US827142A - Switch and signal apparatus. - Google Patents

Description

Noisy/3142. PATENTBD JULY 31, 1906.

- C. W. COLEMAN. SWITCH AND SIGNAL APPARATUS. .PPLIUTION FILED Nov 2l 1903.

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l IllI 1l THE NaRRls PErERs co., WASHINGTON. nA c4 No. 827,142. -PATBNTBD `JULY 31, 1.906. c. W. GGLBMAN. SWITCH AND SIGNAL APPARATUS.

APPLIOATIOT .FILLEDl NOV. 2. 1903.

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I Y G. W. COLEMAN.

. SWITCH AND SIGNAL APPARATUS.

APPLICATION FILED NOV- 2. 1903.

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I N0. 827,142. PATENTED JULY ,31, 190@-` C. w. COLEMAN, .SWITGH AND SIGNAL APPARATUS@ APPLIoLTIoN FILED nov. 2. 1903.,

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N6. 827,142. PATLNTLD JULY 3.1, 190C.

^ C. W. COLEMAN.

SWITCH AND SIGNAL APPARATUS.

APPLICATION FILED Nov; 2. 190s.

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`yPATENTED JULY 31; 1906.

f ATESL CLARENCE w. COLEMAN, .oF fwEsrErELn, NEW JERSEY, VVAs-SIGNOR To THE HALL sic-.NAL COMPANY, A CoEPoEArioN oE MA1-NE.

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- at No. 32' Charles street,-,Westfield, in the .y county of Union and State of NewJersey,

havey invented certain newand useful Improvements in Switch and Signal Apparatus,

' of which the following is a specification'. l My invention lrelates to signals, switches,-l

and the like, and particularly to that class of railway appliances and systerris for controlling traffic onrailways that area'dapted to-'be actuated byfluid-pressure.

-. rkInI such systems the. railway-traffic-controlling apparatus is disposed at. local points along .afrailway-line topermit'and control plie passage of traflic at these points on: the 1ne.., y In particular my invention relates to a signal apparatus in'which the preferred' form of motive power is liquefied carbonio-acid gas.` The object of my invention is to provide an efficient means for the utilization of fluid-.

- pressure without leakage and to reduce t`o 'a minimum the number of valves that arefnecessary to control the supplyof fluid tothe operating mechanism andv to .operate ythe, valves so as to securecertam action at all a times. y l f A further object of my invention is to so locate the flasks containing the storage-'supply of compressed gas that they Will be free from excessive variations of temperature and so that also the` size of the signal-casing may bereduced. f n y A further object of my invention is to improve the retaining device for the signal.

With these and other objects in view my -I i invention consists in the. parts, improve- 4o ments, and combinations more fully set forth hereinafter.` i y y.

In the `accompanying drawings, annexed vto this specificati o n and forming a part theref of, Figure l ,is a front view of one form of my invention, the particular embodiment there-` of being a'railway-signal. Fig. 2 is a side elevati on of the'right-hfand side of Fig. l. Fig. 3 isa verticalsectgio'n. Fig. 4 is a horizontal ,Y sectionrnthe Alinev flu/1 of Fig..-1. Figsf, 6,A

and ,7 ishowjg details. Fig. 8 is a section thronghthe valve'lmechanism. Fig. 9 is an elevation off the housing for the valve mecharflisn.- lFig s.10 and 11 illustrate the means 'forioperating'thevalves, two positions of thev patented .1115131.19061 valves being shown. ,Fig. 12 il'lustratesthe3 circuitsthat are used to operate .the signal.;l Fig. 13 isla perspective view ofthe' .valve- Op-j erating means.` rFig-14: is a detail.

J Referring nowy to the drawingsl in detail;

representsan` ordinary rform of signal, ,thev

particular embodiment illustratedjbeingin. f

the form of a signal-blade. y ,y 2 indicates they weighted spectaclehthe weight of Vwhich is `sufficient to' voverloalance .the signal-bladeandnormally bias the sig-- nal to-thedanger lposition. In thefform. ofv s ithe invention illustrated upon the 'drawings gthis Weight serves also. to 'and its mechanism.

Any suitable means lnal withthe operating Vmechanism` may be return the signal for connecting thez sig-vl .y

used. Infthe. form; shown upon thev draw- L ings the rod is vconnected `to the moving 'member of the operating mechanismzat o ne end. At` the other end the rod 3 `is-'providedI with a connectingvdevice consisting of thev "clamp 4, to which the signal-rod 5.is-connected. The ,rod3 passes through a bearing in frame 6; i Avdust-guard 7. and an oil-cup 8; c

lare 'attached` to theframe, serving, respect-- tively, to prevent' the dustfromgetting in to the bearingfor. the' rod 3 and to lubricate said bearing.'y

lv'ated 'by fluid-pressure maybe yused fory mov- Any formof operatingmechanismwactug ,l

