US1397883A - shadle - Google Patents

Description

I V c; F. -SHAD LE. I

SIGNAL SYSTEM-FOR RAILWAYS APPLICATION FILED OQT. 8|. 1919. 1,397,883.

- Patented Nov." 22, 1921;

' e SHEETS-SHEET 1.

v f/s m/vro l? IWLIIIIMII' a lam nmn a um num c. F'. SHADLE. SIGNALSYSTEM FOR RAILWAYS.

APPLICATION FILED OCT- 3, I9I9.

Patented Nov. 22, 1921.

6 SHEETS-SHEET 2.

C. F. SHADLE.

' SIGNAL SYSTEM FOR RAILWAYS. APPLICATION FILED 001.3, 1919.

Patented Nov; 22-, 1921.

6 SHEETS-SHEET 3- Mug/1707a Patented Nov, 22, 1921. 6 SHEETS-SHEFT 4.

NVE/VTO IF.

' c. F. SHADLE.

SIGNAL SYSTEM FOB RAILWAYS.

APPLICATION FILED OCT. 8, 1919.

c, F.SHADLE.

SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED ocT. 8. 1919.

Patented Nov. 22, 1921.

3'6 SHEETS-$HEET 5.

- c. F. SHADLE.

SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED OCT. 6, I919.

Patented Nov. 22, 1921.

6 SHEETS-SHEET 6- To all whom it may concern:

FFEQEZ.

'TET

CLINTON F. SHADLE, 'QF INDIANAPOLIS, INDIANA, ASSIGNOR TO SHADLE AUTOMATIC TRAIN SIGNAL COMPANY.

SIGNAL SYSTEM FOR RAILWAYS.

menses.

Specification of Letters Patent.

Patented Nov. 22, 1921.

Application filed. October 8, 1919. Serial No. 329,364.

Be it known that I, CLINTON F. SHADLE, a citizen of the United States, residing at Indianapolis, in the county of Marion and the State of Indiana, have invented certain new and useful Improvements in Signal Systems for Railways, of which the following is a specification.

My invention is an improvement on. the signal system for railways shown, described and claimed in my copending application, Serial No. 249,554, filed August 12, 1918.

It is the object of my invention to provide means in a signal system for railways for automatically making service application of the brakes when the block in advance is other than a clear block; further, to provide novel means in a signal system for railways for automatic service brake application of the brake mechanism with gradual reduction oi brake pipe air pressure by automatic action oi the equalizing piston in the engineers automatic brake valve following gradual automatic reduction of air pressure in system, without movement of the engineers brake valve, while the said valve is in normal running position. Further to provide novel signal means for indicating each co action between the traveling part and a local part; coaction between which results in automatic control in the traveling brake mechanism; further to provide traveling pick up mechanism influenced by a local control and traveling maintaining mechanism amplifying the influence caused in said traveling pick-up mechanism; further to provide traveling retarding means arranged to retard the return to normal position "for a fixed period of time, of a traveling part aiter coaction of the traveling part with a local part; further to provide means in a signal system for railways for applying the brakes by automatic repetition of movement in the brake applying means; further to provide means for manually interrupting said automatic movements; further to provide means automatically interrupting the supply of maintaining-air to the air brake mechanism; further to provide means for manually controlling said last-named interruption; fun ther to provide novel means for manual interruption of mechanism for controlling the automatic service brake application for permissive passing of the vehicle into a block 1n unclear condition; further to provide air brake applying means including an equalizmg piston and valve and automatic means for causing actuation of the latter; further to prov1de air-brake mechanism including an equalizing piston and valve and automat c means and manually controlled means for interrupting supply of maintaining air actlng on said valve; further to provide novel servlce application means for the brakes; further to provide novel means for interrupting service application of the brakes; ifurtlier to provide novel means of maintalnlnga permissive low speed control; further to provide a novel means of limited speed control; further to provide novel means for indicating condition of the traveling mechanism; further to provide novel means for clear and caution conditions of the traveling devices; and further, to provide novel local and traveling partial circuits and coactions therebetween for efiecting signal indications on vehicle control.

The invention will. be further readily understood from the following description and claims, and from the drawings, in which the latter:

Figure l is a diagrammatic representation of the invention, the greater portion of the traveling mechanism being omitted.

Fig. 2 is a diagrammatic representation of the traveling portions of said exemplilication. 1

Fig. 3 is a diagrammatic representation of the connections of the enginemans automatic brake valve with a portion of the traveling automatic control and actuating devices, the view being shown mainly in central vertical axial section, the handle of the engineers automatic brake valve being exemplified in running position.

F'g. 4 is a side elevation of the traveling contact shoe and the retarding means therefor. v

Fig. 5 is a front elevation and cross section of the maintaining circuit control switches and local pick-up circuit holding switch for clear and unclear conditions actuated by local contact with the ramp rail.

Fig. 5 (a) is a detailed drawing of the roller'bearing on the contact shoe shown in Fig. 4:.

Fig 5 (b) is a sectional view of the controller shown in Fig. 5.

Fig. 6 is an elevation and plan view of the "Fig. 7.

electric translating device for speed control and pick-up and maintaining control device, the electromagnets and circuit breakers being of same construction.

Fig. 6 (a) is a top view of the circuit controller shown in Fig. 6 and Fig. 6 (b) is a top view of the electromagnet shown immediately below Fig. 6. r w 7 Fig. '7 is a cross section of the speed control electro-magnet showing the two coils as wound on the magnet core. The winding for the pick up 'and maintaining electric translating devicesare of the same construction with the exception that they have one single winding with three binding posts, the center binding post tapped to a portion of the winding between two of the binding posts for low resistance and for quick action of armature, the two outside binding posts cutting in the entire winding for the maintaining circuit.

Fig. 7 (a) is a diagrammatic view of the electromagnet shown in Fig. 7. V

Fig. 8 shows a circuit breaker for the speed control circuit and is energized by a circuit from the tachometer generator tapped across the mains between generator circuit leading to one of the windings of the two coil control magnet shown in Fig. 6 and Fig. 9 is a front elevation of the tachometer generator from the pulley end showing the resilient steel belt as applied and drlven from pony truck wheel.

Fig. 10 is a side elevation and partial cross section of tachometer generator.

Fig. 11 is an end elevation ofa tachometer generator in cross section showing the construction of same and the armature slots and 'commutators' showing method of connecting the armature coils to the commutator bars. 3

Fig. 11 tions.

v The local control stations.

The local control means may includesignal mechanism, if desired, or the signal mechanism may be omitted. I have ,exem plified the local control means as including signal mechanism and as including the three positions of the control and signaling mechanism, although if desired. the same may only be a clear position and an unclear position. (See Fig.1).

11 and 12 represent the respective rails of .7

(a) shows the armature conneccal stations. have corresponding reference letters and numerals applied thereto. These local stations may be signal stations, but it is within the contemplation of my invention that these local stations may be used as purelycontrol stations for the traveling signal and control means, or signals of desirable character, number and location may be employed. r

In the present exemplification the rail 11 is represented as the normally ositive electric conducting rail for the po arity changing means exemplified in the local mechanism, and the rail 12 as the normally negative electric conducting rail of the Latter.

