US770757A

US770757A - Railroad signal system.

Info

Publication number: US770757A
Application number: US16936403A
Authority: US
Inventors: William A Kibbe
Original assignee: Individual
Current assignee: Individual
Priority date: 1903-08-13
Filing date: 1903-08-13
Publication date: 1904-09-27
Anticipated expiration: 1921-09-27

Description

PATENTED SEPT. 27, 1904.

W. KIBBE. RAILROAD SIGNAL SYSTEM.

APPLIUATION FILED AUG. 13, 1903.

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NO MODEL.

WITnEssEs PATENTED SEPT. 2'7, 1904.

W. A. KIBBE.

RAILROAD SIGNAL SYSTEM APPLIOATIOIT TILED AUG. 13, 1903.

NO MODEL. 3 SHEETS-SHEET 2.

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W. A. KIBBE.

RAILROAD SIGNAL SYSTEM.

APPLICATION FILED AUG. 13, 1903.

N0 MODEL.

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INVENTUP UNITED STATES Patented September 27, 190 1.

WILLIAM A. KIBBE, OF KANSAS CITY, MISSOURI.

RAILROAD SIGNAL SYSTEM.

SPECIFICATION forming part of Letters Patent No. 770,757, dated September 27, 1904.

Application filed August 13, 1903. Serial No. 169,364. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM A. KIBBE, a citizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in Railroad Signal Systems, of which the following is a specification.

My invention relates to improvements in railroad signal systems.

It relates particularly to signal systems in which the signals are operated by compressed fluids, such as air.

The object of my invention is to provide a signal system for railroads in which a vehicle, such as a car or an engine, moving over the track will actuate one or more air-coiinpressing devices, means being provided by which the air thus compressed is used to set signals to warn trains passing upon the same track in the same or in opposite directions and located in front or to the rear of the actuating-train of the whereabouts of the actuating-train.

The further object of my invention is to provide the signals in a system of the kind described with danger-indicating devices normally invisible from the track, but rendered visible to trains approaching the actuatingtrain from either direction, the danger-indicating devices, however, actuated by the train being atall times invisible to the engineer operating the actuating-train, thus preventing the engineer of the train from confusing his own signals with those set by another train.

My invention provides, further, novel mechanism by means of which the compressed air operates the signals.

My invention provides, further, a novel locking mechanism for preventing the setting of signals by means other than the compressed air compressed by the trains moving over the track.

My invention provides, further, a novel aircompressing mechanism actuated by a vehicle moving over the track.

My invention provides, further, a novel pneumatic signaling system adapted to be used at railroad-crossings whereby trains upon the crossing tracks may be signaled before reaching the crossing-place.

My invention provides still further means by which the air-pressure in the conductingpipes may be adjusted to any desired degree.

Other novel features are hereinafter fully described and claimed.

In the accompanying drawings, illustrative of my invention, Figure 1 is a plan view of a section of track equipped with my signaling mechanisms. Fig. 2 is a vertical sectional view of one of the air-storage chambers provided with an adjustable safety-valve. Fig. 3 is a top View of a signaling device provided with a lantern to be used as a danger-indicating device. Fig. 4 is a horizontal sectional view on the dotted line a?) of Fig. 8. Fig. 5 isatop View, partly in horizontal section and having the cover of the signal-box removed, of the signaling mechanism and a portion of the chamber having therein the piston actuating the signal. In this view the signaling mechanism is shown in its normal initial position with the side of the signaling-disk away from or invisible from the track. In this View in dotted lines the member pivoted to the crank on the signal-shaft is shown swung to a position in which it will clear the stop which locks the shaft against rotation excepting by movement of the piston. Fig. 6 is a view similar to that shown in Fig. 5, the mechanism being shown in the positions occupied by them when the signal is set to warn atrain. Fig. 7 is a view similar to that shown in Fig. 5, the pivoted member being shown locked with the stop, thus preventing rotation of the signal-carrying shaft. Fig. 8 is a side elevation view of the mechanism shown in Figs. 5, 6, and 7, the side of the signal-box being removed and the parts shown in the same positions shown in Fig. 5. Fig. 9 is a top view of the air-compressing mechanism, a portion of the track being shown and a portion of the air-conductor connected with the said air-compressing mechanism. Fig. 10 is a view taken on the dotted line 0 d of Fig. 11. Fig. 11 is a vertical sectional View taken on the dotted line 6 f of Fig. 9. In this view, in dotted lines, the part-s are shown in the positions occupied by them when the lever is depressed by a passing vehicle. Fig. 12 is a plan view of a portion of the signal mechanism enlarged,

the signal-carrying shaft being shown on cross-section. Fig. 13 is a vertical sectional View of a check-valve and parts connected therewith employed in one of the air-conductors. Fig. 1 1 is a plan view of a railroadcrossing equipped with a signaling mechanism of my invention.

