US617232A

US617232A - Train-order signal

Info

Publication number: US617232A
Authority: US
Publication date: 1899-01-03
Anticipated expiration: 1916-01-03

Description

Patented lan. 3, |899. H. DE WALLACE. TRAIN ORDER SIGNAL.

Application led July 28, 1898.)

` s sheets-sheet l.

vlmow- I\!` CU C0 U) :'NE NDRRPS PETERS CO., PHOYOLITHQ. WASHINGYCN, D, CV

gaf"

(No Model.)

Mmmm? 0256 b RQ @W .om

No. 6|7,232. Patented 1an. s, |899. H. DE WALLACE.

TRAIN ORDER SIGNAL.

(Applicatxon led July 28, 1898.) (No Model.) 6 Sheets--Sheet 2.

No. 617,232. Patented 1an. s, |899. H. DE WALLACE. TRAIN ORDER SIGNAL.

(Application led July 28, 1898.)

6 Sheets-Sheet 3.

(No Model.)

Wf We ums Pneus co.. PHo'ro-Llmo.. wAsmNcroN n c No. 6|7,232. Patented lan. 3, |899.

H DE WALLACE Y TRAIN URDER SIGNAL..

(Apphcat on led July 28 1898 6 Sheets-Sheet 4.

(No Model.)

Vif/Kanye@ w No. 6|7,232. Patented 1an. 3, |899.

H. DE WALLACE. I

TRAIN ORDER SIGNAL.

(Applicution filed July 28, 1898.) (No Model.)

6 Sheets-Sheet 5.

37 t Q/z. Egg 9 7i www; f5 15u/67015011' No. 6I7,232. Patented lan. 3,` |899.

H. DE WALLACE.

TRAIN ORDER SIGNAL.

(Application med July 2e, 189s.)

(N0 Model.) 6 Sheets-Sheet 6.

-l MW liz/T/roiol Har/g De l/Va lla/ee',

HARRY nn WALLACE, or sr. PAUL, MINNESOTA.

TRAlNaoRDi-:R SIGNAL.

SPECIFICATION forming part of Letters Patent ivo. 617,232, dated aanuaiy 3, 189e.. Application ined .'ruiy 28,1898. serial No. 637,057. (No model.)

T0 @ZZ whom it may concern:

Be it known that I, HARRY DE WALLACE, of the city of St. Paul, county of Hennepin, State of Minnesota, have invented certain new and useful Improvements in Train-Order Signals, of which the' following is a specification.

This invention relates to automatic means for employment upon trains, and particularly locomotives, for signaling or reminding the engineer of his approach to another train or to a station or to a railroad-crossing where his orders require him to stop or to slacken the speed of the train,

The invention further relates to that class of devices which not only operate automaticallyand sound a signal, buthare also adapted to stop the train by applying the air-brakes in case the engineer neglects to` regard the signal.

The invent-ion relates particularly to irnprovements in the devices shown and described in my pending applications, filed October 19, 1896, Serial No. 609,319, and May 28, 1897, Serial No. 638,501.

Theobject of the invention is to improve the general construction and operation of train-signals, and especially the device illustrated in the aforesaid applications.

The particular object of the invention is to provide means in connection with the signal mechanism whereby the engineer will be immediately notified in case it is broken or fails to operate properly, so that the engineer will be warned not to rely upon the signal until it has been repaired.

Another object of the invention is to improve the construction of the mechanism for automatically giving the regular signal and afterward opening the air or steam brake valve, if necessary; and a further object of the invention is tomadapt the signal for use upon any train or locomotive by making the same adjustableto varying requirements as to pressure and speed.

A prominent feature of this invention-to` wit, the disorder or emergency alarm--consists in the combination, with one of the main driven members of the mechanism, of means actuated thereby and coupled with a suitable alarm device to permit or cause the operation of the alarm when said driven member stops its movement. Such a disorder-alarm is ap# plicable to various other uses.

Another feature of the invention, as compared with previous inventions, lies in the substitution of cam-operated means in place of geared connections for opening the airvalve of the signal mechanism.

The invention further consists in simple means whereby the engineer may return or cause the air or steam valve above referred to to instantly close, and thus prevent the automatic action of the mechanism to the eX- tent of applying the brakes.

The invention further consists in simple and durable means for relatively reversing the movement of the dial-l1and, and, further, in simple means for adjusting the signal- Whistle to different air or steam pressures.

