US909551A - Signal apparatus. - Google Patents

Description

C. J. COLEMAN. SIGNAL APPARATUS, APPLIOATION FILED ooTxl, 190s.

Patented Jan. 12, 1909.

3 SHEETS-SHEET 1.

rin: Naam: rsrrns ca., wAsnmorcN, n. c.

G. J. COLEMAN. SIGNAL APPARATUS.

. APPLICATION FILED 00T. 7, 190s.

909,551. Patented Jan. 12, 1909.

3 SHEETS-SHEET 2.

lull-w 1HE mmm: lifts: co., wAsHmaroN. n. c.

C. J. COLEMAN.

SIGNAL APPARATUS. APPLICATION $11.111: 0017, moa.y

909,551. PatenteaAJan. 12, 1909.

rmi NaRRls Fslrsn: col, wAsHuvanm. n, c.

UNITED STATES PATENT OFFICE.

CLYDE J'. COLEMAN, OF ROOKAWAY, NEW JERSEY, ASSIGNOR TO THE HALL SIGNAL COMPANY, A CORPORATION OF MAINE.

SIGNAL APPARATUS.

Original applications filed July 8, 1901, Serial No. 67,530, and May 7, 1902, Serial No. 106,245.

application filed October '7, 1903.

To all whom it may concern:

Be it known that I, OLYDE J. COLEMAN, a citizen of the United States, and a resident of Rockaway, county of Morris, and State of New Jersey, have invented certain new and useful Improvements in Signal Apparatus, of which the following is a specification.

This invention relates to signal apparatus and systems and also to such as are adapted for use in connection with railways.

As to certain features of the invention, this application is a division of my copending applications, Serial No. 67,530, filed July 8th, 1901, and Serial No. 106,245, led May 7th, 1902.

The invention seeks to provide a signal apparatus capable of being operated automatically, and one that shall obviate the employment of electric power apparatus for operating` the signal, such electric power apparatus being objectionable on account of its cost of installation and maintenance and its uncertainty of operation. By reason of this invention, exposed semaphore signals requiring considerable energy for their operation may be operated by means of apparatus simple in its construction and operation, and of comparatively low cost. In this new signal apparatus the energy for operating the signal is stored in a chamber in the form of a liquid under pressure, which liquid when the pressure is reduced flows from the chamber in the form of a gas. This liquid may be called liquefied gas, and the storage chamber may be called a pressure-storage tank for liquefied gas. The gas escaping from this tank is conducted to a chamber wherein the expansive power of the gas is applied by suitable means to operate the signal. This last mentioned chamber may be called a gaspressure applying chamber. Suitable devices are of course provided, such as a valve or valves, for the control of the gas supply to this latter chamber. Any liqueed gas may be employed, which is capable of supplying the requisite power in the form of a gas when the pressure on the liquid is reduced, such for example as liquefied carbonic acid gas, or liquefied air. The gaspressure applying chamber may be embodied in various forms. For example, it may be in the form of a piston chamber, or

Specification of Letters Patent.

Patented Jan. 12, 1909.

Divided and this Serial No. 176,043.

a turbine, or in any other suitable form capable of receiving and applying the pressure of the expansive gas to operate the signal.

The pressure-storage tank, in its preferred form, is removable and replaceable, so that when it has become substantially exhausted it may be removed and another charged tank put in its place. Again, in the preferred arrangement there will be a separate storage tank for each separate signal. The tank may thus be located in close proximity to its signal, thus avoiding leakage, loss of power, and other disadvantages incident to long pipes connecting distant storage tanks.

My invention may be utilized either in a system in which the signals normally indicate danger or in a system in which the signals normally indicate safety, z'. e., in which the signals are normally clear.

The present invention more particularly relates to a railway signaling system in which the signals are normally clear as distinguished from a normal danger system. In one embodiment of my invention the signal blade stands normally at the clear position and is put to danger behind the train.

In the accompanying drawings, forming part of this speciiication, there are shown two of the various embodiments of the invention in the form of separate railway signals, and one embodiment of a railway signaling system employing the new signal.