tion of indication. In the vform of my linven- "tionillustrated' upon the drawingsI have shown la piston and piston-chamber for accomplishing this result.A In the particulargo .embodiment of the: invention illustrated. .I

utilimze the movement of the cylinder to actu-- y ate the signal. lThe construction of the piston and piston-chamberis `such as to prevent 'any appreciable leakage'L of gas'- during the `op- 9 5` eration and' to permit the smoothl action of,k

theparts and also toprotect the working pai-ts fromdirt and corrosion. The cylinder. 9 hassecurelybolted thereto at one end the end plate 10, into which the connecting-.rod 3l v1 oa is screwed. vThe other end'of the cylinder is closed byl any suitable means, so as to prevent the access of. moistureto the vworking 'if' parts within the cylinder. This means may e widely varied. In the form of my inven- 105 tion shown in the drawings I makeuse of a `cap-plate 11, vsecured to the cylinder 9. n I

also preferably provide a sleeve 1,2,"madeoff` snugly, which insures some non-corrodible material, such as brass, for protecting the pedestal 13. In the form of the invention shown in the drawings the pedestal is made hollow andis mounted upon the base-plate 14. The pedestal is made hollow, so as to give suHicient space to permit the introduction of the supply-pipe 15 through said pedestal and to permit its ready removal therefrom in setting up and repairingthe apparatus. It will be noted that the cap-plate 11 fits the protecting-sleeve 12 a smooth guiding action for the cylinder and avoids the circulation of moisture around the working parts. y At the top of the pedestal 13 there is provided I a square opening 16, through which the screw-threaded nipple 17 is inserted, the nipple being provided'with a bore 18. In assembling the parts the nipple is first inserted through the square opening, the piston 19 is then dropped upon the pedestal, a packingring 20 is then placed around the outside of the nipple, and the nut 2'1 is screwed down upon the packing-ring. This firmly secures the parts together and prevents the leakage of gas through the hollow pedestal to the atmosph'ere.

Any suitable means for supplying and controlling the admission of fluid-pressure to the operating mechanism may be used.

In the preferred form lof my invention a storage-supply of liquefied gas, such as carbonic-acid gas, is stored in the iask 22. This iiask I preferably locate within a receptacle 23, located in the pit 24. By this means the flask of gas is'preserved from excessive variations of temperature and from the eXtreme variations o pressure which would result from large iiuctuations in the temperature of the fiask if the latter were exposed to the direct rays of the sun. The temperature of the ground being more uniform than that of the atmosphere insures a more uniform temperature and pressure for the ygas in the flask. This is particularly desirable when a liquefied gas, such as liquefied carbonio-acid gas, is used. The gas as it issues from the flask under high pressure passes through the pipe 25 into the reducing-valve 26. A branch pipe 27 communicates with a pressure-gage 28, the pointer 29 of which gives the pressure in the flask. The reducing-valve is of the ordinary construction and is fully disclosed in the patent to Nageldinger, No. 519,089, May 1, 1894, and needs no further description here. After the pressureof the gas has been reduced by the reducing-valve,the reduced pressure being indicated by the pointer 30, the gas passes through the pipe 3 1 into the eX- ansin-chamber 32. This expansion-chamber removes any difli/culties which may arise by the formation of carbonio-acid snow. From the expansion-chamber 32 the gas supply and the piston-chamber.

be used. In the form illustrated I passes, by means of the pipe 33, into the means for controlling the-admission ofthe gas l to Ithe operating mechanism. After passing through vthe controlling mechanism the gas passes through the pipe 34 into the pistonchamber of the operating mechanism.

Any suitable means for controlling the admission ofthe gas to the piston-chamber may be used. The motive fluid being preferably stored` in local storage-tanks, it is desirable to minimize the leaks, and thus prevent the waste of gas, and thus avoid a reduction in the number of operations for each tank full of fluid. The greater the number of valves between the supply-tank and the piston-chamber, other things being equal, the greater the tendency to leak, since each valve-seat @and packing affords a source of leakage. I reduce the number of valves and simplify their construction and operation. I prefer to use a single valve between the gas- It is also desirable to suitably control the valve mechanism under all conditions that arise in ractice. To effect this result, I contro the movement of the valve in one direction by an electromagnet and return the valve by the weight of the parts or by means of a suitablyarranged spring. I also prefer to close the valve independently, and `I prefer to use means controlled by the movement of a part of the operating mechanism, which part in the embodiment of the form of the invention illustrated is the piston-chamber.

In the preferred embodiment of my invention I make use of an admission-valve 35. The gas entering at a low pressure at the inlet 36 passes through the opening 37 into the chamberv38 and thence through the valveport 39 to the supply-pipe fol` the pistonchamber by way of the passage 40.

