US827143A

US827143A - Railway traffic-controlling system.

Info

Publication number: US827143A
Application number: US20101504A
Authority: US
Inventors: Clyde J Coleman
Original assignee: Hall Signal Co
Current assignee: Hall Signal Co
Priority date: 1904-03-31
Filing date: 1904-03-31
Publication date: 1906-07-31
Anticipated expiration: 1923-07-31

Description

- .PATBNTED JULY 31., 1906'. I r 0. J. ,GOLEMAN'.

RAILWAY TRAFFIC CONTROLLING SYSTEM.

APPLICATION 31mm 14411. s1 1904.

5 sHLBTs sHLLT 1.

S'FETERS cm, WASHINGYON, n. c

No. 827,143. PATENTED JULY 31, 1906. I (1.3L COLEMAN. I

RAILWAY TRAFFIC GONTROLLING SYSTEM.

Arrmoulol 1 II;EDl AB.3-1,1904.

5 sums-SHEET 2.

mun; PETER: co., wnsnmarou, 0 c.

' PATBNTEE) J LY 31 1906. C.YJ.GOLEMAN.

AFFIU CONTROLLING SYSTEM.

RAILWAY TR APPLICATION nun [A131, 1904. I

- s sums-sum s.-

V II f I l H 1 HE NORRIS PETERS co., vusnmcwu, n. c

No. 827,143. PATENTED JULY 31, 1906.

3 c. J. COLEMAN, 1

RAILWAY TRAPPIG GONTROLLING SYSTEM.

- v APPLIOATION FILED ILL 31, 1904.1 V

y a KEETi-SHEET a;

THE NORRIS PETERS co WASHINGTON, 0. c

plished by The pivoted member 5 may be connected in any suitable way to the signal. I prefer to pivot the yoke on the piston-chamber and near the lower end thereof. As shown, the yoke is extended and pivoted at to the semaphore. The pivots 6 and 7 may ,be screw-bolts, which are threaded into the cylinder 4 at the base of the cylinder. I prefer .to guide the cylinder in its movement and to prevent its rotation. This may be accomproviding a recess 11 in the fixed element with which the bolt 6 engages. In order to seal the cylinder, if desired, against the escape of gas, I make use of elastic sealing-rings. These rings preferably consist of rubberand are beveled. The ring 12 is fixed in position and the ring 13 moves with the motor. When the

rings

12 and 13 engage, they form a gas seal that prevents any leakage of gas to the atmosphere. The internal construction of the motor may be widely varied. I have shown a hollow pedestal 14, through which passes the pipe 15. The top of the pedestal is surrounded by a sleeve 16, through which the pipe 15 passes. The long sides of the sleeve, which terminate in the I ring 12, interpose a long path to the gas if it should try to escape to the atmosphere. This insures a good gas-tight seal.

The motor that I prefer to use is adapted to be operated by fluid-pressure, and in the best embodiment of my invention I make use of a gas under pressure as the motive power. Any desired means for supplying gas under pressure may be used. I prefer to make use of a gas that can be liquefied at ordinary temperatures and to provide a means for containing a storage-supply of liquefied gas. The gas that I utilize in the best embodiment .of my invention is carbonic-acid gas. 1' pre fer to make use of a flask 17, which contains a storage-supply of liquefied carbonic acid.

It is very desirab e in systems operated by fluid initially under high pressure to reduce the pressure of the fluid so as to enable it to actuate the motor smoothly and efiiciently. The pressure of liquefaction of carbonic acid varies from siX hundred to one thousand pounds per square inch with the ordinary variation in temperature. The chilling of the gas incident to its reduction in pressure may be sufiicient to clog the passages and pipes through which the gas passes on its way to the motor largely by the solidification of the gas itself, thus preventing a further supply of gas to the motor. Hitherto it has been impossible to secure the requisite reduction in pressure of the gas necessary to operate a motor effectively without the use of a reducing-valve containing a movable member, which valve intermittently supplied a quantity of low-pressure gas to the motor. Attempts to reduce the pressure of the gas by a restricted passage have been failures both because such attempts failed to suitably reduce the pressure and because the passage froze and clogged.

In accordance with my invention I make use of means for reducing the pressure of the gas gradually before it enters the motor, and I prevent the freezing and clogging of the passage by means that I have devised which cooperate with the means for accomplishing the reduction in pressure. Since the motor and the parts connected therewith possess inertia, it is necessary to take account of the effect of inertia on the pressure of the gas in the motor. I have so constructed the means for reducing the pressure of the gas that the pressure in the motor-cylind or is maintained at a suitably low amount while the motor is operating. I accomplish this by regulating the rate of How of the gas through the means for reducing the pressure, so that the pressure will not rise too much behind the piston of the motor when starting and moving the motor.

In accordance with my invention I reduce the pressure of the gas without interrupting its flow by retarding the flow of the gas. The nature of the means for retarding the flow of the gas may be widely varied. In the best embodiment of the invention the flow of the gas is retarded and controlled by providing a passage of sufficiently small effective cross-section. The effective crosssection may be reduced in a variety of ways. This may be accomplished by making one dimension of the passage much greater than another or by making the length of the passage very great as compared with the minimum dimension of its cross-section or by giving the passage an irregular form in the direction'of its length or by utilizing any two or more of these features.

In the best embodiment of the invention the pressure of the gas is gradually reduced while in motion and flowing through the passage. This may be accomplished by a variety of means. The force of friction between the surfaces of contact of the passage and the gas may be utilized to gradually reduce the pressure. This permits, moreover, the use of a passage of larger cross-section than would be available if the force of friction were not utilized, since the force of friction has a similar effect to that of contracting the passage. In the best embodiment of the invention the force of friction is called into play instead of contracting the passage to extremely fine dimensions.

I duced to apredetermined amount that is independent of the variation in pressure on the high-pressure side'of the system. This may be accomplished by a variety of-means. In

4 .the, best embodiment of the invention the section ,of the passage is varied automatically with the variation in pressure on'the highpressure side. In accordance with my inventionalso I prevent too great a reduction embodiment of the invention heat is supplied means of this heating-surface.

in temperature of the gas, especiallysuch a reduction as would result in the clogging of 2'0 the passage by the freezing of the fluid therein. This may be accomplished by supplying heat to the gas in any suitable way. As before stated, in the best embodiment of the invention the pressure of the gas is reduced gradually. Theexpansion of the gas therefore takes place over a long extent of passage and the cooling effect is gradual. In the best to the gas during the reduction in pressure. During the expansion of the gas which tends to produce a chilling of the gas heat is supplied so as to prevent the chilling.

