US1352389A - Gpjq qqq - Google Patents

Description

E. SCHNEIDER. APPARATUS FOR REPEATING AUTOMATICALLY ON A RAILWAY LOCOMOTIVE, TRACK SIGNALS PROVIDED FOR THE PROTECTION OF MOVING TRAINS.

APPUCATION FILED FEB. 28. i920. 1,352,389, PatentedSept. 7, 1920.

4 SHEETS-SHEET l.

E. SCHNEIDER. APPARATUS FOR REPEATfNG AUTOMATICALLY ON A RAILWAY LOCOMOTIVE, TRACK SIGNALS PROVIDED FOR THE PROTECTION OF MOVING TRAINS.

APPLICATION FILED FEB. 28, 1920- 1,352,389. Paten ted Sept. 7, 1920.

4 SHEETSSHEET 2.

E. SCHNEIDER. APPARATUS FOR REPEATING AUTOMATICALLY ON A RAILWAY LOCOMOTIVE, TRACK SIGNALS PROVIDED FOR THE PROTECTION OF MOVING TRAINS. APPLICATION fILED FEB. 23. I920. 1,352,3 9, 4 I v PatentedSept. 7,1920.

4- SHEETS-SHELT 3.

E. SCHNEIDER. APPARATUS FOR REPEAT|NG AUTOMATICALLY ON A RAILWAY LOCOMO TIVE, TRACK SIGNALS INS.

PROVIDED FOR THE PROTECTION OF MOVING TRA APPLICATION FILED FEB. 28. I920.

UN TED STA S lillENT OFFICE.

EUGENE SCHNEIDER, 0F PARIS, FRANCE, ASSIGNOR T0 SCHNEIDER &, CIE, OF PARIS,

FRANCE, A JOINT-STOCK COMPANY OF FRANCE.

APPARATUS FOR REPEATING AUTOMATICALLY ON A RAILWAY-LOCOMOTIVE, TRACK SIGNALS PROVIDED FOR THE PROTECTION OF MOVING TRAINS.

Specification of Letters Patent.

Patented Sept. '7, 1920.

Application filed February 28, 1920. Serial No. 362,121.

To all "whom it may concern:

Be it known that I, EUGENE Scnxnmnn, a citizen of the Republic of France, and a resident of Paris, France, have invented new and useful Improvements in Apparatus for Repeatm Automaticall I on a Railway- D Locomotive, 'Irack-oiguals rovided tor the Protection of Moving Trains, which invention is fully set forth in the following specification.

This invention has for its object to pro vide an improved apparatus for repeating on a railway locomotive, track signals provided for the protection of moving trains.

The principal devices hitherto proposed for this purpose are either purely mechanical or electro mechanical.

The mechanical devices comprise hangers pivoted to the locomotive and designed to be actuated by the passage of the latter over depressible inclined planes connected to the track signals. These devices necessitate an installation projecting inside the standard clearance gauge of the railway and are thus exposed to r )ltl damage.

The systems em loying electricity the agent for establishing the connection between the locomotive and the track signals, have the drawback that they comprise, as essential parts, a metallic contact whose drawbacks are well known. \Vhere the lines of magnetic force are utilized, the resulting effects are very small, and have therefore to be intensified by amplifiers of electric or mechanical nature, which are complex and costly devices subject to numerous stoppages in their working.

The same drawbacks attend also apparatus based on transmission by means of Hertzian waves.

The improved apparatus is altogether more simple in construction and more reliable in operation than the devices hitherto known.

The improved apparatus consists essentially of a simple air ejector, such as a blower or ejector propel operated by steam taken from the locomotive boiler. and arranged at any suitable point under the locomotive. This ejector is designed to create in the neck of a convergingaliverging nozzle, a constant depression of the air pressure for a given steam pressure. The diverging portion of the nozzle is arranged in such lllHlllner that its mouth passes during the passage of the train, sufficiently close to screens or dampers that are connected mechanically to the track signals, thereb modifying the discharge of the mixture 0 air and steam from the nozzle, according to the positions which they receive and which correspond to the po sitions given to the signals.