The same numerals of reference designate corresponding parts.

Figure 1 is an elevation of a railway signal partly in sect-ion; Fig. 2 is a similar view of a modification; and Fig. 3 is a diagram of a railway signaling system employing signals such as shown in Fig. 1 or in Fig. 2. Fig. 4L is a sectional view of the reducing valve.

Referring now more particularly to the specific apparatus shown in Fig. 1 of the drawings, the signal 1 is provided with an operating rod 2 having a piston 3 working in the piston chamber 4. This piston chamber with its piston constitutes the gas-pressure applying chamber, above referred to. The tank 5 contains a suitable liquefied gas under pressure, and is provided with a valve 6 which is permanently opened after the tank is coupled with the pipe 7 leading to the piston chamber 4. The pipe 7 is gen- Lat erally rovided with a reducing valve 8. The re ucing valve 8 is of the ordinary construction that is used to automatically reduce the pressure of carbonic acid gas and to cut off the supply of gas when the pressure attains a predetermined amount. The parts of this valve are shown in Fig. 4.

The valve is disclosed in Letters Patent No. 519,089, of May 1, 1894, to J. Nageldinger, to which I refer for a full description thereof. The carbonic acid gas enters through 8 into the gas-inlet 8b. The cap 8c provided with a rubber washer 81 normally cuts off the supply of gas at the gas inlet. This cap is mounted on standards 8e secured to a metallic diaphragm 8f. A spring 8g forces the diaphragm 8t in a direction tending to open the valve. The gas which lls the interior of the valve and connecting pipe 7" at a low pressure, presses against the diaphragm and holds the cap against the force of the spr-ing 8g and against the opposing force of the high pressure gas which tends to enter at 8b.

The top of the cap is provided with a guiding stem that passes through a slotted diaphragm 8h. The low pressure gas which passes through said diaphragm 8h passes through slots 8k into the pipe leading to the low pressure gage (not shown). The supply ofgas from the flask is cut off automatlcally when the pressure has reached the desired' amount by the action of the valve.

A connection 9 is provided by means of which the tank 6 may be detachably and replaceably connected in place. This connection enables the tank to be removed as required, as when the tank has become eX- hausted, and another charged tank, or the same tank when re-charged, readily substituted for the one removed. In the form of the signals shown in the drawings the signal is arranged to stand normally at clear; the piston being at the end of the piston cham` ber nearest the gas inlet, and the signal at danger when the train is on the track and beyond the signal as shown in Figs. 1 and 2.

10 is a hood surrounding the piston chamber and carried by the rod 2.

Control of the gas supplied to the piston chamber is provided by means of suitable valve devices and, in the forms shown in the drawings, these valve devices are arranged to be controlled from a distance and by means of electric circuits operated by a passing train. n