Heat may be imparted to the gas either by supplying external heat or by developing internal heat in the gas or bythe conjoint action of both ways. In the best construction the contact-surface of the passage in which the pressure is reduced is made a heatingsurface, and heat is supplied to the gas by When external sources of heat are made use of, a natural source of heat supply, such as the atmosphere, is utilized in the best embodiment of the invention. Internal heat may be developed in the gas in any suitable way. One way of generating it is to develop it by the friction between the flowing gas and the surface in contact with which the gas flows. Another way is to check its flow, and thus transform its kinetic energy into heat. In the best embodiment of the invention such transformation of energy is accomplished by giving the passage a varying section in the direction of its length, as by enlarging the passage at one or more intervals.

The amount of the heat supplied to the gas is increased in the best embodiment of the invention by giving the gas a high velocity past the heating-surfaces, the high velocity being attained by the reduction of the crosssection' of the passage adjacent to the heat ing-surfaces.

Referring to the drawings which illustrate one embodiment of the invention, 18 indicates the pressure-reducing passage. The

Both, contact friction and the effect of.

shape, dimensions, and construction of the passage-way may be widely varied.

In the form of the invention shown I con-' struct'the passage with large surfaces of contact between the gas and the walls of the passage.v I secure a great-area of contact between the gas and the walls of the passage without increasing its sectional area by making one. dimension of its cross-section much greater than the other. For convenience of construction the passage may be made annular, asv shown. The exterior heating-wall of the annular passage is indicated at "19, and

theinterior heating-wall is formed by the plug 20. The cross-section of the passage, both longitudinally and transversely of its length, may be widely varied. In the embodiment of the invention illustrated upon the drawings I have shown a passage that expands toward the end of the passage nearest to the motor.

into a tapering chamber, with walls 19 of the same dimensions, sothat when the part 20 was seated in the chamber it accurately fitted the tapering seat. The plug was then withdrawn until the depth or minimum dimension of the annular passage was about the one thousandth .001) of an inch when reducing the gas from six hundred pounds per square inch to forty pounds per square inch. The pressure in the working chamber may be reduced to any desired amount. It is usually reduced to about forty pounds per square inch. i

The form of the invention illustrated in Figs. 1 to 6 possesses certain inherent advantages. The pressure-reducing passage in Figs. 1 to 6 automatically compensates for a variation in pressure on the supply side of the system. This variation in pressure may be due to.-a number of causes, such as changes in diurnal temperature, changes in the temperature from season to season, in more or less complete exhaustion of the gas supply, and other causes. The high-pressure side of the system is connected at 200 to the reducing device. The supply of gas to the motor may be controlled in any desired manner. I prefer to make use of a valve, such as 26, de scribed hereinafter. The means for compensating for the variation in pressure on the high-pressure side may be widely varied. In the best embodiment-of the invention the de- The area of the transverse section of the passage is very small, and the IIO sired compensation is secured by varying the sectional area of the passage. The means for accomplishing the result maybe widely varied. In the best embodiment of the invention-one of the parts forming the passage is made relatively movable with relation to the other. In the form of the invention illustrated the passage comprises the exterior wall 19 andinterior wall 20. The means for adjusting the plug 20 to compensate for variation in pressure on the highpressure side may be widely varied. In the form illustrated a by-path 201 is provided for the gas, the path 201-leading into a closed flexible tube 202, preferably of metal. The tube is connected in any desired manner to the plug 20 In the best embodiment of the invention the connection is adjustable. The adjusting means may be widely varied. As shown, the plug has secured thereto an adjusting-screw 203 by means of the lock-nut 204. The screw 203 passes through an eye formed-at the closed end of the tube 202. Two nuts 204 engage the threaded stem of the screw 203, so as to permit of a longitudinal adjustment of the screw, and consequently of the plug. The plug is first adjusted by hand by turning the screw 203. Any variation in pressure on the high-pressure side is then compensated by the automatic adjustment of the plug through the agency of the tube 202. Should the pressure rise, the tube will uncoil and thrust the plug inwardly, so as to contract the passage. The pressure of the gas at the low-pressure side 15, leading to the motor, will be kept the same, the high pressure being proportionately reduced. Should the pressure on the high-pressure side fall, the opening isincreased and the reduction in pressure diminished, thus keeping the low pressure constant. As shown in the drawings, the passage. may be given a varying section in the direction of its length. This is accomplished partly by enlarging the passage continuously and partly by providing a series of enlargements, such as 24". These may conveniently be produced by providing the core 20 with one or more annular grooves.

In the embodiment of the invention illustrated in Fig. 7 I have shown the plug 19 adjustable by hand. The means for effecting this adjustment may be widely varied. As shown, a screw 21 is provided which can be rotated by any desired means, such as a hand-wheel 22, connected to the-plug by the stem 23. A rotation of the wheel 22 adjusts the plug 19 longitudinally, so as to vary the section of the passage. Suitablemeans are provided for locking the plug in its adjusted position. I have shown a lock-nut 22 for this purpose. In the best embodiment of the invention the walls of the passage are made massive, so as to store up a large quantity of heat that is supplied when required to the of the invention gas is supplied to the motor in small quantities and intermittently. The cooling effect incident upon the expansion. of the gas and evaporation of the liquid is thereby reduced, and the parts are given time to heat between operations of the motor mechanism. In the best embodiment of the invention I use a valve 26 for controllii'ig the admission of gas. This valve may be located at any desired point intermediate the source of supply of gas and the motor. In the best embodiment of the invention I 10- cate the valve near the passage, so as to avoid condensing the gas by contact with cold pipes and to avoid the accumulation of high-pressure gas in the pipes between the valve and the reducing-passage. In the embodiment of the invention. illustrated the valve is located near the inlet side of the passage. The valve may be of any desired character. I prefer to use a valve-seat 27 of rubber. In Fig. 2 the valve-seat 1s movable and in Fig. 7 the valve-seat is fixed The valve may be controlled in any desired manner. I prefer to control the valve electrically. I make use of an iron armature 28 and an electromagnet 29 for moving the valve in one direction, the spring 30 being used to move the valve in the opposite direction. A stem 31 is used to guide the valve. The casing 32 and core 33 of the electromagnet preferably consist of iron. The circuits used to control the valve may be of any desired character, and the connection will be varied according as a normal danger or a normal safety system of signals is used. Before describing the circuits in detail I will describe the means for pern'iitting the gas to exhaust from the motor. This means may be widely varied. In the particular embodiment of the invention illustrated upon the drawings a separate exhaust-valve 35 is used. The valve 35 controls the exhaust from the cylinder by means of the pipe 36 and escape-ports 37. Any desired means may be used to operate said valve. In the embodiment of the invention illustrated in Fig. 2 I make use of an electromagnet 38. Any desired meansmay be used to control said valve by means of said magnet. I have shown for this purpose suitable connections between the magnet and the valve, such as the pivoted armaturedever 39, connected to the vfalve in any. desired, manner, as by means of; the connecting-linked The elec-- 'trical circuits and devices usedto control the I operationofthe motormay be widely varied.

