US1108584A - Train-controlling mechanism. - Google Patents

Description

F. T. JONES.

TRAIN CONTROLLING MECHANISM.

APPLICATION FILED JAN. 12I 1912. 1 1 08 584. Patented Aug. 25, 191i Ina/entail I i r tfiys messes.

vTo (ZZZ whom it may concern 1 Among other: s ion aims toprovlde an improved arrangeamen israrns "eaa nn r ent ies.

sham r. Johns, or nanrnuonn, MARYLAND, assreuon r0 THE JONES ssrn'rr raisin courses SYSTEM compan or BALTIMORE, nanrnann, a GOBPQRATION 1F MABYLANB.

Beit known that I, FRANK T. Jones, a citizen. of the- United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Train-Controlling Mechanism, of which the following is a specification.

Thisinvention relates to improvements in traincontrolling mechanism for railways and has reference to an arrangement of electric circuits and devices whereby to materially simplify and improve mechanisms of this character.

objects, the present invenment of electriocircuit on a, vehicle including a contact shoe' whereby a sudden actu ation of the shoe brought about by the same striking something along the roadway that as .is, fore ignto the train-controlling system :wiii not result in an unnecessary automatic stop orautomatic signai unless the contact shoe be so damaged as the result of such accidental contact as to render the system inoperative. These accidental contacts may cccurln many ways, as for example, by reason of the shoe striking a pile of dirt or stonesg'along the roadway or by striking a loose plank at a road crossing or a bank of snow piled too closely to the track rails.

Another result accomplished. by the im provements herein is, the avoidance of an automaticstop when a train is traveling at a very;much.reduced speed, or a speed at which has been determined from experien'ce which is safe regardless of the presence of a. train or vehicle ahead. The speed here referred to being somewhere in the neighhcrhood efabout five orsix miles per hour,

but maybe more or less.

The, present invention prererably includes an automatically actuated stop mechanism and an automatic signal mechanism to give a caution signal. 'Bothpf these elements are 45,

carried on the ivehicla 'and are so arranged as to be controlled through contact shoes roadway.

also carried by the vehicle which shoes are actuated by contact or ramp rails along the The particular constructions of the stop "mechanism, signal mechanism and the contact shoes, is immaterial to the present in vention, and I have found in actual practice. that these elements may beef var ous constructions,

I Specification of Letters Patent.

TRAIN-CONTROLLING- MECHANISM.

Patented Aug. 25, 1914.

Application filed {Jfdhuary 12,1912. Serial No. 670,793..

In connection with the improved vehicle or cab circuits and mechanisms, 1 have found it desirable to make use of a ramp rail which will impart to the contact shoes, when traveling over the same in one direction, a more or less gradual instead of a sudden movement. The speed at which the vehicle is traveling will'of course influence to some I degree the speed at which the shoes operate when-traveling over a ramp rail, but, at a maximum speed of the vehicle, the upward movement of the shoes as, they pass over the ramp rails will be sufiiciently slow to effect such changes in the circuits as wiil produce the result desired,that is give a signalor stop if a block ahead is occupied or prevent such signal or stop if the block is clear. On the other hand, if the vehicle is traveling at the predetermined low speed the upward movement of the shoes while traveling over the ramp rails will be too slow to give a stop whether a block ahead is occupied or not, but will give a caution signal.

It will therefore be understood that one of the features of the present invention is to provide an arrangement of circuits and mechanisms whereby to retard the movement or" the shoes in the direction imparted to them by reason of their contact with the ramp rails so as to enable the shifting of the circuits to perform the functions demanded by the condition of the road ahead, and further to allow the said shoes to be actuated suddenly by accident, without afiecting either the signal or stop mechanism.

In case of a sudden shifting of the shoes by accidentalcontact with something outside of the system, the changing of the circuits. will be so sudden as to prevent the operation of either of the stop or caution signal mechanisms.