I make use of lan electromagnet 41, the energization of which controls the movement of the admission-valve in one direction. In the best embodiment of my invention the energization of the electromavnet 41 is controlled by a railway-train. In the form of the invention shown upon the drawings the lenergization of the magnet operates to open the admission-valve. Any suitable means may be used to transmit the action of the magnet to the valve. In the drawings the magnet 41 is provided with an armature 42, and the movement of the armature is utilized to control the movement of the valve. Any suitable form of controlling mechanism may have shown suitable connections between the armature of the magnet and the valve. These connections may be widely varied; but in the form illustrated they consist of a bell-crank 43, an adjustable connection 44, the adjustment of which acts to regulate the position of the armature. Any suitable means for transmitting the movement to the valve may be used. In the form of my invention illustra-ted upon the drawings I make use of a linkA IOO ` preferably pivoted to the valve-rod at46.

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The energization of themagnet 41 movesv the'valve in onedirection. x Any lsuitable means may be used to return it. In the form of the invention illustrated the weight ofthe valve and of the connections is such that gravity acts. to return the parts,`- the force of gravity being assisted by the pressure of thel gas. Iny the particulark vembodiment of =the invention illustrated the gas-pressure is" always. effective Vto urge the. admission-valve toward itsseat, whether the valve is open or closed. A spring may also beused tozmove the valve in the direction opposite-to .the

movement given to it by the electromagnet. A means is thus always provided forfreturn'- ing the.. admission-valve, no matter `whether the operating. mechanism for the signal or` switch has made a complete stroke or not.l f

y I also provide ameans'for closing the admisany desired manner.

sion-valve, which means. is preferably Icontrolled zby the movement of one of the parts of the signal or switch operating mechanism..

In the form ofthe invention illustrated upon the drawings this means is thrown into action whenthe piston-chamber reaches the end of its stroke. mission-.valve controlled by the movement of the piston-chamber is as follows:

i Any suitable movable part of they apparatus may be used to control l the closing ofthe admission-valve. vided with a bracket 47, which is clamped to f" the rod by means of a bolty 48. l I provide-.a

suitable guiding means forinsurin the correct position of the parts carrie vby this bracket, and in the resent'instance I have shown agroove 49, s iding along the guidingi i rib 50 toperformthis function.. Thebracket is provided with an operating-roller 51,.freely mounted: upon a4 stud v52", projecting from the bracket; The connections.l between the moving. element of the mechanism and the parts operated thereby maybewidelyvaried.`

In theform of the invention Aillustrated the roller `51 is caused to act upon suitable connections to `thevallve mechanism, which are.

as follows? A lever 52 is pivoted a-t 53 t0 the ver is connected to the valve mechanism in I have shown thisc'onnection as adjustable at55, the threaded rod 56 being adjustably connected to the arm.54.

Any `suitable. connections" maybe provided for transmitting the movement to the valve mechanism'. -In the formfof the ,inventionl illustrated Iinterpose between` the-link 45A and the rod 56 suitable connections, such as thelink57.-

v It will be observed that the lever 52 is` so arranged withl relation vto its lIpivotJ 53 that the .weight ofthev lever actstoclose .the ad-` mission-valve. The lever 52 is prevented The means for closing the ad- In Fig. 1 the rodisprogravity toward the roller. I prefer, however;

to insure this movementl of the lever 52, if necessary, by forcibly acting upon it and this,- .I accomplish by soarrangingthe roller 51' y,with relation'tothe'part 58 that the roller engages the toe v61 of the lever 58 and swings' the lever aboutits pivot. 61. The tail 60 ofv 'the lever will then force the lever 52 toward the .right in Fig.' (SeeA Fig.'14.') This lmovement is .transmitted to*- the jvalve and the valve is closed, so v4that no more gas can enter the cylinder.

' -I will now describe `the means for permit- -ting the` gas to exhaust from the operating mechanism. An exhaust-valve 61a, which, engages its seat 62*',.is` arranged to move in; unison with the admission-valve., Wheni ,the exhaust-valve .is closed, the admissionvalve is opened, and .vice versa. I preferA to mount'theadmssion and exhaust valves ony a` single stemfl.b .and .to make the connecytions` between the`l admission and exhaust vvalves adjustable, as shown at 61C, so as to :transmit the movement t'o both valves from the same link 45. The exhaust-valve permitsthe gas to leave ythe piston-chamber, and4 .thus allows `the-signal tor rest upon the re- ,tairiin'g device,vv as will be more fully describedhereinafter@ The 'pressure of-` gas" the .atmosphere assoon as the exhaust ris opened, which occurs, preferably, at' the endV `ofy the stroke .v'vhenfthe piston-chamber has ,reached the top,` sothat the Agas expelled .from- 'the' piston-chamber when vthesignal subsequently goes to danger is always unl der the same condition-Lire., always at atmosplierick pressure. The cushioning action isalways uniform; f

A valve-guardis screwed into the 'cas- "ing'101 and/.compresses a washer 102, so as to forma gas-tight' seal. Inside the guard v 100, at the bottom thereof, is a soft-rubber valve-seat 35?. Inside' the guard a sleeve- 103 is providedjI on which is f mounted a screen 104. y Two ins embrace the flat .part 35bof the va ve 35 to prevent it fromturning.. The sleeve 103 is `prevented from turning by theV pin 1041.