Other features and the details of the invention will be understood from the accompanying drawings, forming a part of the specification, and in which- Figure 1 is a front view of a train-order signal embodying my invention. Fig. 2 isa vertical section substantially on the line y y of Fig. 3. Fig. 3 is a horizontal section upon the line :c .fr of Figs. 2 and 4. Fig. 4. is a section substantially on the line :1; 5c of Fig. 3. Figs. 5 and 6 are detail sectional views sub'- stantially on the line .e .a of Fig. 3. Fig. 7 is a detail View taken from Fig. 4.. Fig. 8 is a detail illustrating the whistle and air-brake valve, the valve, being in section on the line u u of Fig. 3. Fig. 9 is a cross-section'of the air-brake valve on lines tu w of Figs. 3 and 8. Fig. 10 is a detail section on the linee o of Fig. 3. Fig. 11 shows the disorder-wlfiistle, the operating cylinder, and the auxiliary tank in perspective. the manner of fastening all screws used in the mechanism. Fig. 14 illustrates the appliance upon a locomotive. Fig. 15 illustrates the appliance in the locomotive-cab. Fig. 16 is a detail of the flexible belt and its cover. Fig. 17 is an enlarged detail of the worms for obtaining the speed reduction on the forward part of the locomotive. Fig. 18 is a detail of the transmission-shaft.

Similar figures of reference are applied to the same parts throughout the drawings.

In the general arrangement of its parts the construction of the mechanism herein shown Figs. 12 and 13 show IOO follows that of the aforesaid applications filed October 19, 1896, and May 28, 1867. The dials are substantially the same as shown in said applications, the large dial 2 being placed upon the front of the box or casing which contains the greater part of the mechanism. The smaller dial 3 is secured upon the upper end of the bracket 4, projecting from the back plate 5. As in my other machine, the bracket 4 furnishes bearing for the signal shaft or spindle 6, which upon its upper or outer end carries the sliding or jumping disk 7, the free cam 8, and the clutch 9, which latter, when released from the trigger 10 in the shaft 6, engages the cam-wheel 8, so that the same will rotate with the shaft. The construction of the triggers and of the clutch and the spring-knob 11 is practically identical with similar parts in the earlier construction. The sliding or jumping disk 7 is similar to that of the earlier application, with the exception that the under or inner side 12 thereof is preferably beveled to permit the easier return of the dog or triggers 13 when the same are released by the dial-hand. This hand 14 is secured upon the hollow sleeve or shaft 15, journaled upon the exterior of the bracket 4. The hand driving-wheel 16 on the lower end of the sleeve 15 is driven by a worm 17, that meshes with the V shaped teeth upon the periphery of said wheel 16, as in my other machine.

The main driving-shaft 2O of the machine preferably enters the side of the box or casing at an angle thereto, and the connection between said shaft 2O and the exterior shaft 21 is preferably made through the universal coupling or joint 22. The shaft 2O has bearings in suitable brackets projecting from the back 5, and upon the inner end of the shaft 2O is a sliding sleeve 23, secured to said shaft by a key 24 and provided with oppositely beveled gears 25 26. These gears are moved 0n the shaft by means of the shifter 27. This has a guide 28 and is normally held in the position shown in Fig. 3 by a spring 29. The shifter 27 has a knob 30, and 31 represents a latch pivoted on the side of the casing or box to drop into a notch in the shifter when the latter is drawn out.

The speed-reducing mechanism used between the shaft 2O and the hand-wheel comprises the shaft 32, arranged at right angles to the shaft 2O and provided with a large worm 33, that drives the perpendicular worm 34, that is connected with the worm-shaft 17 by beveled gears 35. A large reduction of speed is possible with this appliance. The shaft 32 carries the small and large bevelgears 36 37, with the first of which the sliding gears 25 26 are adapted to engage. The slow movement for the signal-releasing parts of the mechanism is thus secured, and the directiod of movement is controlled by means of the sliding gears 25 26.

The signal-actuatingportion of the mechanism may operate at a higher speed, andV the speed of the shaft 6 and parts thereon is preferably the same as of the shaft 20. 38 represents a short shaft extending beneath the end of the shaft 6 and preferably concentric with the end of the shaft 20 and driven therefrom by means of the beveled gear 38', that meshes with the gear 37, that is driven from said shaft 20. On the shaft 38 is also the preferably smaller gear-wheel 40, that drives the gear 41 upon the end of the shaft 6, so that said shaft 6 will be constantly driven during the rotation of the shaft 20. The means for setting off the air-whistle and air brakes will be described hereinafter.