At each local station there is preferably a local controlled means, shown as a semaphore arm 16 to accord with or indicate the condition of the block at the entrance to which the controlled means or signal is located.

In the present exemplification the semaphore arm at station B is in normal or upright' osition, the indicating light or spectacle 1 showing green, to indicate a clear or proceed condition of block B; the semaphore arm at C is in slanting position,the indicatin light or 1 spectacle showing yellow to in icate a caution condition of block 0; and the semaphore D is in horizontal position, the indicating light or spectacle 19 showing red to indicate a danger condition of block D. y

In the present exemplification, the local controlled means or controlled'signals, when signals'are employed, are operated by coinpressed fluid, although it is within the scope of my invention to employ other means for operating the same. he compressed fluid is shown controlled byelectrically operated valves. 7 r r i 21 is a local control battery, which controls the electro- pneumatic valves 23, 24, communicating by passages 25, 26, with cylinders 27, 28, in which pistons 29, 30, operate. A piston-rod 31 extends from the piston .29 into the cylinder 28, and a pistonrod 32 is articulated with a lever 33 operating the local controlled means. The lever 33 is shown as pivoted on a pivot 34 in the base of a suitable signal-mast, and articulated at 36 with an actuating rod 37 extending lengthwise of the signal-mast and articu-- lated at 38 to the semaphore-arm,the latter being pivoted on a pivot 39 to the signalmast. V Y

A pipe 41 leads from a suitable source of compressed air to the inlet-port of the electro-pneumatic valve 23, and a pipe 42 leads from the passage 25 to the inlet-port of electro-pneumatic valve 24, these inletports being designated by the reference letter a. Each of the electro-pneumatic valves has an inlet valve 6 and an outlet valve the latter communicating with an outletport at opening to the atmosphere. The

valves 7) and 0 are connected by a stem 6' and are actuated by an electric translating device, represented as an electro-magnet, these electro-magnets being designated 43 and 44, respectively. The electro-magnets normally cause opening of the inlet-valves and closing of the outlet-valves, as shown at station B, for depressing the pistons and moving the signal into green or clear positions.

,When the compressed fluid is shut ofii' from cylinder 28 and said cylinder is epened by the breaking of the circuit of magnet 44, the weight of the semaphore-arm, in the present exemplification of the controlled means, causes retraction of the piston 30 until it strikes the piston-rod 31, which is held by the pressure on its piston, bringing the signal to the yellow or caution position shown in station C.

When the circuit of electro-magnet 43 is interrupted, compressed fluid will also be shut off from cylinder 27 and said cylinder opened to the atmosphere, allowing retraction of both pistons and causing'the semaphore-arm, in the present exemplification, to descend by gravity, placing the controlled or signaling means in red or danger position, as shown at station D.

The armatures of electro-magnets 43, 44, are actuated through the medium of the local control battery 21. Electric conductors 46,

47, having a circuit-interrupter 48 therein, connect one of the poles of the battery 21 with one of the terminals of electro-magnet 43, and an electric conductor 49 connects the other pole of the battery 21 with the other terminal of the magnet 43. Electric conductors 46, 53, having a circuit-interrupter therein, connect one 01 the poles oi the battery 21 with one of the terminals of the electro-niagnet 44, and electric conductors 49, 55, connect the other pole of said battery with the other terminal of said electromagnet 44.

The circuit- interrupters 48, 54, are controlled. from an advance local station, preferably from the station at the entrance to the next block in advance. Thus the said circuitinterrupters at station B are controlled from the local station 0 through the medium of a track circuit, the circuit-interrupters at local station C being controlled from the local station D through the me dium of a similar track circuit. I

A track battery is shown at 61. A pole changer, represented as a mechanical polechanger 62, is interposed between said battery and the track. The pole-changer is represented as having contact- arrns 63, 64, connected by an insulated bar 65 and arranged to cooperate with contacts 66, .67 and 68. One of the arms is articulated at 69 with the signal-rod 37. The contacts 66, 68, are connected by electric conductors 70 with the negative pole of the track battery, while the contact 67 is connected by an electric conduct-or 71 with the positive pole of the track battery. An electric conductor 72 connects the arm 63 with the rail 11 of the block in rear of the one at the entrance to which the local signal is located, and an electric conductor 73 connects the arm 64 with the rail 12 of said block. 7

The circuit- interrupters 48, 54, of the local station at the entrance of the block with which the electric conductors 72, 73, connect, are controlled by a local electric translating device or electric value selector, hereinafter referred to as a polarity selector, shown as a relay 74, energized by the track battery of said block. An electric conductor 75 connects the rail 11 of said block with one of the terminals ,of said relay, and an electric conductor 76 connects the rail 12 of said block with the other terminal of said relay. Saidrelay is preferably a polarized relay, comprising a polarized armature forming the circuit-interrupter 54, and a neutral armature forming the circuit-interrupter 48.

When new the local controlled part or signal is in clear or green position, as shown at local station 13, which is the local station for the block in advance B, the local pole changer 62 will be in such position that the positive pole of the track battery at said local station will have connection with the right hand or normally positive rail of the block in rear A, and the negative pole of the track-battery will have connection with the is t hand or normally negative rail of said blockin rear A, for energizing the local polarized relay or polarity selector 74 at the entrance of said block, and causing a current therethrough in accord with the position of the local pole-changer 62 at local station B, and closing the circuit-interrupters in the electro-pneumatic valve circuits at the entrance of said block A in the absence of a vehicle or other obstruction or derangement in said block.

The presence of a vehicle in said block A, indicated at 51, will, however, short circuit the track battery across said rails through the wl eels and axles of the vehicle, and take the current from said local polarized relay and thereby open said circuit-interrupter 48, which is a neutral armature, causing the controlled device or signal at the entrance to block A to go to danger or red, a relation shown at local station D, the circuit-interrupter 54 having been previously swung for yellow or caution condition of block.

This relation changes the poles in the polechanger 62 at local station D so as to connect the right-hand oi? block C, looking in the proceed direction, indicated by the arrow g, with the negative pole of the track-battery 61 at station D thereby reversing the polarity of the polarized relay 74 at station 0*, and causing a-swinging of the circuit-interrupter 54, which is a polarized armature, so as to break the circuit energizing the coil of electro-pneumatic valve 24 at station C, and cause the controlled device or signal at said station C to move to caution or yellow posi' tion.

Electric connections are further made with the local control battery 21 shown as a signal battery, continued into a different block, for instance, a block in the rear, where local electric transferring or influencing meansfor the same are provided, exemplified as comprising the track rail or rails and a ramp-rail, acting as contacts, and forming a normally interrupted or partial circuit. These electric connections include an electric transferring or influencing means exemplified as a circuit interrupting mechanism arranged for conveying the influence of the local electric signaling or controlled means to the traveling mechanism forinfluencin the latter, when the block being approach" is a clear or green block, or interrupting said electric transferring vor influencing means, when the block being approached isnot a clear block, so as to indicate on the traveling vehicle whether the block which is being approached is clear or other than clear. The localcircuit-interrupter as exemplified is a polarized relay 74 energized by the track battery as before described, comprising a polarized armature forming the circuit interrupter means 54,- electric connection with the'p'ositive pole of the local control battery 21, as by being connected with electric'conductor 46, through circuit interrupter 48, electric conductor 53, electric conductor '89, and extends lengthwise of the track a suitable distance-and connects with a local electric influencing or transferring device represented as local contacts 90, and shown as ra'mpiails. This local contact is projected a suflicient distance in the rear of the block which it serves,-so that the driver of an oncomingvehicle may have information in his traveling mechanism, and if desired automatic control operation therein, in advance of the time of the arrival of the vehicle at the. block in advance served by said local contact. The two ramp rails are connected in multiple for the purposeof the engine running either forward or backward, or for single track movement in both directions.