I prefer to employ a suitable retaining de- ;vice for holding the signal at one position of indication. In the-form illustrated the sig- Anal is held at safety by the retaining device after the parts have-been. given a full-stroke `,movementf The formv of this retaining de- IOO withinthe piston-chamber sinks to that of l.

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from the principle of my invention. fer to construct itas follows:

A detent 62, provided Witha vtooth 63, is suitably weighted at 64, so as to normally throw the arm of the detent toward the magnet 41` By this means the armature 66 is always urged toward the field of .the magnet 41. Suitable meansare provided for limiting the movement of the .armature 66 toward the magnet 41, so as to prevent actual contact between the armature and the magnet while the signal is at danger, and thus avoid any danger of the armature sticking .to its magnet by reason of the freezing of moisture between the armature `and the magnet or for any other cause. This is particular] advantageous .in a normal danger system. preferably provide a stop to limit the movement of the armature, and I prefer to .have this stop movable and to form a movable engagement with the part whose movement it limits, so that all tendency :to freeze is avoided. The particular vform of the movable stop may be Widely varied. I prefer to use a roller 67 pivoted at 68 in an arm 69, thel-atter being pivoted at 7 0 to the bracket 47. A spring 71.pulls the .arm69 in onedirection, so aste limit the movement ofthe armature 66 toward the magnet under normal conditions. Nevertheless when the magnet is energized its armature 66 may be brought into contact with the magnet, the stop 67 moving 'back slightly and the lspring 71 being thus put under tension. An .adjustable stop 72 limits the movement of the roller-stop 67 in one direction. It will be observed that the .rollerstop rolls along `thelever 6'5, so that it is impossible for the lever to freeze to theroller.

Any suitable means for retaining the piston at the end of its stroke may be used. I preferto provide a spring-pressed detent 73, pressed by va spring 74 and pivoted at 75 in the bracket 47. As the bracket rises the detent 7 3 snaps past the tooth 63 yof the retaining device, the weight 64 vof the retaining device .assisting inthis action. The magnet 41 being energized at this time, the detaining device is firmly held with the tooth 63 'supporting the signal and the attached parts in one position of indication :against the .action of the weighted spectacle 2.

It will be understood that although I have shown a system of circuits for o erating my signal, which system is designe to be :ope-rated on the normal safety plan-that is to say, with the signal-blades standing normally at safety when there is no train on the sectionmy invention isequally applicable to normal .danger systems .in which the signal-blades stand normally at danger under the conditions referred to. By ksuitably arranging the circuits my signal may be operated Aeither onthe normal danger plan or the normal `safety plan.

ger behind the train under the iniiuence of the weight 2. When the train passes out of the section, the track-magnet 76 is renergized. The signal-circuit through the magnet 41 Ais closed. The magnet attracts its armature 42, `thus opening the inlet-valve and closing the exhaust-valve and admitting gas in the piston-chamber 9, so as to move the signal against the influence of the weight 2 to safety At the top of the stroke of the piston-chamber the means for cutting ofi the supplyof gas to the piston-chamber by acting upon the admission-valve is thrown into operation. The lever 52 closes the admission-valve and opens the exhaust-valve, and the detent 63 is held in place by the energization of the magnet 41, so as to retain the signal .in the safety position by co eration with the part 73. If for any reason ikely to occur in practice when the signal is at the danger position, such as the sudden opening and closing of a switch by a switchman and the consequent movement of the signal, the electromagnet isfenergized for an instant and then denergized before the operating mechanism has completed its stroke, the piston-chamber will only complete part of its movement, and the lever 52 will not be actuated to close vthe admission-valve. By reason, however, of the weight of the parts attachedto the valve mechanism and the pressure of the gas acting to close the admissionvalve and o en the exhaust-valve, the magnet being energized, the admission-valve will drop to its seat and out off the supply. The exhaust-valve will also be open, and the signal will return to the danger position. It willthus be observed that the valve mechanism isalways operated in two directions* one for o ening and the other for closingwhether t e piston makes `a full-stroke movement or not.

By referring to Figs. 10 to 14 the operation of the signal will be readily understood. In Fig. 13 the parts are shown in the position they occupy when the signal is at danger With the normal safety system a train is on the section protected by the signal. The admission-valve is closed and the exhaust-valve is open. The iston-chamber nowrests u on the piston at tiie bottom of its stroke. W ien the magnet 41 becomes energized, the parts assume the intermediate osition shown in Fig. 10. The vexhaust-val ve -is closed, and

IOO

IIO

s the admission-valve is open. f This is the position assumed while .the signal is clearing. The piston-chamber has started, but has not yet reached the top of the stroke.