Similar characters of reference indicate similar parts.

Referring to Fig. 1. A indicates the rails of the railroad-track. and disposed substantially parallel therewith is a series of air-conductors B, G, and D. One

end of the conductor B overlaps or extends past the adjacent 'end of the conductor C. In a similar manner the opposite end of the conductor C overlaps the conductor D. On the other side of the track .is another series of air-conductors E, F, and G, respectively, arranged along the track similarly to the conductors B, C, and D, one end of the conductor E overlapping the conductor F and the other end of the conductor Foverlapping the adjacent end of the conductor G. An air-compressing device (indicated by H in Fig. 1 and hereinafter fully described in detail) is connected to the right end of the conductor C. The conductor D has a similar air-compressing device connected to its right end and indicated by I. All other conductors on the same side of the track as conductor C are each provided with air-compressing devices similarly located. A similar air-compressing device J is connected to the left end, as viewed in Fig. 1, to the conductor E, and another compressing device K is connected to the left end of the conductor G. All other conductors on the same side of the track are similarly provided with air-compressing devices. If desired, more than one air-compressing device may be connected with each conductor. In Fig. 1 I have shown another one (indicated by L) connected to the conductor F. As fully described later herein, the air-compressing devices are actuated by a vehicle moving along the track. In each conductorand forming a part thereof is a storage-chamber V, provided with a safety-valve described hereinafter, the function of which is to permit an accumulation of a quantity of air under pressure for steadying the flow through the conductor to which it is attached. The function of the safety-valve is to prevent too great pressure in the conductor.

Each conductor on each side of the track is provided with a signaling device actuated by the pressure of the air forced into said conductors by the air-compressing devices. If desired, a plurality of signaling devices may be connected with each of said conductors. A plurality of such signaling devices are shown in Fig. 1 connected to each of the conductors C and F. These signaling devices are fully described hereinafter. By referring to Fig. 1 it will be noted that a signaling de- On one side of the track vice M is connected to'the conductor B to the left of the compressing device H, and two similar devices N and O are connected to the conductor C to the right and left, respec' tively, of the compressing device I of the conductor D. A similar signaling device P is connected to the conductor D to the left of the compressing device I and to the left of the signaling device 0. Signaling devices Q and R are connected to the conductor E to the left and right, respectively, of the compressing device J. In a similar manner the signaling devices S and T are connected to the conductor F to the left and right, respectively, of the compressing device K. A similar signaling device U is connected to the conductor G to the right of the s gnaling device T. It will be understood that all of the conductors (not shown) on both sides of the track and to the right and left of the conductors shown in Fig. 1 may be provided with signaling devices actuated in a like manner to those shown. If desired, at wagon-road crossings and other places one of the conductors at each side of the track at that place may be provided with a whistle operated by compressed air in the said conductors. In Fig. 1 I have'shown such whistles (indicated by W) connected, respectively, to the conductors D and E.

I will now describe more particularly the different mechanisms hereinbefore referred to in general terms.