The nature ofl the controlling-circuits used will ,moreover, depend upon whether a normal danger system of signals or '3 systemis to be eratedi :1 Inthe'embodimentofthe invention illus-- .trated in Fig; 2', I have shown a normal safety 'systemand. one .form of electrical controlling meansforcontrolling the system. 4:1 inditery' '44 is controlled directly or indirectly thereby opened, gasflows intothe motor, and J thesignalis 'moved .to safety. When the n otorha'si' earlycompleted itsstroke, in the I embodiment of the invention' illustrated in I This means may be widely varied. I prefer Fig.2 a means isprovided forsealing the gas within thefiwo'rking chamber of the motor;

to-accoinplish there sultindicated'electrically.

. ,aI preferto"utilize-a-member,:such as46, at

tached to'a movingv part ofthe motor, which .When the motor has made a complete movement will" actuate'the circuit breaker 47, thus opening'the circuit: 48"ofthe magnet 28 andv 'deenergizing theflatter. :,The valve 26 drops to its seat and the gas is sealed between the valve-26 and the pistonof the motor.. When ,ff asignal or device is used. that "is' held, atone I position by th'epressureof'the gasyI' prefer to I A employ means for preventing the signal or' has-been moved on account of leakage of the c gas; II have shown one'form of means for ac- '1 c'omplis'hin'g the" result in Fig.1 2, injwhich a device from leaving the position to which it device that may be in the formof apressuregage 49 acts as a circuit-closer.- The pres.- 1 sure of the gas in the pipe moves the pressure- I gage in any desired. manner. This produces. a-[rotation of the-shaft' 49 to' which is at- 'tachedJt-he contact-arm 50.,insulated at 50 that makes contact with the arc-shaped conductor '51. Ihe; branch circuit 5354 is com;

.pleted thisswitch at '52. When the. mo

tor'has' reached the endi'of its stroke, the f .switch 50 's urged beyond the contact 51 byfthefpressure theigas. f The: circuit of the ama neft zs is now opened at two points; one .being the'contact47,.the other the'contact 50. i

Shouldthe g asleakslightly out of the motor- I p cylinde1", the pressure-gage, which is quite sensitive 'would drop andclose the contact 50 a; normal safety an 5; pivoted at GQEis-urged in one direction "by '51, thus energizing the magnet 28 and sup- This preplying '-,more 'gasto the motor. serves sufficient pressure in the'motor-cylin-,

der to retain the signal at the position de'- sired. The contact. 50 51 preferably acts so quickly that slight variations in pressureare at once counteracted Without necessitating a return-movement of the motor'nor one sufiiciently great to close the contact at'4 7. T It i ,will beobserved that this feature of my invention may be used with any formof signal inwhich'gas-p essure is utilized to hold the signal'atoneposition.

In the embodiment of the invention illustrated in Figs, 4 and 5'I have shown aretaining device forv holding the signal at one position-"of I indication. In thev particular embodiment ofthe' invention illustrated the signal-blade ,1 is urged in one direction by the Weighted, spectacle 2. Any desired means may be used'to move the signal in the opposite direction; "Ighave shown a piston '35 and the piston-chamber 4 for this purpose; Any desired means maybe used to connect the motor'with. the signal. Iprefer mouse a oneend and to the connecting-rod 56 at the other 'end. The connection between'the o 9 thrustr rod55, 'attachedto' the cyllnder' at r thrust-rod and the connecting-rod 56" is made by a clamp- 57 The connecting ro'd '56 is'pivoted at 58 to the signal-arm. .The rod is .preferably-guidedat itsupper end in a bracket 59.: The means that are used to hold. the signal at one positionof indication may, befwidely varied; I preferlto utilize the formof mechanism illustrated in- Figs. 4 In theseview's a pivoted memberfi6 O,

any-suitable deviceysuchas a weight 611. A detent 62,- connectedwith the member v6O, engages under .a shoulder 62? (shown in dotted lines in Fig; 5) on the bracket 63 when the motor .has completed its .inor'r'ernent. The

bracket '63Lis' attached to a part bf the systemas, forex'ample, to the rod 55-. by the clamp64. "The bracket 63 is guided ICC by ,the lugs '65, which embrace the guiding Irib 66;- The armature 67 when attracted by the-electromagnet 68, as will appear more fully'hereinafter, holds the detent in position .under the shoulder .on thebracket '63. When the magnet is denergized, the'pivoted arm 69, pivoted'at 7 O to bracket 63,"said arm being spring-pressed by spring 70, attached to. the arm 69 and bracket 63 and carrying'the 'rol1er'7 1', urgesthe member 60 away from theelectromagnet, so, as to prevent sticking" of the armature 67.

gasv to the motor. "These means may V be widely varied. In "the best embodimentof the invention I use a supply or fluid under pressure in the tank 17 Gasirornsaid fluid: passes through pipe 72 t0 the reducing de- Q. wflLno describethe meansfor reducing the p'ressure'and controlling'the-admission of vice 18. The form of the reducing device may be widely varied. I have shown in Figs. 4, 5, and 6 one form of pressure-reducing passage that may be utilized. This is illustrated in section in Fig. 6. The electromagnet 73 controls the admission-valve, (not shown in Fig. 4,) and when the valve is opened gas flows through the reducing-passage into the pipe 74, then through

pipes

75 and 76 to the motor. The exhaust and the means for controlling it may be widely varied. I have shown a branch pipe 77 lead ing into the valve-chamber 78 by the inlet 79. The valve-seat 80 seats the valve 81. A cap 82, screwed to the chamber 78, is provided with exhaust-ports 83. The form of the valve 81 may be widely varied, as well as the means for operating the valve. In the form of mechanism illustrated I utilize the same magnet for operating both admission and exhaust valves. The magnet 73 is provided with an armature 84, the movement of which is communicated to the exhaust-valve in any desired manner. I prefer to utilize a lever 85, pivoted at 86 to bracket 87 and pulled in one direction by means such as spring 88. The connecting-rod 89 communicates the movement of the lever to the valve 81. WVhen the magnet73 is energized, the admission-valve 26 is opened andthe exhaust valve 81 is closed, thus admitting gas to the motor. In the best embodiment of my invention I prefer to close the admission-valve and open the exhaustvalve when the motor has completed its stroke and to hold the parts in position by the retaining device. The means for accomplishing this result may be widely varied. In the embodiment of the invention illustrated this is accomplished. electrically. A pivoted lever 90 is made use of, the lever being pivoted at 92 to bracket 93 and urged in one direction by any suitable means, such as the weight of the lever. The roller 94, mounted on the stud 95, carried by the bracket 63, unhooks the latch 96, pivoted at 96, when the motor has completed its stroke. The return movement of the roller resets lever 90. The lever 90 falls to one side when the latch is unhooked, and this movement is insured by the contact of the tail 97 of the latch 96 with the lever. The movement of the lever 90 controls a circuit-breaker 98, which in turn controls the circuit through the magnet 73. When the lever drops, the circuit of the magnet 73 is opened, the admission-valve closes, the exhaust opens, and the parts settle down on the retaining-detent 62. It will be noted that the magnet 68 is energized at this time, so as to hold the detent in place. I will not describe the circuits and controlling mechanism illustrated. in Figs. 4 and 5.