In Figs. 11 and 14 the parts have made a com lete movement. The signal is atfsaie#y ty, eld by its retaining device, and the lever 52 yhas been actuated -to closethe admissionvalve and .open the exhaust-valve.,`

. It `is-to be understood thatfm'any changes 'may be made in the form of apparatus illustrated without departing from-the principle of my invention. It 'may bev adapted 'to'norvmal safety and normal danger systems, to

signals, switches, andthe like,` kby any onel "skilled in the art. l

What I claim, and desire to secure by *Let-` 1.` In a railway-tralQic-controlling apparatus, the combination of mechanism operated by fluid-pressure of an admission-valve,k

means for closing said 'admission-valve and independent means controlled'yby the, move-y ment of a part of said mechanism for closing said admissionvalve, substantially as de'- scribed. l l

. '2. In arailway-traflic-controllingapparatus, the combination of mechanism 'operated by fluid-pressure, and a.dmission-valve there'- Jfor closing saidadmission-valve,and independent means for closing said admissionn valve, substantially as described.

- 4. Ina railway-traffic-controlling apparatus, the combination of a'piston and 'istonchamber, va storage-supply of liquefi'e gas, a

single admission-valve between said storagesupply and vsaid piston-chamber, means for closing s aid admission-valve and independent means for closing said admission-valve,

substantially kas described. f l

` 5. In a railway traffic-controlling apparatus, the combinationk of an admission-valve, a gas-supply, .an operating V mechanism,

means'for actuating Vsaid admission-valve to'- cut othe gas-supply, and independent means for controlling said admission-valve to shut off the gas-supply, substantially asdescribed.

6. In abrailwaytraffic-controlling appara-.f

tus,v the combination of mechanism operated therefor, means lfor closing said admissionvalve and means controlled by said mechanism for closing l tially as described.

by Huid-pressure, a single admission -va'lve aid admission-valve, substanf' 7. In a yrailway traffic-controlling apparatus, the combination of' a piston and istonchamber, av storage sup ly Vof liqueiie gas, a single admission-valve 'etween said storagesupply and said piston-chamber, means closing lsaid adrnission-valve and-means controlled bythe relative movement between said piston vand piston-chamber for closing said admission-valve, substantially. as de-y scribed. l

8. In a railwaytraiiic-controlling apparatus, the combination oiga-piston and istonchamber, a'storage sup ly oliqueiie gas, a:

Ebetween said storage supply and said piston-chamber, means'for` closing said admission-'valve and means. con-1 trolled by ysaid. piston-chamber for closing-4 said,` 'admission-valve, substantially =as de-` single admission-valve scribed.v

i .-9. Ina railway traffic-controlling appara-t tus, the combination of a piston and iston-` chamber, a storage supply oi lqiiefie gas, a',

single admission-valve between said storagesupply Aand said piston-chamber, means for p.

closin said `admission-valve and meanscontrolle bythe relative movement betweeni said'piston vand piston-chamber, said means vbeing actuated when the parts have made a full-stroke movement, `-for vclosing said `admission-valvesubstantially as described.

'10. Ina railway trahie-.controlling apparatus, the combination ofla piston andy istonchamber,` astorage supply oflliquefie gas, a; s

singlevadmission-valve between said storage v supply and said piston-chamber, meansfi'or' closing said admission-valve and means controlledby saidv piston-chamber, when said 1 chamber has-completed its stroke, for closing said admission-valve7 substantially as .de-

scribed.' v

`1 1. In arailway traffic-controlling apparavtus,the combination of an admission-valve,

an electromagnet, means'whereby the energization of said magnet moves the valvein one direction, vmeansv formoving said valveY in the'opposite direction, andindependent means for closing said valve, substantially as described., 1

12. In a railway traffic-controlling apparatus, the combination of an admission-valve, an electromagnet, means whereby the ener- Iii;

gization of said magnet acts to open the.

valve, means `for closing the valve, and indei pendent means for closing said valve, substantiallyas described. '13: In-arailway traffic-controlling.appara- 1311sthe''combinationof` a piston and piston-f lchamber, an admission-valve, an electromaginet, means whereby the energization of said4 'magnet actslto open the valve, means for closingythe valve, and means controlled by the relative movement between the piston" "and`- piston-chamber Jfor closing said valve,

` substantially as described.

, chamber, an admission-valve, an electromagnet, means whereby the energization of said magnet acts to open the valve, means for closing the valve, mechanical connections between the piston-chamber and the valve whereby the movement of the piston-chamber acts to close said valve, substantially as described.

16. In a railway traino-controlling apparatus, the combination of a piston and pistonchamber, an admission-valve, an electromagnet, an armature for said magnet, connections between the armature of said magnet and said valve whereby the energization of said magnet moves the valve in one direction, means for returning said valve, `mechanical connections between the piston-chamber and the valve whereby the movement of the piston.- chamber acts to close said valve, substantially as described.

y17 In a railway traffic-controlling app aratus, the combination of an admission-valve, a link connected to said valve, an electromagnet, an armature for said magnet, connections between the armature of said magnet and said link, a piston and piston-chamber, connections between the piston-chamber and said link whereby the movement of said piston-chamber closes said valve, substantially as described.