Referring to Figs. 9, 10, and 11, 1 indicates the compressing-chamber of the compressing device indicated by L in Fig. 1. Inasmuch as all the compressing devices are made substantially the same as the one indicated by L in Fig. 1 but this one will be described in detail. The compressing-chamber 1 is 'a hollow cylinder, having a head at each end, the head 2 at the lower end being removable and provided with a central vertical hole, in which is reciprocatively mounted a vertical pistonrod 3, to the upper end of which is secured the piston 4:, provided with a hole there'- through, 5, adapted to be closed by a flapvalve 6. The head 2 is provided also with one or more vertical holes therethrough, (indicated by 7.) The chamber 1 is secured vertically on any suitable support, as a post 8, disposed adjacent to one side of the track. A coil spring 9 encircles the piston rod 3 and bears at its upper end upon the head 2 and at its lower end upon a washer 10, carried by the piston-rod 3. The tension of the spring 9 is such that it will force the piston 4 and rod 3 downward. The upper end of a link 11 is pivotally connected to the lower end of the rod 3 and the lower end to the outer end of the horizontally-disposed operating-lever 12, mounted upon a transverse bar 18, pivotally mounted in bearings 14: on the ties 15 outside the adjacent rail A. The inner end of the lever 12 extends below and to the inner side of the adjacent rail A and has pivoted to it the lower end of a vertical plate 16, disposed inside the rail A and vertically movable between two side guides 17, secured to the inner side of the rail A, and a U-shaped horizontallydisposed bar 18, se cured at its ends to the guides 17, respectively. The plate 16 is disposed normally above the top of the rail A in position to be struck by and depressed by a car or engine wheel passing along the rail. In the upper end of the cylinder 1 is provided a vertical hole, in which is secured an air-conductor 19, connected to the air-conductor F. In the conductor 19 is provided a check-valve 20 (shown in vertical section in Fig. 13) and comprising a shell provided with a central air-passage, in which is mounted horizontally on a seat provided therefor a disk 21, which is lifted upwardly by the air passing from the cylinder 1, but becomes seated and prevents the backward passage of the air into the cylinder 1 when the piston 4 is moved downward to take in a fresh charge of air.

The air-compressingdevice above described, as well as the others shown, is operated as follows: The wheel of the actuating-vehicle passing along the rail A depresses the plate 16 and the inner end of the lever 12. thus forcing upwardly the piston 4 through the intermediacy of the rod 3 and link 11. The pist0n4 in moving upward forces the air in the cylinder 1 past the valve 20 through the conductor 19 and into the air-conductor F. After the actuating car-wheel has passed off the plate 16 the spring 9 forces the piston 4, rod 3, link 11, and outer end of the lever 12 downward, thus forcing the inner end of the lever 12 and the plate 16 upwardly to their original positions. T o prevent the air pumped into the conductor F from passing to the left from the pump or air-compressor L, as shown in Figs. 1 and 10, a check-valve 22 of any clesired construction, but preferably that shown in Fig. 13, is provided in the conductor F to the left of the upper end of conductor 19.

Thesafety-valve mechanisn (best shown in Fig. 2) comprises a hollow cylinder or storage-chamber V, connected with and forming a part of the conductor to which it is connected. Above the place in the chamber V to which is connected the air-conductor pipes is provided a horizontal transverse partition 23, provided with a vertical central hole therethrough, provided at its upper end with a valve-seat in which is fitted a valve 24, provided with a vertical stem 25, which extends through a vertical central hole in a screwthreaded cap 26, fitted in the internally-screwthreaded upper end of the chamber V. En circling the stem 25 is a coil-spring 27, the upper end of which bears upon the under side of the cap 26, the lower end resting upon the valve 24, the tension of the spring 27 holding the valve 24 in its seat. By properly turning the cap 26 the pressure upon the valve 24.

may be varied. In the side of the chamber V is provided above the partition 23 a transverse hole 28 for the passage of air which may be permitted to pass the valve 24. When undue pressure occurs in the chamber V, and consequently in the air-conductor to which it is connected, the valve 24 raises against the pressure of the spring 27 and permits some of the air to escape from the chamber V through the hole 28, thus preventing an increase above a certain amount of the pressure in the said chamber.