' These circuits and means may be widely varied. They may be varied so as to operate In the embodiment of the invention illus trated in Fig. 4 I have illustrated the circuits as controlled by a train 101 on track 100. The track-battery 102 normally energizes relay 103. The relay may be used to control a local circuit in any desired manner. I have shown an armature 104, actuated by the relay, the armature closing the circuit through. battery 105. Two circuits are arranged to be energized by battery 105. One circuit passes through magnet 68 and then back to armature 104. The other circuit passes through magnet 73 and back to armature 104. hen the relay 103 is deenergized, as by the presence of a train on the track, the circuit of magnet 73 is opened and the signal goes to "danger, as shown. When the train leaves the track, the relay 104 is closed. This energizes magnets 68 and 7 3, the exhaust-valve 81 is closed, the admission-valve 26 is opened, the piston-chamber 4 rises, the roller 94 strikes the latch 96, the lever 90 moves to the right, thus opening the circuit of the magnet 73 at 80, but leaving magnet 68 energized. This closes the admissionvalve and opens the exhaust-valve, and the piston-chamber returns slightly, the parts being held by the retaining device at 62. The signal then-stands at safety. When the next train enters the block, it deinergizes magnet 68, releases the detent, and the parts drop to the danger position.

In the form of the invention illustrated in Figs. 9 and 1.0 a plurality of passages 1.07 are utilized. The cross-section of each passage may be widely varied. As shown, it is rec tangular. A plug 108, provided with a plurality of Wings 109, forms the inside walls of the passages. The means for adjusting the cross-section of the passages may be widely varied. In Fig. 9 an adjusting-screw 110, secured in place by a locknut 1 11, is utilized.

The application of the invention to a series of signals forming part of a railway signaling system is illustrated in Fig. 11. The signals are indicated at 112. The casing which contains the parts of the apparatus for actuating and controlling the signals in a gas-tigl it box is indicated at 113. The track-batteries are designated 114, track-relays 115, and local batteries 1.16. The flasks for gas are indicated at 117. The operation of the system will be evident from the previous description.

My invention is not limited to a particular theory of operation nor to the particular forms of apparatus illustrated in the drawings. Wide de artures may be made in the construction 0 the apparatus without de'- parting from the principle of the invention.

Having thus described my invention, what I claim as new, and desire to secure byLetters Patent, is-

I I trolling means, a gas-operated motor adapted toactuate said railway trafficcontrolling means, means for supplying carbonic-acid 1 1.1 In a railway traffic-controlling a para tus, the combination of railway tra c-con- I trolling means, means for supplying fluid under pressure .to actuate said means, and means whereby'frictiona'lresistance is op' posed to thepassage of the fluid utilized to actuate said means, substantially as de. scribed. M 2. In a railway traffic-controllingapparatus, the: combination of railway traffic-controlling means, means for supplyinggas under pressureto actuate said means, and

' by frictional resistance isjo means whereby frictional resistance is 0pposed-to the'passage of the gas utilizedto actuate said means, substantially as described.

3. In arailway traffic-controlling appara tus, the combination of railway traffic-con trolling means, a gasoperated motor adapt ed to actuate said railway trafiic-controlling;

means, means for supplying gas under pres sure to actuatesaid motor, and means where-j posed to the passage of the gas, substantial y as described.

4.. In a'railway. tra'fIic-controlling apparatus, the combination of-railway traffic-congas under pressure to actuate said motor-,and means whereby frictional resistance is opposed to the passage of the gas, substantially as described.

- said liquid, substantially as described.

I 'tra 6., In a railway trafiic-controlling appara-.

tus, the combination of railway traffic-com trolling means, a gas-operated 1notoradapted to actuate saidrailway traflic-controlling" means in one direction, means for supplying gas under pressure, means other than said su 1 means for returnin 1 said. railwa P121; 3 g y c-controlhng means, and means. where-,- byfrictiona-l resistance is opposed to the passage of the gas, substantially as described.

7. In a railway traflic-controllingappara tus, the combination of railway traffic-controlling means, a motor adapted to actuate said railway traffic-controlling means in one direction, a Weight for returning said railway traffic-controlling means, means for'supplyfing gasunder pressure-to actuate said motor, 1 and means whereby frictional resistance is opposed to the passage ofthe gas, substantia L ly as described. e 8. In arailway traffic controlling apparatus, the combination of railway traffic-controlling means, a motor adapted to actuate said railway trafficrcontrolling' means inone gas, substantial p 9. In a railway traflic-controlling appara-' "tus, the combination of railway-trafiic-.con-' substantially as described. 7

13. In a railway traflic-controlling apparasubstantiallyas described.

14. Ina railway trafiic-coirtrolling apparadirection, a weight for returning said railway trafiic controlling means, means for supplying carbonic-acid gas under pressure to actu- I ate said motor, and means whereby frictional resistance is op osed to the passage of the yas describedtrolling means, a motoradapted to actuate said railway traffic-controlling means in one direction, a weight for returning said rail way traffic-controlling means, means for containing a storage supply of liquefied gas to" actuate said motor,*and means whereby fric tional resistance is-opposedto thepassage of ,the gas, substantially as'described. I -10. Inarailway trafiic controlling appara-. I tus, the combination of railway traffic-con y trolling means, a motor adapted to actuate said railway traffic-controlling means, means for supplying gas under pressure toactuate said motor, means wherebyfrictional resist- I 7 ance is opposed tothe passage of the gas, and

means for intermittently admitting'gas at areduced pressure to said motor, substantially as described.

I 11. In arailway trafiic'oontrolling appareltus, the combination of railway traffic-com,v

trollingmeans, a motor adapted to actuate said railway traflic-controlling means in one direction, meansfor supplying gas' under pressure, means .other'than said supply means for returning said railway trafiic-con trolling means, means whereby frictional re- I sistance is opposed-to the passage'ofthe gas,

Too 1 i I i and means for intermittently admitting gas" at a reduced pressureto said motor, substan-v tially as described; I

12.. In a railwaytraflic-controllingapparaf tus, the'combination of railway trafficcon' trolling means, a motoradapted tQ-actuate said railway traflic-controllin'g'means in one direction, a weight for returning said railway traffic-controlling means, means for supplyi-ng gasunder pressure, means'whereby frictional-resistance is'opposed to the passage of the gas, and means for intermittently admit ting gas at a reduced'pressure to said motor,

tus, the combination of railway traffic-controlling means, a motor adapted to actuate for supplying gas under pressure, means whereby ictionalresistanceis opposed to said railway traffic-controllinglmeans, means the passage of the gas, means for admitting I gas at a reduced, pressure to said motor, and

means controlled by a train for intermittently controlling said gas-admitting means, 7,

tus, the combination of railway';trafiic-con-- I trolling means, a motor adapted to actuate saidrailway traffic-controlling means,;means a v for supplying carbonic-acid gas under pressure, means whereby frictional .resistance is opposed to the-passage of the gas, meansfor admitting gas at a reduced pressure to said motor, and means Controlled by a train for intermittently controlling said gas-admitting means, substantially as described.

