Improvements in connection with Apparatus for Giving Information to Passengers in Railway and other Carriages as to the Names of Stations at which the Carriages Stop; and for Conveying to them other Information.
Year: 1891

page_text: Date of Application, 30th June, 1891
Complete Specification Left, 30th Mar., 1892-Accepted, 4th June, 1892
PROVISIONAL SPECIFICATION.
Improvements in connection with Apparatus for Giving Information
to Passengers in Railway and other Carriages as to the Names
of Stations at which the Carriages Stop; and for Conveying to
them other Information.
I, JAMES WILSON LITTLE of Mepaddi Malabar in the Indian Empire, Planter,
do hereby declare the nature of this invention to be as follows:-
--
My invention relates more particularly to station indicating apparatus such as is
described in the Specification to Letters Patent granted to me and bearing.date
March 20th 1890 No. 4397 but it is not restricted thereto.
In the said Specification means are described for operating the station indicators
by compressed air and also by vacuum and my present invention has for one of its
objects to provide means whereby the compressed air or the vacuum may be more
efficiently utilized for the purpose. It also has for its object to provide means
for preventing the indicators being tampered with and also to improve the con-
structive detail of the apparatus described in the said Specification as hereinafter
described.
According to my invention when applied to trains in which the brakes are
operated by compressed air I provide in the guard's van or other suitable part of
the train a reservoir for compressed air (which I call the indicator reservoir) for
working the indicators. This reservoir communicates with the pipe which conducts
compressed air to the brakes, valves being provided and suitably arranged so that
when the brake pipe receives a charge of compressed air the indicator reservoir
will also be charged; but when the compressed air is allowed to escape from the
brake pipe the compressed air is prevented from escaping from the indicator
reservoir.
A pipe (which I call the indicator train pipe) leading from the indicator
reservoir is provided with a suitable cock or valve or with cocks or valves for
conducting the compressed air to the cylinders or collapsible chambers in connection
with the several indicators in the train and for allowing the compressed air-to
escape from the said cylinders or chambers into the atmosphere when required.
Each of the collapsible chambers in connection with the indicators is preferably
contained in a case or cage that will permit of the chamber expanding and con-
tracting longitudinally but prevent it unduly expanding laterally. The compressed
air enters this chamber by a branch from the indicator train pipe, through a
passage in the fixed diaphragm or end of the chamber, the opposite diaphragm or
end of the chamber being connected to the outer case or cage.so that when the
compressed air enters the chamber it will expand in a longitudinal direction moving
the case or cage and this case or cage being connected with the driving arm. by a
wire cord or other suitable means the movement of the case or cage imparts
notion to the driving arm and pawl of the indicating device and moves the indicator
to the required extent. "When the compressed air is allowed to escape from the
chamber the said chamber is caused to collapse under the action of a spring or
weight and the same spring or weight returns the driving arm and pawl and other
moving parts that are required to do so into position to again move the indicator
when the chamber receives a fresh charge of compressed air.
Instead of providing an indicator reservoir for compressed air as described the
indicator train pipe leading to the collapsible chambers may be charged with
compressed air direct from the reservoir of compressed air for working the brakes,
-the indicating devices being operated in such a case from the locomotive' or front

page_text: van through the latter of which the indicator train pipe might be led and night
contain at that point a three way cock.
By an alternative method the driving arms and pawls may be normally held out
of action by the compressed air in the chambers in opposition to springs or weights
and on the said air being allowed to escape from the chambers the driving arms
and pawls are acted on by the said springs or weights so as to effect the movement
of the indicators.
In applying my invention to trains on. which the brakes are operated by vacuum
I provide in the guards van or other suitable part of the train a reservoir in which
a partial vacuum is retained for operating the indicators. This reservoir is in com-
munication by means of the indicator train pipe with the several compressible
chambers of the indicators and is also connected by a branch pipe with the pipe
leading from the ejectors or vacuum creating device for operating the brakes, so
that when the air is exhausted from the brake pipe a vacuum will also be produced
in the reservoir and be maintained therein by a suitable valve after air is admitted
to the brake pipe. In the indicator train pipe leading to the collapsible chamber
I provide a three way cock conveniently situated to be under the control of the
attendant by turning which cock in one direction communication between the
reservoir and the collapsible chambers may be made and at the same time commu-
nication between the collapsible chambers and the atmosphere be cut off so that
the air contained in the chambers will enter the reservoir and produce a partial
vacuum in the chambers, thereby causing the chambers to collapse by the pressure
of the atmosphere acting on the moveable ends or diaphragms of the chambers,
and thus imparting motion in opposition to springs or weights through suitable
connections to the indicating devices in the carriages.
On returning the three way cock to its normal position atmospheric air will
enter the indicator train pipe and collapsible chambers whereupon the arms and
parts operating the indicators will be returned to their normal positions under the
action of the said springs or weights and remain in readiness for the next operation
whilst at the same time the communication between the indicator train pipe and
the indicator vacuum reservoir is again closed. When a vacuum is again produced
in the brake pipe for the purpose of taking off the brakes the vacuuin in the
indicator vacuum reservoir, which will have been reduced by the operation will be
re-established. The indicator train pipe and chambers may if desired be maintained
normally closed to the atmosphere and open to the reservoir, and the operating
arms and pawls of the indicators be held by the pressure of the atmosphere on the
movable diaphragm (a partial vacuum being normally maintained in the com-
pressible chambers) in position ready to operate in opposition to springs or counter-
weights. When the indicators are required to be operated atmospheric air is
admitted to the indicator train pipe and the collapsible chambers and the vacuum
therein being thus destroyed the springs or weights rotate the indicating devices to
an extent which is regulated by stops suitably situated for the operating arms to
come into contact with.