The signaling mechanism will now be described. Referring to Figs. 3, 4, 5, 6, 7, 8, and 12, 29 denotes a vertical rotatable shaft, mounted in suitable bearings upon a vertical post 30, disposed adjacent the track. Upon the shaft 29 is secured and rotatable therewith a signal or vertical plate 31, disposed when in its normal initial position, as shown in Fig. 5, with one flat side facing the track. This side is ordinarily painted white, but no signaling device need be provided for this side of the plate 31. The opposite side of the plate 31 being the one normally away from the track is ordinarily painted red for day use, and at night it may have affixed to it a red light, as indicated in Fig. 3. The red paint or the red light, as the case may be, is normally invisible from the track at any point, but when the shaft 29 is turned, as shown in Fig. 6, the danger-indicating device being the red lantern 32, or in the day-time the red-painted side of the plate 31, will be visible from the track at the side of the shaft 29 opposite to the actuating vehicle, but will not be visible from the said vehicle. The engineer of the actuating-vehicle will therefore not be confused by seeing his own signals. In order that the shaft 29 may be turned to the position shown in Fig. 6 and retracted to the initial position shown in Fig. 5, the following mechanism is employed: To the lower end of the shaft 29, within a signalboX 33 of any desirable shape and mounted on any suitable support, is provided a horizontal crank-arm 34, to which is pivoted a member 35, comprising, preferably, a horizontal plate, provided on its under side with a downwardly-extending lip or projection 36, adapted when properly disposed to strike a stop or plate 37, disposed below the member 35 and secured upon the upper side of the bottom of the signal-box 33. A U-shaped spring 38, having one end secured to the crank 34 and the other end to the member 35, normally swings the member 35 to a position on the crank 34, in which if the shaft 29 be turned, as shown in Fig. 7, the projection 36 will strike the stop 37, and thus prevent further rotation of the shaft 29. For retracting the shaft 29 from the position shown in Fig. 6 to that shown in Fig. 5 a coil-spring 39, encircling the lower end of the shaft 29, is provided, one end of the said spring resting against the side of the signal-box 33 and the other end of the spring being secured to or bearing against the left edge of the crankarm 34, as viewed in Fig. 12. The tension of the spring 39 is such that the shaft will be forced to its initial position when released from the air-pressure. To the member 35 is pivoted one end of a link 40, the other end of which is pivoted to the outer end of a reciprocable member 41, comprising, preferably, a cylindrical horizontal piston reciprocatively mounted in a hollow cylinder or chamber 42, the outer end of which is extended into the signal-box 33 and the inner end of which is connected to the air-conductor from which it receives its compressed airas, for instance, the conductor C. When air is forced through the airconductor--as, for instance, the conductor C'by the air-compressing device-connected to said conductor, the pressure of the air will upon overcoming the pressure of the coil-spring 39 on the shaft 29 force the piston 41 outwardly, thus swinging the member 35 to the positionshown in dotted lines in Fig. 5, at which position the projection 36 will strike the crank-arm 34 and the piston 41 will then through the intermediacy of the link force the shaft 29 to the position shown in Fig. 6, in which position the plate 31 will have its danger-indicating device positioned to warn an approaching train coming from that side of the signal. When the member 35 has been swung to the position shown in dotted lines in Fig. 5, it will clear the stop 37 and the shaft will be free to swing. As the spring 39 swings the shaft 29 to its original position upon the falling to the proper amount of the pressure of the air in the chamber 42 the resistance of the air remaining in the chamber will compress the spring 38 through the medium of the piston 41, link 40, and member 35, thus permitting the member 35 to clear the stop 37 and permitting the parts of the signaling mechanism to resume their initial positions. In order that the piston may not be held indefinitely by the compressed air in the outer position in the chamber 42, the piston 41 may be loosely fitted in the said chamber, so as to permit the escape of air from the chamber around the piston. When the air-compressing devices which furnish the air to the conductor connected with the chamber 42 have ceased to operate by the passage of a train actuating them, the air supplied to the chamber 42 will gradually escape from the chamber around the piston 41 until the pressure in the chamber on the piston 41 is less than the force of the spring 39, and the said spring will then, as just described, retractthe piston and signal-plate 31 to the initial position shown in Fig. 5. As before stated,when

in this position the danger-indicating device on the outer side of the plate 31 will be away from and invisible from the track. To prevent the admission of water or dirt into the signal-box 33, it is provided with a removable cover 43, having a slotted portion in the rear side, (shown in dotted lines in Fig; 4,) adapted to receive the shaft 29. Fitted upon the shaft 29 above the cover 43 and adapted to rest thereupon and cover said slotted portion is a horizontal plate 44, vertically movable upon the shaft 29. The outer end of the box 33 is secured to and removable from the signal-box with the cover 43, thus permitting access into the outer end of the box for the purpose of removing or repairing the mechanism contained in the box.