In the arrangement of the signal shown in Fig. 1 the signal. is designed to be held at safety by a retaining device, and the gas is allowed to escape from the piston chamber' after the signal has been lowered. In Fig. 2 the arrangement is such that the gas which lowers the signal is prevented from escaping until the signal is allowed to go back to danger, the gas pressure being employed to hold the signal at safety. Incidental to this difference is also a difference in the arrangement of valve devices and controlling circuits, which will be now described. In Fig. 1 a spring-pressed catch 11, carried by the boss of the hood 10, is arranged to snap past the projecting end of the armature 12 of the magnet 13 when the rod is elevated to lower the signal. The catch 11 then settles upon and is supported by the armature to hold the signal at safety, the magnet 13 being at this time energized as will presently be shown. The gas in the piston chamber 4, which elevated t-he piston and rod, escapes after the catch 11 passes the armature 12 as will now be shown. The pipe 7 has a valve 14 for the inlet of gas to the piston chamber. This valve is operated by a weighted arm 15 which is normally held in horizontal position, as shown, by the weighted armature 17 of the magnet 16, to close the valve. When the magnet 16 is energized, the armature is attracted and permits the arm 15 to drop and open the valve 14. 18 is an arm having a slot 19 into which projects a pin 20 carried by the arm 15. The arm 18 is carried by the hood 10, and when the rod 2 rises, the arm 18lifts the fallen arm 15 above the end of the armature 17 to close the valve and so that t-he armature 17, when released from the magnet., may move under and again support the arm 15. 21 is an exhaust or outlet valve oper ated by an arm 22, having a pin 23 which enters the slot 24 of the arm 25 carried by the hood 10. This valve 21 is normally closed and is opened just after the catch 11 passes the armature 12, this being accomplished by the slotted arm 25. When the rod 2 returns to its lowered position, the arm 15 is not affected but the arm 25 lowers the valve arm 22 and so closes the valve. The magnets 13 and 16 are arranged in multiple in a signal circuit which includes the battery 26 and circuit controller 28 operated by the track magnet 30. The magnet 30 is connected in the rail circuit of track section 31. In the branch with the magnet 16 is a circuit controller 33 mechanically closed, when the signal is at danger, by an arm 34 carried on the hood 10. When the signal goes to safety, the circuit through the magnet 16 is broken at 33. This effects a saving of battery power. This operation is as follows: If no train is on track section 31, the signal circuit of battery 26 is closed, energizing magnets 13 and 16, the latter of which trips the arm 15 which thereupon opens the valve 14, allowing gas to enter the piston chamber 4 and lower the signal to safety. As the rod 2 rises the branch circuit through magnet 16 is broken and armature 17 is released. As the rod continues to rise, the arm 15 is lifted so that it again closes the inlet valve 14 and comes to rest upon the armature 17. The catch 11 also snaps past the armature 12 and immediately thereafter the outlet valve 21 is opened, allowing the rod to settle back slightly so that the dog 11 rests upon the armature 12 which, being held by its magnet, supports the signal at safety. (See Fig. Then the train enters track section 31, the signal circuit of battery 26 is broken at 28, thereby denerg'izing magnet 13, releasing catch 11 and permitting the signal to rise to danger behind the train. (See Fig. 1). Sufiicient gas remains within the piston chamber to form a cushion for the return stroke of the piston.

IVhen the train passes beyond track section 31,

the signal circuit will be restored to normal so as to indicate safety. The semaphore arm is then at the safety position, see Fig. 3.

In Fig. 2 the signal 35, signal rod 36, piston 37, piston chamber 38, storage tank 39 having valve 40, reducing valve 41, pipe 42 having coupling 43, track section 45 with track magnet 47 are the same as the corresponding part-s in Fig. 1, and need not be again described. The pipe 42 opens into a valve chamber 48 having a valve rod 49 carrying two valves 50 and 51. The valve 50 opens and closes an inlet port for admission of gas to the piston chamber 38 from the pipe 42, and the valve 51 opens and closes an outlet port for the escape of gas from the piston chamber 38. A spring 52 on the valve rod 49 serves to hold the rod 49 inward so that the inlet port is closed and the outlet port is open, the signal being then at danger. IVhen the rod 49 is retracted, the outlet port is closed and the inlet port is opened. This is the normal position of the parts, the signal being then at safety. The rod 49 is operatively connected with the armature 53 of magnet 54 in the signal circuit of battery 55, this circuit including the normally closed circuit controller 57. This circuit controller is operated by the magnet 47 in the rail circuit of track section 45.

The operation is as follows: If no train is on track section 45, the signal circuit of battery 55 is closed, magnet 54 is energized and the inlet port is opened and the outlet port is closed in valve chamber 48. The inlet of gas to the piston chamber 38 puts the signal to safety and the gas pressure from the tank 39 holds the signal at safety until the train enters track section 45 whereupon the signal circuit is broken at 57 thereby deenergizing magnet 54 and opening the gas outlet port and closing the gas inlet port. The signal thus goes to danger behind the train.