The driving arms and pawls are returned to their normal positions and retained
there against the springs or weights by renewing the vacuum in the compressible
chambers and this is done by turning the cock so as to cut off the atmosphere from
the indicator train pipe and open the said pipe to the indicator vacuum reservoir
thereby again causing a partial vacuum in the collapsible chambers which if not
sufficient to enable the atmospheric pressure acting on their moveable ends or
diaphragms to return the arms and pawls against the springs or weights to their
normal position-a vacuum sufficient for the purpose is shortly thereafter created
when a vacuum is again created in the brake pipe for the purpose of taking off the
brakes which must of course be done before the train can start again, the indicators
it must be remembered having been operated just as the train drew up.
When working on any of these systems and when found necessary a cock having
a single handle and a compound plug may be provided and so arranged and
connected with the indicator train pipe and the branch pipe leading from the brake

page_text: pipe to the reservoir that by the act of turning the cock so as to cut off the com-
munication between the atmosphere and the collapsible chambers and open the
latter to the reservoir the communication between the reservoir and the brake pipe
will be at the same time effectually cut off. By turning the cock back again or in
the reverse direction the normal communications will be re-established.
When use compressed air for operating the indicators on trains which use
ordinary spring or other mechanically operated brakes, the reservoir for com-
pressed air to work the indicators may be charged by means of a pump or other
compressing device worked either direct from one of the axles of the vehicle or
otherwise and provided with an arrangement whereby the air compressing device
may be automatically thrown into and out of action at the required periods to
maintain a sufficiently uniform pressure in the reservoir.
This may be effected by providing the strap fork of the air compressing device
with a piston working in a cylinder which is open to the compressed air reservoir
so that as the pressure in the reservoir increases it moves the piston in the cylinder
and carries with it the strap fork and when the pressure reaches a predetermined
maximum shifts the strap from the fast pulley to the loose pulley of the air com-
pressing device and thereby throw the device out of action. Connected to the
strap fork is a weight sufficiently heavy to shift the strap onto the fast pulley
when the pressure in the reservoir has been reduced to a certain minimum. The
extent of compression of the air may be governed by a weight with which a
connection with the strap fork engages until the maximum pressure is reached but
when this pressure is reached the weight is released and at the same time the strap
is suddenly shifted onto the loose pulley. When the pressure is reduced to the
minimum and the strap is again shifted onto the fast pulley the connection with
the strap fork again engages the removeable weight. Or an audible indicator may
be caused to sound when the pressure is too low and also when it has reached a
certain degree of compression so that the pump or compressing device may be put
into and out of action by hand when required. A convenient arrangement for
effecting this, is to provide on the reservoir and communicating therewith, a
cylinder having a piston working air tight therein on one side of which piston the
pressure in the reservoir is free to act so that when the pressure increases in the
reservoir the piston is forced outward, and when the pressure has increased to a
predetermined maximum extent, a catch on the piston rod is caused to act on the
hammer of a bell so as to sound the said bell, on hearing which the attendant
taking the warning will throw the air compressing device out of action.
On the piston rod is a fixed weight and also a loose weight which latter when
the piston is forced out to its maximum distance is engaged by a spring detent
which prevents the loose weight returning with the piston until it is released by the
withdrawal of the detent.
As the pressure decreases in the reservoir each time the indicating devices are
operated the piston gradually moves inwards and when the pressure has been
reduced to a predetermined extent a catch on the piston rod engages the striker of
another bell so as to sound the said bell and announce to the attendant that the air
compressing device may be thrown into action again.
The collapsible chambers which receive the compressed air or in which the
vacuum is produced may be situated either in or on the roof or on or beneath the
floor of the vehicle or in any other suitable position in proximity to the indicating
devices the movable portions of the chambers being connected to the operating
arms of the indicating devices by any suitable material such as thin wire cord or
the like. The operating arm of each indicating device is preferably mounted on
the axis on which the device turns and has connected to it a spring or weight or is
acted upon thereby so as to return the arm to its normal position after the
indicating device has been operated, or as previously explained the spring or weight
may communicate the movement of partial rotation to the indicating devices on the
compressed air being allowed to escape from or on the vacuum being destroyed in
the collapsible chambers.

page_text: The collapsible chambers may be strengthened by rings of metal or other suitable
material secured thereto at the parts where they crease when collapsed, which rings.
may also serve to prevent the chamber being unduly expanded or contracted in a
lateral direction. When compressed air is used these rings are placed in the creases
on the outside of the chambers and when vacuum is used they are placed in the
creases on the inside.
Instead of the collapsible chambers, cylinders fitted with sliding pistons may be
employed, in which case the operating arms of indicators and counter weights or
springs may be connected to the piston in
any convenient. way.
