US1263990A

US1263990A - Train-signal system.

Info

Publication number: US1263990A
Application number: US17518517A
Authority: US
Inventors: Adolphus G Adair
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-06-16
Filing date: 1917-06-16
Publication date: 1918-04-23
Anticipated expiration: 1935-04-23

Description

A. G. ADAFR.

TRAIN SlGNAL SYSTEMl APPLICAUON FILED JUNE 1B. 191e,

l ,2633,99@ y,Patenfed Apr., 23, 1918.

Cltfozum llly bil

ULJEHUS G'. t ATR, 0F SEATTLE, WASHINGTON.

TRAIN-SIGNAL SYSTEM.

' Specification of Letters Patent.

)Patented Apr.. 23, fdl..

Application filed June 16, 1917. Serial No. 175,165.

To all fwtom it may concern:

Be it known that l, ADoLPHUs G. ADAIR, a citizen of the United States,.and resident of the city of Seattle, county of King, and State of Washington,'have invented certain new and useful Improvements in Train- Signal Systems, of which the following is a specification.

My invention consists of an improvement in train signal systems. lt is particularly intended for use upon freight trains, which heretofore have had no adequate signal system, and it is intended to be operated from the main train pipe which controls the air brakes. l do not, however, wish to limit my signal system in any way to use upon freight trains, as it is equally applicable to any or all trains, vehicles, mines, vessels, or other places which use fluid pressure to operate brakes or other devices. ln this specihcation l shall refer to the Caboose and the locomotive, these being usually the controlling and power-supplying elements, respecl tively, of a freight train. l wish it to be understood that these terms typify such controlling and power-supplying elements of any train or mine to which my device is applicable, and are not to be construed as applying only to the class of rolling stock named.

An object of my invention is to provide means of signalin from the Caboose to the locomotive, throug the medium of the train pipe through which the brakes are operated, without in any way affecting the brake operating mechanism.

Another object is to produce a device which can be universally applied to any freight train without a change in the freight or car o-carrying cars. Another object is to utilize the energy supplied through the train pipe to operate such a signal, without materiall affecting the total amount of energy avai able for operating the brakes.

My invention comprises the novel parts Vand combinations of parts which will be hereinafter described in the specification, illustrated in the drawings which form a part thereof, and defined by the claims.

ln the drawings I have illustrated my invention in the form now preferred by me.

Figure 1 illustrates, diagrammatically, the manner of connecting `the high pressure pump and reservoir and the whistle to the train pipe.

Fig. 2 is a fragmentary section through the whistle.

The signal systems in common use at the present time operate by reduction of the pressure above a diaphragm to open the whistle valve. This requires a separate line running the length of the train through which the pressure may be reduced; for, if the Whistle were connected to the train pipe and the ressure reduced, the brakes would be set. out any provision for a separate signal line, and hence, if one such car were included in a train, lthe entire signal system would be inoperative. By the use of my invention, the train pipe itself is utilized to carry the whistle-operating fluid, in such a way as not only to avoid interference with its braking function, but to assist that function.

l provide a cylinder 1 which is directly connected with the train pipe 2, and which is preferably mounted on the locomotive. The space `within this cylinder is divided into a lower main chamber and an upper chamber, bv means of a diaphragm 11. The upper chamber may be further divided into a closed upper compression chamber 12 and an equalizing chamber 13 by means -of a diaphragm 14. lf desired, a spring 15 may be placed in the compression chamber 12 to assist in resisting pressures to which it may be subjected.

Secured to be actuated by the diaphragm 11 is a valve 3. This valve controls the admission of ai-r or other duid under pressure to the whistle 16 from the main chamber 10 and the train pipe 2. lt is normally held closed by the diaphragm l1, but may be raised by an excess of pressure in the main chamber. The diaphragm 11 is provided with one or more small bleed holes 17, by means of which changes in pressure within the main chamber 10 may be gradually equalized by transfer of the pressure into the equalizing chamber 13. The diaphragm 14 is not pierced, and the pressure in chambers 10 and 13 acts against the air and the spring 15 in the compression chamber 12.

To secure an increase of pressure in the train pipe, l provide a high pressure reservoir 4, at the point, as the caboose, from which signals are to be sent. The whistle is carried upon the locomotive. This reservoir is kept at a constant pressure, higher than the train pipe pressure, by means of a lany freight cars are made with-- tra y pump 5. This pump has a large d riving cylinder 51, connected with and drawing its motive fiuid from the train pipe 2, and a smaller high compression cylinder 52,` connected to the reservoir 4. This pump may be connected through the medium of 'an automatic valve to maintain a constant high pressure, or it may be arranged for manual operation, or both. As the pump reduces the pressure in the train pipe to build up the pressure in the reservoir 4, the automatic train pump keeps the fluid in the train pipe at a constant pressure. A check valve 41 and a stop cock 4 serve to retain the pressure when the device is not, in use.