- An electric conductor 91 connects with electric conductor 50 and negative pole of local batteryand is shown connected with the rail 12of the block-in rear and as extending lengthwise of thefitrack a suitable distance to a point opposite the local contact 90. In the present exemplification, the local electric transferring devices are local contacts, one of which is a local contact rail or ramp-railinsulated from the traflic rails. The ramp rails may be of suitable length, the length being determined by the probable speed of the vehicles passing therealong and the sensitiveness of the electrical devices coacting therewith. I have provided means, however, whereby the ramp-rail may be shortened and the length of time of coacting between the traveling contact and the local contact may be materially reduced as will be described. 7

The local contact which acts to effect change in relation in the traveling mechanism is preferably placed at a suitable distance from the block at the entrance towhich theloca'l station from which its electric conductor extends, this distance determining the length of. time of travel throughout which the driver of the oncoming vehicle will have advance information of the state of the controlled means or of the signal, if a signal is employed, at'the local station which he is approaching.

' lie local signal mechanism may, if desired, be omitted, and a signal light as an indicator substituted. I

In the present exemplification of my invention, when the block in advance is in clear or green condition, as "exemplified by the block B, the relay armatures 48 and 54 are closed, whereby a localinterrupted circuit from the local control battery is formed, this local interrupted circuit havingas its terminals the track 11 and the local contact 90, so that, when the traveling contacts, exemplified as the wheels and axle of the vehicle and a shoe on the vehicle, as hereafter explained, coact with the track rail and the local contact, the said interrupted local circuit including the local control service of electric energy, is closed through a traveling partial circuit including an electric transferring, influencing or translating device on the vehicle,to transmit the influence of said local control battery to the traveling mecha- 1 nism, as hereinafter more fully explained. When, however, the circuit interrupter 53 is open, the said local partial circuit is interrupted, which interruption occurs when the local control means for ftheblock in advance 115 is either in caution or in danger condition, with the result that no electric influence is conveyed to the local contacts serving said block to close said traveling partial circuit.

In the present exemplification of the in- 120 vention, the traveling mechanism embodies automatic pick-up mechanism for picking up in the traveling mechanism the condition of the block in advance, and automatic maintaining mechanism for maintaining the 125 pick-up condition'so as to prolong the pickup efi'ect resulting from coacting between the traveling electric transferring or influencing device.

The automatic pick-up and maintaining 130 mechanism is exemplified as including a shoe and a retarding, means for automatically retarding the return to normal position of the shoe on leaving the ramp. I

prefer that the action of the shoe and resequential action in those means in manner to be hereinafter described.

The invention is not limited to the brake means shown and described, it being obvious that other means and other connections than those shown and described may be employed without departing from the spirit of the invention; and further, that parts of the mechanism :may be employed without employing other parts, and that parts may be substituted for the parts not employed, within the scope of the appended claims.

The trawling pick-up and maintaining means. The vehicle is provided with traveling electric influencing or transferring devices, shown as a shoe 101 coacting with the local contact or ramp-rail 90 and as the wheels,

and axles 102 of the vehicle coacting with the rails 11, 12 or with both said rails, (see Figs. 1 and 2). These traveling contacts represent the terminals of a traveling partial circuit in which a traveling electric translating device 103 is included. This traveling partial circuit includes the shoe 101, an electric conductor 108 in which a terminal 107 is included, the electric translating device 103, and electric conductors 130, 131, 132, 109, grounded on the engine frame and shown as leading to the wheels and axle 102. When now the traveling vehicle is, as exemplified in Fig. 1, traveling in the proceed direction, shown by the arrow in Fig. 1 and the traveling contact 101 makes contact with the local contact 90, the traveling contact 102 being in contact with the local contacts 11, 12, or track rails, the relay armature 5 1, being closed by reason of the clear or green signal con-:litionof the blockin advance B, the local partial circuit from the local control electric source ofg' energy shown as the battery 21 is closed through the traveling partial circuit just de-' battery 21, therefore will fail to have influence on the traveling partial circuit, whereby the electric translating device 103 on the vehicle will remain unaffected, the result being that the traveling signaling and control means will bein a negative condition or relation to indicate an unclear condition of the block in advance for causing the signaling and control relations hereinafter described. the signal and brake control means causing I An unclear condition in the traveling signaling and control means will also be presentwhen the traveling contact makes contact with the local contact projected in advance from a danger or red block D as the said contact 54 of relay will in that condit10n of the block signaling means also be open for interrupting the local partial cir- The normal deenergized condition of the electric translating device 103 is a check against false indication, for if there is no energizing of this electric translating device on a pickup, owing to defect in the circuit, the control system goes to caution even if the block in advance is a clear block.

In the present exemplification of the invention, the traveling mechanism embodies means whereby the contact or influencing effect of coaction between the traveling electric influencing or transferring means or .contact, and the local electric influencing or transferring means or contact, is prolonged, so that when, for instance, a ramp-rail is employed, a comparatively short ramp-rail will suffice to transfer the influence of the local source of electric energy to the part of the traveling mechanism influenced thereby. The picked up or influenced position in the traveling partial circuit is arranged to be maintained by a traveling maintaining circuit which includes the electrictranslating device of the pick-up mechanism.

The traveling maintaining circuit is shown as comprising a traveling source of electric energy, (see Fig. 2) exemplified as a traveling battery 121, an electric conductor 122 leading from'the positive pole of the traveling battery, an electric conductor 123 con- 'necting the latter with a switch 124, electric conductors 125, connecting the latter with a switch 126, an electric conductor 129 having connection with one terminal of the electric translating device 103, an electric conductor 130, having connection with the other terminal of the latter, and electric conductors 131,132, 133, connecting with the negative pole ofthe traveling battery. The travel ingsource of electric energy may be any traveling electricity generating device to impart electric energy to the traveling mechanism.

The actuation of the shoe or traveling. contact causes closing of the switch 124, in a manner to be presently described, and the energizing of the electric translating device 103, by coaction between the travelin contact and the local contact, causes 0 osing of the switch 126, whereby the circuit from the traveling source of electric energy through said electric translating device 103 is completed. c

The electric translating device 103, therefore, substantially simultaneously, receives current from the local source of electric energy and from the traveling source of electric energy, which condition, however, endures but for a short intervah'beingpract-ically only momentary, the circuits, How- 'ever, being in multiple with the same terminal of the electric 'translating device 103 is connected with the negative poles of the local battery andcf the traveling battery.