By means of the present invention the movement of a vehicle or train in a double track system against the direction oftraflic may be permitted without giving either a signal or stop because of the sudden operasul ated as to producejndependentQblocks j ,v and also shows the stop and caution ramp current. supply for each. Fig.

portion of a trackvvay, wherein the nltlner a1s,- 1, and, 2, designate the two rails of the track whichrails are provided at intervals with suitable insulations, 3, wherel iy to form successive blocks, 4, 5, and, 6 Each block is provided ear one end with asource of current su ply, shown in the conventional way at, 7, and, 9, respectively, and rail, 1, is connected to one side or pole of the current supply while rail, 2, is connected to the other s1de thereof. In thepresent illustra tion, eachblock is provided with two ramp rails',one of which is designated, 10, and will be termed a signal ramp rail while the other is designated, 11, and will be referred to as the stop ramp rail. In the present instance the signal ramp rails, 10, are located at the outer side of the track rail, 1, while the stop ramp rail is shown at the outer side of the track rail, 2. This arrange ment of the-ramp rails is not at all necessary however, as obviously they may be located between the rails or both at the same side of a track rail.

The preferred form of ramp rail, whether it be the signal or stop ramp rail, is indicated in Fig. 2, merely to show that I prefer a rail having a long gradually-inclined upper contact surface, 12, and a sharp, steep or abrupt inclined surface, 13, at the end. This abrupt inclined surface is provided at the rear end of the ramp rail where the contact shoes carried on the vehicle will pass from the rail as will hereinafter be more fully set forth. Obviously no attempt is made in the drawings to show-the precise construction of the ramp rails or the manner of securing them in place, and the draw-.

ing is merely illustrative of a long gradual incline and a short abrupt incline which are utilized to advantage in the practical operation of my invention, as has been demonstrated in actual railroad practice.

By again referring to Fig. 1, it will be seen that only those track circuits are illustrated which connect the caution signal, ramp rail and the stop ramp rail which guard block, 6,the said caution ramp rail or which is located in the present instance adjacent to block, 4, and the said stop ramp rail being located in block, 5. At the entrance end to block, 6, the track-rail, 1, is provided with a wire connection, 14, which electrically connects said railwith an electro m'ignet, '15, while another wire, 16, extends roinsaid magnet to and connects with rail, 2. An armature, 17, is located adjacent to the core of magnet, 15, whereby it may be attracted and held in a given position, as long as said magnet-is'energized. The encrgization of the magnet, 15, is eifected by a current from the local supply, 9, of block, 6,*the circuit being from one pole of said supply, 9, through one of the track rails, say rail, 1, to wire, 14, then through magnet 15, and return by wire, 16, and rail, 2, back to said supply, 9.- This circuit through magnet, 15, is maintained as long as the current can flow throughthe rails, 1, and, 2, to and from wires, 14, and,

16, respectively, which is obviously as long as there is nothing to bridge across said rails between said supply, 9, and the points where wires, 14, and, 16, connect with said rails, such for example as during the presence of a vehicle or a train.

The armature, 17, serves as a switch to maintain a current in line wires, 18, and, 19, respectively from a battery, 20, or "other current supply, as long as the magnet, 15, is energized. These line wires, 18, and, 19, extend back along the blocks, 5, and, 4, and connect with electro-magnets, 21, and, 22,-- the magnet 21, being connected to the line wires, 18, and, 19, through suitable branch wires, 23, and, 24.

From the foregoing explanation it will be seen that as long as magnet, 15, is encrgized, which is so long as block, 6, is clear, the armature, 17, will close the circuit between battery, 20, and line wires, 18, and, 19, and thus complete a circuit .from the said battery through both electro-r'nagnets, 21, and, 22, and keep said latter magnets energized.

By again referring to Fig. 1, it will be noted that electro-niagnet, 21, as long as it is energized, attracts an armature, 25, and that a wire, 26, connects said armature with thestop ramp rail, 11. Another wire, 27, has one end attached to track rail, 2, and its other end connected to one pole of a battery, 28, or other current supply. From the other pole of said battery, 28, a wire, 29, extends. to a point where it will be brought into contact with armature, 25, during such time as the latter is held in the attracted position by magnet, 21.

From the foregoing explanation it will be understood that stop ramp rail, 11, during all periods of safety conditions in block, 6,

is connected with one side of battery, 28, while track rail, 2, at the same time is connected to the other side of said battery, the only break from one pole of the battery to the other pole being the lack of a connection between track rail, 2, and stop ramp rail, 11. This connection is supplied through the vehicle as will presently be explained.

