US1607167A - Automatic brake-operating means for railway trains - Google Patents

Description

Nov. 16 192e. 1,607,161

R. S. MERRIETT AUTOMATIC BRAKE OPERATING MEANS FORRAILWAY TRAINS Fi1ed August 11. 1923 2 sheets-sheet. 1

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Nov. 16, 1926. l 1,607,167

R. S. MERRIETT AUTOMA'IC BRAKE .OPERATING MEANS FOR RAILWAY TRAINS VFiledl August 11, 1923 2 Sheets-Sheet 2 TToRNEY Patented Nov. `16, 1926.

RAYMOND sianarcrnrrf, ors'vanciisnj Nnwvoititf temer AUTOMATIC BRAKYLQPERATING' MEANS roja nALvvA TRAINS.

Appllcat-onzled Augustpll, 1923, Serial No. V656,.,848.

This invention relates tol an4 automatic train controlling system in. which'the rail-f way is' divided intoy blocks otrany suitable length and eachA block equipped with elec- 5. trical apparatus adapted to cooperate with. related apparatus on. theengine, tender or,` other part ot' the train for automatically reducing the speed of or stopping a train' when Aapproaching dangerous; conditions i, such for example, as another train oit-:car

in the preceding block,open bridges, sharp curves, switch yards, crossings and other` permanent or temporary dangers whichA might require cautious approach.

15 The` main object to -provide meansv whereby the approach ot' a train to any block in which any of the vaforesaid;dangers;V eXist will automatically apply the .brakes of.

that train to reduce. its speed or stop the train before reaching the danger point.

Another object is to protect the various elements and translating devices against short circuits leakages or deterioration Aby climatic conditions. 1

the following description.

In the drawings:

Figure l is a diagrammatic viewv of a) portion of a railway block system includingA train.y indicated by a car-axle ,-2- is mov- ;e able', the rails of the several blocks being electrified from anv suit-able source ot electric energy as batteries Additional 'line conductors extend along the railwayand may be suppliedwith si current from any suitable source of eleetric' energy not shown. 'l

Each block of the railway is equipped with a semaphore signal as raf-3 l l g y are mounted uponthe'englne andl are'y geareol 105 v --cand -cZ-f, and so oni'n thedirection 5G ot travel ot the train along" the track, each44 signal being adapted to be operatedby any of the well known automaticor manually-v operated mechanisms Vcommonly used-1in: block signals, but'notvnecessary vto herein*- 55 illustrate or describe.

. The axle -2-- forms a part ofthe engine,

Other objects and uses relating to specific parts of the system will 'be 'brought out in tender-tor other part ot'v a train moving along the'traCk-Tl-L and' equipped with the'- usual vengineers 'g brake controllingv valve -5-- having an operating. handle #s6-f 60 shownri'n: Figure' 2 as: its extreme -open position `for releasing lthefvbrakes in= a mam ner well known to those skilled in thisk art`- andy therefore, vunnecessary. to` herein'` illustrate or describe.

rlhepresent invention vhas to.. do. more particularly with means controlled by. the train moving along the track for automatically opera-ting the brake controlling valve 5 ,throught the- -meclium of the level` `70 -6- in casethe driver shouldtaillto see'.V or lheed thegsema-phore signaly whiclr may be set against him or should fail, tov re.i duce the speed ofy or vstop the trai'nl in; accordance withk said 'signa-l, and involvesk the'v 75 use et a cylinder 7e-containing. ay reciprocatory piston 8awhich/is adapted tof-loe:` operated in one direction against-the actionv of a retracting spring -9- by means ot air or .other fluid pressure through aV suitso able supply-pipe 10- having a self-clos,- ing valve -llfor controlling the pas- Asage of air'to` said cylinder. said valve being ot' t-he usual Seli-venting type toy per,- mitthe returnof the.` piston .Szwhen the S5 valve llisac'losed.; Y N VThe outer endyof lthe piston rod-l is pivotallyconnected to one end ofa link 12- having its other Vend slotted` at #-13- for .receiving a pin #-14- on thev hand lever 90V f-6- ofthe brake valve -5.-V, said pin be# ing normally engaged withtheinner end of the slot-when the valve lever -6- isthrown y to its` brake releasing position the length; ot said slot .being substantially `equal to 95 the stroke of the piston -f-8.