15. In a railway traffic-controlling apparatus, .the combination of railway traflic-controlling means, a motor adapted to actuate said railway traffic-controlling means, means for containing a storage supply of liquefied gas, means whereby frictional resistance is opposed to the passage of the gas derived from said liquid, means for admitting gas at a reduced pressure to said 'motor, and means controlled by a train for intermittently controlling said gas-admitting means, substantially as described.

16. In a railway traffic-controlling apparatus, the combination of railway trafIic-controlling means, amotor adapted to actuate said railway trafiic-controlling means in one direction, means for supplying gas under pressure, means other than said supply means for returning said railway traffic-controlling means, means whereby frictional resistance is opposed to-the passage of the gas, means for admittinggas at a reduced pressure to said motor, and means controlled by a train for intermittently controlling said gas-admitting means, substantially as described.

17. In a railway traffic-controlling apparatus, the: combination of railway traffic-controlling means, a motor adapted to actuate said railway traffic-controlling means in one direction, a weight for returning said railway traffic-controlling means, means for supplying gas under pressure, means whereby frictional resistance is opposed to the passage of the gas, means for admitting gas at a reduced pressure to said motor and means controlled by a train for intermittently controlling said gas-admitting means, substantially as described.

18. In a railway traffic-controlling apparatus, the combination of railway traffic-controlling means, means for supplying gas under pressure, meanswhereby frictional resistance is opposed to the passage of the gas, and means for supplying'heat from an external source to said gas, substantially as described.

19. In a railway trafiicrcontrolling apparatus, the combinationof railway traffic-controlling means, means for supplying carbonicacid gas under pressure, means whereby frictional resistance is opposed to the passage of the gas, and means for supplying heat from an external source to said gas, substantially as described.

20. In a railway traffic-controlling apparatus, the combination of railway traffic-com trolling means, means for containing a storage supply of liquefied gas, means whereby frictional resistance is opposed to the passage of the gas derived from said liquid, and means for supplying heat from an external source to said gas, substantially as described.

21. In a railway traffic-controlling apparatus, the combination of railway traflic-eontrolling means, means for supplying gas un der pressure, means whereby frictional resistance is opposed to the passage of thegas and means whereby heat is supplied from the atmosphere to said gas, substantially as described.

22. In a railway trafiic-controlling apparatus, the combination of railway traffic-controlling means, means for supplying carbonicacid gas under pressure, meanswhereby frictional resistance is opposed to the passage of the gas and means whereby heat is supplied from the atmosphere to said gas, substantially as described.

23. In a railway traflic-controlling apparatus, the combination of railway traffic-controlling means, means for containing a storage supply of liquefied gas, means whereby frictional resistance is opposed to the passage of the gas derived from said liquid, and means whereby heat is supplied from the atmosphere to said gas, substantially as described.

24. In a railway traflic-eontrolling apparatus, the combination of railway traflic-con trolling means, means for supplying gas under pressure, means whereby frictional resistance is opposed to the'passage of the gas, and metallic means for conducting heat to said gas, substantially as described.

25. In a railway traffic-controlling apparatus, the combination of railway trafiic-controlling means, means for supplying gas under pressure, means whereby frictional resistance is opposed to the passage of the gas, and metallic means for supplying heat from the atmosphere to said gas, substantially as described.

26. In a railway traffic-controlling apparatus, the combination of railway trafiic-controlling means, means for supplying gas under pressure, means whereby frictional resistance is opposed to thepassageof the gas, and heat-conducting flanges for supplying heat from the atmosphere to said gas, substantially as described.

27. In a railway traflic-controlling apparatus, the combination of railway traffic-controlling means, means for supplying gas under pressure, means whereby frictional resistance is opposed to the passage of the gas, and means for supplying heat from an external source to said last-named means, substantially as described.

28. In a railway traffic-controlling apparatus, the combination of railway trafficcon trolling means, means for supplying gas under pressure, means whereby frictional resistance is opposed to the passage of the gas, and means whereby heat is supplied from the atmosphere to said last-named means, substantially as described.

was

' 29. In a railway traffic-controlling apparatus, the combination of railway traffic-controlling means, means'for supplying carbonicacid as under pressure, means whereby frictiona resistance is opposed to the passage of the gas, and means for supplying heat from an external source to said last-named means, substantially as described. 7

30. In a railway traflic-cohtrollin apparatus, the combination of railway tra c-controlli-ng means, means for containing a stor- I age supply of liquefied gas,means whereby frictional resistance is opposed to the passage of the gas derived from said liquid, and means wherebyheat is supplied from the atmosphere -to said last-named means, substantially as described.

31. In a railway trafiic-controllin apparatus, the combination of railway tra c-controlling'means, means for supplying gas under pressure, means'wherebyfrictional resistance is opposed to, the passage'of the gas,

and metallic means for conductin heat to said last-named means, substantia ly as de scribed. v l 32. In a railway traffic-controllingi apparatus, the combination of railway tra c-controlling means, means for supplying gas underpressure, means whereby frictional resistance is opposed to the passage of the gas, and heatrconducting flanges for supplying heat from the atmosphere to saidlast-named 'means, substantially as described.

33. In a railway trafiic-controllin apparatus, the combination of railway tra c-con: trolling means, a gas-operated motor for actuating said means, means for supplying gas under pressure, and a pressure-reducing passage in the path of the gas used for actuating said motor, said passage having a small cross: section and a large superficial area,substan-- tially as described. I

34. In a railway trafiic-controllin apparatus, the combination of railway tra c-controlling means, a gas operat'ed motor for actuating said means, means for supplying gas under pressure, and apressure-reducing passage in the path of the gas used for actuatingsaid motor, said passage being small in crosssection, but great in length, and having a large superficial areain contact with the gas, substantially as described.

' 35. In arailway traffic-controllin apparatus, the combination of railway tra c-controlling means, a gas-operated motor for actuating said means, means for supplying 'gas under pressure and a pressure-reducingpas- 6 5 tuating said means, means for supplying Car bonic-acid gasu'nder pressure and a pressurereducing passage in the path of the gas used I for actuating said motor comprising a plurality of surfaces in contact with the gas, substantially as described.