Each indicator operating arm carries a driving pawl which gears, with the teeth
of a ratchet wheel connected to the indicating device the extent of motion of the
device being governed by suitable stops. against which the operating..arm comes
into contact. A detent is provided to prevent the indicating device being..turned
back.and in order to prevent the device being turned forward, except by the means
under the control of the guard or other authorised person, I form recesses in the
teeth of the ratchet wheel so as to provide therein shoulders with which a safety or
locking catch engages. When this locking catch is employed the operating arm,
normally rests in such a position, that the nose of the driving pawl carried by it is
normally held drawn back some distance behind that tooth of the ratchet which. it
is to engage in its next forward movement and the locking or safety catch is engaged
with the shoulder in the recess of one of the teeth and thus prevents the wheel and
consequently the indicator being turned forward until the safety or locking, catch is
raised out of engagement with the shoulder any backward movement, it will be
understood, being prevented by the ordinary detent hereinbefore referred to.
When the pull
on the wire or cord connecting the collapsible chamber or piston
with the driving arm takes place the driving arm moves under its action and the
driving pawl is carried towards the tooth it is about to engage, this part, of the
movement of the driving arm is without effect on the ratchet, (the driving pawl-not
yet having engaged the tooth in front of it) but is required and utilized for raising
the locking catch out of engagement with the shoulder. For this purpose the.
locking catch has a rear arm which carries a runner which runner is acted upon by
an inclined way or cam on the driving arm and this inclined way acts on the runner
during the first part of the forward movement of the driving arm so as to raise the
point of the catch out of engagement with the shoulder. The driving pawl then,
pushes forward the ratchet wheel to the required extent, the catch meanwhile being
held out of engagement by the inclined way, when the arm is returned to its normal
position the surface of the inclined way allows the locking catch to engage the
shoulder in the next tooth which has been moved round opposite its point and this
it does under the action of a spring suitably placed to actuate it. This operation
is repeated each time the indications are changed and the indicators are thus kept
safe against movement by concussion of the carriages or mischievous passengers.
In some cases the indicator driving arm may be dispensed with and the driving
pawl be carried on a counter weight arranged to work in or on guides and be suitably
shaped to operate the locking or safety catch substantially in the manner herein-
before described.
Dated this 30th day of Lune 1891.
J. H:.JOHNSON&Co.,
47, Lincoln's Inn Fields, Agents.

page_text: Improvements in connection with Apparatus for Giving Information
to Passengers in Railway and other Carriages as to the Names.
of Stations at which the Carriages Stop, and for Conveying to
them other. Information..
I, JAMES WILSON LITTLE of Mepaddi, Malabar, in the Indian Empire, Planter,
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 more particularly to station indicating apparatus such as is,
described in the Specification to Letters Patent granted to me and bearing date,.
March 20th 1890, No. 4397, but it is not restricted thereto.
In the said Specification means are described for operating the station indicators.
by compressed air and also by vacuum and my present invention has for one of its
objects to provide means whereby the compressed air or the vacuum may be more
efficiently utilized for the purpose. It also has for its object to provide means for .
preventing the indicators being tampered with and also to improve the constructive,
detail of the apparatus described in the said Specification as hereinafter described.
According to my invention when applied to trains in which the brakes are,
operated by compressed air I provide in the guards van or other suitable part of,
the train a reservoir for compressed air (which I call the indicator reservoir) for
working the indicators. This reservoir communicates with. the pipe which conducts
compressed air to the brakes, valves being provided and suitably arranged so that.
when the brake pipe receives a charge of compressed air the indicator reservoir
will also be charged, but when the compressed air is allowed to escape from the
brake pipe the compressed air is prevented from escaping from the indicator
reservoir.
.
A pipe (which I call the indicator train pipe) leading from the indicator reservoir,
is provided with a suitable,cock or valve or with cocks or valves for conducting the
compressed air to, the. cylinders or collapsible chambers in connection with the
several indicators in the train and for allowing the compressed air to escape from,
the said cylinders or chambers.into the atmosphere when required. Each of the
collapsible chambers in connection with the indicators is preferably contained in a.
case or cage that will permit of the chamber expanding and contracting longi-
tudinally, but prevent.it unduly expanding laterally. The compressed air enters
this chamber, by a branch from the indicator train pipe through a passage in the
fixed diaphragm or end of the chamber, the opposite diaphragm or end of the.
chamber being connected to the outer case or cage so that when the compressed air
enters the chamber it will expand in a longitudinal direction moving the case or
cage and this case or cage being connected with the driving arm by a wire cord or.
other suitable means the movement of the case or cage imparts motion to the
driving arm and, pawl of the indicating device and moves the indicator to the
required extent. When the compressed air is allowed to escape from the chamber.
the said. chamber is caused to collapse under the action of a spring or weight and the.
same spring or weight returns the driving arm ard pawl and other moving parts that
are required to do so, into position to again move the indicator when the chamber_
receives a fresh charge of compressed air. Instead of providing an indicator
reservoir.for.compressed air as described the indicator train pipe leading to the
collapsible chambers may be charged with compressed air direct from the reservoir
of compressed air for working the brakes the indicating devices, being operated, in,
such a case from the locomotive or front van through the latter of, which the,.
indicator train pipe might be led and might contain at that point a three way cock..