The slot ,-lfisoi'i sufficientlength to .permit the hand-leverf-fto lloe-swung tol its brake operating position without. chang'- ingthe normal position4 of the piston .f8-f mg thus permittingV the engineer or.dri:ver to` operate the brakevalve -5.- aty vvill'in the usual'manner.

or otherwise operatively connected toa pui-J,

Yley -l6 which may be driven through the mediun'r of a belt: not shownv connected to any suitable revolving'vpartlofsaid enginewhereby ,the centrifugal lthrow ,of the 11e weighted members off-theV governorswi'llb'e` directly `proportionatel''to the speedfofv in'ove` ment-of the train Vand will be transmitted Y to othermovable parts as 17e-- and -17- of the governors for making and breaking certain electric circuits of the automatic brake controlling system hereinafter described. Y

-b-, -c-, Vand -dare pivotedto swing v fromra normal upright clear position as indicatedat -V-aand -.-rZ-, to a substantially horizontal danger position as indicated at -cor to'an .intermediate caution position as indicated at -bto indicate to the engineer, the absence or presence of danger in blocks ahead as they arel approached by the train. *i Y Y Associated with each semaphore is a seltclosing reset switch-1 1 which is nor mally closed when the semaphore arm is in its upright or clear position and also when it is in its caution position7 but is adapted to be automatically opened by a member -22 onthe semaphore when the latter is thrown Yto its danger position fora purpose hereinafter described. e

That is, 'each of the electric yresetting switchesV -21- together with a normally open relay switch -23- and the corresponding reset magnet -`20- ol the corresponding block are electrically connected in series 'across the, main line circuit by wires "-24- and V--2'- so that when the relay switch Q8- of vany one of the blocks is closerhthe reset magnetV otthat block will be energized..

The winding ot each relay switch 23 is adaptedto be connected across the battery circuit by thepresence of a train in the corresponding block, one side ot the adjacent battery *being electricallyv connected by a wire-QG- to one of the rails while the other side of the .same battery is'connected to the windingv of the corresponding relay and thence torthevother rail whereby the presence of anlaxle of the engine' or any one of the Vcars of the train in. that particular block will complete the battery circuit through Y that winding thereby closing the correspondf ing switch L-f23-f to energize the adjacent Each-'semaphore is alsorp'rovided with means, VKas@amswitch member .-7-27- and cooperative pairs of 'terminals' -28- and -29g-I,afor ,connecting the primary electro#V when the semaphore is shifted first to its caution position as shown at Figure l and then to its danger position as shown at -c-. Y

That is,V one -o each pair of terminals 28- is' connected by wire Qato one side of the circuitilwhile the other terminal of the same pair is connected by a Wire -30- to one end of the winding or vthe electromagnet -l8-, the other end of said winding being connected by a wire-31eto the opposite side of the circuit @4lpreterably through .the wire -25-" so that when the semaphore is adjustedto its caution position to bring its contact member -27- into engagement with the terminals -28 the electromagnet -18- which may be Vdesi gnat-ed as the caution magnet will be enen' gazed.

In a similar manner, one of each pair of terminals -29- is connected by the wire 24- to one side of t-he circuit -4- while the other terminal of the same vpair is connected by a wire 3Q-'- to one end of the Winding of the electromagnet -19 which if may be termed the danger magnet, the

other end of said winding being connected by a wire 323- tothe other side of said circuit -tpreferably through the wire -25-.

As previously stated7 each block ofthe railway is equipped with a set of the elec" tromagnets V-18--7 -19- and -20-, the caution magnet being located under one rail near the beginning of the block while thel danger magnet is located under the oppo` Vsite rail beyond the center of the block and the reset magnetis preferably located in the roadrbed between the vrails near the end of the block. Y

AV corresponding number of secondary coils -18'-, -19- and `-20- are mounted upon the engine or other part of the train in transversely spaced relation and adapted to travel in line with their cooperative magenergized thereby as they pass over the same.

