing the brakes to be applied unless the train driver adopts measures to prevent
such an effect ensuing.
The means whereby the action of the apparatus in relation to the application of
the brakes is controlled by the driver will be more readily understood on reference
to the detailed drawing Figs. 3 and 4, both of which are vertical sections in planes
at right angles to one another. a, is the rocking shaft b, the weighted lever, and
the chain-drum to which is attached the chain 7, for operating the visible signals.
On the shaft a, preferably formed integrally with the chain-drum e, is a cam y.

page_text: In the normal position of the apparatus, this cam rests against a stop l', in the
casing h. On the shaft a, being rocked as previously described and the weighted
lever thrown over to its opposite extreme position, the cam g, comes in contact with
a pivoted arm j, and ultimately arrives against the stop. The arm j, is mounted
on the pin j, and carries a caoutchouc-covered stopper or valve k, arranged to seat
on the extremity of the pipe 1. In the position of the apparatus represented in the
drawing, the pipe 1, is closed; but on the shaft a, being rocked and the weighted
lever b, thrown over, the cam g, operates the arm, the valve k, being thereby
raised and the pipe 1, opened to the atmosphere.
The internal diameter of the pipe 7, is determined in such a manner that, when
working with vacuum automatic brake apparatus as ordinarily used, the action of
the small ejector in creating a vacuum is insufficient to exhaust the air admitted
through this pipe and the brakes gradually go on. The creeping on of the brakes
becomes, however, immediately apparent to the driver, and would also be within
the knowledge of the guard if the van be provided with a vacuum-gauge.
In the
event of the driver deeming it unadvisable to allow the train to be brought up,
owing to its being in a tunnel or on a viaduct or for any other reason, he opens his
large ejector, which, owing to the restricted area of the pipe 1, is sufficiently
powerful to remove the air entering by this passage, and he is then enabled to
maintain a sufficient degree of vacuum in the train-pipe to prevent the brakes
coming into operation at an unsuitable part of the road.
Fig. 5 is a plan view showing the bottom of the casing h, perforated for the
admission of air to the interior of the casing and thence to the pipe l.
For
permitting access to the interior of the casing, its front is mounted on a
pivot ³, and secured by a thumb nut In cases where it is desired to combine
means for giving an audible signal in addition to a visible signal, the perforations
are reduced in number or size, and the casing is furnished with a reed n, as
indicated by dotted lines in Fig. 5.
On the valve h, being opened, air rushes into the casing h, by way of the
reed and continues to produce a sound as of a horn so long as vacuum is main-
tained in the train-pipe or until the weighted lever b, is restored to its normal
position.
Fig. 6 illustrates the mode of connection between the handle f, and the chain-
drum, on the rocking shaft a. The chain, passes over a sheave f³, and a
hard caoutchouc roller, to the chain-drum 2, to which its extremity is secured.
m, is a shield or cover which is mounted on the roof of the carriage and serves
amongst other purposes, to exclude wind and rain.
The caoutchouc roller, is arranged in such a manner as to apply a certain
amount of friction to the chain ", the latter being pressed by the roller, against
the surface of the casing m. Under these circumstances, only the particular
handle, which may have been manipulated by the passenger shows by its
apparently lengthened chain that it has been pulled. As regards each of the
other compartments, the chain, hangs in a loop between the chain-drum f
and the friction roller, the handle itself remaining suspended at its norinal
height.
In adapting my improved apparatus for use with air-pressure automatic brakes,
the valve is arranged in such a manner as to permit the escape of air from, instead
of the admission of air to, the train-pipe, when the hande f, is pulled and the
signalling apparatus operated.
Having now particularly described and ascertained the nature of this invention
and in what manner the same is to be performed, 1 claim :—
1. The improved means, arranged and operating substantially as described with
reference to the accompanying drawings, for enabling passengers to signal the
drivers and guards of railway trains fitted with vacuum or pressure automatic
brakes.
2. In signalling apparatus of the kind referred to in the preceding claim, the

page_text: employment of a rocking shaft, arranged horizontally on the carriage, fitted with
& weighted lever tending to retain the shaft in its normal or in its abnormal
position, and capable of being operated from either or any compartment of the
carriage; the said shaft either actuating a semaphore or equivalent visible signal,
or causing communication between the atmosphere and the train-pipe to be opened,
or performing both these functions.
3. In signalling apparatus of the kind referred to in the first of the preceding
claiming clauses, the herein-described combination of parts whereby the carriage
in which the apparatus has been operated is indicated by a visible or audible
signal, or both, and the compartment whence the apparatus has been actuated is
indicated by the position in which the pendent operating handle is left, the like
handles appertaining to the other compartments being retained in their normal
positions.
4. In signalling apparatus of the kind referred to in the first of the preceding
claiming clauses, the combination, with the rocking shaft a, provided with a
weighted lever b, arranged as shown and carrying a cam such as g, of the pivoted
arm j, carrying or actuating the stopper or valve k, sealing communication between
the atmosphere and the train-pipe, substantially as and for the purposes herein
set forth.
Dated this 28th day of July 1892.
PETER J. LIVSEY,
Agent.