In applying my invention to trains on which the brakes are operated by vacuum I

page_text: provide in the guard's van or other suitable part of the train a reservoir in which a
partial vacuum is retained for operating the indicators. This reservoir is in com-
munication by means of the indicator train pipe with the several compressible
chambers of the indicators and is also connected by a branch pipe with the pipe
leading from the ejectors or vacuum creating device for operating the brakes, so
that when the air is exhausted from the brake pipe a vacuum will also be produced
in the reservoir and he maintained therein by a suitable valve after air is admitted
to the brake pipe. In the indicator train pipe leading to the collapsible chambers
I provide a three way cock conveniently situated to be under the control of the
attendant by turning which cock in one direction communication between the
reservoir and the collapsible chambers may be made and at the same time com-
munication between the collapsible chambers and the atmosphere be cut off so that
the air contained in the chambers will enter the reservoir and produce a partial
vacuum in the chambers, thereby causing the chambers to collapse by the pressure
of the atmosphere acting on the moveable ends or diaphragms of the chambers,
and thus imparting motion in opposition to springs or weights through suitable
connections to the indicating devices in the carriages.
On returning the three way cock to its normal position atmospheric air will enter
the indicator train pipe and collapsible chambers whereupon the arms and parts
operating the indicators will be returned to their normal positions under the action
of the said springs or weights and remain in readiness for the next operation whilst
at the same time the communication between the indicator train pipe and the
indicator vacuum reservoir is again closed. When a vacuum is again produced in
the brake pipe for the purpose of taking off the brakes the vacuum in the indicator
vacuum reservoir, which will have been reduced by the operation will be re-estab-
lished. Instead of providing an indicator vacuum chamber as described, the
indicator train pipe leading to the collapsible chambers may be in direct communi-
cation with the ejectors or some part of the brake pipe adjacent thereto, the devices
in such a case being operated from the locomotive or front van, through the
latter of which the indicator train pipe may be led, and may contain at that point
a three way cock. Under this arrangement the operations of the indicating devices
would be most conveniently effected at the time when the large ejector is turned on
for the purpose of withdrawing the brakes from the-wheels after stopping at cach
station, and this would be done as usual by cutting off, by means of the three way
cock the atmosphere from the indicator train pipe and opening the said indicator
train pipe to the action of the ejector. The air would thereupon be quickly
exhausted from the collapsible chambers and the devices would be operated by the
pressure of the atmosphere on their moveable ends. The three way cock being
then returned to its normal position, atmospheric air will enter the indicators train
pipe and collapsible chambers, whereupon the moving parts of the indicating devices
will be returned to their normal position under the action of the springs or weights
as usual and will remain in readiness for the next operation.
When working on any of these systems and when found necessary a cock having
a single handle and a compound plug may be provided and so arranged and
connected with the indicator train pipe and the branch pipe leading from
the brake pipe to the reservoir that by the act of turning the cock so as to
cut off the communication between the atmosphere and the collapsible chambers
and open the latter to the reservoir the communication between the reservoir and
the brake pipe will be at the same time effectually cut off. By turning the cock
back again or in the reverse direction the normal communications will be
re-established.
The collapsible chambers which receive the compressed air or in which the
vacuum is produced may be situated either in or on the roof or on or beneath the
floor of the vehicle or in any other suitable position in proximity to the indicating
devices the moveable portions of the chambers being connected to the operating
arms of the indicating devices by any suitable material such as thin wire cord or
the like. The operating arm of each indicating device is preferably mounted on

page_text: the axis on which the device turns and has connected to it a spring or weight and is
acted upon thereby so as to return the arm to its normal position after the
indicating device has been operated. The collapsible chambers may be strengthened
by rings of metal or other suitable material secured thereto at the parts where
they crease when collapsed, which rings may also serve to prevent the chamber
being unduly expanded or contracted in a lateral direction. When compressed air
is used these rings are placed in the creases on the outside of the chambers and
when vacuum is used they are placed in the creases in the inside.
Instead of the collapsible chambers, cylinders fitted with sliding pistons may be
employed, in which case the operating arms of indicators and counter weights or
springs may be connected to the piston in any convenient way.
Each indicator operating arm carries a driving pawl which gears with the teeth
of a ratchet wheel connected to the indicating device the extent of motion of the
device being governed by suitable stops against which the operating arm comes into
contact. A detent is provided to prevent the indicating device being turned back
and in order to prevent the device being turned forward except by the means under
the control of the guard or other authorised person, 1 form recesses in the teeth of
the ratchet wheel so as to provide therein shoulders with which a safety or locking
catch engages.
When this locking catch is employed the operating arm normally
rests in such a position that the nose of the driving pawl carried by it is
normally held drawn back some distance behind that tooth of the ratchet which it
is to engage in its next forward movement and the locking or safety catch is
engaged with the shoulder in the recess of one of the teeth and thus prevents the
wheel and consequently the indicator being turned forward until the safety or
locking catch is raised out of engagement with the shoulder any backward
movement it will be understood being prevented by the ordinary detent hereinbefore
referred to.
When the pull on the wire or cord connecting the collapsible chamber or piston
with the driving arm takes place the driving arm moves under its action and the
driving pawl is carried towards the tooth it is about to engage, this part of the
movement of the driving arm is without effect on the ratchet (the driving pawl not
yet having engaged the tooth in front of it) but is required and utilized for
raising the locking catch out of engagement with the shoulder.