That'is, the secondary coils 1821-19- and QOM are supported upon the engine orother part of the train in such manner as to travel in sufficiently close proximity to their respective magnets 1S- -19- and --2()-Y to receive by induction current from said magnets for a purpose presently described, the coil'-18-- being disposeddi- 'rectly over thel rail under which the cau-Y tion magnet -18- isplaced, while the coil -19'- is placed directly over the rail under which themagnet' `19 is installed and the coil 20- is placed directly over the center line of the road' bed between the rails so as to pass directly over the reset magnets 20- ast-he train moves along the track.

The opposite ends of the winding of the coil V--18-. are 'connected by wires B4- to lao' noid winding opposite endsfof asolenoid. winding ,.-.3 while the opposite ends ofthe winding Vof the coil 4912? are similarlyl connected by, wires toopposit-e ends 0i' a similar sole- I Y ,y and the oppositeends ofthe coil f-. ai .'ej connected by wires and 3W-i to additional solenoid windings -37- and -37-. Y

The solenoid windings f3.5 and .-937- Gonstitiite parts oif a solenodswitcli 73,8% while ,the windings -35- and T372# constitute parts i of a similar solenoid switch -385-said switches being of a type which, once-closed, remain closed until again opened by theenergizing of the coils 3T- and -37' respectively. Y n v These solenoid switch-es 7384,- and -38 are mounted upon the engine or other part of the train, the windings 737,-. and .-37-

being on similarrx ends of the corresponding switches .for opening or resetting the same when vthe secondary coil #-202- passes over one orvmore of the underlying energizing electromagnets --20--k t On the other hand, the windings and are mounted upon they opposite ends of the movable switch members for closing the latter when energized by the passing of the corresponding secondary coils fl8- Vand +191# overtheir underlying energized electroinagnets 18 and 19-- Y One ofthe terminals of each ofthe solenoid 'switches ,-.38. and -38- isA connected by a wire--SQ- to avi'everjsing switch 40,- whicli in turngjs electrically connect` ed by wires fil ytothe movable members otra pair of Vgovernor operated switches switchesy-SSf and *38* are electrically connected by wires -ll to one end of a solenoid f winding the steinfoftlie valve-11T, Figure/ 2, and has its .other end connected-*by a wire to oneside of an electricswitch 4G-the other sident said switch being connected by a ,wire-l -LP- to one side .of a dynan'io is lalso mounted npon the en,

-48T which p gine or'other part of thetrain *andl adapted to be operated by afiji'ioving part thereof, the other side ofthe dynamobeing connected by wires to @the -42-v and T42/fare mounted' upon the axially movable members j--l7- and *1T-1 respectively, lof the governors and `l5- and are normallyopen when the;

train is at rest ,or n'ioving. below a predetermined speed, butvone ofthe governors, as' the right hand one,v Figure -23Y or less,frwliile they other; governor is initiated-t0, Close its Switch 2+ at a.

which surrounds be opened when the lever engineers-braise valve when the Y brake eperat'ing lever *-6- is adjusted to release the bic-alms,v

extremer brake applying* that the track is clear., and that -Z and that a train is movingl alongthe track at normal speed and that the. engi'- neers brake valve lever 6% is in its open position, then asv theftrain passes through t-he successive blocks', one or more. of 4the axles as will closethe c ii'cuitsmthrough the several, relay windingsofthe switches +23k to close said switches and therebyto energize the corresponding reset magnets +2()- so that as the secondary coil 4i-72,0%.d on the train passes over the electromagnets -20-., the corresponding secondary circuits S6- and -36fincluding 'the solenoid windings 37,- e gized `to assure the 'opening or resetting oi the kswitches '--SSfand -38., thus pref venting the energizing of the solenoid coilw and lea-ving the 2valve *ill-Y- closed and the 'engineers brake valve in release Y ,v .Y vposition. The other erminals oit the solenoid Now, assi'in'iing vthznt; the train' isin Ione of the blocks as and-'that it, is being followed -byanother train in which case the? semaphore as x/ o -f that; block set `to f its.'dangergposition fas shown, .andthat the semaphore of the next preceding block B liafs been set toits,ca11tion" position, theirthe members: -f22- and-ifZT-wf the Manger.-

Signal asever-j will-have v been set; to-open the switch -.2 l` andv TQQi-.dtherebyl closing y"the branch circuit danger magnet-19%. ofthe 'nextpreced-r inglblock; B .whilethe members Y inl theV .last

named block asM-fB, will beset toi allow thc switch -121+ to close and to lal'so'fclose V to close the switch'.