These modifications in the discharge of the mixture from the nozzle, produced automatically by the setting of the signals. re sult in producing variations in the depression of the air pressure in certain regions of the nozzle, more particularly near the neck. which variations can be repeated upon a diaphragm. by the hand of an indicating apparatus and by the stylus of a recording apparatus.

The movements of the diaphragm may be used for controlling the operation 0 an acoustic signal, such as a whistle. Similarly, the movements of a hand influenced by the variations of the depression of the air pressure, over a dial, may be utilized to cause a visible signal to appear or disappear. llloreover, a cock or a valve may be operated for producing a discharge or an admission of air, acting upon the continuous compressed an or vacuum brake of the train.

In the accompalrving drawings which illustrate by way of example a practical form of this invention Figure 1 is a sectional elevation taken alon g the axis of the converg'ing'diverging device installed under the locomotive. This figure shows in cross section one of the screens connected mechanically to a track signal opposite the mouth of the nozzle.

Fig. 2 is a partial plan showing the said screen and its connection to the corresponding signal.

Fig. 3 is a cross section drawn to a larger scale on the line IlL-lll of Fig. 1.

Fin. 4 is a cross section on the line I\"-l\' of Fig. 3.

Fig. 5 is a vertical section drawn to a larger scale than that of Fig. l, of a valve distrilmter connected to the diaphragm affected by the variations of the depression in the nozzle, and designed to operate a com pressed air whistle.

Fig. (l is a sectional elevation of the sinrial-indicat ng mechanism.

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Under the locomotive there is arranged transversely a nozzle AB supported for instance by one of the longitudinals I) of the locomotive frame. This nozzle comprises a converging element A the entry of air into which takes place through a flaring inlet a and which is connected. to a diverging element B, whence the air is discharged through a mouth I opening inside the standard clearance gage (indicated by dot and dash lines (l) and within the vertical plane (17 that limits the said gage.

A constant depression of the air pressure is maintained in the neck of the nozzle l\- I3 during the travel of the train. For this purpose a steam ejector is arranged in the nozzle. in front of the diverging memher 1% of a device A li tor multiplying the depression of known constriu-tion.

The ejector is supplied with steam trom the locomotive boiler. this steam being conveyed by a pipe E to the annular passage 1. The steam jets of any desired number. suck the air that has entered at a. and produce in the neck of the converging-iliverging device v-l3 of the dcpressiononultiplier. a depression. which remains constant so long as the amount of air discharged through the mouth [2 remains constant.

But on the said mouth 1) passing past a screen which obstructs more or less the discharge of the said air, the depression will be reduced. and the reductions in the depression which have been rendered very sensitive by the depression-niultiplier A-li A '5 are received and recorded by the app ratus carried on the locomotive. The dcp c sion-multiplicr which in this example is arranged in the nozzle back of the ejector mat be situated elsewhere. for instance in the nozzle in front cl the ejector, when it is desired to utilize the sudden variations of the depression that are produced in this reg on under certain conditions.

"1 be receiving and recording apparatus ma of course vary as desired.

For instance the neck of the convergingdivtaging device i\-'l may he connected by a pipe I to a pocket ll closed by a llcXible diaphragm 1. Any variation of the depressic u in the pocket ll will cause a movement of be diap iragm I. This movement can be transmitted by a rod J to a compressed air distributer for operating a whistle.

In the example shown. Figs. 5 and (3, this distribute) comprises a box K connected by a pipe K to the compressed air reservoir on the locomotiw, and by a pipe K to the whistle. A valve L pressed by a spring against a seat Z in the box h. shuts otl' normallv the communication between K and K". (in the rod J there is mounted a pilotslide valve 'l pierced with a bent duct J and adapted to slide in the main valve l1.

Normally, that is to say, when the constant depression created by the ejector t, exists in the pocket H, the rod .l and the slide valve J carried by the latter, occupy the position shown in Fig. 5. The main valve L bears against its seat; the compressed air, of reservoir pressure, passes around the main valve and also inside the latter through the narrow gap Communication between K and l\-* is shut off by the slide \alve J.