Ali-l7 tracted position by said magnet as long as block, 6, is clear. This armature, 30, has a connection with signal ramp rail, 10, by

I wire, 31, and another connection, as long as the armature is attracted, with one pole of a battery or other current supply, 32, by means of a wire, A wire, 34, connects the other side or pole of battery, 32, with either track rail, 1, or, 2, as desired,in the present instance the connection being with rail, 1. In the case of this signal ramp rail, 10, it will thus be seen that during all periods of safety or clear conditions in block, 6, said ramp rail, 10, is connected with one pole of battery, 32, while track rail, 1, at the same time is connected to the other side or pole of said battery, 32,-the only break in this case being the lack of connection be tween the ramp rail, 10, and the track rail, 1, which supplied'by the vehicle while passingthe said rail, 10.

In the practical operation of the invention the locomotive, motor or other vehicle, is provided with two contact shoes,one being termed the signal contact or shoe and the other the stop contact or shoe,-itbeing understood by the terms selected that the signal shoe is that one which will contact with and travel over the signal ramp rails while the stop shoe is that one which contacts with and travels over the stop ramp rails. If these two sets of ramp rails are located on opposite sides of the track, then one contact will be located on one side of the vehicle while the other will be located on the opposite side of said vehicle, I

By reference to Fig. 3, of the drawings, the circuits and devices carried on't-he vehicle will he explained. As ramp rails for two diiiierent purposes are employed along the roadway, the vehicle will be provided with two separate and independent contact shoes. In the diagrammatic illustration, it does not appear just what positions these shoes have onthe vehicle, but it will be understood that the positions will of course be such as to enable each shoe to be brought into successive contact with only those contact rails which have to do with the mechanism they are intended to operate. In said Fig. 3, the caution signal contact shoe, 35, which will hereinafter be referred to as the signal shoe, is so mounted that its forward end, will ride up the long gradual incline surface of the signal ramp rails as it passes over the latter, and by this means said forwardend at least willgradually raise. or mo e upwardly, but' will drop. again after passing onto the steep-incline SlllffiCQ'flli the rear end of the railJjThis signal contact shoe. .inclii'ded'in a normal signal circuit on the vehicle while the latter is traveling between adjacent signal ramp rails and said circuit embraces wire, 37, cle'.*ti.'o-inagnct, 38, wires, 39, 40, and, 41, which latter connects with one pole of a battery, 42, or other source of electric energy. From the other pole of said battery, 42, the normal signal circuit returns by wire, 43, to an armature, 44, which is controlled by magnet, 38, and from said armature by wires to a contact plate, 46, switch, 47, and wire, 48, bac -z to the shoe, It will thus be seen that the normal signal circuit from battery, 42, to shoe, 36, and return, includes electro magnet, 38, which it energizes, and by the y energization of which, ,the armature, 44, is held in the attracted position. In connection with this armature, 44, there is shown in a diagrammatic way, asignal arm, 49,a link, 50, connecting the arm with the armature so as to elevate the arm when the armature is held up and to lower the said arm when armature, 44, drops upon the denergization of magnet, 38. V V

It will be noted that the signal shoe, 35, is diagrammatically shown asbeing mechanically connected with the switch, 47, through a rod or bar, 51,- so that when said shoe is elevated by the inclined surface ofa signal ramp rail, 10, during the passage of 5,,

the shoe over said rail, the upward movement of theshoe will cause the rod or bar, 51, to be raised and thus move the switch, 47, from contact plate, 46. When this con-' nection between, switch, 47, andcontact, 46, is f broken it is obvious that the circuit on "the vehicle from, battery, 42, through signal magnet, 38, will be interrupted or brokenand give a caution signal unless a current from. some source other than from battery, 42, is substituted. If thecurrent from battery, 42, is cut-oil from magnet, 38, of course the deenergization of that magnot will follow, and the armature, 44, will drop and move the signal arm, 49, on the vehicle to a caution position, thus givingnoticeto the operator to proceed with caution because of a train or vehicle in block; 6,

ahead.- 'If on the'other hand, there is no train in block, 6, the electro track magnet, 1,5, (sce Fig. 1) will be kept energized; armature,'17, will close the circuit from bat tery, 20, through-line wires, 18, land, 19; electro-magnet, 22, will be kept energized and armature, 30, will maintain a connection from vone pole of battery, 32, to the signal ramprail', 110, by wire, 3l,'while the I other pOlefof-battery, 32, is connected to a track railfin this case rail, 1, of section or block,f4.