18. In a railway traffic-controlling apparatus, the combination of'an admission-valve, an exhaust-valve, an electromagnet, means whereby the energization of said magnet moves said valves in one direction, means for moving said-valves in the opposite directionk and independent means for actuating,y said valves, substantially as described.

19. In a railway traino-controlling apparatus, the combination of a piston and pistonchamber, an admission-valve, an exhaustvalve, an electromagnet, means whereby the energization of said ma net moves said valves in one direction, means or moving said valves in the opposite direction and means controlled by the relative movement of said piston and pistonchamber for actuating said "valves, substantially as described.

20. ln a railway trahie-controlling apparatus, the combination of a piston and pistonchamber, an admission valve, an exhaustvalve, an electromagnet, means whereby the energization of said magnet moves said valves in one direction, means tor moving said valves in the opposite direction and means controlled by the movement of the piston-chamber at the end of its stroke for actuating said valves, substantially as described.

21. The combination of a railway-signal, means for supplying gas to actuate said signal, an admission-valve for controlling said gas-suppl y, means for closing said admissionvalve and independent means for closing said admission-valve, substantially as described.

22. The combination of a railway-signal, mechanism operated by gas-pressure for actuating said signal, a storage supply of liqueed gas, a single admission valve between said storage supply and said mechanism, means tor closing said admission-valve, and independent means for closing said admission-valve, substantially as described.

23. The combination of a railway-signal, a

piston and piston-chamber, for actuating said signal, a storage supply of liquefied gas, a single admission-valve between said storage supply and said piston-chamber, means for closing said admission-valve and independent means for closing said admissionvalve, substantially as described.

24. The combination of a railway-signal, an admission-valve, a gas-supply, an operating mechanism for said signal, means for actuating said admission-valve to cut oli' the gas-supply, and independent means for controlling said admission-valve to sluit o'il the gas-supply, substantially as described.

25. The combination of a railway-signal, mechanism operated by fluid-pressure for aetuating said signal, a single admission-vulve therefor, means for closing said admissionvalve and means controlled by said mechanism for closing said admission-valve, substantially as described.

26. The combination of a railway-signal, a piston and piston-chamber, for actuating said signal, a storage supply of liquefied gas, a single admission-valve between said storage supply and said piston-chamber, means for closing said admission-valve and means controlled by the relative movement between said piston and iston-chamber for closing said admission-valve, substantially as described.

27. The combination of a railway-signal, a piston and piston-chamber, for actuating said signal, a storage supply of liquefied gas, a single admission-valve between said storage supply and said piston-chamber, means for closing said admission-valve and means controlled by said iston-cbamber for closing said admission-va ve, substantially as described.

28. The combination of a railway-signal, a piston and piston-chamber, for actuating said signal, a storage supply of liquefied gas, a single admission-valve between said storage supply and said piston-chamber, means for closing said admission-valve and means controlled by the relative movement be- IOO 827,142 l i i '7,

tween said piston andpistonechaniber, said means 'being 'actuated `.Whenthe parts have i made a full-stroke movement, for closing said admission-valve, substantially as described. 29'.' The combination of a railway-signal, a piston l said signal, a storage supply of liquefied gas,

a single admission-valve between saidv storage supply and said piston-chamber, meansv l for closing said admission-valve and means controlled'` by 'said pisto'n-i'ahamber,` when` lsaid chamber has completed its stroke, vfor as described.v i Y 30.` The combination of a railway-signal,

closing said admission-valve, substantially an admission-valve for controlling the supply oigas to actuate said signal, an electromagnet, means whereby the energization of said magnetI moves the valve-in,4 one direction, means for moving said valve in the opposite direction, and means for closing said valve, substantially asdescribed.-

'31.' The combination oi a railway-signal,

an admission-valve for controlling the supply ot gas to actuate said signal, an electromagnet, means whereby the. energization of said magnetacts to yopen thev valve, means for closing ythe valve, and'independent means Vtor closing said'valve, substantially as. de.-

scribed. .if

32.' The combination of arailwa'y-signal, a piston and "piston-chamber, for actuating said signal, an admission-valvaan electro-v magnet,vr means whereby the energizationfof said magnet acts'to open the valve, means v for closingI the valve 4and mean'scontrolled by theV relative movement between they piston andpiston-cliamberl:for closing said valve, substantially `as described.