As soon as the diaphragm I is raised by reason of a" diminution in the depression in the pocket H, the slide valve J is moved into a position in which it establishes communication between the inside of the main valve and the pipe K The result is a sud den diminution of pressure inside the main valve, and consequently a lifting of the latter. This lifting of the main valve llllOWs compressed air to pass from K to K. and consequently operates the whistle to give the alarm.

The pocket H, Fig. (3, may be connected by a branch pipe in to a vacuum gage M whose hand M may carry an indicating disk m The same pipe in or another pipe, may connect the pocket H to a bellows N for operating the stylus n of a recording ap-- paratus of any suitable type.

The screens connected to the track signals ma be constituted for instance as shown in igs. 1 and 2:

In a box fixed to the rail chair I. there are mounted rotatable vertical axle pins 51 carrying shutters Q. The connection of all the axle pins q to the respective track signal may be effected by means of forked levers (1 between the prongs of which there extends and is jointed a common rod ll connected to the track signal.

The sheet metal shutters Q may be moved into a position parallel to the track by the setting of the signal at danger; they are thus Situated a few centimeters away from the mouth 7) when the latter is moving past the screen.

The operation of the indicating and reoording devices may be started at the passage of each signal even when the latter is at line clear. For this purpose it is merely necessary that the normal position of the screen to be actuated, is suitably chosen in such a manner as to otter a partial obstacle to the discharge of the air from the mouth I) of the nozzle A-li.

It is to be understood that by variously adjusting the screens controlled by the va= rious signals (distant signals, home signals or stopping signals. etc), it is possible to produce ditlerent warning or indicating and recording ell'ects.

What l claim is:

1. An apparatus for automatically repeatltlll lit) ing upon the locomotive track signals for protecting moving trains, characterized by an air suction or ejecting device arranged under the locomotive for creating in a duct connected to acoustic optical or other warning devices, and to a recording device, a constant depression of the air pressure during the mot1on of the train, said air suction or ejecting apparatus being combined with pivoting screens connected to the track signals and so arranged as to present in front of the air outlet of the said air suction or ejecting device carried by the locomotive, an obstacle to the normal outflow of the air in such a manner as to'modify the depres sion that is normally maintained in the said duct connected to the warning and recording devices.

2. An apparatus as claimed in claim 1, wherein the air-duct comprises a converging-diverging nozzle arranged under the locomotive transversely of the longitudinal axial plane of the latter, in which there is arranged in front of an air pressure depression-multiplier, an air-ejecting device supplied with steam from the locomotive boiler; the neck of the inner converging-diverging member of the depressiommultiplier being connected by a pipe to a pocket closed by a diaphragm which is in turn connected by a rod to a pilot slide valve sliding in a main valve that normally shuts off the communication between a Whistle and the compressed air reservoir of the locomotive.

. 3. In arailway signal, a nozzle mounted on a car to form an air-duct, means for normally maintaining a depression of the air pressure in the nozzle, signal-indicating means communicating with the nozzle to be actuated by a fluctuation ofthe depression therein, and a screen mounted adjacent to the track to register with the mouth of a passing nozzle to cause a fluctuation of the depression in the nozzle.

4:. In a railway signal, a nozzle mounted on a car to' form an air-duct, an ejector in the nozzle for normally maintaining a depression of the air pressure therein, signalindicating mc'ans communicating with the nozzle to be actuated by a fluctuation of the (ltlllcHSlOll therein, and a screen mounted adjacent. to the track to register with the mouth of a passing nozzle tocause a fluctuation of the depression in the nozzle.

5. In a railway signal, a nozzle mountcd on a car to form an air-duct, means for normally maintaining a depression of the air prcssure in the nozzle, an amplifier in the nozzle to augment thc dcprcssion therein, signal-imlicating means communicating with the amplilicr to be actuated by a tinctuation of the deircssiou tin-rein. and a screen mounted adjacent to the track to register with the mouth of a passing nozzle to cause a fluctuation of the depression in the nozzle and in the amplifier.

6. In a railway signal, a nozzle mounted on a car to form an air-duct, an ejector in the nozzle directed toward the mouth thereof for normally maintaining a depression of the air pressure in the nozzle, an amplifier in the nozzle between the intake end thereof and the ejector to augment the depression maintained by the ejector, signalindicating means communicating with the amplifier to be actuated by a fluctuation of the depression therein, and a screen mounted adjacent to the t'raclt to register with the mouth of a. passing nozzle to cause a fluctuation of the depression in the nozzle and in the amplifier.