The influence of the local battery on" the V V shoe'and-rotaryswitches to normal position. v

zelect'ric translating 'devicef1O3' isonly momentary' and may be describedas a pick-up 'infiuencethereon, whereas the influence of thet'r'aveling battery on the electric translatin'g device 103 is prolonged and may be shown asa maintaining circuit, which has the-effect of permitting a. very short local contact to be employed for causing settingup influence in the electric translatin device 103, which set-u is maintained byt e'traveling "source 0 electric energy after the "traveling contact hasleft the local contact, 'in'or'der tomaintain said electric translating device 103 and the parts actuated therebyin set 'up relation, so that' tlie' various actuations "or changes in positions in'the 'traveling signalmechanism a nd'the travel ing control mechanism may take place'in the desired manner prior to the cessation of maintaining influence onsaid electric trans- 'lating devicer 7/ I have exemplified such means as comprising retarding means for retarding the cessation of the influence caused by the coaction of the traveling contact with the local contact. and shown as means for retarding the breaking of the maintaimingcircuit of the traveling battery.

The retarding means isshc'itv'n as connected with the traveling coiitact'or shoe. This'means is exemplified as cdnsisti "of the following ixistrfiffiehtalitie's (see ,igs. 4an'd 5),

The shoe 101 is exemplified as comprising a contact-plate extending lengthwise of the plate being provided with lugs 142, the re spective ends of theconta'ct plateare ardirection of travel, the ends ofthe contact menses "current from the local contact. The stem 154 is insulated from" the shoe by insulation 148,. A stem is arranged to reciprocate in a bearing'155 of the beam the movement in one direction being caused by the movement of theshoe. When the shoe makes contact with the ramp-rail, it is raised by'the ramprail, the ends of the ramp-rail sloping as shown at'156' for avoidingabrupt end-con- 157' for connection to crank arm 158 fixed at one end by hearing 170 .for operating switches 124, 127 and 128 through rotary 'retum-of the stem when the shoe leaves the local:contaot,'the spring 159 returning the The stem 154alsohas a socketstem -l57 with jaw'provided with spring-161. The movement of socket stem 15 7 is limited by pin 'movementthan stem-157 caused by varying helghts ofalinement of ramp-rad, or adjustment of shoe onthe vehicle.-

A retarding means exemplified an cylinder 165 and p1ston166 therein, from which a piston rod 167 extends, is acted on by the crank arm 158 operating rotary switches 124, 127, 128,- the switches 127 and 128 exemp'lified as normally closed switches, and

switch 124 as a normally -open' switch,

switches 124A, 124B, as normally closed switches fonnirfg a shunting circuit from 124A across contact plate 124B through electric conductor 125, through electric C11- tact betweenthe shoe and ramp-rail, The I steni 154 is provided with a cap and jaw cuit contacts 126, through electric conductor 129, through windingon electric translating device 103, through electric conductor 130, through electric conductor 131, connecting with contact 124A, across plate 124B, formin a shuntto provide against electric trans- 1a ing device-103 failing to'release caused bystatie electricity in the fields or grounded.

shoe on contact with the local'ramp-rail is instantaneous for operating the rotary 'switcheabut the'r'eturn of thestem upon the h'o'e leaving'the ramp-rail is retarded by I means of the retarding dash pot 165. For accomplishing this I have shown the piston as provided with ports 181 a valve 182 is movable lengthwise of the piston-rod, the face of the valve being provided with a washer 183, and a collar 18 1 threaded to the piston-rod between the valve and the collar acting to normally close said ports and for adjusting to prolong or reduce time of return of the piston 166, stem 167 to normal or retracted position. This return is a retarded return, the cylinder preferably contairli ks a liquid, such as a light oil, indicated at The spring 159 acts to normally return the stem 154, switches 124, 127, 128 and piston and valve to normal or retracted position. The movement of the piston in the cylinder, when a ramp rail is contacted, is rapid, the stem 154C and crank arm 158 acting to raise the piston with a quick movement. The weight and compression of the fluid above the valve 182 causes the valve to recede from the ports for opening said ports, so that the oil may readily pass through said ports. W hen now the shoe leaves the ramp-rail the stem is urged by means of the springs 159 and 161. This return is however a retarded return, owing to the fact that the ports 181 are closed. The return of the piston is against the resistance of the oil or liquid in the cylinder under the piston, for permitting the return. The valve is provided with a metal washer 183 and collar 184: to limit the passage of the liquid through opening in the valve to the upper end of the cylinder above the piston, the metal washer acting as a valve seat with which the valve coacts. The'latter is shown adjustable, as by providing the stem with a threaded connection with the piston rod, the stem passing through a borein the piston-rod and having leak proof connection with the wall thereof. The adjustment of the valve determines the rapidity of return of the rod and the duration of the closed condition of the switches and is useful, especially when employing the retarding means on trains of different speeds.

The leaf springs forming the switches are shown secured in the casing. The shoe acts on switch 128 for making and breaking the circuit in an electric translating device 212 which acts in sequence with the electric translating device for controlling the clear and unclear condition of the traveling mechanism, in manner to be presently explained.

The traveling signal and control means.

The vehicle isprovided with a traveling electric influencing or transferring device shown as traveling contacts 101,102, coope ating with the respective local contacts of the blocks. The traveling contact shoe coacting with the local contact or ramp rail 90, while the traveling contact 102 is shown as the frame, axle and wheel of the vehicle. A traveling electric translating or transferring device 103 hereinafter termed a traveling translating device is arranged to have electric connection with said traveling contacts 101, 102 for being brought into accord with the local electric translating device or control means of the local station at the entrance of the block in advance of the position of the vehicle.

In the present exemplification of the invention, the traveling mechanism embodies automatic signal mechanism for indicating the condition of the block in advance; the automatic application of the service brakes in the event such block is other than clear. Automatic speed control mechanism arranged for permissive running in a given block and automatic signal mechanism and automatic indicating mechanism acting during passage by the vehicle of a local contact to indicate such passage.

The invention is not limited to the particular means shown and described, it being obvious that other means and other connections than those shown and described may be employed without departing from the spirit of the invention.

The traveling signal and control mechanisms include a series of automatically actuated devices which are shown in the present exemplifieation. Thus 103 is an automatic pick up device actuated by coaction of the shoe and local ramp rail contact for clear condition of block in advance, and 212 is an automatic maintaining brake control device for clear condition of block; 223 is an automatic service brake application device; 22 1- is an automatic maintaining air device, both of said last named devices be ing controlled by the maintaining brake control device 212. The actuating means of said devices are exemplified as electro-pneumatic valves and electromagnet translating devices. (See Figs. 2, 3, 6 and 7.) The traveling translating devices 103 and 2.12 are shown as iron clad electromagnets. These magnets have a low resistance for the pick-up circuit and a high resistance for the maintaining circuit. v

The electromagnet translating device 103 is arranged to actuate the translating device 212 for clear conditions; the magnet coil 212 is energized for maintaining the traveling signal and the traveling automatic brake control mechanism for clear condition of the block ahead, and is deenergized for caution and danger condition of block ahead and acts to release automatic brake control devices for service application of the brake mechanism.