For this purpose
the locking catch has a rear arm which carries a runner which runner is acted upon
by an inclined way or cam on the driving arm and this inclined way acts on the
runner during the first part of the forward movement of the driving arm so as to
raise the point of the catch out of engagement with the shoulder. The driving
pawl then pushes forward the ratchet wheel to the required extent the catch
ineanwhile being held out of engagement by the inclined way. When the arm is
returned to its normal position the surface of the inclined way allows the locking
catch to engage the shoulder in the next tooth which has been moved round
opposite its point and this it does under the action of a spring suitably placed to
actuate it. This operation is repeated each time the indications are changed and
the indicators are thus kept safe against movements by concussion of the carriages
or mischievous passengers. In some cases the indicator driving arm may be
dispensed with and the driving pawl be carried on a counter weight arranged to
work in or on guides and be suitably shaped to operate the locking or safety catch
substantially in the manner hereinbefore described.
In order that my invention may be fully understood I annex drawings.
Figure 1 shows view of the indicating & locking mechanism and vertical section
of the vacuum operating mechanism connected therewith. The disc forming that
end of the frame being removed to show the internal arrangement.
Figure 2 shows view of the ratchet & locking, mechanism from the opposite
side.
Figure 3 & 3 shows view of indicator mechanism and vertical section of the
compressed air operating mechanism connected therewith.
Figure 4 shows view of an alternate method of constructing the indicator

page_text: 2
.
mechanism and vertical section of the compressed air operating mechanism
connected therewith in this case the compressed air mechanism being arranged
beneath the carriage instead of at the top, as shown in Figures 1, 2 and 3.
Figure 5 shows view of an alternate method of constructing and arranging
the indicator mechanism and vertical section of operating vacuum mechanism.
Figure 6 shows side elevation of the rear van in section to illustrate the
arrangement of the compressed air chambers and connection with the brake
train pipe.
Figure 7 shows sectional side elevation of a three way cock showing the vacuum
chamber & its connection with the brake train pipe.
Figure 8 front elevation of the three way cock connected to the vacuum
chamber.
Referring to Figure 1.
The pipe 1 leads from the vacuum reservoir (elsewhere on the train) to the
indicator chamber 17 which is formed by the collapsing diaphragm 3 and the
headpiece 2, the two latter being bound together airtight by a spring clamp or wire
or other fastening 21. The shoulder 2 on the headpiece being for the purpose of
preventing slipping. To the knob 4 on the lower part of the diaphragm 3 is fixed
a wire or a cord of catgut or other suitable material, the other end of this
· cord 5 is fixed to the upper end of the driving arm 7. To the lower arm of the
..driving arm is attached a spiral spring 18. When the air is partially exhausted
from the chamber 17, the diaphragm 3 is forced upwards by the pressure of the
atmosphere against the action of the spring 18 & by means of the cord 5 working
round the pulley 6 it causes the driving arm 7 to describe part of a revolution
until stopped by the adjustable screw stop 19. When the atmosphere is readmitted
to the chamber 17 through the pipe 1'the pressure of the atmosphere on the lower
end of the diaphragm is overcome and the driving arm 7 is thereupon immediately
furetracted to its normal position of rest against the 'adjustable screw stop 191 by the
spring 18. To the upper part of the driving arm 7 the driving pawl 8 is hinged
and engages the teeth of the ratchet wheel 15 either by its own gravity (as shewn)"
ror-under the action of a spring, by its agency the ratchet wheel and indicating
devices receive their intermittent movements of partial rotation in a way well
understood. The indicator train pipe 1 and the diaphragm 3 are on the roof of
the carriage, the wire or cord 5 passing through the roof and down a slight
groove in the partition to the pulley 6 and on to the driving arm 7 and the
diaphragm may have rings of metal a as shewn in Figure 3 & 34 or other material in
its inner creases and may be protected from dust by a thin metal tube 22 of
sufficient length to accommodate its vertical movements its lower end being removable
& having a hole of a size ample enough to allow the wire or cord 5 to pass easily
through & admit plenty of air. The driving arm is made with a curved slot 20
and a projection 11 (Figure 2) is cast or fixed on the disc forming that end of the
frame, (this disc is towards the spectator and cannot now be shown as it would
conceal the working parts) which projection passes through the slot 20. This
projection 11 carries what may-be called a sub-projection' 12 which overhangs
the teeth of the ratchet wheel 15. To this sub-projection"12 is fixed a spring 101
which forces the point of a locking catch 9 into the notches 14 in succession in the
centre of each tooth of the ratchet wheel 15 for the purpose of raising this catch
clear of the notch its opposite end carries a friction runner which is caused (also by
the spring 10) to bear against a cam or irregular way 13. This cam 13 is merely a
projection on the driving arm of the shape shewn and extending at right angles to
the plane of the driving arm so that it also may overhang the teeth' of the ratchet.
When the driving arm is held in its position of rest against the stop 191 by the
spring 18 this runner rests'in the hollow of the cam and the point of the catch is
pressed by its spring into one of the centre notches 14 of the teeth of the ratchet.