The disorder or disarrangement alarm mechanism is preferably connected with the shaft 38, as it is obvious that a breakdown in any part of the mechanism would affect this shaft. Experience has demonstrated the fact that my train-order signal is perfectly reliable and positive in-its automatic operation. The only possible objection to its use is that the engineer may so learn to depend upon the machine that an accident might result in case of its failure to act. To avoid this objection, I have conceived the idea of providing the mechanism with aseparate alarm that so long as the mechanism continues to work properly will remain silent, but upon the stoppage of any part thereof will sound an alarm to notify the engineer that the mechanism is out of order and cannot be depended upon, so that he may 'at once refer to his written orders and his timepiece, as under the old systems.

The disorder-alarm may partake of many forms. It may be dependent upon electrical action or it may be entirely mechanical. I have, however, found both electrical and purely mechanical devices for this purpose to be unreliable, and While my invention includes all such devices I prefer to employ a simple mechanism depending upon air or steam pressure for its operation and also capable of giving the alarm in case of disorder within itself. The preferred construction, as illustrated in the drawings, comprises a small whistle 45 or like signaling device supplied with air, gas, or steam through a direct connection 46 with the train-pipe or other source of pressure. The pipe 46 contains the small valve 47, that is operated to open the passage through the pipe to the whistle when the main shafts of the mechanism stop on account of the stopping of the train or on account of a breakdown. The valve 47 isprovided with an arm 48, that is moved by a piston 49 in the cylinder 50.- The piston is Connected with the arm 48 by a piston-rod, and the piston operates to throw the arm 4S and close the valve 47 against the pressure of the coil-spring 51, arranged back of the piston and preferably within the cylinder 50. The

piston is forced back against the spring by the pressure of the air or steam Athat is periodically admitted to the cylinder 50 during all of the time that the main parts of the IOO IIO

mechanism continue to operate properly, so that the piston in the cylinder 50 will be continually projected to hold the valve 47 shut. The cylinder 50 or its supply-pipe is provided with a small hole or leak 52, and if the air or steam is not continually supplied to the cylinder 50, but is cut off, the air or steam in said cylinder Will slowly leak out and permit the return of the piston by the heavy spring 5l to open the valve 47 and sound the Whistle or alarm 45. As the hole or leak 52 is open air will constantly escape through it, and as the supply of air is intermittent the result is a constant vibration or minor` movement of the Whistle-valve, which keeps the same in good Working order ready for the full stroke or major movement that occurs when the supply of air is cut off. The cutting of the airsupply to the cylinder 50 will indicate that the means controlling the supply thereto has failed, and hence that some part of the mechanism of the signal is out'of order. It is obvious that a direct connection between the cylinder 50 and the train-pipe or the air-brake cylinder for the locomotive would not serve the purpose, and it is necessary to provide local means to control the use of the air or steam Within the alarm mechanism. This device comprises a three-Way valve 53 and preferably the auxiliary tank 54, from which tank the air or steam is supplied to the cylinder 50, said valve 53 being periodically operated by a direct connection to the shaft 38 to open the passage from the pressure-pipe 46 to the cylinder54,andtl1en after closing said passage open a passage from said cylinder 54 to the cylinder 50. As shown, the pressure-pipe 46, one branch of Which runs to the whistle 47, is connected to one side of the valve 58, While a pipe 55 extends from the opposite side of said valve to the cylinder 54. From the middle point of the valve athird pipe 56 extends to the cylinder 50. The plug of the valve 53 is provided With perpendicular ducts and is partially rotated or oscillated by a connectingrod 57, joining a short arm or crank upon the end of the shaft 3S and a longer arm upon the end of the valve-plug. The valve-plug makes a quarter-revolution. In one position the cross-duct ofthe plug will permit the passage of air from the pipe 46 to the tank or cylinder 54. In this position of the plug the short duct thereof will be closed and the port of the valve leading to the pipe 56 will be closed; but when the valve is rocked to its opposite position the valve-port belonging to with the Working parts of the main mechanism the breaking or stopping of any running part of said mechanism will stop the operation of the valve 56. This Will cut ont the supply of compressed air to the auxiliary tank 54, and the small quantity of air in the two small cylinders Will soon leak through the hole in the cylinder 50 and allow the opening of the valve or of the disorder-alarm. The disorder-signal is of a different character from the regular train-order signal, so that the engineer cannot fail to notice the same When it is sounded. If a Whistle is used, as shown, it may be made to trill to avoid confusion with the steady note given out by the main Whistle used to remind the engineer of his regular orders. This disorder-alarm is sounded only upon the stopping of the driving connectionsor element,alocomotive speed of only one mile an hour even being sufficient to prevent the operation of the alarm, so that said device may be considered to be truly a disorder-alarm. .i