' Fromthe foregoing explanationit will be seen-that when signal shoe, 35, rides up the inclined surface, 12, of the signal ramp rail, ll), and conditions of. safety prevail in block,

I6, the upward movement of t e shoe, 35, 3 3!) =will interrupt the normal signal circuit on 'f'the yehicle from battery, 42, through magnet, 38, ands w'itch, 47, but another circuit will be completed from signal rail, 10, and

- ofbattery, 32, by'wire, 33, armature, 30, and

' wire-,31, to signal ra1l,'10;

battery, 32, and will besubstituted before then by signal shoe, 3 5,which at that time is on signal rail 10, by wire,37,t'o electromagnet, 38, to energize the latter; then by wires, 39, 40, "-'and,.41', to a wire, 52, which connects with theJa"xle,"53, so that the wheel, 54, by con- 7 met with track rail, 1, will complete the circuit through wire, I

34, back to the other pole of battery, 32. By means of this substitute 1; circuit it will thus be seen that during periods'of safety conditions ahead, the travel of the signal shoe over signal rail, 10, will form a substitute circuit which will maintain the signal on the vehicle at thesafety position and that as the shoe leaves said rail, 10, the lowering of the latter will re- 6 establish the normal circuit from battery,

42,..and thereby maintain the signal circuit while the :vehicle is traveling from one signalIra'il to another. This operation of the signal circuit takes place regardless of the that the shoe cannot pic speed of the vehicle,

I provided of course, that block, 6, is clear.

If block, 6, is occupied by another train or vehicle the presence of the latter will produce a short circuit from battery 9, through the wheels and axle to rails, 1, and, 2, and consequently current fromsaid block battery, 9, cannot pass back through electro-magnet, 15, and the latter would become deenergized; break the circuit from battery, 20,. through, line wires, 18,

and, 19; thus denergizing electro-magnet, '22, and by allowing armature, 30, drop break the connection between battery, 32, and the track and ram rail, 1, and, 10, so iiup the circuit from battery, 32, to substitute it for the normal signal circuit on the vehicle and consequently magnet, 38, on the vehicle would be denergized and signalarm, 49, would drop to caution by the falling of armature, 44.

In connection with the signal shoe, 35, I provide means whereby the accidental contact of the same with something foreign to or not a part of the system will prevent the giving of a caution signal, but as this mechanism coacts' with and performs a like function with respect to the stop shoe, these devices will. be rlescribed after the stop mechanism and circuits have been explained. By referring to Fig. 3, it will be noted that an electro-mag'net, 55, is located in a case,'56, the latter being situated on the vehicle in any suitable place. This magnet controls armature, 57, which is suitably at usual operations of the brakes but whenthe magnet is deenergized a venting of the train line will follow because of the move,

ment of the armature, 57, and thus cause an application of the brakes.

A step shoe, 58, is carried onthe vehicle in such position th'at it will ride over the stop ramp rails, 11, as the vehicle passes the latter. -The particular construction of this stop shoe 58, is not essential to the present invention, but it is preferably so mounted that durin stop rail, 11, it willb its passage over the e gradually raised be cause of the inclined upper surface of the said rail and by the upward motion so change or entirely interrupt circuits as to cause a stop (by the application of the brakes) or not according to the conditions of the track ahead. In the present formto the stop shoe is attached one end of a rod, 59, which latter is diagrammatically ill11s= trated as being connected to two switch bars,

60, and,.61, respectively. The switch bar,.