'j 33. The combination of a railway-signal, a' piston yand piston-chamber, for actuating saidsignal, an` admission-valve, an. electroma net, means whereby the energization of sai magnet acts to open thel valve, means for closing the valve and means controlled by the movement( loi" the `piston-chamber for closing said valve, substantially as described. 34. The combination of a railway-signal, a piston and pistonechamber, for actuating saidsignal, an admission-valve, an electromagnet, means whereby the energization of said magnet. acts to open the valve,vmeans Jfor closingthe valve, mechanical connections betweenthe piston-chamber and the valve whereby the movement of the pi ston-cham-` ber. acts to close saidvalve, substantially as described f 1 35. The combination of a railway-signal, a

piston and piston-chamber,l for actuating saidsignal, an admission-valve, an electro-v magnet', `an Larm-ature for said magnet, .con-

nections between'rthe armature of said mag net andsaid-valvewhereby the energization of said'magnetmovesfthe'valve iii one direc# tion, means for returning said valve ,mechanand pistonchamber for. actuating ical connections'between the pistoi'i'cliamber and the' valve whereby the movement of the pistoii-chamber acts to close said valve, substantially as described.v y 1 36. The combination of a railway-signal, an admission-valve for controlling the supply l ofgas Jfor vactuating said signal, a link connected to saidvalve, an electromagnet,` an: armature vfor said magnet, connections be.V

tween the armature of said magnet and said link, .a piston and piston-chamber, connections between the piston-chamber and said link whereby the movement'ot` said piston? chamber closessaid valve, substantially asvdescribed.y

37. The combination of a-railway-signal,"4

an admission-valve Jfor controlling the supply of gas for actuating said signal, an exhaust-V valve, an electromagnet, means whereby the energization of said magnet moves said valves in one direction, means for moving said valves in the opposite direction and means for actu` ating said valves, substantially as described.'-

, 88. The combinationof a railway-signal, a

piston and piston-chamber,` for actuatingl said signal, an admission-valve, 'an exhaustvalve, an electromagnet, means whereby the energization of said magnet moves said valves in one direction, means for moving said valves `in rthe opposite' direction and means `c'ontrolled by the relative movement of said piston and piston-chamber for actuating saidv valves, substantially as described.

' 39. The combination of a railway-signal, aV

piston and -pistonchamber,.for actuating scribed. f

40, The combination of arailWay-signal, a

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'retaining device for said'signal, meansiori supplying gasto actuate said signal, 'an ad'` 7 mission-valve for controlling said gas-supply,1 means for closing said admission-valve,.indeV4 pendent means forv closing said admission! valve, andjmeans for operating said retaining device,- substantially as described.`v Y. 41. The' combination of a railway-signal, aA

retaining 'device' for" said signal, mechanism operated by gasfpressurefor actuating said signal, a storage supply` of liquefied gas, a vsingle admissionfvalve belween said storage supply and said mechanism, means for clos-1 ing said admission-valve, independent means orclosing said admission-valve, -and means Jfor operating said retaining device,` substantially as described. f

42. The combination of a railway-signal, al retaining vdevice for saidsignal, an admission# valve,-a gas-supply, anoperatingmechanism for said signal, means for actuating said admission-valve to cut oii the as-supply, independent means for controlling said admission-valve to shut oif the gas-supply, and means for actuating said retaining device, substantially as described.

43. The combination of a railway-signal, a retaining device for said signal, a piston and piston-chamber, for actuating said signal, a storage supply of liquefied gas, a single admission-valve between said storage supply and said piston-chamber, means for closing said admission-valve, means controlled by said piston-chamber for closing said admission-valve, and means for actuating said retaining device, substantially as described.

44. The combination of a railway-signal, a retainin device for said signal, a piston and piston-chamber, for .actuating said signal, a storage supply of liquefied gas, a single admission-valve between said vstorage supply and said piston-chamber, means for closing said admission-valve, means controlled by the relative movement between said piston and piston-chamber, said means being actuated when the parts have made a full-stroke movement, for closing said admission-valve, and means for actuating said retaining device, substantially as described.

4*'5. The combination of a railway-signal, a retaining device for said signal, an .admissionvalve for controlling the supply of gas to actuate said signal, an .electromagnet, means whereby the energization of said magnet moves the valve in one direction, means for moving saidl valve in the opposite direction, means for closing said valve, and means for actuating said retaining device, substantially as described.

46. The combination of a railway-signal, a retainin device for said si nal, a piston and piston-c amber, for actuating said signal, an admission-valve, an electromagnet, means whereby the energization of said magnet acts to open the valve, means for closing the valve,

Vmechanical connections between the pistonchamber and the valve whereby the movement of the piston-chamber acts to close said valve, and means for actuating said retaining device, substantially as described.

47. The combination vof a railway-signal, va retaining device for said signal, an admissionvalve for controlling the supply of gas for actuating said signal, an exhaust-valve, an electromagnet, means whereby the energization of said magnet moves said valves in one direction, means for moving said valves in the opposite direction, means for actuating said valves, and means for actuating said retaining device, substantially as described.