From the foregoing it Will be seen that the disorder-alarm Will announce accident to itself or to other parts of the mechanism. As the disorder-Whistle will be sounded each time the locomotive stops on the road it is de sirable to set the Whistle-valve so that the extreme backward movement of the controlling-piston Will close the valve and shut off the whistle. i

In place of the bell or gong shown in my previous applications I prefer to use a whistle to notify the engineer of his approach to a stopping point. ably arranged Within the box or casing of the machine and is connected with the servicepipe 46 by a pipe 59. The flow of air from the service-pipe to this pipe and also to the exhaust-pipe 60 is through a valve 6l, to one side of which the service-pipe 46 is connected, While the escape or exhaust pipe 60 is connected to the opposite side of said valve. The Whistle-pipe 59 leads from an intermediate port in the casing of the valve Gl. Figs. 8 and 9 illustrate the construction of the valve in cross-section. The plug 6l' of the valve is provided With an oblong cross-duct 62, and in the periphery or surface of the plug is a recess 63.

59 represents the port to which the Whistlepipe 59 is connected. The ports 46/ and 60 are of the regulation size of air-brake valves.

Fig. 9 shows the normal position of the valve, the same being closed to prevent the i escape of compressed air to the Whistle. lhen a trigger or dog upon the dial is freed by the hand, the valve mechanism is set in operation and the recess 63 Will be turned opposite the port 59', so that a quantityof air or steam Will ent-er said port and pass to the whistle to sound the same. As the air-pressure varies upon different locomotives and according to the regulations of different roads and as the note produced by the whistle depends upon `the pressure I prefer to standardize my ma- This Whistle 5S is prefer- IIO chine by providing' the machine with means whereby the pressure from the pipe 59 may be reduced before passing into the whistle, if required. For this purpose the base 59 of the whistle is provided with an outlet-hole 59', and the quantity of air that may escape here is regulated by the pin-valve 59. By this means the whistle may be required to produce a musical note. As shown in Fig. 8, the whistle is also provided' with a movable piston or plug 59 at its outer end in order that the note of the whistle may be adjusted to distinguish the same from the other whistle that may be on the locomotive.

Referring again to the valve 6l, as the plug or valve proper is further rotated the crossduct thereof will be brought into line with the opposite ports in the valve to permit free escape of the air from the service-pipe for the purpose of automatically stopping the train.

The valve-operatin g mechanism that I prefer to employ comprises the lever 62', pivoted upon or within the bridge 63, that extends across the dials to the outer part of the face or front of the machine. This lever is adapted to be operated by a side cam 64 upon the cam-wheel 8 of the stem 6-that is, when said cam is engaged by the sliding clutch upon the shaft 6 after the movement of the sliding disk 7 by a dial-dog said wheel 8 will be secured upon the rapidly-rotating shaft 6, and the cam portion 64: thereon will cause the rapid throw of the lever 62. This lever takes the place of the rotating shaft shown in my other application and is employed to reciprocate the rod 64.', which has a tooth 65 at its lower or inner end to engage the teeth of a ratchet-Wheel 66. As the lever 62 is worked said ratchet-wheel will be moved to open the valve 6l, connected therewith, by an arm 67, having a slotted end or yoke to engage a pin 68, provided on the side of the ratchetwheel 66.

68 represents a dog orpawl to prevent backward movement of the ratchet-wheel during the upward stroke of the bar or rod 64e'. The ratchet-wheel works against the force of a coilspring 69, which spring is adapted to return the wheel to its original position and to close the valve 6l when the ratchet-wheel is re-' leased. To thus release the ratchet-wheel I provide the push-button 70 on a rod 70', controlled by spring 70" in a hollow standard 70' on the face of the machine to operate the lever 7l, the T-head of which is connected with the part 64: and 68' by slotted links 72, whereby -as the button is forced down said parts may be moved away from the ratchet-wheel. Now as the valve has only a quarter-turn movement it is necessary to limit the throw or rotation of the ratchet-wheel 66, and for this reason one of the teeth is left out to provide the long blank 73, which, aftera certain number of movements of the lever 62 corresponding to a certain distance orvrun upon the road, will come opposite the tooth upon the rod 6ft', and said tooth will work up and down before this blank without further turning the ratchet-wheel, but the wheel meantime will remain stationary, as it is held by the pawl 68. In this way the valve is held 'Lopen to allow the free escape of air to set the brakes and stop the train. The ratchet-wheel is rotated a short distance in this manner every time that a dog or trigger of the dial is released by the hand; but the wheel is seldom moved so far as to open the passage through the valve into the exhaust-pi pe 60, for the reason that the engineer immediately upon hearing the sound from the whistle will push in the button 70 to close the valve 6l. To prevent the valve being reopened by the continued action of the lever 62', the engineer will also pull out the button 11 and disengage the clutch from the cam-wheel 8 to thus stop said wheel and the lever 62. Ordinary valves are liable to stick or bind, and to avoid this difficulty I construct each valve with a shoulder 6l upon the large end of the plug and draw the tapered plug upon its seat by a spring 61', adjusting the plug by lockingnuts thereon, as shown.