As the driving arin commences its movement of partial rotation the runner is
forced to travel up the slope of the cam 'and' the end of the catch that carries it is
depressed and the opposite end or point raised out of the notch against the action
'
:
}

page_text: of the spring 10. The screw stops 19. 191 are adjusted to allow the driving pawl
to move forwards & backwards for the distance of a tooth and a half or two thirds
or more as may be required and normally the point of the driver rests at that
distance along the slope of a tooth and while the locking catch is being raised by
the first part of the forward movement of the driving arm the point of the driver
is moving towards the shoulder of the tooth in front of it which it does not engage
with until the locking catch is clear of the centre notch and the ratchet free to,
move forward which it thereafter does. The forward movement continues till the
driving arm comes in contact with stop 19 the detent y (shewn in Figure 34) falling
into another notch at the same time. The ratchet having, been moved round for
the space of a tooth. The air is then readmitted to the chamber 17 whereupon the
driving arm is drawn back against the stop and the hollow of the cam having
moved round to the runner on the rear arm of the catch the spring 10 is free to
force the point of the catch into the centre notch of a tooth which will now be
underneath it or opposite to it and the ratchet is thus held till the next operation
incapable of movement in either direction. The position shewn is just when the
forward movement has been made. The centre notch for the "locking catch" is
simply a notch of the shape shewn by dotted lines in the centre of each tooth cach
edge or tip of the teeth being left for the driving pawl and detent to travel
over.
Referring to Figure 3 & 3*.
The chamber is composed of the diaphragm of crimped indiarubber or other.
suitable material and the bottom piece clamped or fastened together by the.clamp
or fastening 21 (the upper end of the chamber, may be formed by a top piece
without any opening in the centre and a similar clamp or fastening). The
diaphragm has rings x of metal or other suitable material in its outer creases to
prevent undue lateral expansion and the whole is covered by a case or cage 22.
This cage may be formed of a thin metal cylinder closed at the top end and, the
bottom end removable, but an end for the bottom may be substituted by a cross
bar having simply an eye.or loop. in the centre. The case must have a vertical
slot on each side from near the bottom for some distance upwards for the pipe 1 to..
pass through, the vertical slot being for the purpose of allowing vertical motion to
the cage without being impeded by the pipe which passes through it. The wire or.
cord 5 is attached to the loop at the lower end of the cage 22 and from thence,
descends through the carriage roof and down a slight groove in the. partition until
it's lower end reaches and is attached to the driving arm. The driving arm 7 carries
the driving. pawl 8 as.shewn & actuates the locking catch 9 in a way that will be
now easily understood. The weight is to cause the return of the moving parts
after cach operation: It may be of suitable size. and shape to effect that purpose
and fit the position it has to occupy. The bell a is struck as usual each time the
detent y falls into the notch of a tooth, the hammer b being carried on its rear arm.
When the compressed air is admitted through the three way cock it flows along the
pipe &.branch pipe 1 and fills the expanding chamber.
=
The cage 22 is forced upwards and by means of the wire or cord 5 draws up the
driving, arm. 7 and the driving, pawl 8 & forces round the ratchet 15 after the.
locking catch 9 has been raised out of the centre notch, 14. When the air is
permitted to escape through the cock, the pressure in the chamber ceases, the
diaphragm.collapses again and the weight sinks with the moving parts attached.
to it until it is stopped by the screw stop 19¹ in the usual way. In this arrange-
ment the driving arm.could be.dispensed with &. in its place the weight could be
suitably shaped to.. move vertically between guiding, rollers & could, carry, the
driver 8., & have. that. side facing the ratchet, shaped, so as to actuate..the
locking catch 9:
Figure 4 illustrates show. a, compressed air expanding chamber may be placed
underneath a carriage. The. pipe 1 leads from the reservoir & when the com-.
pressed air is admitted to it through. the three way cock it flows through the branch
pipe 1* & fills the chamber 17 the diaphragm 3 expands downwards & the head of
D

page_text: the chamber forces down the cage 22 drawing down at the same time the wire or
cord 5. This cord 5 runs partly round a grooved pulley 6 beyond which its end is
fastened to the lower branch of the driving arm 7 the upper branch of which carries
the driving pawl 8.
The lower branch of the driving arm has the requisite curved slot 20 in it if a
locking catch is to employed if not it may be of the same shape as the upper branch
as shewn by the two dotted lines but assuming that a locking catch is to be
employed a projection 11 is cast on the dise forming that end of the frame, this
projection of the same thickness as the driving arm 7 and passes through the slot
& is flush with the further face of the driving arm except where it carries the sub-
projection 12 which latter overhangs the teeth of the ratchet and carries the
spring 10 which actuates the locking catch 9 also carried on the further side of the
projection 12. The parts carrying the locking catch detent and screw stops are
projections cast upon the disc forming that end of the frame which is removed to
show the internal construction. The projection is cast as before mentioned on the
disc forming the frame and in it may be recessed the spiral spring and may also
carry the screw stops 19. 191. The action of the irregular way or cam in raising
the locking catch has already been explained with reference to Figs. 1 and 2.
In this case that end of the catch carrying the friction runner may be bent
towards the spectator so as not to come in contact with the teeth of the ratchet
when depressed. The pull of the cord causes the driving arm to partially revolve
on its axis against the spiral spring 18 but by making the pulley with two grooves
and suitably altering the shape of the driving arm a counterweight may be suspended
from a cord passing over the second groove on the side of the pulley opposite to
the wire or cord 5 by means of which instead of the spiral spring the return move-
ment may be effected.