Electro-pneum atic valve 232 of the service brake application device 223 is controlled by the maintaining device 212, electric translating device 233 is continuously energized for clear condition of the block, and deenergized for caution and danger condition of block and produces an automatic service application of the brake mechanism; an electro-pneumatic valve 235 of the maintaining air device 224 has its electric translating device 236 energized for clear condition ofthe block and deenergized for caution condition and danger condition of block, the control of said electro-pneumatic valves transferred to a permissive low speed control means for the last named condition of block. a

This latter electro-pneumatic valve acts, when its electric translating device is energized, to maintain a compressed air valve 238 of the maintaining air device 224 which it controls, open during energized condition of its electric translating device, and closed during denergized condition of the electric translating device, whereas the electro-pneumatic valve 232 is arranged to maintain the pneumatic valve 239 which it controls closed during energized condition of thelelectric translating device of the said electro-pneumatic valve, and'the pneumatic valve open during denergized condition of the electric translating device. 1

4 The positive pole of the traveling battery is preferably connected by electric conductors with all of the traveling control instruments, whereas in practice the negative pole of the traveling battery may be connected with the engine frame and the negative side of the traveling control instruments may be similarly connected with. the engineframe. I have, however, in the drawings, shown the circuits completed by wire conductors. The traveling electro-pneumatic valves mentioned, which may be alike, have an inlet valve 5 urged to seating position by a spring and an outlet valve Z, the latter communicating with an outlet port on opens ing to the atmosphere (see Fig. 3). The valves 21 and Z-are connected by a stem 4, and are actuated by the electric translating devices represented as electroinagnets, of said respective electro-pneumaticvalves, the armatures of which connect with said stem. The amount of air required to operate the controlled parts by means of these valves is small, and will not affect the air-brake system. a

The electro- pneumatic valves 232 and 235 are fed from a suitable source of compressed air as from the usual main. reservoir 241 of thelooomotive which feeds the usual air brake system. (See Figs.;2 and 3) 'A pipe 242 connects with the main reservoir,,a branch pipe 243 connects Withthe inlet port of electro-pneumatif; valve 232, and

pipe 245 connects with the inlet port of clectro-pneumatic valve 235. V

Indicating condition of traveling mechanism.

The stem 154 of the traveling contact 101 is provided with a crank arm 158 for actuating switches 124, 124A, 124B, 127, 128, 128A and 1283, located in housing C. The switch fingers are mounted on fiber insulator blocks D and E a roller of fiber F is rotated for bringingxinto contact metal contact plates mounted on the roller to complete an electric circuit through the switch fingers, the switches being in open or closed position according to the position of the roller plates tric circuits, whereas switch 124 is in normal open position; switches 124A and 1243 are normally closed across contact plates and switches 128A and 12813 are closed across roller plate (see Fig. 2) Switches 124A, 124B, 128A, 128B when closed across roller-plates form a shunt across the terminals of electric translating devices 103 and 212 for the purpose of cross circuit protection, and only come intocontact followingthe openingorbreaking of the maintaining energizing circuit of the electric translating devices 103. and 212, and at the closing of the shunt circuit across the switch fingers and contact plates will discharge any static electricity contained in the fields of the electromagnets of devices 103 and 212 and compel the release of the electromagnet armatures assisted to open position by the springs 48; the shunt circuit is also for the purpose, as before stated, of preventingstray electric currents from partially grounded wires should they exist from holding the electromagnets in closed relation-after the maintaining circuits, have been opened by the movement of the switches in the said circuits. \Vhen the switch 128 is opened by upward movement of the shoe deenergizing the electric translating vdevice 212 for causing opening of switches 208, 215, at the same time the reverse from norm1 movement of the roller, the switch 128 is closed through the roller contact 128B to 128A thus placing a shunt circuit across the terminals of translating device 212 for the purpose of discharging any static electricity in the electromagnetic'field that would have a tendency to hold the armature 41 from a quick release occasioned by static electricity and further as a protection from stray electric currents from an electric conductor that could result from poor insulation; in other words, the'closed or shunt circuit is for the purpose of cross circuit protection switch to the negative pole of the travelbattery.

ing battery which is as shown a stick circuit, therefore the translating device 212 and switches 208, 215 will remain in open positionafter thetraveling contact 101 returns to normal position after passing over the local contact or ramp-rail, providing the block entered is other than aclear block. The parts are in suchposition that, when the traveling shoe 101 coacts with the ramp-rail 90, the translating device 103 is energized when the block in advance is a clear block. Then, when the traveling shoe leaves the ramp rail whereby the rotary switch is again closed, completing the electric circuit through translating device 212 in a circuit comprising the positive electric conductors 122, 140, 200, switch 128, electric conductor 201, the electric translating device 212 through low resistance tap of winding and the conductor 202, switch 203, electric conductor 204, electric conductors 205, 131, 132, and the common negative electric conductor 133, thus energizes thetranslating device 212 and actuates its armature and switches 208 and 215. Then the circuit common negative pole of the traveling battery is made from electric conductor 201 through the entire winding of the translating device 212, electric conductor 310, switch 215 and electric conductors 311 and 29 to the negative pole of the traveling Switch 128 closes the electric circuit before the holding circuit of the electric translating device 103 is opened at switch 124 by reason of the advanced position of contact on roller of switch 128. As hereins before stated, the return rotary movement of the switch to normal position after contact shoe leaves the ramp rail is slow, being retarded to return movement by the dash pot.

There is no action of the automatic electropneumatic service brake valve 223 or the automatic electro-pneumatic maintaining air valve 224: following the deenergizing of translating device 212 and breaking of the partial maintaining circuit at switch 208. When the block in advance is in a clear condition, the electric pick up translating de maintaining circuit and maintaining the automatic brake mechanism in closed position while the transference of electrical energy from the ramp-rail 90 to the traveling contact shoe may be late in action following coaction, the relation is, however, only momentary, and the partial maintaining circuit of the electro-pneum'atic valves of the brake mechanism will again be energized.

Prior to the resultant effects on the electropn'eumatic valves 232, 235, and the actuation of the parts controlled thereby, the deenergizing of translating device 212 is followed by the closing of switch 208 on back point for causing a visual signal, represented as an electric light bulb B with yellow spectacle to appear, the circuit for the same being through the common positive electric conductors 122, 140,141, 207, switch 208, electric conductor 213A, and electric light bulb B and electric conductors 214, 205, 131, 132 to the common negative conductor 133.

The electric pick up translating device 103 actuates switches 126, 203 and 312 and is actuated only during the period of coaction of the traveling contact shoe 101 with the local contact ramp-rail 90. When the block in advance is in a clear condition, by energizing the electric circuit comprising the traveling shoe 101, circuit through link 1 14:, anchorplates, bolt and lug 107, an electric conductor 108 to the low resistance terminal of winding of translating device 103 to electric conductors 130, 131, 132 and electric conductor 109 and tap 102 on engine frame, the circuit is completed through axle and wheels of vehicle through running rail to negative pole of local station battery 21. This is designated as the pick up circuit. For a clear block in advance, the actuating of the armature of electric translating device 103 closes switches 126,203 and 312 at the same time the coaction between the traveling contact and the local contact also oper ates rotary switch contacts located in housing 6 (se'eFig. 5) and breaking the shunt circuit at contact 12413 and the closing of switch 124 completing a stick circuit through translating device 103, comprised of electric conductor 122 from the common positive 110 pole of the traveling battery, electric conductor 123, switch 124:, an electric conductor 125, a switch 126, an electric conductor 129, to terminal of the translating device 103 through entire coil of high resistance to terminal and electric conductors 130, 131, 132 and 133 to common negative pole of the traveling battery, this circuit shown as the stick and holding circuit and is for the purpose of insuring a set up position or translating device 212, heretofore described. Should the electrical contact between the traveling shoe and the local contact be only for a fraction of the length of the local contact it will be sufficient to energize electric translating device 103, the stick circuit will maintain the said translating device in energized condition.