The outlet 21 from this high pressure reservoir is connected directly with the train pipe 2.

When it is desired to signal the engineer, it -is only necessary to open the stop cock Ll2 for an instant. A sudden increase 'in pressure in the train pipe results, as the air in reservoir 4 expands, and this is communicated to the main chamber l0 of the whistle cylinder.

This increase in pressure, acting quickly, forces the diaphragm 11 upward, and 0 ens the valve 3, causing a blast of the whistle as the air rushes out, at 16. T-lie air in chamber 10 also expands into equalizing chamber 13, and when the two pressures are equal the valve closes. The amount of time required for this closing action may be regulated by the number and size of the bleed holes 17. It will be noted that chambers 13 and 10 are nearly equal in volume, permitting a large expansion.

Several blasts may be given in quick succession without a great rise in pressure in the train pipe. A suitable gage 18 may be provided to register this pressure. An increase in pressure produces no interference with the brake-actuating function of the train pipe, as only a decrease in pressure will operate the brakes. Thus is can lbe seen that-my device may be installed with a minimum of cost and change in design, andit will operate on all trains using the air brake.

What I claim as my invention is:

1 A .train signal system comprising a train pipe, an air operated signaling device, h aving supply connection with the train pipe, a controlling means actuated by a rise in pressure in the train pipe, and means for increasing the pressure in the supply pipe at will.

2 ln a train signal system, in combination, a whistle, a train pipe communicating with the whistle, and means for operating said whistle by increasing the pressure in the train pipe.

3.. A train signal system comprising a whistle, a pressure supply source communieating therewith, Ameans for controlling the 4valve first-mentioned.

admission of a fluid under pressure to said whistle from said supply source, and means for operating said controlling means by an increase in pressure in the supply source.

el. A train signal system as defined by claim 3, wherein the means for increasing the pressure in the supply source is operated from said pressure supply source. 5. A train signal system comprising a whistle, a pressure supply source communieating therewith, a normally-closed balance valve controlling thc admission of a fluid under pressure to the whistle from said supply source, and means for increasing the pressure upon one side of said valve to open it.

6. A train signal system comprising a whistle, a pressure supply source communieating therewith, a normally-closed, balanced valve controlling the admission of a fluid under pressure to the whistle from said supply source, means for increasing the pressure upon one side of said valve to open it, and means for gradually equalizingv the pressure upon both sides of the valve to thereby close it.

7. A train signal system comprising a whistle, a pressure Supply source communieating therewith, a normally-closed, balance valve controlling the admission of a fluid under pressure to the whistle from said supply source, means for quickly increasing the pressure in said supply source and upon one side of said valve to open the latter, and means for gradually equalizing the pressure upon both sides of the valve to thereby close it.

8. A train signal system comprising a whistle, a train pipe communicating therewith, a normally-closed valve controlling the admission of a fluid under constant pressure to the whistle from said train pi e, a reservoir of fiuid under relatively higher pressure communicating with said train pipe, a valve controlling the admission of liuid from said high pressure reservoir to the train pipe to open said first-mentioned valve, and means for gradually closing said 10. A train signal system comprising a whistle, said whistle being divided into a sure to the whistle from said main chamber, A

and means for increasing the pressure in said train pipe and main chamber to open the valve.

l1. A train signal system comprising a lWhistle, said Whistle being divided into a ,lower main chamber and an upper chamber by a diaphragm having a bleed hole therethrough, and said upper Chamber being` further divided by a diaphragm into an upper closed compression chamber and an equalizing chamber, a train pipe connected to a source of fluid underl constant pressure and communicating With said main chamber, a normally closed valve secured to move With said diaphragm and controlling the admission of' fluid under pressure to the Whistle from said main chamber, and means for increasing the pressure in said train pipe and main chamber to open the valve.

l2. A train signal system comprising a Whistle, said Whistle being divided into a lower main chamber and an upper chamber t by a diaphragm having a bleed hole therethrough, and said upper chamber being further divided by a diaphragm into an upper closed compression chamber and an equalizing chamber, a train pipe connected to a source 0f fluid under constant pressure and communicating with said main chamber, a normally closed valve secured to move With said diaphragm and controlling the admission of fluid under pressure to the Whistle A from said main chamber, a reservoir of fluid under relatively higher pressure communieating with said train pipe, and a valve at a point removed from the Whistle controlling the admission of fluid to the train pipe and main chamber to open the valve.

Signed at Seattle, Washington, this 9th day of June, 1917.

AD OLPHUS Gr. DAXR.