60, normally engages a contact plate, 62, while the bar, 61, normally contacts with another plate, 63, but may be moved' by the movement of the stop shoe, 58, and rod, 59, so as to be brought into contact with another plate, 64. I

The circuit bywhich the electro-magnet, 55, is normally kept energized is from one pole of battery, 42, on the vehicle b Wires, 41, 40, and 65,-to said magnet; then y wire, 66, to stop shoe, 58, by wire, 67, to switch-bar, 60, and contact plate, 62; then by wires, 68, and, 43, back to the other pole of battery, 42. It will thus be seen that electro-magnet, 55, is normally energized by a current that passes from battery, 42, through the magnet, the

shoe, 58, and switch bar, 61, and then back to the battery. This condition prevails while the stop shoe is traveling from the stop rail, 11, of one block to the stop rail of the next block.

When the stop shoe reaches a stop rail and begins its travel up the upper inclined surface of the latter, the condition of the track ahead will determine what will take place on the vehicle. If the track ahead is occupied and the vehicle is traveling above, say five or six miles per hour, then as the shoe comes in contact with stop rail, 11, and is elevated,

both switch-bars, 60, and, 61, will be moved from engagement with contact plates, 62, and, 63, and the normal stop circuit on the vehicle from battery, 42, will be broken, thus deenergiz ing electro-magnet, 55, and effecting an application of the brakes tostop the train. On. the other hand, if the track ahead is not occupied, but is in good condiof bar, 61, from, 63, and the contact of saidbar, 61, with plate, 64, that the relay magnet, 69, which was (leenergized when the switch, 61, left contact, 63, will not have time to become again energized and attract armature, 70, before bar, 60, leaves contact, 62, consequently arn'iat-ure, 70, will remain in the released position and the current from stop magnet, 55, through wire or connection, 67, cannot pass through switch bar, 60, because of the break from contact plate, 62, and cannot pass through connection, 71, and armature, 70, because the latter is out of contact with point, 73, and the stop circuit will thus be broken and stop magnet, 55, deenergized which will result in applying the brakes. It is thus to be understood that when traveling under five or six miles (more or less) per hour the stop circuit through magnet, 55, will not be interrupted, even if the block ahead is occupied, whereas at a speed above that last named with same condition in block ahead the stop circuit will be interrupted and a stop will follow. Now suppose the vehicle or train to be traveling and some obstruction along the roadway other than the ramp rail should contactwith the stop shoe, 58, and throw it up, unless some means be provided to prevent it, the stop magnet, 55, would be deenergized and the brakes applied, which would be objectionable. I haveprovided means to overcome this which will now be explained.

Most' any obstruction that would accidentally move the contact shoe would cause the latter to move very rapidly and much more rapidly than it would do by contact with a ramp rail whose upper surface is specially inclined to gradually raise the shoe even when the vehicle is moving rapidly. A sudden operation of the shoe such as would necessarily result in the present example, would cause the switch bars, 60, and, 61, to be shifted very rapidly so that bar, 61, would contact with plate, 64, very rapidly and before the armature, 70, would fall. This shifting of bar, 61, would form acircuit through said relay magnet as follows: From battery, 42, by wire, 43, to wires, 68-, and, 74, to contact point, 73; then through armature 70, to wire, 71, and switch bar, 61, to contact, 64, and then by wires, 81, and, 76, through relay-magnet, 69, and finally from said magnet by wires, 75, and, 41, back to battery, 42. By means of this latter circuit the relay magnet would not become deenergized and would hold armature, 7 0,, in contact with point, 73, so that the stop circuit through magnet, 55, would be maintained from battery, 42, by wires, 43,68, and, 74, to contact, 73, then through armature, 70, and wires, 71, 72, and, 67, to stop shoe, 58, then by wire, 66, to stop magnet, 55, and from the latter by wires, 65, 40, and, 41, back to vehicle battery, 42.

It is to be understood that at all times when caution is proper a caution signal will be given, whether the vehicle is traveling slowly or fast, because it is desired that the operator be informed of the condition ahead so he can slow down when it is proper to'do' so, but in case the caution shoe, 35, should be accidentally operated by. contact with some object outside, of the system, then and only then will the shoe be actuatedwithout- This operation-is giving a caution signal. I very much the same as hasbeen described in.

connection with the stop sho the circuits bar, 78, from contact, 77, to contact,-80;

These movements of bars, 47, and, @78 from It;

contacts, 46, and, 77, respectively would be practically slmultaneous and too fast for the relay magnet, 69, to become deenerglzed while the switch-bars, 47, and, 73, are in The circuit which then holds the motion.

