US440053A - Train-signal - Google Patents

Description

(No Model.)

' 2 Sheets-Sheet 1. F. S. ORBM'. TRAIN SIGNAL.

. Patented Nov. 4, 1890.

ATTRIVEY.

(No Model.) 2 Sheets-Sheet 2.

l P. s. ORBM.

n TRAIN SIGNAL.

No. 440,053. Patented Nov. 4, 1890.

Q l mfg 1%@ @ff/- ,4 TTOH/VEY.

' UNITED STATES PATENT OFFICE.

FREDERICK S. OREM, OF BALTIMORE, MARYLAND.

TRAIN-SIGNAL.

SPECIFICATION fol ming part of Letters Patent No. 440,053, dated November 4, 1890.

Application filed January 11, 1890. Serial No. 336,670. (Nomodel.)

.To aZZ whom it may concern:

Beit known that I, FREDERICK S. OREM, of Baltimore, in the State of Maryland, have invented certain new and useful vImprovements in Train-Signals; and I do hereby declare that the following is av full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

This invention relates to certain improvements in signaling systems for trains.V

The object of the invention is to provide an improved pneumatic signaling system whereby the conductor or other person on any car of a `train can signal the engineer by means of a suitable alarm or signal placed in his cab, adapted to be operated by compressed air. These objects are accomplished by and my invention consists in certain novel features of construction and in combinations of parts more particularly and fully set forth and described hereinafter.

Referring to the accompanying drawings, Figure 1 indicates a portion of a train of cars in diagram, showing this invention applied thereto. Fig. 2 is a longitudinal section of the automatic signal-valve. Fig. 3 is an end view of the valve of Fig. 2. Fig.4 is a longitudinal section of the automatic reducing or pressure-regulating valve. Fig. 5 is an end view of the same. Fig. l shows in dotted lines portion of a locomotive, its tender, and part of a car.

The reference-letter a indicates the main compressed-air tank or reservoir, preferably carried bythe locolnotive and kept supplied by a suitable air-pump carried also by the locomotive and operated by lthe steam thereof. This tank is usually kept supplied with air by the same pump (not shown) which supplies air for the operation of the airbrakes.

The reference-letter b indicates an auxiliary compressed-air tank, also preferably carried by the locomotive.

The reference-letter c indicates a suitable alarm (visual or audible) prominently located in the engineers cab, so that when the signal is operated the engineer is immediatelynotied. Usually a whistle, as shown, is employed.

A train-pipe cl extends from the alarm or signal c in the engineers cab throughout the length of the train. The train-pipe is provided with couplings e, uniting the sections of the pipe between the cars. Each car is provided with a branch f from the main pipe, extending upwardly into the upper portion of the car, and there provided with a relief or escape valve g, connected with bell-cord h or other means whereby, when desired, the escape-valve can be opened by a person in the car and the compressed air allowed to escape from the trainpipe. The train-pipe is supplied with compressed airfrom the main reservoir, and is connected therewithbybranchpipe c' and reducing or feedvalvej. The hollow casing of this valve is provided with an eduction-port 7c, opening into the train or branch pipe, and an induction-port Z opening into the main reservoir. A flexible spring -diaphragm m forms the outer Wall of the chamberopposite the induction-port. A valve-stem n at its outer end is centrally secured to said diaphragm and eX- tends loosely down through the inductionport, so as to leave space around the same for the passage of the air. At its inner end this stemis provided with a beveled valve o,adapt ed to engage the valve-seat p at the inner end of the induction-port and close the same. The elastic diaphragm Vnormally tends to hold the valve, so that the induction-port is open and allows the air in the reservoir free passage into the train-pipe. The train-pipe is connected with the auxiliary reservoir and with the alarm or signal in the engineers cab by means of the puppet automatic signalvalve q. The hollow interior of this valve is provided with an induction-port u, opening IOO beveled valve CZ', adapted to engage the inner end of eduction-port w to the Whistle and close the same. The inner end of the port is formed with -a seat to receive the valve. This vertically-reciprocating piston is so arranged that When forced to its limit of upward movement its valve closes the eduction-port to the whistle, but when the piston drops the valve opens the eduction-port and the piston closes the induction-port against backward flowfrom the valve-chamber toward the train-pipe. The compressed air from the auxiliary chamber therefore flows directly to the Whistle and sounds the same. The upper portion of the chamber in which piston b reciprocates is enlarged, as shown, and the valve-stem c is of such length as to prevent a close contact between said pist-on and the upper end of the chamber, so that the air from the train-pipe can freely flow around said piston and into the valve-chamber when valve d to the signal is closed.