the adjacent switehffQS, leaving the coi' 'i responding switch 29`f open,- thereby closingy the branch `circuit of they succeeding v block throughlthe coi-respondingwires 'and +25* and Ycautionl magnet @that Under ,-tlies'e conditions, the followingv train entering the' nen-t1,precedingmbloch as 1657* over the mantieni-magnet sia-e; ,13

' -35`- toveiiect the lclosing of the corre 1% tov throw mil spendingVv switch #-38.- and simultaneously energizing the Vsolenold winding #JA- to open" the valve --1'l-- and thus cause theV operation of the piston 8- and link the engineer-s brake valve handle 6 to its braking position and also to engage and close the normally open switch -Ll at Y which time the switch -50-E will Vhave been opened, it being understood that the governor switch-12%- will then be closed byr the speed of the trainA if above Vnine lmiles per hour and that vthe reversing switch 40 will also be closed to complete the dynamo circuit through the wires +39* and 41% This operation of the piston -S- by air pressure through the open` valve'-ll will cause thek operation of the engineers brake valve to apply the brakes and thereby to automaticallyslowdown the train to caution speed.V f v Now as the `followin train proceeds under caution speed, through its block, as -B-, the passing'offthe danger coil 'as -19-over the thenenergize'd danger magnet --19- will cause the energizing of the' solenoid coil #W-,- through the rwires -BLL- thereby closing the electric lswitch .-385- ofthe. corresponding dynamo circuitf-BJw and 4l-e lat which time the governor switch 4Q/ and reversing will have been closed VtoV complete As previously train in any one of the blocks will close'the battery circuit through the relay switch Q3-il of that blocky for energizing'the corin advance is under conditions,

responding electromagnetv 20 when'the block clear or caution its secondary coil -20- and 1 solenoids B7-e and -37--- will' beener# gized to vopen the corresponding switches 38- and '-438'- thereby de-energizing the solenoid lcoils-4 to permit they return'of the piston -8'-'- and link #L12- and consequently opening of the switch-46"- whereupon the engineers brake valve lever ,--6- may be operatedv in the usual manner independently ofV the link .-12- Vbut will be held against position by said linkv and pistonl as long as l the valve -11- remains open.

NOW, lower than caution. speed vthegovernor -15- will be correspondingly extended ax` l switch -42, ythereby* breaking the circuit through .the solenoid ially to vopen the A4- andallowing the "valve ,'11- to close and also permitting the spring to return the piston '.-7-" and ring -12-,

leaving the brake controlling lever -6-V in its braking kposition butfree to be moved to its brake releasing position.

movement to its brake applying Vif the train proceeds under aI speed y Then, if the engineer should operate the lever -6 to release the brake and increase the speed ofthe train above the safelimit, of, in this instance, forty miles per hour, the.

brakes will again track apparatus. u

' I havethus far described the automaticV operation of the brake applying lever to its braking position bythe setting of the *semaphores of the several blocks to their clear, danger and suitable means either automatic orat'will,

but another not less important feature ofthe invention consists in providing means 'con-Y trolled by the moving of the train through the several blocks for effecting the operation of the brake controlling lever to its braking position, independently of the semaphores and is particularly useful in case the semaphores should tail Ato operate orbe wrongly set while trains are passing throughy the blocks.

For this purpose, each block is equipped be automatically Vapplied" and this cycle of operation will continue un' til there has been a definite reset from theV caution positions, by any with a plurality of, inl this instance, three,"

- across the battery circuit of that block through the mediumA lof Ybranch circuits" -56- each having one side thereof connect- Y ed to one of the rail sectionsia nd itsother side connected to one pole of the local' battery ,y

which has its otherpole connected to the opposite rail section so that the presence of a train in that block will close the locall circuits through the windings of the/relay switches --5l-l and` -53,- and rthereby open the switch -`-'51-'to break the; circuitthroughthe relay switch -23-Aand reset magnet 520- of'the next preceding'block andV atl the Sametime to close the switch -53- Yilor energizing thedanger magi net-l9d ofthe saine preceding block.