A device of this class requires perfect lubrication, and I therefore provide the small oil-reservoir 80, provided with a filling-cap within the box or casing and connect the same by pipes 8l to the points requiring oil. One of these pipes extends into the end of the worm-shaft 32 and has openings within the bearings thereof and between the gears upon this end, the latter to throw oil upon the gears. The tank or reservoir 8O is air-tight, and the oil is prevented from feeding rapidly through the pipes 8l by small traps 82 therein which prevent the entrance of air upward through the pipe to displace the oil in the. tank. Owing to the use of these traps, the very small quantity of oil that the reservoir will contain is sufficient to lubricate the machine for from two to three weeks.

84 is a small latch-bar projecting from the top of the machine and connected with the short shifting-lever 85, whereby the worm 17 may be thrown out of engagement with the wheel 16 to permit the free adjustment of the dial-hands. Figs. 12 and 13 illustrate the manner of fastening the screws in the back plate. A center-punch is driven into the end of the screw-slot to swell the head in the countersink.

IOO

IIO

The preferred arrangement of the train-orment is communicated and the speed is re- The main shaft 2O of the4 duced by means of double worin-

gears

87 and 90, provided, respectively, upon the upper pulley 87 and the rearwardly-extending shaft 90. The shaft is made in sections that are connected by universal joints 91, and the shaft and the bearings therefor and the joints are preferably protected by the inclosing pipe 91', hung from the foot-board or other brackets upon the engine. It is obvious that the motion may be communicated to the trainsignal through beveled gears.

In Figs. 14 and 15, 92 represents the engineers air-brake valve.

It is desirable that the train-order-signal mechanism occupy as little room as possible in the cab, and therefore in place of extending the case, as in my former application, to make room for the reading-schedule I make the casing practically square and therefore of a better appearance and provide a sliding panel or holder for the schedule-card. The panel is made large enough to hold a number of cards, as required upon the different divisions on which a single locomotive is used. The side of the casing is provided Witha space between its outer Wall and a false Wall 95 to receive the panel or frame 96, which frame is guided therein by end slots 97 and pins 98 upon the frame. The panel is held in place by a stiff spring 99, which spring also holds the panel when it is drawn out and turned back, as shown in Fig. 1, to rest against the flange or stop 100. The Walls of the case or box are as nearly dust-proof as possible, but the pocket to contain the schedule-frame is provided with a slot 101 at the bottom or back to prevent the lodgment of dirt therein.

I have shown a dome or shield 102, that is above and incloses and protects the cam 8,- clutch 9, and related mechanism. This dome takes the place of the revolving bell shown and described in my former applications. It is preferably supported upon the ring 104, secured upon the standards 105.

Obviously the detail construction of the mechanism as herein shown and described may be altered Without departing from the spirit of my invention, and I therefore do not conne the same to the specific form and arrangement of parts herein shown.

Having thus described my invention, I claim as new and desire to secure by Letters Patent*- l. The conibination,`with a train-order-signal device, of means for operating it from the movement of a motor-vehicle carrying the same, an alarm device, and means connecting said alarm device with said signal device, said connecting means being arranged to withhold said alarm device from operation so long as said signal device remains operative, and permitting it to operate Whenever said signal device becomes inoperative, substantially as described.

2. The combinatiomwith a normally-driven machine element, of a pressure-controlled alarm device, means in connection with said element permitting the constant exercise of pressure upon said alarm device during the `movement of said element to control said alarm, and, preventing the renewal or exercise of pressure upon said device when said element ceases to move, and means for causing the alarm upon the cessation of pressure, substantially as described.

3. The combination, with a train-order signal, of a disorder-alarm, comprising an alarm device, means to release the same, and means, actuated by the operation of saidtrain-order signal to prevent the release of the disorderalarm during the operation of said train-order signal, substantially as described.

4. The combination, With a driven machine element, of a source of steam, gas, air or other pressure, with a disorder-alarm connected therewith, a valve in said connection, and

means holding said valve closed during thev operation of said element, and, adapted to open said valve, to cause the signal, when said element ceases to move, substantially as described.