I will now describe how the signals are actuated in the form of my invention shown in Fig. 1. Referring again to the said figure, a train passing over the rails A to the left will first strike the plate 16 of the air-compressing device at H. The depression of the said plate will force air through the conductor 0, thus actuating the signals at N and O and setting the danger-indicating devices of such signals in position that they may be seen from a train approaching or moving in the same direction as the actuating-train and located to the left of said signals, as hereinbefore described. The actuating-train soon thereafter strikes the plate 16 of the air-compressing device at K, causing air to be forced through the conductor Gr in the direction indicated by the arrow, and thus setting the signal at U in position such that the danger-indicating device of said signal will be set in a position to be seen from the track to the rear of the actuatingtrain and to the right of the said signal. It will thus be seen that the actuating-train sets the signals in advance and in the rear of the said train; but the signals so set are not visible from the actuating-train. If, therefore, the engineer of the actuating-train sees the danger-indicating devices of the signals at Q, R, or S,he will know that another train is close at hand in advance of him. In a like manner the train passing still farther to the left will depress the plate 16 at the air-compressing device located at I, thus forcing air through the conductor D and setting the signaling device at P, so that the danger-indicating device carried by said signal will be visible from the track to the left of the said signaling device. In a similar manner the train passing over the plates 16 of the air-compressing devices, located at L and J, will cause air to be forced, respectively, through the conductors E and F and will set the signaling mechanisms at S and T in positions in which the danger-indicating devices carried by said signaling devices will be visible from the track to the right, respectively, of the said signaling devices or to the rear of the actuating-train. Each wheel of the engine or coach passing over the plates -16 will. depress the same successively, thus forcing air in a series of impulses into and through the air-conductors. The signals after being set by the compressed air will remain so set until the pressure of the air in the conductors is sufliciently low to permit the coil-springs 39 retracting their respective signal-carrying shafts 29. The signals will therefore be set in position for sending a warning for a length of time depending upon the looseness of the pistons 41 in the chamber 42. This may be whatever is required for the purpose. A train passing to the right, as viewed in Fig. 1, will consecutively actuate the air-compressing devices at J, I, L, K, and H, and will set in advance of the train the signals S, T, and U and in the rear of the train the signals P, O, and N. By having the conductors overlapping each adjacent ones on the same sides of the track and providing in such overlapping ends a signal each a signal is set in advance of the next air-compressing device, so that there are always signals set in advance of a train to warn others on the same track.

I will now describe the construction and operation of my railroad-crossing signaling mechanism.

Referring to Fig. 14, X and Y indicate, respectively, two crossing railroads. 45 and 46 denote, respectively, two main air-conductors crossing each other and disposed, respectively, parallel with the railroads X and Y, and eX- tending each beyond at each side of the crossing railroad. Connected, respectively, to the ends of the conductor 45 and disposed one at each side of the railroad Y are two air-compressing

devices

47 and 48, respectively, constructed the same as the air-compressing devices already described and provided each with an actuating-plate 16. Similar air-compressing devices 49 and 50 are connected to the respective ends of the conductor 46 and disposed one at each side of the railroad X. Intersecting and connected with the conductor 45 and extending parallel with the railroad Y and crossing the railroad X is a supplemental air-conductor 51. At each end of said conductor 51 is provided a signaling device 52, the construction of which is the same as the ones already described. A similar supplemental air-conductor 53 is similarly connected to the conductor 46 and is disposed parallel with the railroad X and crossing the railroad Y. The two ends of the said conductor 53 is provided with the signaling devices 54.

A train moving along the track X toward the track Y from either direction will actuate one or the other of the air-compressing

devices

47 or 48 before reaching the track Y, and

will thus cause air to be forced through the

conductors

45 and 51, and thus causing the signals at the two ends of the latter conductor and indicated by 52 to be set, so as to warn a 46 and 53, thus actuating the signals 54 at the ends of the conductor 53 and warning a train approaching the crossing in either direction on the railroad X.

It will be obvious that my invention may be modified in many ways without departing from its spirit.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In a railroad signal system, the combination with a pipe for conducting a fluid and running parallel with the track, of means actuated by avehicle moving alongthe track for forcing the fluid into and through the said pipe, a plurality of hollow cylinders connected with said pipe, a plurality of pistons reciprocatively mounted one in each of said cylinders and movable in one direction therein by the pres sure of fluid admitted intosaid cylinders from said pipe, a plurality of signals, means by which said signals are moved respectively each to a certain position when the said pistons are moved by the said fluid-pressure, and means by which each of said signals and each of said pistons are retracted to their initial positions when the fiuid-pressure in said cylinders has become reduced below a certain pressure.

2. In a railroad signal system, the combination with an air-conductor disposed parallel with the track, of means actuated by a vehicle moving on the track for compressing air and forcing it into the said conductor, a movable signal provided with a danger-indicating device, means by which the compressed air in the said conductor sets the said signal in a position in which the danger-indicating device is visible from the track at the side of the signal opposite the actuating-vehicle but invisible from said actuating-vehicle, and means for retracting the said signal to aposition in which the danger-indicating device is invisible from the track opposite to or at either side of the said signal.