relay magnet, 69, will be from battery, 42, i

by wires, 43, and, 68, to plate, 62; throughswitch bar, 60, and wire, 72, to switch bar, 61; then by contact, 63, to Wire, 79, andto switch bar, 7 8', which is then in engagement with contact, 80; then by wire, 7 6, to relay' magnet, 69, and from the latter by Wires,

75, and, 41, backto battery, 42.; During this sudden change of the circuits to prevent dethe energization of electro-magnet, 69,

maintenance of that magnet will enable signal circuit to be maintained that will prevent the operation of signal magnet, 38.

This latter circuit is as follows :From battery, 42, by wires, 41, 40,"'and, 39', to signal magnet, 38; then by wire, 37, shoe, 35, and wire, 48, to wire, 82, then through armature, that is held attracted to contact point, 84, and wire, 85, to wire, 45; then through armature, 44, and wire, 43, back to battery,

42.- By this means relay-magnet, 69, will control twoarmatures, 70. and, 83, which will serve to keep stop and signal magnets, 55, and, 38, energ zed whllethe --contact, shoes are making qulck movementsin case of their operations by accidental contact with some object outside of the; system.

Another desirable feature resulting from f the arrangement of circuits and mechanism hereinbefore described is that when a vehicle or train is moving over a track against the direction of trafiic neither the stop or signal mechanism will be actuated on the vehicle because the sharp inclined end, 13, of-the ramp rails will impart a sudden motionto the stop and signal shoes which will effect a change in the circuits precisely the sameas- I though said shoes had suddenly come" in contact with an object outside of the system.

will be actuated on the bacltin *Uf course, Hiinoving against trafi io the.

sia-ve'the"l'uiictionof a wire,

A v.lla ingqtl us lesci'ihed iny invention what'- 1 claim and'desire'to secure by Letters lintl.. In a ,train-controlling HIGClHUiISXiLiQL .ifailways h'avingu traclc mas which areIin- Silliittll at intervals-to form blocks 'or sections, and also having 7 ramp -railsj adjacent to the track rails, in combination with a vehicle having a. controlling device with a magnet t'ofcoiitrol the same; acontact shoe on thefvehicleto engage andibe' iiioved by the i'aiiip i'ails;.a cireniton thevehicle in- .chiding the, magnet and shoe when the vehi-f cle is traveling between ramp rails; a relay' alsoon,the,vehicle; a normal circuit to en-- ergize hefrclay and means operated by the shoe to close. a subst tute. c rcuit thron' h the rehrv and maintain i i ci 'ciiit through. the controlling devicoinagiict. at times when the normal cireu t..tlii'ougli said magnet is interriiptcihbya movement of the shoe.

2. ..A'ti'ain-controlliug mechanism for rail ways hav ng tracl: rails which are insulated .at intervals".t0f' for in =bloclts or sections and also having rainp rails adjacentto the track rails, in combinationwith a vehicle having a safetydevice thereon, of an electro-inagnct to coiitrohsaid safety device mid hold the same .iiorinally inoperative; a contact shoe also on the vehicle to coact with and he moved by the ramp rails along the trackway: a circuit on the vehicle normally including a current supply on the vehicle and also including the said elcctro-magnet and contact shoe while the shoe is in its normal inoperative position so as to keep said magnet energized, aml means actuated by the shoe for electrically maintaining said safety device inthc said normal inoperative posilion upon a sudden movement of the shoe.

3. A train-controlling mechanism for railways having track rails which are insulated at intervals to form blocks or sections and also having ramp rails adjacent to the track rails, in combination,with a vehicle having a normallyinoperative safety device thereon; an electro-niagnct tocontrol-said safety device; a contact shoe also. on the vehicle to coact with and bcmovcd by the ramp rails along the trackway ;,a normal circuit on the vehicle. including a cnrrentsuppl on the vehicleand also including the said" electromagnet and contact shoe while the shoe is in its normal inoperative,position to keep the said magnet cnergized;.a relay magnet;

-a circuit 'oii tlie yeliiele which normally i energizes said; relay-magnet; and means operated:- by.".tlieifshoc, for. electrically forming ,anothercircuit throngh'the relay to enable -tlieiattcr toinaintain a circuit through the expression clcctro-magnct that controls the said safety device; iv.