5. The combination, with a machine element normally in motion, of a source of steam, gas, air or other pressure, a disorder-alarm connected therewith, a valve in said connection, a pressure device, for holding said valve closed, and whereby said valve is opened upon the relief of pressure, and means driven from said member to permit the pulsating or intermittent supply of pressure from said source to said controlling device, and cutting off said supply when said member ceases to move, substantially as described.

6. The combination, of a machine element normally in motion, With a disorder-alarm,

`the alarm-valve controller, a source of pressure, pipes leading therefrom to said alarm and said controller, a valve in the pipe leading to said controller, and means for operating said valve from said element, substantially as described.

7. The combination, of a normally-moving element, with a disorder alarm, an alarmvalve controller, a source of pressure, connections therefrom to said alarm and said controller, an auxiliary pressure` tank or receiver included in the connection With said controller, and means operated from said element permitting the alternate passage of steam or air to said auxiliary tank and therefrom to said controller and preventing the direct passage of steam, air or other pressure to said controller, substantially as described.

8. The combination, with a train-order signal or like mechanism, of a disorder-alarm therefor, comprising a whistle or like device, a Whistle-valve controller, comprising la cylinder and piston, said cylinder having a re'- lief-opening, a source of pressure, andmcans actuated from said mechanism to intermittently supply steam, air or other pressure to said cylinder during the operation of said mechanism, and automatically cut off such supply upon the stopping of said mechanism,

IOO

IIO

to permit said controller to open the whistlevalve, substantially as described.

9. The combination, with a train-order signal or like mechanism, of a disorder-alarm, comprising a Whistle, a source of pressure, a valve controlling the passage of air, steam or other pressure to said Whistle, a controller operated by pressure from said source, the controller-valve operated from said mechanism and normally permitting a pulsating supply of air, steam or other pressure from said source to said controller to normally prevent the passage of air, steam or other pressure to said whistle, but allowing said controller to open the passage to the Whistle when said mechanism ceases to'operate, substantially as described.

10. In a train-order signal, the combination, with the dial and hand, of the drivingshaft, the sliding' gears upon said shaft, and the speed-reducing mechanism arranged between said sliding gears and said hand and adapted to be driven in either direction by said gears, substantially as described.

11. In a train-order signal, the combination, with the dial and hand, of the signalactuating mechanism, the driving-shaft positively geared to said signal-actuating mechanism and havin g sliding or changeable gears to drive said hand in either direction, substantially as described.

12. The train-order signal described, having the signal-actuating shaft G, the dial and hand-Wheel 16, the Worm for driving said Wheel, the perpendicularly-arranged Worms from one of Which the first-mentioned Worm is driven, and the driving-shaft Wherefrom said Worms and. said shaft 6 are rotated, substantially as described.

13. In a train-order signal, the combination, with the signal-actuating shaft, of the dial and hand, the driving-shaft connected With said signal-shaft and said hand, through the medium of shifting gears, and the shifter provided with a latch to hold the same in the reversed position, substantially as described.

14. In a train-order signal, the combination, With the dial, the hand, and its actuating mechanism, of the signal-actuating shaft, the cam thereon, means upon the dial operating with devices upon said shaft to secure said cam thereon, the air, or steam brake valve, and means actuated by said cam for opening said valve, as and for the purpose specified.

15. In a train-order signal, the combination, With the shaft G of the dial and hand, said dial provided with a dog or trigger, a jumping disk to be actuated by said dog, a cam upon said shaft adapted to be connected thereto upon the operation of said disk, the air-valve, the ratchet mechanism connected therewith, and the lever operated by said cam, extending across said dial, for operating said ratchet mechanism, substantially as described.

15. The combination, in a train-order signal, of the signal-releasin g mechanism, with the signal-actuating mechanism, comprising a cam driven at predetermined times upon the action of said releasing mechanism, alever operated by said cam, an air-Whistle and brake-valve, a ratchet-Wheel having a predetermined movement, actuated by said lever, and means for releasing and returning said ratchet mechanism and therewith said valve, substantially as described.

17. A train-order signal, comprising predeterminable signal-releasing means, in combination With automatic actuating means, and a signal comprising a Whistle through which air or steam is permitted to escape upon the operation of said actuating means, substantially as described.

18. The whistle for train-order signals, provided With a byway or relief-passage having an adjustable valve, whereby the tone of the Whistle may be maintained under different pressures, substantially as described.

19. A train-order signal, provided with a disorder-alarm, adapted to operate for a predetermined time after each stoppage of the moving parts of the train-order signal, substantially as described.