3. In a railroad signal system, the combination with a plurality of independently-actuated air-conductors disposed parallel with the track, of a plurality of air-compressing devices actuated by a vehicle moving on said track and connected respectively one to each of said conductors, a plurality of movable signals each provided with a danger-indicating device normally invisible from the track opposite to or at either side of the signal to which it is connected, means by which the compressed air in eitherof said conductors moves one of said signals adjacent to said conductor to a position in which the danger-indicatin g device is visible from the track at the side of the signal opposite the actuating-vehicle but invisible from said actuating-vehicle, and means for retracting the several signals to their initial positions.

4. In a railroad signal system, the combination with a plurality of independently-actuated air-conductors disposed parallel with the track, one of said air-condnctors extending past and overlapping the adjacent end of the other air-conductor, of a plurality of air-compressing devices actuated by a vehicle moving on said track and connected respectively one to each of said conductors, and disposed one at the overlapping end of one conductor and the other at the opposite end of the other condoctor, a plurality of movable signals each provided with a danger-indicating device normally invisible from the track opposite to or at either side of the signal to which it is connected, one or more of said signals being disposed adjacent to each of said conductors, the overlapping end of one of said conductors being provided with one of said signals, means by which the compressed air in either of said conductors moves each of said signals adjacent to said conductor to a position in which the danger-indicating device thereon is visible from the track at the side of the signal opposite the actuating-vehicle but invisible from said actuating-vehicle, and means for retracting each of said signals to its initial position.

5. In a railroad signal system, the combination with two air-conductors disposed oppositely to each other along the track, of means actuated by a vehicle moving on said track for compressing air, and forcing it in. opposite directions, respectively in said air-conductors, a plurality of movable signals provided each with a danger-indicating device normally invisible from the track opposite to or at either side of the signal carrying it, said signals being disposed at intervals along the track and connected one or more to each of said conductors, means by which the compressed air in said conductors moves respectively the signals adjacent to said conductors and connected therewith to positions in which the dangerindicating devices on said signals are visible from the track at the sides of the signals opposite the actuating-vehicle but invisible from said actuating-vehicle, and means for retracting said signals to their initial positions.

6. In a railroad signal system, the combination with an air-conductor disposed parallel with the track, of a compressing-chamber connected therewith, a piston reciprocatively mounted within said compressing-chamber, means actuated by a vehicle moving on said track for moving the said piston so as to compress air in said chamber, means for retracting said piston in the opposite direction, a movable signal disposed adjacent to said conductor and provided with a danger-indicating device normally invisible from the track opposite to and at each side of the said signal. means by which the compressed air in the said conductor moves the signal to' a position in which the danger-indicating device is visible from the track at the side of the signal opposite the actuating-vehicle but invisible from said actuating-vehicle, and means for retracting the signal to its initial position.

7. In a railroad signal system, the combination with an air-conductor disposed parallel with the track, of a plurality of air-compress ing devices connected with said conductor-and actuated by a vehicle moving upon said track, a check-valve in said conductor between each of said air-compressing devices, one or more signals arranged at intervals along said track, each of said signals being provided with a danger-indicating device normally invisible from the track, means by which the compressed air in said conductor moves said signals to a po sition in which the danger-indicating device of each signal is visible from the track at the side of the signal opposite the actuating-vehicle but invisible from said vehicle, and means for retracting each signal to its original position.

8. In a railroad signal system, the combination with a rotatable shaft, provided with a signaling device movable therewith, and provided with a crank-arm, a member pivotally connected to said crank-arm, a stop disposed in a position to engage said member when the said member is properly positioned upon the crank-arm, for preventing rotation of said signal-carrying shaft, means for normally holding the said member in position for engaging.

said stop, a cylinder for holding compressed air, a piston reciprocatively mounted therein, means by which, when the piston is moved in one direction, the said pivoted member is swung to a position so as to clear said stop and the signal-carrying shaft caused to rotate, and means for retracting said shaft and said piston to their initial positions.

9. In a railroad signal system, the combination witha rotatable shaft, of a signaling device carried thereby, the shaft being provided with a crank-arm, a member pivotally connected to the crank-arm, a stop disposed so as to engage the said member when it is properly positioned on said crank-arm, for preventing rotation of said shaft, a reciprocable piston, means for normally holding the pivoted member in position for engaging the said stop, a link pivotally connected to said piston and to said pivoted member, means for moving the piston in a direction such that the pivoted member will be swung to a position in which it will clear said stop and cause the shaft to be rotated, and means for retracting the piston and said shaft to their initial positions.