The .coaction between the traveling contact and the local contact and closing switch 124, also sounds an audible signal (see Fig.

Klaxon horn, the armature-coil whereof is' energized from the traveling battery by a circuit comprising the common positive Iii electric'conductors 122, 123, the switch 124, electric conductor 125 electric conductor 125A, the electric translating device of the horn, an electric conductor 125B, 214, 205, 131, 132 and 133 to the common negative pole ofthe traveling battery. Y

The traveling mechanifm having been set block ahead, the vehicle automatically roceeds at speed after the indications have been received, and indicates to the engineer or driver the fact of coactionbetween a travelin contact and a local contact. The audible indication'is by means of the horn and the visual indication is b means of the appearance of the yellow lig t.

Unclear condition of traveling mechanism.

Assumin now that the vehicle is traveling in block B and approaching the local electric transferring means projected in rear from the local control station l which is set up for caution condition of block ahead,

the local electric transferring means thereof will be in deenergized condition, due to the open relation of the polarized armature 54 o the track relay 74. The traveling partial circuit in which the electric pick up translating device 103 is located will, therefore, fail to receive energizin influence. from the local partial circuit, an said electric translating device 103 will remain denergized whereby the switches 126, 203 and. 312 re main open. The switches 127, 128will also be opened and switch 124 will be closed by the movement of the traveling shoe 101 whereby the electric translating device 212',

is denergized and the winding shunted, thereby opening the switches 215, 208'where by the green light A is extinguished and the yellow light B appears by reason of the back contact of the switch 208 with electric conductor 213A closin the circuit throu 11 yellow 1i ht bulb 13. The audible signal namely t e horn will also sound. c

The opening of switch 208 front contact thereby breaking the circuit controlling the automatic maintainin air valve 238 and the automatic service bra e valve 239 whereby the deenergizin of the electric translating devices 233 an: 236 causes closing of the electro-pneulnatic valves232 and 235 and the release of air pressure against the pistons 401 and 414 thereof through the exit ports on whereby the maintaining air valve 238 is closed for automatically shutting off the maintaining air from the brake system and the'openlng of the air valve 239 for a service application of the brakes by causing defor clear condition or green condition maps:

creasje'in pressure inthe equalizing reservoir, and relief of air pressure in chamber on top of equalizing piston in engineers automatic brake valve, the raising of piston b pressure under said piston from the bra e pipe and opening of its valve allowing the brake pipe air to ow to the atmosphere thus mak- 111%3. gradualbrake pi reduction.

he deenergizing o the electric translatin device 233 acts to-open the air brake va ve 239. This valve connects with a pipe 395 which has suitable connections for releasing ressure in the train brake pipe 450 for app ying the brakes (see Figs. 2 and 3). Thisrelease of pressure is controlled b an adjustable automatic intermittent air re ease valve 396 (see Fig. 3) which releases the air to the atmosphere, so'that a gradual release of pressure of say ten, fifteen or twenty pounds per square inch, as desired, is obtained at each opening of the valve-239 dependent on the amount of normal pressure in equalizing reservoir and train brake pipe, for instance ninety pounds or one hundred and ten pounds, and as stated, the determined speed and wei ht of the train, and the desired distancewit in which it is desired to stop the same. For instance, on a heavy high speed train which it is desired to bring to a quick stop, each brake pipe reduction in case it is a passenger train, may be from twenty to twenty-five pounds.

Actuation of the valve 239 is accomplished by a piston 401 connected therewith by a piston-rod 402 and reciprocable in a cylinder 403, with which the inlet-valve i and the outlet-valve Z of electro-pneumatic' valve 232 is connected by a passa e404. The area of piston 401 is greater t an the area ofvalve 239, and the pressure in pipe 243 is in practice greater than the pressure in pipe 395.

The automatic intermittent air release valve as indicated by character 396 (see Fig. 3) which is a sectional view of the valve and casing which is an essential part of the valve.

It is unlike a safety pop valve, as its construction is such as to cause it -to'close quickly with a pop action, insuring its seatpressionot spring 501, between the flange of the stem andadjusting 'nut 502. When the air pressure below valve 500 is greater than the force exerted by the spring 501 it rises and as a larger area is then exposed, its movement upward is very quick, being guided'by the brass bush in the body 503. Two ports are drilledv in this bush upward to the springchamber; and two outward through the body to the atmosphere. As the valve moves upward its lift'ifs-determined by the stem 505 striking' eap nutaoe. *It closes the two vertical ports in'the bush'connecting the valve and spring chambers, and-opens the lower ports to the atmosphere.v Asthe air pressure below valve 500 decreases and the compression of the spring forces the stem and valve downward, the valve restricts the lowerports to the atmosphere and opens those between the valve and spring chambers. The discharge air pressure then has access to the spring chamber. This chamber is always connected to the atmosphere by two small holes through the body 503; the air from the valve chamber enters more rapidly than it can escape through these holes, causing pressure to accumulate above the valve and assist the spring to close it with the pop action before mentioned. The valve is adjusted by removing cap nut 506 and screwing up or down the adjusting nut 502. The size of the exhaust ports are very im portant and cannot be changed in size. The valve can be accurately adjusted to re lease at any pressure'from 50 pounds to 125 pounds and in action will pop off and make a gradual release of air pressure. If adjusted to release twenty pounds from the equalizing reservoir of the brake system the valve will pop off accurately the twenty pounds and firmly reseat the valve. The pop action is desirable as the air pressure from the equalizing reservoir is graduated off and assists the equalizing piston 457 to come into action for making a gradual brake pipe reduction through the engineers automatic brake valve, approximating the manual operation of the en ineers automatic brake valve when operated for a service brake application.

The pop action of the automatic intermittent air release valve is to cause the graduated piston 457in engineers automatic brake valve to make the reduction from the brake pipe in two applications; the air pressure from brake pipe 450 causes .this action. On the quick opening of valve 239 air pressure flows freely through one-inch pipe 504 through hand release 302 and as pressure builds up, the lntermlttent a1r release valve goes into action and air builds up again on top of equalizing piston in engineers automatic brake valve; after exhaust of brake pipe air and drop of pressure in brake pipe air equalizes on both sides of equalizing piston and said piston again closes exhaust valve 458. The release of air from the equalizing reservoir causes a sudden drop in pressure therein, and the one-lnch plpe to hand release 302 is to permit this free flow of air and pressure reduction. Priorto the action of the intermittent release valve the air pressure escapes faster to the one'inch pipe than the air from brake pipe 450 through small passage 464 to feed the chamber over equalizpiston; the pressure from one-inch brake pipe 450 through passage 460 under equalizing piston 457 forces piston up opening its valve 458 to permit air to flow to atmosphere; as air escapes gradually through intermittent release valve 396 to atmosphere from chamber over equalizing piston, it is escaping faster than air from brake pipe can supply through small passage Q64 (provided for normally charging equalizing reservoir). Hence, a secondlifting of the equalizing piston 457 results with escape of brake pipe air to atmosphere through equalizing piston relief valve.