The air in the main reservoir can be stored at any safe pressure, and flows from the same through the reducing or pressure-regulating valve to the train-pipe until the pressure in the train-pipe reaches such a degree as to press out the iiexible diaphragm of the reducing-valve, and thereby close its inductionport from the' main reservoir. This valve is usually-constructed to maintain an even pressure of about twenty pounds in the train-pipe. The -pressure of the air in the train-pipe entering the induction-port of the signal valve raises the piston of said valve, closes the exit to the whistle, and 'the compressed air oWs through the signal-.valve into the auxiliary chamber, and is there stored for use in blowing the whistle. When a person on the car pulls the signal-cord and permits the escape of air from the irain-pipe,as before described, of course the pressure in the train-pipe is reduced, thereby allowing the piston Vof the signal-valveto drop, and thus close the Way from saidvalvebacktothetrain-pipe,but permitthe air in the auxiliary reservoir to rush through the signal-valve and pipe a and the whistle and-sound the same. By means of the automatic reducing-valve the pressure is immediately yequalized and the signal-valve closes the Way -to the Whistle and replenishes the auxiliary reservoir. This complete system and its valves are entirely automatic. The system does not employ many valves, springs, or gum diaphragms; but is of the utmost simplicity and durability in construction and composed of a minimum number of parts, rendering its action certain, quick, and reliable, and Without necessity of peculiaradjustment of parts.

With this apparatus signals can be given with theslightest amount of discharged air, each and every signal being distinct.

It is evident that various changes might be made in the form and arrangements of the parts described Without departing from the spirit and scope of my invention, and that some other signal or alarm might be employed than a Whistle. Hence I do not wish to limit myself to the precise arrangement and construction herein set forth.

What I claim isl. In a pneumatic train-signal, the combination of the train-pipe provided with means in one or more cars to permit the escape of air from said pipe, a signal or alarm, a main compressed-air reservoir, an automatic reducing-valve connecting said reservoir and the train-pipe, an auxiliary compressed-air reservoir, and a signal-valve connecting the trainpipe and auxiliary reservoir and said reservoir and the Whistle, substantially as described.

2. In a pneumatic train-signal, the combination of the train-pipe having a dischargevalve in a car, a Whistle in the engineers cab, a main compressed-air reservoir, an automatic pressure -equalizing valve connecting said main reservoir to the train-pipe, an auxiliary compressed-air reservoir, and a signal-valve connecting the train-pipe and said auxiliary reservoir and said reservoir and signal and normally opening communication from the train-pipe into said reservoir and closing communication to the Whistle, substantially as described.

3. vIn a pneumatic train-signal, the combination of the trainpipe provided with means to allow escape of air, a main compressed-air reservoir, a pressure-equalizing feed-valve y consisting of a valve-chamber having a lateral port connected with the train-pipe and a port at one end openin g into said reservoir,a flexiyble diaphragm closing the opposite end of said chamber and controlling a Valve normally Aopening said reservoir-port and arranged `to close the same When distended by outward pressure, a signal, and an automatic signalvalve arranged to admit air to the signal when the pressure in the train-pipe falls, substantially as described.

4. The combination, with the train-pipe and the compressed-air-supply reservoir therefor, of the auxiliary air-reservoir, a signal, an automatic valve consisting of a chamber having a normally-open eduction-port inlone end from the train-pipe, an open lateral :port into said auxiliary reservoir, and anormally-closed education-port in its opposite end to the signal, and an imperforate freely-movable --piston in said chamber between said induction and lateral ports and provided with a valve normally closing said eductionport,'said piston and valve being so arranged that the normal pressure in the train-pipe will hold up the piston closing said eduction-port and `opening the induction-port and allow the piston to drop when the pressure falls and open :the eduction-port and close the -induction-port.

5. The combination of the train-pipe and its compressed-air-supply reservoir, the auxiliary reservoir, and a signal with the automatic valve consisting of a vertical chamber having a seatat its lower end,aninletport from IOO the train-pipe into the bottom of said chamber, a lateral port from the chamber into said auxiliary reservoir, an ed notion-port from the upper end of the chamber to said whistle, and a freely-movable imperforate gravitypiston in the lower part of said chamber provided with a valve to close said eduction-portr said piston being arranged to be held up by the normal pressure in the train-pipe closing said eductioneport and opening communication from said induction-port to the auxiliary reservoir, and to drop by gravit)7 upon said seat and close the backllow through said induction-port and open the eduction-port when the pressure in the train-pipe is reduced, substantially as described. 6. In combination, in a pneumatic trainsignal, the train-pipe provided withmeans in one or more cars to permit the escape of air, the main reservoir, an automatic pressureregulating feed-valve connecting said main

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