' 4'."A'traiii-controlling incchanisnrfor railways having track rails insulated from each ()tlltilfi-tbtfOl'lD blocks or sections,

tiomwithaa vchiclc having a normally ino'pcrat' ve.. safety device thereon; 1 an -.clcctr.o-.

in coinbinaniagnebfor controlling said si ifetyf device a .c'o'ntzic hoe-.alsopn the 'VElllClC; a normal circuit 1 the vehicle including 'a current su iply on the vchiclcand also including said elcctrofinagnet and contact shoe while the shco is in its. normal lllOHOliliQd position to keep the magnet encr ize ramp rails at intervals along the tracli to coact with and cause a movement of the contact shoe on the vehicle,-said ramp rails having an inclined contact surface whercbyLto move said shoe fast or slow according't-o the speed of the vehiclc,- and means controlled by a slow movement of the shoe for electricallymaintainingthesaid clectro-niagnct in an energized condition. v

5Q A train-controlling mechanism for railwavs which latter have track rails insulated from each other to form blocks or sections and also having ramp rails adjacent to; the track rails, having fl'IlOIXDflllV inoperativesafety device thereon, of an electro-niagnct for controlling said safety device; a contact shoe on the vehicle; a switch'on the vehicle; means connecting the switch and shoe; a normal circuit on'thc vehicle inchidinga current supply on the vehicle and also including the clectro-inagnet, switch and 'vshoe while the latter is in the normal inoperative position to maintain the safety device in said inoperative position; a relay magnet; an armature for said relay magnet, and a circuit including the said electro-inagnet, shoe and armature to maintain the safety device in the inoperative position.

(i. A train-controllingmechanism for railways which lattcr have track rails insulated from each other to form blocks or sections and also having ramp rails adjacent to the. track rails, in con'ihination with a vehicle having a normally inoperativesafety device, of an clectro-inagnct for controlling said safety device; a contact shoe on the vehicle; a switch alsoon the vehicle and having a plurality of movable contact plates and .a greater number of stationary contactS,- saiil contacts being so arranged that one inovahle. plate 'will mOve from one statioi'iarycontact toanother before another niovablc contact has left its stationary contactpinechanical means connecting theshoe and themovablc contactplatc's'to cause the plates to move in combination with a vehicle' when the shoe is moved; a circuit on the vehicle including a current supply, the electromagnet, shoe, and one movable contact plate to keep the said electro-magnet energized while the shoe is in the normal inoperative position; a relay magnet having an armature; a circuit normally including at least one of said movable contact plates and said relay magnet to hold the armature in the attracted position, and means actuated by the shoe for forming another circuit including the relay magnet, the shoe and the armature of the r lay magnet to maintain the safety device in the inoperated position at times while the shoe is in the operated positiOIL,-

,7. A train-controlling mechanism for railwaysthathave track rails insulated from each other to form blocks or sections and alsohaving stop ramp rails at intervals along the tracks, in combination with a vehicle having an air-brake valve; an electro-magnet to hold the air-brake valve normally in an inoperative position; a stop contact shoe to engage and be operated by the successive stopramp rails; a circuit on the vehicle which normally includes a current supply, said electro-magnet and contact shoe to hold the air-brake valve in the inoperative position while the shoe is in its normal inoperated position and be interrupted by the shoe engaging a ramp rail; and means controlled by the stop contact shoe when the latter is moved by a ramp rail to prevent the actuation of the air-brake valve when the vehicle ,is traveling below a predetermined rate of speed. I

8.- A train-controlling mechanism for railways that have track rails insulated from each other to form blocks or sections and also having stop ramp rails at intervals along the tracks, in combinationavith a vehicle having an air-brake valve; an electromagnet to hold the air-brake valve normally in an inoperative position; a stop-contact shoe to engage and be operated by the stop ramp rails; a circuit on the vehicle which normally includes a current supply, said electro-magnet and contact shoe to keep the valve in the inoperative position while the shoe is also in the inoperative position; a switch; a relay having an armature; a circuit including the relay, switch and current supply to keep the relay normally energized and hold its armature attracted, mechanical means connecting the shoe and switch for operating the switch when the shoe is operted by a'ramp rail to interrupt the normal circuit through the valve magnet and a substitute circuit formed by the switch through the said relay to maintain a circuit through said valve magnet upon a sudden and accidental movement of the stop shoe.