The piston 457 will graduate off the air pressure and stop operating for from two to three seconds and again come into action completing the twenty pound reduction as popped off or reduced from the equalizing reservoir until equalization takes place between brake pipe and equalizing reservoir,

the maintaining air device 224 holding the brakes on the engine and the train, approximating the operation by the engineman in placing the engineers automatic brake valve on lap position for holding the brakes on the engine and train until it is desired to release the brakes, before or after the train has been brought to a stop. The operation of the automatic brake mechanism will be in force until the train is brought to an automatic graduated service stop, unless the engineman performs the function for manual control by replacing the hand release. Then, after the low speed limit has been reached, controlled by the automatic permissive speed control, the automatic brake mechanism will automatically reset to the normal position and the brakes on the engine and train will go to full release and the train brake system will recharge; the train can proceed under the low speed limit hereinafter more fully described. I

The pipe 504: is connected to valve body 223 at 507 to supply air for actuating cylinder 302 on release of valve 239. 'Device 802, hereinafter referred to as hand release (see Figs. 2 and 3) consists of a cylinder (1, with cap head 6, a. stop. against piston c, a check 'valve (Z with operating lever e for releasing air pressure in cylinder a. for release of same for closing circult at switch 95, the check valve (Z havlng a much larger port for exhausting the air than the port 7 shown through rod 9 for air inlet to cylinder. The spring it returns cylinder ato normal position after release of air pressure for closing circuit at switch 95. This switch is in the circuit of the permissive maintaining circuit of the automatic brake valve and automatic maintaining air valve. While traveling in other than a clear block the switch has a contact plate I for completing the circuit from switch fingers. There are two switch I of piston 414 is greater than fingers, m, y, located on insulation as shown fastened tobase of the device; the contact plate is located on insulation which is attached to and moves with thecylinder. The pipe 504 supplies air pressure for moving the cylinder following release of valve 239. Traveling maintaining air supply pipe out out device. 1

' operation oflever 440 of the engineers automatic brake valveby the engine driver which is moved to lap position to cut off the maintaining air supply passage to the brake pipe and equalizing reservoir in order to hold the brakes on the train or vehicle until a release of the brakes is desired. This movement of the engineers automatic brake valve to lap position by the engine driver follows a service application of the brakes.

' The deviceis a maintaining air device at all times except when coming into action on entrance to an unclear block. This is accomplished in the present exemplification by the maintaining air device 224. When the traveling mechanism departs from the set-up for clear condition, theelectric translating device 212 is deenergized and opens switch 208 which controls the circuit of the electric translating device 236, as heretofore explained, and the valve 238 closes. Valve 238 is normally open and controls the passage of maintaining air throu h the sections 411, 412, of a feed pipe, (see igs. 2 and 3'), the section 411' receiving the malntaining air from the feed valve of the brake system and section 412 delivering the maintaining air to the train brake pipe at portg439 and to the equalizing reservoir throu h port 464 in suitable manner, to be hereina er more fully explained.

The valve 238 is actuated by a piston 414,

connected therewith by a rod 415. The pis ton slides ina cylinder 416. The cylinder has connection with the inlet valve i'and the outlet valve l of the electro-pneumatic valve- 235, by means of a passage 417. The area the area of valve 238.

In the present exemplification, the op-- erations which take place when the vehicle is traveling in block B and its traveling contact coacts with the local contact inlsaid block, take place when the vehicle is traveling in block C and its traveling Contact coacts with the local contact of said block, compelling the'engineer or driver to manually assume control of the traveling mechanism, failing which the train or vehicle will automatically come to a quick service brake stop in advance of its entrance into a danger block D. r

Automatic speed limit eontrol.

An automatic low speed limit control device for maintaining the automatic brake control devices inset up position under a fixed low speed limit, for permissive pro ceed with vehicle traveling in other than a clear block is provided.

The speed control device is exemplified as consisting of the following instrumentalities (see Figs. 6, 7, 8, 9, 10, 11.).

Thus, electro-magnet 40 is of the well known iron clad type with outer casin 40a formingone pole of the magnetic fiel 45 is a soft iron core forming the other pole of the magnetic field. 41 is an armature, this armature being for instance a soft irondisk. The armature is provided with a stem 44 of a non-magnetic metal, the stem passing through the soft'iron core 45 for actuating the electric circuit interrupter, switches 42, 43. The magnet 40 is provided with two windings, 53, 54.. Winding 54 is energized from source of electric energy from a traveling generator 65 as will be-hereinafter described. The winding 53 is energized from a source of electric energy from the traveling battery 121.

The object of the speed control is to provide an automatic control means for automatically giving service application of the brakes on the traveling vehicle when traveling inother than a clear blockshould the vehicle exceed the speed of a set up or predetermined low speed limit. The windings 53, 54-, forming the two separate magnetic fields have the same magnetic value but are so connected with the source of electric energy as to create opposing magnetic fields; therefore there are two separate wound field coils of o posite polarity with opposing magnetic fiel s; then, if the electric energy delivered to each field winding is of the samerelative value the magnetic field will be neutral, that is,-the magnetic flux is ml, with no action on the armature 41-, and the switches 42 and 43 remain in open ition and will remain open until the electric energy supplied to one of the field windingsv is either decreased or increased in value, accomplished by decrease or increase in electrical energy value or by the insertion in theelectric circuit of one of the windings, a resistance 61 shown as a German silver or crome wire with taps for adjustment purposes; the resistance inserted is for the purpose of adjusting the electric value in the winding 53 for the purpose of obtaining anydesired pickup point of the magnet to control the releasing point of the brakes for any desired speed of the train.

It is proposed to insert the adjustable resistance in. winding 53 which is the winding supplied with electric energy from the source of electric energy supplied from the traveling battery 121, shown as a storage battery of the Edison type or of the well-known lead plate. type. Thus the electrical energy supplied to the winding 53 has a constant value. The winding 54 of opposing polarity and supplied with a source of electric energy from a generator of special construction which is driven from the axle of the vehicle, the generator providing novel meansin construction, having the characteristics for supplying a positive indicated electrical energy, voltsamperes rating at indicated speeds, and will be referred to hereafter as a tachometer generator.

There are two field windings 53 and 54, energized by two separate sources of electricenergy. VVinding' 53 supplied with a source of electric energy of constant value, from a source of electric energy supplied from battery 121, and a winding 54 of opposing polarity inducing a magnetic flux in the polar pieces 45 and 40a opposing the magnetic field of the winding 53. The electric energy supplied from the tachometer generator will increase in value proportionately with the increase in speed of the generator. Then, if the windings 53 is in closedcirc'uit relation with the traveling battery thus inducing a magnetic fluxin polar pieces 40A and 45, the armature 41 will pick up completing the magnetic field, and will remain energizedas long as the circuit of the winding and battery is in closed position.