48. The combination of a railway-signal, a retaining device for said si nal, a piston and piston-chamber, for actuatmg said signal, an admission-valve, an exhaust-valve, an electromagnet, means whereby the energization of said magnet moves said valves in one direction, means for moving said valves in the opposite direction, means controlled bythe relative movement of said piston and pistonchamber for actuating said valves, and means for actuating said retaining device, substantially as described.

49. The combination of a railway-signal, a retaining device for said signal, a storage supply of liquefied gas, a piston and piston-chainber, for actuating said signal, an admissionvalve, an exhaust-valve, an electromagnet, means whereby the energization of said magnet moves said valves in one direction, means for moving said valves in the opposite direction, means controlled by the relative movement of -said piston and piston-chamber for actuating said valves, and means for actuating said retaining device, substantially as described.

50. In a railway traffic-controlling apparatus, the combination of a signal, mechanism operated by Huid-pressure for actuating said signal in one direction, an admission-valve a apted to be opened and closed, means controlled by said mechanism for closing said valve` and means controlled by a tram for closin said valve, substantially as described.

5l. n a railway traffic-controlling apparatus, the combination of a pivoted semaphoreblade normally biased to danger, a piston and piston-chamber for moving said blade against its normal bias, an admission-valve adapted to be opened and closed, means controlled by the relative movement of said piston and piston-chamber for closin said valve and means controlled by a train or closing said valve, substantially as described.

52. In a railway traiiic-controlling apparatus, the .combination of a pivoted semaphoreblade normally biased to danger, a piston and piston-chamber for moving said blade against its normal bias, a retaining device for holding said blade at one position of indication, an admission-valve adapted to be opened and closed, means controlled by the relative movement of said piston and piston-chamber for closing said valve and means controlled by a train forclosing said valve, substantially as described.

53. Ina railway traiiic-controlling apparatus, the combination of a signal, mechanism operated by fluid-pressure for actuating said signal in one direction, a local storage supply of liquefied gas, an admission-valve adapted t0 be opened and closed to control the supply of gas to said mechansim, means controlled by said mechanism for closing said valve and means controlled by a train for closing said valve, substantially as described.

54. In a railway traHic-controlling apparatus, the combination of a pivoted semaphoreblade normally biased to danger, mechanism operated by fluid-pressure for actuating said semaphore-blade against its normal bias, a

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local stora e supply of liquefied gas, an `admission-va ve adapted to be opened andv closed to control the supply of gas to said 56. The combination of a railway-signal',V av

retaining device therefor, an armature, connections between the retaining device and the armature, a magnet, a movable stop acting to separate said armature Jfrom said magnet `and to limit its movement in one direction and means for moving said stop in a .transverse direction, substantially as described. l

57. The combination of a railway-signal, a retaining device therefor, a magnet, an armature for said magnet whereby the retain-l ing device is thrown into operation, a roller for limiting the movement of said retaining device and means for moving said roller, substantially as described.

58. The combination of a railway-signal, ak

piston and piston-chamber for actuating said signal,' a retaining device for said signal, a magnet, an armature for vsaid magnet whereby the retaining device is thrown into operation, a roller for limitingthe movement of 'said retaining device, and means whereby the relative movement between the piston and.

piston-chamber acts to bodily move said roller, substantially as described.

59. vThe combination of a hollow pedestal, a supply-pipe for the operating iluid passing through the interior of said pedestal, Aa piston secured to said pedestal, a cylinder surrounding said piston, a railway-signal and means connecting said cylinder with said signal,

substantially as described.`

60. The combination of a hollow pedestal, a protecting-sleeve surrounding said pedes- LSI tal, a piston and piston-chamber, a railwaysignal and means connecting said pistonchamber with said signal, substantially as described. n

61. The combination with a hollow pedestal, a piston and piston-chamber, means fory closing the ends of said piston-chamberfa railway-signal and means for transmitting the movement of the parts to said signal, substantially as described.

62. The combination with a hollow pedestal, a protecting-sleeve surrounding said pedestal, a piston and piston-chamber, means for closing the ends of said piston-chamber,y a railway-signal and means for transmitting .the movement of the parts to said signal, substantially as described.

63. The combination ofa hollow pedestal, a protecting-*sleeve surrounding said pedestal, apiston and piston-chamber, means for closing the ends of said piston-chamber, said piston-chamber Jfitting said sleeve at one end, a railway-signal and means for communicating the movement of the piston-chamber to said signal, substantially as described.

64. The combination of a railway-signal, a tank containing a storage supply of liquelied gas, for operating said signal, said .tank being v v located in the earth, to avoid excessive var1a-` tions in pressure, substantially as described. 65- The combination of a railway-signal, a tank for containing a storage supply of liquestantially as described. f

In testimony whereof I aliiX my signature in presence of two witnesses. CLARENCE W. COLEMAN. Witnesses:

ERNEST PULsFoRD, WILLLAM F.. BrssrNG.

ied gas for operating said slgnal, and means

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