7. In a railway signal, a nozzle mounted on a car comprising converging and divcrg ing members joinedto 'ether to form an air-duct with a constriction at the juncture of said members, means for forcing air outwardly through the diverging member to maintain a depression of air pressure in the converging member, signal-indicating means communicating with the converging member to be actuated by a fluctuation ot' the depression therein, and a screen mounted adjacent to the track to register with the mouth of the diverging member of a pass ing nozzle to cause a fluctuation of the dcprcssion in the converging member.

8. In a railway signal, a nozzle mounted on a car comprising converging and (llVQI'ging members joined together to form an air-duct with a constriction at the juncture of said members, an ejector located in the nozzle at the constricted part of the airduct for forcing air through the diverging member to maintain a depression of the air pressure in the converging member, signalindicating means communicating with the converging member to be actuated by a finetuation of the depression therein, and a screen mounted adjacent to the track to register with the mouth of the diverging member of a passing nozzle to cause a fluctuation of the depression in the converging member.

9. In a. railway signal, a nozzle mounted on a car comprising converging and diverging members joined together to form an air-duct with a constriction at the juncture oi said members, means for forcing air outwardly through the diverging member to maintain a depression of the air pressure in the ci'invcrging member. an amplifier in the converging member to augment the dcprcssion thcrcin, signaldndicating means conimunicatingwith the amplilicr to be actuated by a fluctuation of thc depression therein. and a screen mounted adjacent to the track to rcgistcr with the month of the diverging member of a passing nozzle to lib Ill)

cause a fluctuation of the depression in the converging member and the amplifier.

10. In a railway signal, a nozzle mounted on a car comprising converging and diverging members joined together to form an air-duct with a constriction at the juncture of said members, an ejector located in the nozzle at the constricted part of the air duct to force air outwardly through the diverging member to maintain a depression of the air pressure in the converging memher, an amplifier in the converging member to augment the depression therein, signalindicating means communicating with the amplifier to be actuated by a fluctuation of the depression therein. and a screen mounted adjacent to the track to register with the mouth of the diverging member of a pass ing nozzle to cause a lllu-tuation of the depression in the converging member and the amplifier.

11. In a railway signal, a nozzle mounted on a car to form an air-duct. means for normally maintaining a depression in the nozzle. signaldndicnting means communicating with the nozzle to be actuated by a fluctua. tion of the depression of the air pressure therein. a screen having a variable surface mounted adjacent to the track to register with the mouth of a passing nozzle to cause a tluctuation of the depression in the nozzle. and means for varying the sin-Face of the screen to modify the fluctuations of the de pression in the nozzle to all'ect the actuation of the signal-imlicating means.

12. In a railway signal. a nozzle mounted on a car to form an air-duct. means for normally maintaining a depression of the air pressure in the nozzle. signal-indicating means connnunicating with the nozzle to be actuated by a fluctuation of the depression therein, a screen mounted adjacent to the track to register with the mouth of a passing nozzle to cause a fluctuation of the de pression in the nozzle, said screen ee iprising a plurality of movable members, and means for adjusting the movable members to vary the. surface of the screen to modify the fluctuations of the depression in the nozzle to affect the actuation of the signalindicating means.

13. In a. railway signal, a nozzle mounted on a car to form an air-duct, means for normally maintaining a depression of the air pressure in the nozzle, signal-indicating means communicating with the nozzle to be actuated by a fluctuation of the depression therein, a screen mounted adjacent to the track to register With the mouth of a passing nozzle to cause a fluctuation of the depression in the nozzle said screen comprising a plurality of pivoted shutters, and common means for turning said shutters to vary the surface of the screen to modify the fluctuation of the depression in the nozzle to affect the actuation of the signal-indicating means.

In testimony whereof I have signed this specification.

EUGENE SCHNEIDER. 'itnesses ANoni-i Mos'rlonrzu,

Lotus Gannnr.

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