Y TheV winding of the relay switch -52- of each block is connected'by wires -57- 'across the battery circuit V-56- Vof the next succeeding block so that a train iny any block will close the circuit 'through saidwinding and thereby close' said switch to energize the caution magnet as *l8- of thenext preceding block. Y l u For example, assuming now that a train is moving along the trackxin block -C4-, then the axle as Q-- oa partof the train will electrically connect the oppositeHrails andthereby close the battery circuit through the winding of the relay switch -'23- of 'Y that block to close said relay switch at which time the -relay switch -51 of block `D will bein its normalvclosed positionthereby connecting the Areset `magnet '-20- `of station -C- across the circuit 4'- for energizing said reset magnet. Y

At the same time, the presence of the axle -.2-. ,in block '-C- will closeV the battery circuit through the winding of the relay switch .-51- in block -C-f thereby opening said switch and-'breaking the circuit through the relay switch -23 of the neXt preceding block nvB- to de-energize the corre sponding relay magnet -20-.

Simultaneously with the opening of the switch 51l of block -C-, the relay switch -53- of the same block will be energized andclosed for energizing the danger? magnet J-l9- in block B4q and-vat the same time, the relay switch -52- of block -B- will be energized and fclosed vto energize the caution Vmagnet -18- of block -B--. a

When anyzone of the semaphores is set at cautionf asyat'-'Z its switch member -27- will' close `the 4contacts 28- `and thereby close the circuit from `the line" 4 through the caution magnet of the corresponding block, as -B-, irrespective of the Y companion switch -52, but if the rsemaphore, as -Yb`-,' shouldn'ot be set at caution the switch. -52-will be'closed by atrainin the block ahead tolcause the energizing oil the caution magnet in=block BV-qv Now, if atrain following that infblock C-. enters block -B- at full-or normal speed, the governor switches 4Q- and -v-42-= will be closed andv the reversing switch -40- will have been adjusted to connect thewires '39- and -41- forconnecting the switch -42- to the corresponding switch -38- and switch -42-- to the switch -38 Vunder which conditions, Ti-t is assumed that the engineers brake-valve -6- is in its bra-ke releasing position, and that the Valve v`11`f` is closed,` andthe piston .--8- and link -12- in their normal innermost positions to "which vthey are iforced by the spring --9-, the switch 50e-'being CLI rco

then closed. i

Then as the train enters block -`B-,'and the secondary coil -l8 passes over the energized caution magnet 18,- of that block, the secondary circuit leading from the coil -18-- together with the solenoid35 will be energized by induction to close the switch ,-38-- Vaction of its retracting spring 49,-, thereby l:forcing-the engineers brake `lever -'6- to its `braking position through the `medium of the 'link *i2-ff, which at fthe same time, engages 'and closes l he-switch -46- 'and opens the switch n The application of the brakes inthe manner liustdescribe'd Will-of course, causefthe slowing down of the train immediately upon the passage of th'esecondary -coil 18'- overthe'cautionr magnet V18My inblock nfB-,but the brakeflever will be heldin yits brake applying position 'until the speed is a v reduced suc'iently to open lthe switch 4W- was `previously explained.. .As the train continues1 to move along'bloc .-B- land the secondary coi-l 181; passes itsfenergizingmagnet -l8-,it will become Y deenergized,thereby `cle-energizing the solenoid winding -135-, butfp'ermitting the switch 3S-*to remain closed for energizk ing the solenoid coil v-`-44L`anol thereby keeping thevalve -fll-'openand the piston -8- andlink in position tofclose the-switchv m46-- until fthe continued movementlo'f the train along block -pB-{causesthe secondary coil -19- 'to pass overl the danger magnet -19- inthe vsameblockat lwhich time, and only when th-espeedis abovenine imi-les per hour,v the solenoid fcoil- -354-fwill be energized to close the swit'cl1`-"3 8-`V there` by continuing the energizing of Vthe :coil