10. Inarailroad signal system,the combination with a rotatable shaft, provided with a crank-arm, a spring for retracting saidrotatable shaft in one direction, a member pivoted to said crank-arm, a stop adapted to be engaged by said pivoted member for preventing rotation of said shaft, a second spring weaker than the first-named spring normally holding the said pivoted member in position for it to IIO engage the said stop, a reciprocable piston, means by which when the piston is moved in one direction the pivoted member will be swung against the pressure of the second spring so as to clear the said stop and cause the said shaft to be rotated against the pressure of the first-named spring, and means for moving the said piston in the said direction.

11. In a railroad signal system,the combination with an air-conductor disposed parallel with the track, of means connected therewith and actuated by a vehicle moving upon said track for compressing air and forcing it through said conductor, a rotatable shaft, a signaling device carried thereby, a chamber connected with said air-conductor, a piston reciprocable in said chamber, releasable looking means for preventing rotation of the said shaft from its initial position, and means actuated by the movement of the piston in one direction for releasing-said locking means and causing rotation of the said shaft, and a spring for retracting said shaft and said piston to their initial positions.

12. In a railroad signal system,the combination with an air-conductor disposed parallel with the track, of means connected with the conductor and actuated by a vehicle moving upon the track, for compressing air and forcing it through said conductor, a rotatable shaft provided with a cr-anlvarm, a signaling device carried by said shaft, a member pivoted to said crank-arm, a stop adapted to be engaged by said member for preventing rotation of the shaft from its initial position, means for swinging the said member to a position in which it will engage the said stop, a chamber connected with said air-conductor, a piston reciprocable therein, means by which the piston when moved in one direction, will cause the pivoted member to be swung clear of said stop and cause rotation of the said shaft from its initial position, and means for retracting the said piston and said shaft to their initial positions.

13. In a railroad signal system, adapted to be used at the crossing-point of two railroads, the combination with an air-conductor disposed parallel with one of said railroads and extending at each side beyond and crossing the other of said railroads, of two air-compressing devices disposed one at each end of said conductor, connected therewith and actuated by avehicle moving along the railroad parallel with the said conductor, a second air-conductor connected with and intersecting the first conductor and disposed parallel with the crossing railroad, two signals disposed respectively one adjacent to each end of the second air-conductor, and means by which the said signals are actuated when compressed air is forced from the said air-compressing devices through the two conductors.

14. In a railroad signal system, adapted to be used at the crossing-point of two railroads, the combination with two main air-conductors disposed one parallel with each of said railroads, each of said main air-conductors crossing the opposite railroad, four air-compressing devices actuated by a vehicle movable along'the railroad to which it is adjacent, the said air-compressing devices being connected respectively one with each end of each of said air-conductors, a supplemental air-conductor disposed parallel one with each of said railroads and connected respectively one with each of said main conductors, the said supplemental conductors extending at each side of the railroads disposed at angles thereto, and four signaling devices connected with the said supplemental conductors and disposed one at each end of each of said conductors.

15. In a railroad signal system, the combination with means for compressing air actuated by a vehicle moving upon the track, of a reciprocable device movable in one direction by the compressed air, means for conveying the compressed air to said reciprocable device, a movable signaling device, means by which said signaling device is moved in one direction by the reciprocable device, means for retracting the said signaling and reciprocable devices, and locking means releasable by the movement of the reciprocable device for preventing movement of the signaling device from its initial position.

1 6. In a railroad signal system, the combination with means for compressing air actuated by a vehicle moving upon the track, of a reciprocable device movable in one direction by the compressed air, means for conveying the compressed air to said reciprocable device, a movable signaling device provided with a danger-indicating device invisible from the track when the signaling device is in its normal initial position, means by which said signaling device is moved to a position in which the danger-indicating device is visible from the track on the side of the signaling device opposite the actuating-vehicle but invisible from the said vehicle when the reciprocable device is moved in one direction by the compressed air, means for retracting the signaling and the reciprocable devices to their initial positions, and locking means for preventing movement of said signaling device from its initial position, said locking means being released by the movement of said reciprocable device in the proper direction.

In testimony whereof I affix my signature in presence of two witnesses.

l/VILLIAM A. KIBBE.

WVitnesses:

WARREN D. House, HENRY F. ROSE.