20. A train-order signal, having centrallyactuated signal-releasing devices, and centrally-actuated signal-o peratin g devices,parts of which are arranged upon opposite sides of the dial belonging thereto, and the bridge 63/ extending across the face of the dial and Whereon the transmitting device belonging to the signal-actuator is arranged, substantially as described.

21. Atrain-order signal, having a substantially square frame or box, provided with a pocket in one side, and a sliding panel or schedule-card slidably pivoted in said pocket, and a spring in said pocket to engage said panel in either of its two positions, substantially as described.

22. A train-order signal, comprising predeterminable signal-actuating means, arranged upon the locomotive or ear, a driving-shaft therefor, having universal couplings, and a exible belt, whereby said shaft is driven from the locomotive-wheel, substantially as described.

28. The combination, with the locomotive, of the signal-driving Wheel, preferably one of the Wheels of said locomotive, the flexible belt driven therefrom, and the telescoping cover or shield for said belt, substantially as described.

24.' The combinatiomwith a train-order signal, and means for operating the signal at predetermined points in the travel of the locomotive or trai n,of an air-brake valve, means for operating said valve automatically after the lapse of a given time or distance from the operation of the signal, and reversible connections to the'signal and to the air-brake valve, whereby said signal and valve are IOO adapted to operate when the locomotive or train is running in either direction, substantially as described.

25. In a train-order signal, the combination, with a signal to operate automatically at a predetermined time or distance,and whether the locomotive or train is running forward or backward, of an air-brake valve, means for operating the same automatically after the lapse of a given time from the operation of the signal, substantially as described.

26. In a train-order signal, the combination, with a signal to operate automatically at a predetermined time or point of travel, of an air-brake valve, and means for operating the same automatically in either direct-ion of travel of the locomotive or train, after the lapse of a given time from the operation of the signal, substantially as described.

27. The combination with an engine or train and the running-gear thereof, of atrain-order signal actuated by the escape of air from the train-pipe, and means, governed by the travel of the engine or train, permitting escape of air from the train-pipe to actuate the signal at any predetermined point on the road, substantially as described.

28. In a train-order signal, a signal device connected with the air-brake train-pipe, and means governed by travel of the locomotive or train forautomaticall y permitting passage of air from said train-pipe to said signal device at any predetermined point on the road, substantially as described.

29. In a train-order signal, a signal device connected with the air-brake train-pipe, and means governed by the travel of the locomotive or train for opening a valve between said train-pipe and said signal device, for the purpose set forth.

30. In atrain-ordersignal, means governed by the travel of the locomotive or train, to permit the escape of air from the air-brake train-pipe to, first, sound a signal, and then, if said signal is not heeded, to automatically apply the brakes and stop the locomotive or train, substantially as described.

- 3l. The combination, with an air brake train -pipe, of a signal connected therewith and automatic means, upon the locomotive or train and governed by the travel thereof, for controlling said signal, substantially as described.

82. The combination, with an airbrake train-pipe, of a signal connected to said pipe, and means governed by the travel of the 1ocomotive or train, for controlling the passage of air from said pipe to said signal, whereby at a predetermined point on the road said signal will be sounded, and if permitted to continue after the lapse of a given time the pressure in the train-pipe will be so reduced as to cause the automatic setting of the brake, for the purpose set forth.

33. The combination of the train-order-signal mechanism operable to cause a signal at a predetermined point on the road, and actuated by the movement of the locomotive or train, but ata relatively lower speed than the movement of the carrying-wheels thereof, witha disorder-alarm mechanism associated with said train-order-signal mechanism, and having a part driven by a moving element of said train-order-signal mechanism and preventing the operation of the' disorder-alarm during the movement of said element, and said disorderalarm mechanism having another part thatis rendered effective by the operation of the iirst-mentioned part to cause the alarm when the movement of i said element is stopped by accident or otherwise, substantially as described.

3a. The combination of the train-order-signal mechanism operable to cause a signal at a predetermined point on the road, and actuated by the movement of the locomotive or train, but ata relatively lower speed than the carryingwheels thereof, with the disorderalarm mechanism associated with said trainorder-signal mechanism, and having a part driven by a moving element of said train-order-signal mechanism, said part having a fixed degree of movement therefronnwithout regard to the speed of said element, to prevent the operation of the disorderalarm during the movement of said element, and said disorderalarm mechanism having another part that is rendered effective by the operation of the `first-mentioned part, to cause the alarm when the movement of said element is stopped by accident or otherwise, substantially as described.

35. The combination of the train-order-signal device, adapted for operation by the movement of the locomotive or train whereon the same is arranged, with the disorder-alarm device associated therewith, and having a part or parts actuated therewith by the movement of the locomotive or train, and adapted to operate or sound an alarm when and only when said part ceases to be operated as in case of the stopping of the locomotive or train, or the breaking or stopping of the driving parts of said train-order-signal mechanism, substantially as described.