Figure 5 shows how a double disc indicator with ratchet between may be actuated
by a vacuum chamber placed underneath the carriage and of course the compressed
air chamber shewn and described with reference to Figure 4 may be applied to the
same style of indicator.
When the air is partially exhausted from the chamber 17 through the branch
pipe 1 and pipe leading from the reservoir, the diaphragm 3 collapses in a down-
ward direction and pulls down the wire or cord 5. The upper end of the wire is
attached to the driving arm 7. The driving arm 7 as seen on this side has its
duplicate on the other side of the double disc and all are centred on the same axis
which is supported on each side by the plates concealing the whole apparatus.
Between the duplicate outer ends of the driving arm is rivetted the extension 7 to
the upper end of which is loosely hinged the driving pawl 8 which may be heavy
enough to fall into the notches of the ratchet by its own gravity & so do away with
the necessity for a spring. The locking catch 9 is operated in the way already
described, the runner resting normally in the hollow 13 shewn by the dotted lines
in the lower part of the extension 7. Screw stops 19 and 19' regulate the extent of
movement in either direction of the arm.
The return movement of the driving arm, extension & driving pawl to their
position of rest against the stop 19¹ may be effected by a spring or by a counter-
weight. (as shewn) suspended over a pulley 6 carried on a support d which may
also conveniently form the carrier for stop 191.
The detent actuated by the spring & carrying the hammer so as to strike the bell
every time a tooth of the ratchet passes the point of the detent, are shewn & need
no further description.
The figure shows the apparatus just after the forward movement has been com-
pleted. When the air is readmitted to the chamber the counterweight will carry
all the moving parts to their position of rest and leave them ready for the next
operation.
Rings of metal or other suitable material may be placed in the inner creases
of the diaphragm to prevent inward collapse and the cage or case may enclose the
diaphragm to protect it from dust or other injury. The cage in this instance may

page_text: be fixed at both ends, but the wood of the carriage bottom e must be gouged out
here and there round its circumference to allow the air to enter freely or at any
rate means must be provided at its upper end to allow an ample supply of air to
enter inside the cage when the diaphragm collapses.
The longitudinal indicator train pipe may be carried upon supports fixed to the
bottom of the carriage.
Referring to Fig. 6.
The brake train pipe 1 leads from the brake reservoir 23 & when it receives its
charge of compressed air from that reservoir, the compressed air also flows through
the two way cock 24, lifts the valve 25 & fills the chamber 23. When the com-
pressed air is allowed to escape from the brake pipe 1 as when the brakes are
applied the valve 25 falls into its seat and is held there by the compressed air
which has been forced into the chamber 23 consequently there is no escape at any
time in the direction by which it has entered. The indicator train pipe I leads
from the reservoir 23 to the expanding diaphragmns, these pipes 1 being normally
open to the atmosphere. When the devices are to be operated a partial turn of the
three way cock 27 (Fig. 7) cuts off communication of the pipes with the
atmosphere and at the same time opens communication between said pipes and the
reservoir 23, the compressed air thereupon rushes along pipes 1 & fills the
diaphragms which expand and the devices are operated as previously explained.
The return of cock 27 to its normal position again cuts off communication with
the reservoir 23, and the pipes are by the same movement again opened to the
atmosphere the compressed air thereupon escapes from the diaphragms and they
collapse and these parts of the devices that are required to do so return to their
position of rest under the action of the springs or weights and remain there ready
for the next operation.
The cock 28 is fixed unless required for use as when the engine is coupled to the
other end of the van in which case cock 28 remains closed instead. When the
engine is coupled to the rear van as on the return journey for instance, cock 28 may
be opened & cock 29 closed & the necessary alterations may be made in the
couplings i.e., the apparatus on one van may be thus thrown out of action & that
on the other van into action-but it may be worked with only one van and that
either at front or rear of train. If the diaphragms are placed underneath the
carriages pipes 1 may lead downwards from reservoir 23 as shewn in Figure 6.
The reservoir as explained in my Patent 439700 may be placed in direct com-
munication with the pump cylinder & not have the brake reservoir intervening or
pipes may be led direct from the brake reservoir.
Referring to Figs. 7 and 8.
Brake pipe 30 leads from the engine where it communicates with the ejector or
other exhausting apparatus. When the air is exhausted from brake train pipe 30
for the purpose of withdrawing and holding the brakes from the wheels the air is
also exhausted from the chamber 23 through the branch pipe 30 and the cock 24
and valve 25 & a partial vacuum created therein. When the air is admitted to the
brake train pipe 30, as when the brakes are applied, valve 25 falls into its seat and
is held there while the atmosphere remains in the pipe 30 by the pressure thereof,
consequently the partial vacuum in the chamber is not destroyed at such times.