In Fig. 3 the diagram shows three signals, 58, 59, and 60, connected in a system. These signals may be either of the types shown in Figs. 1 and 2. The operating mechanism of each signal is shown inclosed within a casing such as 61, which is provided with a door 62. Pressure- storage tanks 63, 64, and are provided, one for each signal, and for each tank there is a connection such as that shown at 66 for detaching and replacing each tank. Signal 58 guards the block consisting of track section 67. Signal 59 guards the block consisting of the track section 68. Signal 60 guards the block consisting of the track section 69 following. Track section 71 is part of the block preceding signal 58. The rails of `the several track sections are ca'nnected in circuit With the magnets 72, 7 3, and 74. The signal circuit of signal 58 includes battery 77, normally closed circuit controller 78 operated by magnet 72. The signal circuits of signals 59 and 60 including magnets 73 and 74 are similarly arranged. In the operation of the system, if a train is on track section 71, the signal circuit of signal 58 is closed and the signal is at safety, provided there is no train in the section ahead. When the train is on track section 67, it breaks the signal circuit at 78 and puts the signal to danger behind the train. This operation is repeated as the train proceeds. This diagram of a system is shown herein more particularly to illustrate the individual pressure-storage tanks for the individual signals, and each in close proximity to its signal.

My invention overcomes the objections and limitations of both the pneumatic and electric motor semaphores. It does away with the expensive power station and long lines of piping and the troubles incident thereto which characterize the pneumatic signals. It does away with the batteries and complicated motors of the electric motor signals and the troubles incident thereto. Moreover, it is not subject to interference from a collection of frost. It is far less eX- pensive than either of the other forms of signals in installation, operation, and inspection, and is far more reliable in its operation than either of the other systems. Again, it is as commercially practicable where only one signal is required as where a thousand signals are required. These and other important advantages in favor of my signal arise from the peculiar method and apparatus which I employ. By my invention, the signal-operating energy is stored locally in separate storage units in the form of a fluid under high presssure and is stored in high pressure, portable storage chambers. By my invention, also, the energy for operating' the signal is stored in the storage chamber in the form of a liquid under high pressure, and when the energy is required, it flows from the chamber in the form of a gas.

Any liquefied gas may be employed which is capable of suplying the requisite power in the form of gas pressure when the pressure on the liquid is slightly reduced, such, for l The great power supply contained in the small portable pressure storage tank is there maintained at an available pressure much in excess of that required for a practical working of the signal, and, by means of a reducing valve, is reliably reduced to and maintained at the pressure required for an efficient and economical working of the signal. The reducing valve or device is interposed between the pressure-storage tank and the valve or valves which control the admission of pressure to the pressure-applying device, as is shown in the drawings.

By my invention the operating of the signal makes only brief and intermittent. and small demands upon the stored power, and by my invention also the changes of temperature incidental to the operation of the liquefied gas are prevented from deleteriously affecting the operation of the signal. After each signal operation the parts of the signaloperating mechanism, pipes, admission and reducing valves that may have become temporarily cooled by the expansion of the gas incidental to the operation of the signal, quickly .resume the normal temperature of the surrounding atmosphere.

It will be observed that in the form of signal illustrated in the drawings, the weighted spectacles 8l and 89., respectively, give their signals a normal bias to the danger position, to which position the signal will go in case of a broken rail, failure of gas or other similar accident.

It is to be understood that the invention in its broaderA aspect is not limited to the employment of any particular mechanism for operatively connecting a si 4nal with a pressure-storage tank for lique ed gas. Various changes could readily be made in such mechanism and in the apparatus for controlling the operation of the signal without departing from the scope of the invention.

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

1. In a railway signal apparatus the combination of a signal normally at safety, and having a normal bias to danger, a pressure storage tank containing liquefied gas, and a gas pressure-applying chamber in operative connection with said signal, and in controllable communication with said storage tank, whereby gas may be supplied from said storage tank to said gas pressure-applying chamber to move the signal to safety, substantially as described.

2. In a railway signal apparatus the combination of a signal normally at safety'and iaving a normal bias to danger position, a pressure storage tank containing liquefied gas, a gas pressure-applying chamber in operative connection with said signal and in controllable communication with said storage tank, whereby gas may be supplied from said storage tank to said gas pressure-applying chamber to move the signal to safety, and train controlled means operating to allow the signal to return to danger.