37. In a railway trafiic-controlling apparatus, the combination of railway traflic-controlling means, a gas-operated motor for actuating said means, means for containing a storage supply of liquefied gas and a pressure-v reducing passage in the path of the gas used for actuating said motor comprising, a plurality of surfaces in contact with the gas, substantially as described.

38. In a railway traffic-controllingapparatus, the combination of railway trafiiccon trolling means, agas-operated motor forac ,tuating said means, means for supplying gas under pressure and a pressure-reducmg passage in the path of the gas used for actuatingsaid motor comprising adjacent surfaces in contact With the gas, substantially as describ'ed. I

39. In a railway traffic-controlling appa ratus, the combination of railway traffic-controlling means, a gas-operated motor for actuating said means, means for su plying gas under pressure and a pressure-re ucingpassage in the path of the gas comprising an ex-i teriorsurface and an interior surface in contact With the gas, substantially as described.

40. In a railway traffic-controlling apparatus, the combination of railway traffic-controlling means, a gas-operated motor for actuating said means ,-means for supplying car-v bonic-acid gas under pressure and a pressuree reducing passage in t ath of the gas comprising an exterior sur ace and an interior surface in contact with the gas, substantially as described.

41. In a railway traffic-controlling appa ratus, the combination of means for contain- ,ing a stora e supply of liquefied gas and'a pressure-re ucing passage n thepath of the gas derived from said liquid comprising an exterior surface and an interior surface in contact with the gas, substantially as described.'

42. .In a gas-operated railway-signal, the combination of a signal, a motor for controls ling saidsignal, means for supplying gas under pressure, a passage in the path ofthe gas 9 to the motor forreducing the pressure of the gas, and means for supplying heatto said passage, substantially as described. I I

43. In a gas-operatedrailway-signal, the combination of a signal, a motor for controlling said signal, means for supplying-ca 1"-' IIO- bomc-ac'id gas under pressure, a passageln the path of the gas to the motor for reducing the pressure of the gas, "and means for; supplying heat to saidpassage, substantiallyas described. y o 44. Ina gas-operated railway-signal, the

combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage in the path of the gas derived from said liquid for reducing the pressure of the gas, and means for supplying heat to said passage, substantially as described.

\ 45. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage in the path of the gas to the motor for reducing the pressure of the gas, and means for supplying heat from the atmosphere to said gas, substantially as described.

46. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying carbonic-acid gas under pressure, a passage in the path of the gas to the motor for reducing the pressure of the gas, and means for supplying heat from the atmosphere to said gas, substantially as described.

47. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage in the path of the gas derived from said liquid for reducing the pressure of the'gas, and means for supplying heat from the atmosphere to said gas, substantially as described.

48. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage in the path of the gas to the motor for reducing the pressure of the gas, said passage having a small cross-section and a large surface in contact with the ga s,

substantially as described.

49. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage in the path of the gas tothe motor for reducing the pressure of the gas, said passage having a small cross-section, a large surface in contact with the gas and a length many times the depth of its cross-section, substantially as described.

50. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying carbonic-aeid gas under pressure, a passage in the path of the gas to the motor for reducing the pressure ofthe gas, said passage having a small cross-section, a large surface in contact With the gas and a length many times t the depth of its cross-section, substantially as described.

51. In a gas-operated railwaysignal, the combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage in the path of the gas derived from said liquid to the motor for reducing the pressure of the gas, said passage having a small cross-section, a large surface in contact with the gas and a length many times the depth of its cross-section, substantially as described.

52. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, and. a passage for gradually reducing the pressure of the gas used to operate the motor, substantially as described.

53. In a gas-operated railway-signal, the combination of a signal, a motor for control ling said signal, means for supplying carbonic-acid gas under pressure, and a passage for gradually reducing the pressure of the gas used to operate the motor, substantially as described.

54. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, and a passage for gradually reducing the pressure of the gas derived from said liquid and used to operate the motor, substantially as described.

55. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for gradually reducing the pressure of the gas, and. means forsupplying heat to the gas, substantially as described.

56. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying earbonic-acid gas under pressure, a passage for gradually reducing the pressure of the gas, and means for supplying heat to the gas, substantially as described.

57. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage for grad ually reducing the pressure of the gas derived from said liquid, and means for supplying heat to the gas, substantially as described.

58. In a gasoperated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for gradually reducing the pressure of the gas, and means for supplying heat to the passage during the gradual reduction of pressure of the gas, substantially as described.

59. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying earbonic-acid gas under pressure, a passage for gradually reducing the pressure of the gas, and means for supplying heat to the passage during the gradual reduction of pressure of the gas, substantially as described.

60. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage of liquefied gas, a passage for gradually reducing the pressure of the gas derived from said liquid, and means for supplying heat to IIO combinatlon of a signal, a motor for controlthe passage during the gradual reduction of pressure of the gas, substantially as described.

61. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage in the path of the gas to the motor for reducing the pressure of the gas, means for supplying heat to said passage and a valve for .intermittently controlling the admission of the gas tothe motor, substantially as described.

62. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying carbonic-acid gas under pressure, a passage in the path of the gas to the motor for reducing the pressure of the gas, means for supplying heat to said. passage and a valve for intermittentlycontrolling the admission of the gas to 'the motor, substantially as described.

63. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage'supply of liquefied gas, a passage in the path of thegas derived from said liquid for reducing the pressure of the gas, means for supplying heat to said passage and a valve for lntermittently controlling the admission of gas to the motor, substantially as described. 64. In a gas-operated railway-signal, the

ling said signal, means for supplying gas under ressure, a passage in the path of the gas to t e motor for reducing the pressure of the gas, means for supplying heat from the atmosphere to said gas, and a valve for intermittentlyv controlling the admission of the gasto the motor, substantially as described.

65. In a gas-operated railway-signal, the combination of-a signal, a motor for controlling said signal, means for supplying carbonicacid gas under pressure, a passage in the path of the gas to the motor for reducing the pressure of the gas, means for supplying heat from the atmosphere to said gas, and a valve for intermittently controlling the admission of the gas to the motor, substantially as described.

66. In a gas-operated railway-signal, the combinationof a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage in the path of the gas derived from said liquid for reducing the pressure of the gas, means for supplying heat from the atmosphere to said gas, and a valve for intermittently controlling the admission of the gas to the motor, substantially as described. 67. Ina gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage in the path of the gas to the motor for reducing the pressure of the gas, said passage having a small crosssection and a large surface 1n contact with ling said signal, means-for supplying carbomc-acid gas under pressure, a passage in the path of-the gas to the motor for reducing the pressure of the gas, said passage having a small cross-section and a large surface in contact with the gas, and a valve for intermittently controlling the admission of'the gas to the motor, substantially'as described.