The indicator train pipe 1 leads from chamber 23 to the collapsing diaphragms
placed underneath or above the carriages as the case may be, the said pipe con-
taining a three way cock 27. The pipes may be kept normally open to the
atmosphere and opening pipes to the chamber the air in pipes & the diaphragms
will rush into and partially reduce the vacuum in the chamber 23 and a partial
vacuum will be thereby caused in the diaphragms sufficient to enable the difference
between outside & inside pressure to operate the devices against counterweights or
springs. In working upon this principle should the devices be operated when the
atmosphere was not in the brake pipe the rush of air from pipe might unseat
valve 25 and the vacuum in the brake pipe might be reduced & the brakes might
be to some extent applied to obviate this cock 24 might be closed or the branch

page_text: pipe 30 and pipe 1 might be led parallel to each other for a short distance and a
cock 27 having a common handle 31 placed in each so that the act of opening
pipe to the reservoir and cutting it off from the atmosphere would at the same
time effectually cut off the reservoir from the brake train pipe 30 and the opposite
movement of the handle would restore the normal conditions. In practice the
devices would be operated at the time the brakes are on and the brake pipe full of
air but the cock described would be a useful precaution in any case.
A cock of a
special construction (see Figure 7 & 8) placed in the junction of the pipes would
effect the same purpose.
As will be seen a short turn would cut off the reservoir
from the brake pipe and the atmosphere from the indicator train pipe and bring the
latter into communication with the reservoir through the central way. Of course
the shell and cone plug would have to be of sufficient circumference to admit of
this. It is not in every case necessary that the branch pipe and pipe should enter
the reservoir from above, they may enter it horizontally or from below with some
kinds of valves & any suitable valve that is known may be used.
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 ]
claim is,
van.
(1) In apparatus for the purpose hereinbefore described, a method of utilizing
part of the air which on some trains is compressed for operating the brakes, for
actuating the devices, which method consists of a reservoir placed in the guard's
The said reservoir being in connection by means of a branch pipe with the
brake train pipe, and also communicating by means of an indicator train pipe with
the expanding diaphragms or pistons or their equivalents in connection with the
various indicating devices throughout the train, with all the necessary cocks valves
and connections substantially as described with reference to the relative figures.
(2) In apparatus for the purpose herein before described a method of dispensing
with the reservoir referred to in Claim 1 which method consists of an indicator
train pipe placed in direct communication with the reservoir in which the.com-
pressed air is stored for operating the brakes. The said indicator train pipe being"
led from thence through the guard's van and having at that point a three way cock
placed in it, and from thence continuing along the train so as to convey the
necessary supply of compressed air to the expanding diaphragms or their
equivalents as already described.
(3) In apparatus for the purpose hereinbefore described a method of utilizing the
ejectors or other vacuum creating devices which are provided on some trains for
operating the brakes for the purpose of actuating the devices, which method consists
of a chamber placed in the guard's van or other suitable place, the said chamber
being in communication by means of a branch pipe with the brake train pipe, an
indicator train pipe also leading from the said chamber so as to make communica-
tion between the chamber and the collapsing diaphragms or their equivalents in
connection with the various indicating devices throughout the train with all
necessary cocks valves and connections substantially as described with reference to
the relative figure.
(4) In apparatus for the purpose herein before described a method of dispensing
with the chamber referred to in Claim 3, which method consists of an indicator
train pipe placed in direct communication with the ejectors or their equivalents or
with some part of the brake train pipe adjacent and leading thereto, the said
indicator train pipe being led through the guard's van, and containing at that point
a three way cock and from thence continuing along the train so as to communicate
with the several collapsing diaphragms or their equivalents as already described.
(5) A diaphragm either collapsing or expanding (to suit the kind of brake-used)
with rings in its inner or outer creases as the case may require the diaphragm being
contained in a cage or case, and placed in or under the floor of the carriage or in
or upon the roof thereof in a vertical line with and suitably connected with each
device to be operated with spring or counterweight, pulley wheel, and all other

page_text: necessary minor parts substantially as described in each case with reference to the
relative figure.
(6) In apparatus for the purpose hereinbefore described the method of leading
two pipes parallel to each other (one of which shall lead into and the other out of
a chamber or reservoir) and placing in the said pipes a cock having two cone plugs
but only one handle, so that by a partial turn of this handle in one direction com-
munication between one pipe and the chamber will be cut off and communication
between the other pipe and the chamber opens, communication between the latter
pipe and the atmosphere which previous to the movement of the handle had existed
being at the same time cut off. A turn of the handle to a like extent in the reverse
direction restoring the normal conditions, substantially as described. In this
connection the cock described forms part of this claim.
The
(7) In apparatus for the purpose herein before described a locking apparatus for
preventing accidental or mischievous movements of the indicating devices, consisting
of a recess and shoulder formed in the centre of the slope of each tooth of the
ratchet. The said shoulder while the device is intended to remain stationary being
engaged by the nose of a locking catch in a way that prevents any forward move-
ment. The ordinary detent as usual preventing any backward movement.
said locking catch having a rear arm extending backward beyond its axis, the said
rear arm carrying a roller. When the pull on the driving arm commences, the first
part of the pull causes the driving arm which carries a cam suitably shaped for the
purpose to depress the rear arm of the locking catch and so raise its nose out of
engagement with the shoulder in the recess of the tooth, and when the driving arm
is returned after each operation to its position of rest the nose of the catch enters
the recess in the next tooth and engages the shoulder therein, and so on at each
operation, all substantially as described with reference to the relative figures.
Dated this 30th day of March 1892.
E. EATON, C.E., M.S.A.,
Agent for Applicant.