36. A train-order-signal mechanism comprising predeterminable signal actuating or releasing means, including a dial that isprovided with marks indicating mileage, in combination with a straight-sided box for said mechanism, provided with a pocket, a sliding 'panel slidably pivoted in said pocket to hold a schedule-card having marks corresponding to the dial-marks and a spring in said pocket to engage said panel in either of two positions, substantially as described. i

37. The combination with the normallydriven machine element upon a motor-vehicle, of a disorder-alarm device automatically operable to cause an alarm, but the action of whichis positively counteracted by the action of said machine element so long as the said element is in motion, substantially as described.

IOO

IIO

r" IO 38. The normally-driven machine element, in combination with the disorder alarm, wherein movement is induced by said element While the same is in operation, but insufficiently to cause the operation of the alarm, and means independent of said element, inducing a complete operation of the alarm device only upon the stoppage of said element, and incapable of such operation at other times, substantially as described.

39. The normally-driven machine element in combination with a disorder-alarm device tending to a given movement, said element operating to limit the movement of the alarm device to an intermittent movement insufficient to cause the alarm operation thereof while the said element is in motion, but when stopped permitting the operation of said device, substantially as described.

40. The machine element, in combination with the disorder-alarm, the movement of the element limitingr the alarm device to partial though constant movement tending to, but insufficient to cause the alarm to operate, substantially as described.

4l. The disorder-alarm and its actuating mechanism, in combination with a normallydriven machine element, the operation of which causes the constant exercise of independent energy to eifect the withholding of said disorder-alarm during the operation of said element, and the cessation of operation of said element permitting the waste or loss of said energy to cause the alarm to be given, substantially as described.

. 42. The combination of a normally-moving machine element with a disorder-alarm device driven by said element, and having a iixed degree or measure of movement at all speeds, and automatically operable to cause the alarm only upon the substantial or total stopping of said element, substantially as described.

48. Adisorder-alarm device in combination with a normally-driven machine element mechanically connected therewith, through the medium of a pneumatically-controlled automatic connection that prevents the operation of said device except upon the stoppage of said element, substantially as described.

44. The combination with the element of a motor-vehicle, of the mechanical disorderalarm device automatically operable and having a part or mechanism normally driven by said element, and permitting an exertion ofV pneumatic force to prevent the automatic operation of said alarm device during the operation of said element, substantially as described.

45. The combination upon a motor-vehicle, of a normally-driven machine element, with a disorder-alarm device, comprising an alarm device proper, a controlling member also movable, and a member driven by said element, with relation to said con trolling member, said controlling member being secured against alarm movement by the operation of the movable part, and being operable only upon the stopping of said normally-movable part, substantially as described.

46. Anormally-movingmachine element, in combination with the source of power, a mechanical disorder-alarm device dependent for its action upon said source of power, and said element when in operation mechanically interrupting the action of the power upon said device preventing operation thereof, and mechanical means causing the operation of said alarm when said element stops, substantially as described.

47. A disorder or movement alarm device capable of a major movement and a minor movement, the latter incapable of causing the alarm, the iirst to cause the alarm and the second to keep the device in working order, and a machine element normally in motion, communicating said minor movement to said device and preventing the major movement of said device, and means accomplishing such major movement when said element stops, substantially as described.

48. A normally-driven machine element, in combination with a disorder-alarm mechanism normally operated by said element to keep said mechanism in Working order, and said mechanism having a greater movement than is permitted by said element while it is in motion, and operable to cause said alarm only when released or freed from the limiting operation of said element, substantially as described.

49. The combination of a machine element, upon a motor-vehicle, with an alarm device connected therewith and operated at all speeds of said element to withhold the alarm and positively actuated upon the stopping of said element to cause said alarm, substantially as described.

50. The combination of a machine element normally in motion upon a motor-vehicle and moved thereby, with a disorder-alarm device connected with said element, and adapted for operation thereby,'and while operated thereby, to operatively withhold the alarm', and automatically operable to positively cause the alarm only when said element ceases to move, substantially as described.

51. The combination, with a normally-moving machine element, upon a motor-vehicle, of a disorder-alarm device negatively actuated by the operation of said element, to prevent an alarm, and positively actuated only upon the stopping of said element, to cause an alarm, substantially as described.

In testimony whereof I hereunto set my hand this 22d day of July, A. D. 1898.

HARRY DE VALLACE.

In presence of C. G. HAWLEY, .M E. GooLEY.

IOO

IIO