As their-following train continuesto .l ad- Vance slowly, under danger yby I'the :appli- Y cation -oflthe'brakesin `block iB-fas just y described, the secondary reset coil +205* '10() will lpassl over-V its companion resety magnet ,-#20- thereby yenergizin'gthe :reset -`.coils @S7-#and -'37- to op-en the switches 88; 'and -A-38eincase -theyHa-re closed, and-energizing bothoff the-coils 3544 and 105 V-g35--fanda`lSo the coil toallow the Valve k#11- to close which,inturn, permits the freturn of the piston: -i8-z and link +12-by the Vspring and. incidentally opens lthe switch -46-'. Y v v v V"Ihisfautomatic movement of the lbrake lever -6- to its brake'applying,position,11rst bythe passage 'of the sec'ondary1caution coil -.'18-Yover its'companion "caution magnet 18.- and then theLsubsequent pass# ing of the secondarydangerfcoil -y-j19 over its companion magnet .-*197-4, causes the trainvlto 'move Very slowly,.if at all, or under' full control from-*block fB- zinto block-@ therebyreducing toa-minimum 12o Y ,the liability-ofrearend collisionfwithfthe y tra-in i-nblock v In likemanner, the movement of al train inany block causes the automatic application of the brake-slof 'any-succeeding' trainen- 125 tering the next preceding vblock, ,andral, though I vhave shown and ydescribed f this -automat'ic Vmeans =for applying 'the engineers brake Valve-in 'Connection with semaphore operated :means 'foreffecting y'the same result 130 .sov

the system as herein described. f y

I claim:'

'.l..In an automaticbrake-operating system for railways, the combination with a railway divided into blocks, of an electromagnet in each block directly under-one railonly of the track, means in one block for energizingan electro-magnet of 'another f yblock, a brake-controlling` member carried by a trainor/car movable along the track,

inductive means carried by the car or train directly over Vthe rail under whichthe .electromagnets are place-d aiidcmovable through Vthe fields of the electro-magnets for receiving current therefrom byl induction, and means actuated by the energizing of the inductive means for causing the operation of said; member to apply the brakes.

2. An automatic brake-operating. system for railways as in claim 1, in wliich'each blockincludes a signal movable to different positions, and an electric switch of its block operated bythe signal to close the circuit through the magnet in another block when the signal is in one position and for breaking said circuit when the l.signal is in another position. y v f.

3. In an automatic brake-operating system forI railways, the combination with a railway divided into blocks, of an electromagnet in eachvblock- 4directly under one yrail only of thetrack, means in one block7 forenergizing an electro-magnet of another block, a brake-controlling member carried by'atrainl or car movable along .thetracln Y inductive means carried bythe car or train directly Aover therail" under which the electro-magnets are placed and movable through the iield of the electro-magnets for receiving- Acurrent therefrom by induction, and means includingy anr` electro-magnetic switch actuated by the energizing of thev inductive means for causing the operation of said member to` apply the brakes. v

'4. An automatic brake-operating system for railways as 1n claim 3 in which each block is equipped with Van additional elec- Y tro-magnet ydirectly under the other rail of the track, means actuated by the presence of a carv or train in one block for energizing the additional electro-magnet in the preceding block, additional inductive means carried by the train directly over said rail and movable through the fields ofthe additional lelectro-magnets for receiving current therefrom, and meansactuated bythe energizing of the additional inductive means for opening said switch.

5. In an automatic brake-operatingsys-- tem for railways, the combination with a railway divided into blocks, of anV electromagnetin each.,b10ck..di1feotly underember t0 -applythe brakes.

LLeonie? onlyrof' the rails of the track, electrically opzcurrent therefrom by induction, a brake con-l f trolling member voiivthecar or train, and

means actuated by the energizing ofthe sec-V ondaryV circuit for causing the 'operation of said brake controlling member to apply the brakes. Y v y y f f 6. An automatic 'brake-operating system ICH uw forrailways, as in claim 5, in which the last named means ,includes avr-normally open electric switch, and means actuated by the movement of thecar or train along the track for closingl said switch when thetiain reaches a .pre-determined speed. f l,