The armature will remain unattracted as long as the generator is supplying electric energy of such value to the windings 54 as to neutralize the magnetic fiuX of opposing winding 53 in circuit with the traveling battery. The electric energy supplied by the generator increases with the speed of the generator the construction being such that the electric energy output is graduated up to a given speed asone thousand revolutions per minute, and reaching the maximum electrical value (volts amperes) at this speed. The value will not increase for any increase of speed of the generator above this speed.

An adjustable resistance is provided in the circuit of the travelingbattery and winding 53 of the speed control magnet for controlling the speed of the vehicle at any pre-determined speed. 1

The electro-magnet 40 and speed control device above described, operates the brake mechanisms and visible signals on the trave1- ing vehicle when the vehicle is traveling in other than a clear block, and does not function during travel of the vehicle in a clear block, and goes into action-for maintaining the automatic electro-pneumatic devices of the brake mechanism shown as the automatic service brake valve 223 and the automatic air maintaining valve 224 in set up position, with the vehicle traveling below the speed limit, adj ustment through control circuits by electric conductor 122 from positive pole or traveling battery 121, an electric conductor 140, electric conductor 141, electric conductor 59, switch 127, electric conductor 60, electric conductor 93, switch 43, electric conductor 94, switch 95, electric conductor 96, electric conductor 97, through winding of elec tric translating device 233, electric conductor 98 to negative terminal of the traveling battery and electric conductor 96, electric conductors 211 and 210, through winding of electric translator device 236,electric conductor 99, electric conductor 133 to common terminal of battery.

Provision is also made to provide a no voltage cut-out switch 64 (see Fig. 8) shown as an electromagnet- A with winding B and armature C and contact D; the movement of armature C actuates contact D by movement of arm E. The winding is connected as shown (see Fig. 2) across the terminals of the generator; the purpose of the device is to provide means for opening or breaking the circuit of the traveling battery to winding 53 of speed control electromagnet 40 should the tachometer genera-tor fail to deliver electric energy; this is to make a positive open circuit following a failure of the tachometer generator; then, if the tachometer generator fails to deliver electric energy on the entrance to an unclear block the electromagnet 40 of the speed control may be energized and armature 41 holds switches 42 43 in closed position. However, the magnet will be deenergized and will release when the shoe on the vehicle coacts with a ramp rail, caused by the opening of circuit switch 127 under control of the shoe; then the magnet will remain in open position after circuit switch 127 closes as the shoe leaves the ramp rail on account of the maintaining travelingcircuit remaining in open position at switch 42 by electric conductors 122, .140, 141, 59, switch 127, electr1c conductor 60, resistance 61, electric conductors 20, 22, 23, electric conductor 30, switch 42, electric conductor 25, winding 53, electric conductors 28, 29, to common negative battery, and circuit open at armature 21 of no voltage switch 64; a service application of the brakes will follow as usual and the en gineman will not be aware of the fact of failure of speed control to function until vehicle brakes havefailed to release as is usual with the device proper working order, after train-speed is reduced below limit speed set up. I I

However, the engineman can again place the electroinagnet 40 of the speed control 111 set up condition by operating a pick up circuit through switch 300 and electric CllCUlt 190 from positive pole of battery, resistance 191, switch 300, electric conductor 92, terminal 26 of the coil 53 and terminal 27, electric conductor 28, electric conductor 29 to the negative terminal of the traveling battery, thu energizing the electromagnet 40; the release of the brakes will follow and the train can proceed, but without the speed con trol feature. The electromagnet 40 will again be deinergized by the opening of the traveling battery circuit at switch 127 operated by the movement of the shoe. \Vhen it coacts again with a ramp-rail at the entrance to block in advance the service brake application is again repeated as before explained, if the block in advance is in unclear condition. Now, if the vehicle enters a clear block leaving an unclear block the translating devices 103 and 212 will coact with the shoe devices and the maintaining traveling battery circuit for clear block will again set up in closed circuit relation with the automatic service brake valve-and the automatic maintaining air valve, and the visible signal in the cab of the vehicle will change from green and yellow, to green, indicating a clear block and the engineman can proceed at speed. As the speed control devices do not function in a clear block but as before explained, the service application of the brake mechanism will come into action on entering other than a clear block, regardless of the failure of the tachometer generator or either one or both of the field windings on the electromagnet 40 of the speed control device.

Separate manual control of unclear conditwn of travelmg mechanism.

, As hereinbefore explained, the traveling signaling and vehicle control mechanism is placed in unclear 'and'brake applying position when the traveling contact coacts with the local contact located in rear of a caution whether he be away from his post, or sick, or dead, the vehicle or train will stop. It may be timediso' that the stoppage will occur before the train or vehicle reaches the danger block. Under the traflic rules the engineer 7 may travelin a caution block" with hisTtra-inundercontrol, and may proceed into an automatic block indicating stop only after bringing the train or vehicle to a full stop then proceeding at low speed, say from three to five miles per hour, expecting to find a train in the block, an open switch, or train fouling, or a broken rail, requiring the engineman to have his train under full control to expect a dangervcondition ahead. This is in accordance with the established automatic signal rules for train movements.

There is furthermore, a signal for indicating to the engineman that he is traveling under a permisslve control, and in an unclear block or section of track. The signal in this in stance is a combined green light and yellow light, indicating a permissive proceed or travel in an approach to or within an nuclear block. 7

The green light is in a circuit comprising the common positive electric conductor 96, tapping switch 95 of the hand release,- electric conductors 211, 209, 213 to green bulb A and electric conductors 214, 205, 131, 132, and 133 to the common negative pole of the traveling battery.

The yellow light signal indicating an entrance to an unclear block will continue to indicate in the electric circuit comprising the comnion positive traveling battery 122, 140, 141, 207, back contact of switch 208, the electric conductor 213A, to the electric bulb B of the yellow indication, and to the common negative pole of the traveling battery by electric conductors 214, 205, 131, 132 and 133. When the traveling system is proceeding in unclear block under control, and under the speed limit control and approaching an unclear block either a caution block or a red block, the engineer must operate and hold a switch 300 in closed relation during the time of. coaction between the traveling shoe contact 101 andthe local contact 90 to prevent an automatic service brake application which would follow should engineer not operate the manual control switch 300 which closes a circuit to control the automatic service brake valve 223, and the maintaining air valve 224, to place these valves out of the influence of the unclear condition of thexmechanism, the

circuit for this. manual control comprising an electric conductor 190from the positive poleof the traveling battery through a resistance 191, a switch 300, electric conductor 92, to terminal 26 of the translating device 40 of speed control through winding 53, to terminal27 and electric conductors 28 and 29 to the common negative pole of the traveling battery. This manual control for permissive entrance into an unclear block is necessary for safety as the engineman may be absent from' his post at the moment of such entrance or the passage over the local contact or may be incapacitated and not notice the audible signal.

The manual control does not infiuence the electric translating. devices 103' and 212 there-

Images