69. In a-gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage in the path of the gas derived from said liquid for reducing the pressure of the gas, said passage having a small cross-section and a lar e surface in contact With the gas, and a va ve for intermittently.controlling the admission of the gas to the motor, substantially as described.

70. Ina gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage in the path ofthe gas to the motor for reducing the pressure of the gas, said passage having a small crosssection, a large surface in contact With the gas and a length many times the depth of its cross-section, and ap'valve for intermittently controlling the admission of the gas to the motor, substantially as described. I I

71. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means. for supplying gas under pressure, a passage for gradually reducing the pressure of the gas before it enters the motor, and a valve for intermittently controlling the admissionof. the gas to the motor, substantially as described.

72. In a gas-operated railway-signal, the combination of a signal, a motor for control-. ling said signal, means for supplying carbonic-acid gas under pressure, a passage for gradually reducing the pressure of the gas before it enters the motor, and a valve for intermittently controlling the admission of the gas to the motor, substantially as described.

73. In a gas-operated railway-signal, the

combination of a signal, a motor for controlling said signal, means for containing a storage supply'of liquefied gas, a passage for gradua ly reducin the pressure of the gas derived from said 'quid before it enters the motor, and a valve for intermittently controllin the admission of the gas to the motor, su stantially as described.

74. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for gradually reducing the pressure of the gas, means for supplying heat to the gas, and a valve for inter- I mittently controlling the admission of the gas to the motor, substantially as described.

75. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for gradually reducing the pressure of the gas, means for supplying heat to the passage during the gradual reduction of pressure of the gas, and a valve for intermittently controlling the admission of the gas to the motor, substantially as described.

76. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying carboni cacid gas under pressure, a passage for gradually reducing the pressure of the gas, means for supplying heat to the passage during the gradual reduction of pressure of the gas, and a valve for intermittently controlling the admission of the gas to the motor, substan tially as described.

77. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage for gradually reducing the pressure of the gas de rived from said liquid, means for supplying heat to the passage during the gradual reduction of pressure of the gas, and a valve for intermittently controlling the admission of the gas to the motor, substantially as described.

78. In a gasoperated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for reducing the pressure of the gas, means for supplying heat to said passage and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

79. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying carbonicacid gas under pressure, a passage for reducing the pressure of the gas, means for supplying heat to said passage and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

80. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for containing a storage supply of liquefied gas, a passage for reducing the pressure of the gas derived from said liquid, means for supplying heat to said passage and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

81. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for reducing the pressure of the gas, means for supplying heat from the atmosphere to said gas, and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

82. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means lor supplying gas under pressure, a passage for reducing the pressure of the gas, said passage having a small cross-section and a large surface in contact with the gas, and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

83. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas un der pressure, a passage for reducing the pressure of the gas, said passage having a small cross-section, a large surface in contact with the gas and a length many times the depth of its cross-section, and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

84. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for gradually reducing the pressure of the gas before it enters the motor, and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

85. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for gradually reducing the pressure of the gas, means for supplying heat'to the gas, and a valve located near said passage for intermittently admitting gas to said motor, substantially as described.

86. In a gas-operated rail\vaysignal, the combination of a signal, a motor for controlling said signal, means for supplying under pressure, a passage for gradually reduci ng the pressure of the gas, means for supplying heat to the passage during the gradual reduction of pressure of the gas, and a valve located near said passage for intermittently admitting gas to said motor, substantially as described. I

87. In a gas-operated railway-signal, the combination of a signal, a motor i or controlling said signal, means for supplying gas un der pressure, a passage for reducing the pressure of the gas, means for supplying heat to said passage, and a 'alve located at the high pressure side of said passage for intermittently admitting gas to said motor, substantially as described.

88. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying carbonicacid gas under pressure, a passage for reducing the pressure of the gas, means for supplying heat to said passage, and a valve located at the high-pressure-side of saidpassage for intermittently admitting gas to said motor, substantially as described.

v 89. In a gas-operated railway-signal, the

combination of a signal, a motor for controlling said signal, 'means for "containing a storage supply of liquefied gas, a passage for reducing the pressure of the gas derived from said liquid, means for supplying heat to said passage, and a valve located at the highpressure side of said. passage for intermittently admitting gas to said motor, substantially as described. 90. In a gas-operated railway-signal, the combination of a signal, a mgtorfor control- 'ling said. signal, means for supplying gas under pressure, a passage for gradually reducing the pressure of the gas, means for supplying heat to the passage during the gradual. reduction of pressure of the gas, and a valve located near said passage for intermittently admitting gas to said motor, substantially as describe 91. In a gas-operated railway-signal, the combination of a signal, a motor for controlling said signal, means for supplying gas under pressure, a passage for reducing the pressure of the gas, means for supplying heat to said passage and a valvelocated at the high-pressure side of said passage for intermittentlyadmitting gas to said motor, substantially as described.

i 92. In a gas-operated railway-signal, the combination of a signal, a motorv for control- .ling said signal, means for containing a storage supply of liquefied gas, a passage for reducing the pressure of the gas, means for supplying heat to said passage and a valvelocated at thehigh-pressure side of said passage for intermittently admitting gas to said, motor, substantially as described.

93. In a railway trafiic-controlling apparatus, the combination of railway trafficcontrolling means, a motor for actuating said means, means for supplying gas under high pressure, a passage for gradually reducing the pressure of the gas and means forautomaticj ally varying the sectional area of the passage ,means, means for supplying gas under high pressure, a passage for gradually reducing the pressure of the gas, means for supplying heat to said gas during the gradual reduction in pressure, and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as described.

95. In a railway trafIic-controlling appaually reducing t ratus the combination of railway traffic controlling means, a motor for actuating said fisi means, means for supplying gas under high pressure, a passage provided with large sur faces in contact'with the gas for gradually re ducing the pressure of the gas and means for automatically varying the sectionalarea of the passage so as to compensate for variations 1n pressure on the high-pressure side of the system, substantially as described. I

96. In a railway traffic-controlling apparatus the combination of railway trafiic-con-' means, means for supplying gas under high pressure, a passage for gradually reducing the pressure of the gas, means for manually ad justing the section of the passage and means I trolling means, a motor for actuating said for automatically varying the sectional area of the passage so as to compensate for varia- I tions in pressure on the high-pressure side of the system, substantially as described.

97. In a railway traffic-controlling appa ratus the combination of railway traffic-controlling means, a motor for actuating sa d means, means for supplying gas under high pressure, a passage having large surfaces in contact with the gas and having a length many times the depth of its cross-section for gradually reducing the pressure of the gas and meansfor automatically varying the sec-.

tional area .Ofthe passage so as to compensate for variations in pressure on the highpressure side of the system, substantially as described.

981 In a railway signaling apparatus the,

combination of a railway-signal, a motor for actuating said signal, means for supplying gas under high pressure, a passage for gradually reducing the pressure of the as and means for automatically varying t e sectional area of the passage so as to compensate for variations in pressure on the highpressure side of the-system, substantially as described.