3. In a railway signal apparatus the combination of a signal normally at safety, and having a normal bias to danger, a pressure storage tank containing liquefied gas, a gas pressure-applying chamber in operative connection with said signal and in controllable communication with said storage tank, a reducing valve for said tank, whereby gas may be supplied from said storage tank to said gas pressi'lre-applying chamber to move the signal to safety, and train controlled means operating to allow the signal to return to danger, substantially as described.

4. In a railway signal apparatus the combination of ay signal normally at safety, and having a normal bias to danger position, a pressure storage tank containing liquefied gas, a gas pressure-applying chamber in operative connection with said signal and 1n controllable communication with said storage tank, whereby gas may be supplied from said storage tank to said gas pressure-applying chamber to move the signal to safety, a retaining device to hold the signal against return movement, and train-controlled means` controlling said retaining device to permit the signal to return to danger, substantially as described.

' 5. In a. railway signal apparatus the combination of a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, and means for applying the gas to move the signal to safety against the aotion of the weight, substantially as described.

6. In a railway signal apparatus the combination of a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, a reducing valve, an admission valve, and means for controlling said admission valve to supply the gas to move the signal to safety, substantially as described.

7. In a railway signal apparatus the combination of a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, an automatic reducing valve, an admission valve, and train-controlled means for controlling said admission valve to supply the gas to move the signal to safety, substantially as described.

8. In a railway signal apparatus the cornbination of a semaphore blade standing normally at safety, a retaining device for holding said signal at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, and means for applying the gas to move the signal to safety against the action of the weight, substantially as described.

9. In a railway signal apparatus the combination of a semaphore blade standing normally at safety, a retaining device for holding said signal at safety, a weight for moving it to the danger position, a storage supply of liqueed gas, a reducing valve, an admission valve, and means for controlling said admission valve to supply the gas to move the signal to safety, substantially as described.

10. In a railway signal apparatus the combination of a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, an automatic reducing valve, an admission valve, and means controlled by the train for controlling said admission valve and retaining device, substantially as described.

11. In a railway signal apparatus the combination of a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, a reducing valve, an admission valve, and electrical means controlled by the train for controlling said admission valve and retaining device, substantially as described.

12. .In a railway signal apparatus the combination of a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, an automatic reducing valve, an admission valve, an electromagnet for controlling said admission valve, and means controlled by the train for controlling said magnet, substantially as described.

13. In a railway signal apparatus the combination of a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, a reducing valve, an admission valve, and an electromagnet controlled by the train for controlling said admission valve and retaining device, substantially as described.

14. In a railway signal apparatus the combination of a pivoted semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, an automatic reducing valve, an admission valve, a pivoted retaining device, and train-controlled means for controlling said admission valve and retaining device, substantially as described.

15. In a railway signal apparatus the combination of a pivoted semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas, an automatic reducing valve, an admission valve, a retaining device for holding the signal at safety, an insulated track section, means for energizing the track section, an electromagnet in circuit with said track section, a normally closed circuit breaker controlled by said magnet, and means whereby a train when on said section diminishes the flow of current through said magnet so as to permit the signal to go to danger.

16. In arailway signal apparatus the combination of a plurality of signals, each comprising a semaphore blade standing normally at safety, a weight for moving it to the danger position, a storage supply of liquefied gas located adjacent to the signal, and train-controlled meansfor applying the gas to move its signal to safety against the action of the weight, substantially as described.

17. In a railway signal apparatus, the combination of a semaphore bladestanding normally at the safety position and having a normal bias to danger, a piston and piston chamber for actuating said signal, a storage supply of liqueied gas, a valve, an electromagnet for actuating said valve, a signal circuit, a retaining device for said signal, a magnet in said signal circuit, adapted to operate said retaining device, a normally closed circuit closer in said signal circuit, a battery adapted to energize said signal circuit, an insulated track section, and an electromagnet in circuit with said section adapted to actuate said circuit closer, a battery for energizing the said section and said magnet, and means whereby said circuit closer is opened when the vtrain is on said section so as to put the signal to danger behind the train.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

CLYDE J. COLEMAN.

Witnesses:

WILLIAM F. BrssING, JOHN O. GEMPLER.

Images