7. rin automatic brake-operating system, as in ciaiin 5,-'in which tlie'lastnanied means includes an Vvelectro-magnetically operated valve and an .electro-magnetically operated switch in circuit with the winding of the electro-magnetically operatedvalve and having its winding' in Vthe secondary induction circuit. .Y Y i Vr8. In an automatic brake-operating system for railways, the combination with a railway. divided into blocks, of an electrormagnet in each"block directly under4 one rail only of the track,` electro-magnetic switches, one for each block and each in circuit with the electro-magnet ofthe next precedingblock. and havingl its winding forining a part of a local circuit connected to both track-rails of its corresponding blockl whereby a car or train present in one vblockr7 will cause said circuit to close-ther vswitch and energize the electro-magnet in the next preceding block, a brake-controlling member on the car ortrain, a secondary circuit on the car or train having an induction device -directly over said rail and movable through the fields of the electro-magnets for receiving current therefrom, and means actuated by the energizing of the inductive. device in the secondarycircuit for causing the operation of the brake-controllingl mem- 9. In an automatic brake-operatingsystem for railways,thefcombinationwith a railway divided into blocks, each block being equipped with a plurality ofelectromagnets in spaced relationl along the track and termed respectively a danger magnet and a resetting magnet, normally open relay switches, one for each block and each in circuit with the reset magnet of the coi'- responding block and having its winding connected to the rails of that block, where- .bvv the presence of al car Vor trainl in AYone bloclicloses the circuit through the wind- 1 ing block, a brake-controlling member on Y vthe car or train, induction devices carried by the train and movable respectively through the fields of the danger magnet and reset magnet for receiving current therefrom, means including an electric switch, actuated by the energizing ofthe induction device for the danger magnet for causing the operation of the brake-controlling member to apply the brakes, and additional-means act'uated by the energizing ofthe induction device for the reset switch. Y

10. In an automatic brake-operating sysmagnet for opening 'said tem for railways, the combination with a railway divided into blocks, an electromagnet in each block designated as a caution magnet, another electro-magnet in each`V block designated as a danger magnet, the magnets of each block being arranged in spaced relation along the rails of Vthat block, Va relay caution"switch in each block in circuit with the caution magnet of that block but having its winding connected to the rails ofthe next succeedingv a` relay danger switch in circuitblock,

g( s n K with the dangerA magnet of theneXt preceding block, and having its windingjc'onnected to the rails of the ne-Xt succeeding block a brake-controllinomember on the train, a` secondary caution circuit and a secondary danger circuit b oth mounted on the car or train, said caution circuit including therein an induction device kmovable through the fields of the caution Vmagnets to be energized thereby,k the induction danger Vdevice being movable through the fields of the gized thereby, and means actuated by the energizing of either of said devices forcaus- 'ing the operation of the brake-controlling member to apply the brakes.

ll. In an automaticbrake-operating system for railways, the combination of a railway divided into blocks, each block being equipped with a caution magnet under one rail and a danger magnet under the o i ositeprail and a reset magnet between l P a e,

the-rails, normally open relay switches, one

vated means for danger magnet to be ener-v block and having its winding connected yto the rails of its corresponding block whereby the presence of a car or train in that bloc-k Willv open its electromagnet switch, and thereby break the circuit through the reset magnet of said next preceding block, lrelay caution switches one for each block and each in circuit with ythe caution magnet of its block but hav-v ing its Winding connected to the rails of the neXt succeeding block whereby the presence of a car or train in that block will energize the caution magnet in the next preceding block, relay danger switches, one for each block and each connected in Y circuit withthe danger magnet of the neXt precedingblock, but having` its winding connected across the rails of its'correspond ing block, rwhereby the presence of a car or train in the one block danger magnet of said preceding block, a brake-controlling member'on the car or train, air operated means for operating said will energize the member to apply the' brakes, a normally closed valve 'controlling the supply of'air said air operated means, electrically operopening the valve, a nor! mally open electric switch for controlling thelast named' means, an induction device carried by the car Vor train and movable through the fields of the caution magnets 'for receiving current therefrom, means actuated by the energizing of said device for tov closing the last-named switch, another iny ductiondevice carried Aby the car or train' and movable through the vfields. of the dan-rk i ger magnets Vfor receiving current therefrom, means actuated bythe energizing of the last nameddevice for closing the circuit through the valve operating means, an additional induction device carried by the vcar or train and movable through the fields of the reset magnets for receiving'current therefrom, and means. actuatedA by the energizing of the last-named device for opening the Ylast named switches. i Y

. In witness whereof I'have hereunto set my hand this 2nd day Iof August, 1923.`

RAYMOND s. MERRIETT.

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