99. In a railway signaling apparatus the combination of a railway-signal, a motor for actuating said signal, means for supplying gas under high pressure, a passage for grade pressure of the gas, means for supplying heat to said gas during the gradual reduction in pressure andrneans for:

automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure sideof I the system, substantially as described. I

100. In a railway signaling apparatus the combination of a railway-signal, a motor for actuating said signal, means for supplying.

gas under high pressure, a passage provided I with large surfaces in contact with the gas for gradually reducing the pressure of the 'gas and means for automatically varying the sec-- tional area of the passage so as to compensate for variations in pressure onthe highcombination of a railways1gnal, a motor for actuating said signal, means for supplying gas under high pressure, a passage for gradually reducing the pressure of the gas, means for manually adjusting the section of the passage, and means for automatically varying the sectional area of the passage so as to comensate for variations in pressure on the high-pressure side of the system, substantially as described.

102. In a railway signaling apparatus the combination of a railway-signal, a motor for actuating said. signal, means for supplying gas under high pressure, a passage having large surfaces in contact with the gas and having a length many times the depth of its cross-section for gradually reducing the pres- .sure of the gas and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as described.

103. In a railway traflic-controlling apparatus the combination of railway traliic-controlling means, a motor for actuating said means, means for supplying carbonic-acid gas under high pressure, a passage for gradually reducing the pressure of the gas and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high pressure side of the system, substantially as described.

104. In a railway trailic-controlling apparatus, the combination of railway trailic-controlling means, a motor for actuating said means, means for supplying carbonic-acid gas under high pressure, a passage for gradually reducing the pressure of the gas, means for supplying heat to said gas during the gradual reduction in pressure, and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as described.

105. In a railway traffic-controlling apparatus the combination of railway traliiccon trolling means, a motor for actuating said means, means for supplying carbonicacid gas under high pressure, a passage provided with large surfaces in contact with the gas for gradually reducing the pressure of the gas and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the highpressure side of the system, substantially as described.

106. In a railway trafiic-controlling apparatus the combination of railway trafiic-controlling means, a motor for actuating said means, means for supplying carbonic-acid gas under high pressure, a passage for gradually reducing the pressure of the gas, means for manually ad usting the section 01' the passage and means for automatically varying the sectional area of the passage so as to ratus the combination of railway trallic-eontrolling means, a motor for actuating said means, means for supplying carbonic-acid gas under high pressure, a passage having large surfaces in contact with the gas and having a length many times the depth of its crosssection for gradually reducing the pressure of the gas and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substan tially as described.

108. I11 a railway signaling apparatus the combination of a railway-signal, a motor for actuating said signal, means for supplying carbonic-acid gas under high pressure, a pa ssage for gradually reducing the pressure of the gas and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as described.

109. In a railway signaling apparatus the combination of a railway-signal, a motor for actuating said signal, means for supplying carbonic-acid gas under high pressure, a passage for graduallyreducing the pressure of the gas, means for supplying heat to said gas during the gradual reduction in pressure and means for automatically varying the see tional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as described.

110. In a railway signaling apparatus the combination of a railway-signal, a motor for actuating said signal, means for supplying carbonic-acid gas under high pressure, a passage provided with large surfaces in contact with the gas for gradually reducing the pressure of the gas and means for :mtomatieally varying the sectional area of the passage so as to compensate for variations in prcssu re on the high-pressure side of the system, substantially as described.

111. In a railway signaling apparatus the combination of a railway-signal, a motor for actuating said signal, means for supplying carbonic-acid gas under high pressure, a passage for gradually reducing the pressure of the gas, means for manually adjusting the section of the passage, and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as described.

112. In a railway signaling apparatus the combination of a railway-signal, a motor-for actuating said signal, means for supplying carbonic-acid gas under high pressure, a'passage having large surfaces in contact with the gas and having a length many times the depth of its cross-section for gradually reducing the pressure of the gas and means for automatically varying the sectional area of the passage so as to compensate'for variations in pressure on the high-pressure side of the system, substantially as described.

118. In a railway trafiic-controlling apparatus, thecombination of railway traffic-controlling means, a motor for actuating said means, means for containing a storage supply of liquefied gas, a passage for gradually reducing the pressure of the gas derived from said liquid and means for automatically varying thesectional area of the passage so as to compensate for variations in pressure ,on the high-pressure side of the system, substantially as described.

114. In a railway traffic-controlling apparatus, the combination of a railway trafficcontrolling means, a motor for actuating said means, means for containing a storage supply of liquefied gas, a passage for gradually reducing the pressure of the'gas derived from said liquid, means for supplying heat to said gas during the gradual reduction in pressure, and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as-de- I ratus the combination of railway trafiic-controlling means, a motor for actuating said means, means for containing a storage supply of liquefied gas, a passage for gradually reducing the pressure of thegas derived from said liquid, means for manually adjusting the section of the passage and means for automatically varying the sectional area ofthe passage so as to compensate for variations in 1 pressure on the high-pressure side of the system, substantially as described.

117. In a-railway traific-controlling a'pparatus the combination of railway traffic-controlling means, a motor for actuating said means, means for containing a storage supply of liquefied gas, a passage having large surfaces in contact with the gas and having a length many times the depth of its cross-section for gradually reducing the pressure of the gas derived from said liquid and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, substantially as described.

118. In a railway signaling apparatus the combination of a railways1gnal, a motor for combination of a railway-signal, a motor foractuating said signal, means for containing a storage supply of liquefied gas, a passagefor gradually reducing the pressure of the gas derived from said liquid, means for supplying heat to said gas during the gradual reduction in pressure and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high-pressure side of the system, sub stantially as described.

120. In a railway signaling apparatus the combination of a railway-signal, a motor for actuating said signal, means for containing a storage supply of liquefied gas, a passage provided with large surfaces in contact with the gas for gradually reducing the pressure of the gas "derived from said liquid and'means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the high pressure side of the system, substantially as described.

121. In a railway signaling apparatus the combination ofa railway-signal, a motor for actuating said signal, means for containing a storage supply of liquefied gas, a passage for gradually reducing the pressure of the 'as derived from said liquid, means for manually adjusting the section" of the passage, and means for automatically varying the sectional area of the passage so as to compensate for variations in pressure on the highpressure side of the system, substantially as described.

122. Ina railway signaling apparatus the combination of a railway-signal, a motor'for actuating saidsignal, means for containing a storage supply of liquefied gas, a passage having large surfaces in contact with the gas and having a lengthmany times the depth of its crosssection for gradually reducing the pressure of'the gas derived from said liquid and means for automatically varying the sectional area of the passage so, as to compensate for variations in pressure on the highpressure side of the system, substantially as described.