9. A train-controlling mechanism for railways that have track rails insulated from each other to form blocks or sections and also having stop ramp rails' at intervals along the tracks, in combination with a vehicle having an air-brake valve; an electromagnet for normally holding said valve in an inoperative position; a stop contact shoe to engage and be moved by the stop ramp rails; a plurality of switches; contacts for the switches; a source of current on the vehicle; a circuit on the vehicle normally including the source of current, the electro-magnet which controls the air-brake valve, stop contact shoe and one of saidswitches and its contacts said normal circuit being interrupted by the shoe engaging a stop ramp rail; a relay; a circuit normally including the relay and another of said switches and contacts while the stop shoe is in the said inoperative position; mechanical means operated by the stop shoe to actuate the switches upon a'movement of the shoe to interrupt the normal circuits through the electro-magnet and the relay and a substitute circuit formed through the relay from the source of supply on the vehicle to maintain a circuit throu 'h the valve magnet.

10. A train cont rolling mechanism for railways that have track rails insulated from each other to form blocks or sections and which also have stop ramp rails at intervals along'the tracks, in combination with a vehicle having an air-brake valve; an electromagnet for normally holding said valvein an inoperative position; a stop contact shoe to engage and be moved by the stop ramp rails; a plurality of switches; contacts for the switches; a source of current on the vehicle; a circuit on the vehicle normally including the said source of current, the electiomagnet, contact shoe and one of said switches and contacts to keep the air-brake valve in the inoperative position while the shoe i" in the inoperative'position; a relay magnet; an armature coacting with said relaymagnet; a circuit including the relay magnet and another of said switches and contacts to normally energize said relay magnet; a shunt connection from the stop contact shoe around the switches and including the armature of said relay magnet to provide a substitute circuit through the electro-magnet, shoe and armature at times while the shoe is in the operated position and mechanical means connecting the stop shoe and said switches to shift the latter and close a circuit through the relay magnet when the shoe is moved suddenly.

11. A train-controlling mechanism for railways that have track rails insulated from each other to form blocks and also having ramp rails at intervals along the tracks, in combination with a vehicle having a normal inoperative caution signal device, a signal magnet to normally hold the caution signal in the inoperative position;

an air-brake valve; a valve magnet to normally hold the air-brake valve in the inoperative position; a signal contact shoe; a stop contact shoe; a circuit normally including the signal magnet and signal contact shoe while the signal shoe is in the inoperative position; a circuit normally including tie air-brake valve magnet and" the stop contact shoe while the stop shoe is in the inoperative position, and electrical means. controlled by said shoes to provide a substi tute circuit through the signal and-valve magnets during the sudden operation of the signal or stop shoe.

12. A train-controlling mechanism for railways that have track rails insulated from each other to form blocks and which also have signal and stop ramp rails at intervals along the tracks in combination with a vehicle having a caution 7 signal device; a signal magnet to normally hold the caution signal in the safety position; an air-brake valve; a valve magnet to normally hold the air-brake valve in the inoperative position; a signal contact shoe to engage and be moved by the signal ramp rails; a stop contact shoe to engage and be moved by the stop ramp rails; aeircuit on the vehicle normally including the signal magnet and the signal contact shoe to energize the signal magnet; a circuit also on the vehicle normally including the valve magnet and the stop' contact shoe to energize the valve magnet; switches interposed in said normal signal and stop circuits; mechanical connections between the signal shoe and its switches and between the stop shoe and its switches; a relay; a circuit normally inelud ing the relay, one of the signal anclone of the stop switches; a plurality of stop switch contacts and a plurality of signal switchv contacts said switches being so arranged with respect to their contacts that a slow movement of the shoes will'close circuits through the switches and their contacts to actuate the signal device in case of danger Copies of this patent 'may be obtained for live cents each, by addressing the Commissioner of Patents, 7

Washington, D. 0.

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