US1167334A - Controlling apparatus for railway cars or trains. - Google Patents

Description

NEY

L. V. LEWIS. coNRoLLmc APPARATUS Fon RAILWAY CARS on TRAINS. APPLICATION FILED AUG, 7 I9I2. 1,167,334, Patented Jan. I, 1916.

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le III WITNESSES L. v\L LEWIS. CONTROLLING APPARATUS FOR RAILWAY CARS 0R TRAINS. APPLLCAIION FILED AUG. I' I9VI2.

1,167,334. Patented Jan. 4, 1916 3 SHEETS-SHEET 2.

INIVENTOH WITNESSES ze f I n d J4@ ATTORNEY L. V. LEWIS. CONTROLLING APPARATUS FOR RAILWAY CARS 0R TRAINS.

APPLICATION FILED AUG. 7, 1912.

Patented Jan. 4, 1916.

3 SHEETSSHEET 3.

INVENTOR Jgd ATTORNEY iran erases ra'rsrrr cerros.

LLOYD V. LEWIS, 0F EDGIWOGD BOROUGH, FENNSYLVANIA, .SSIGNOR TO THE UNION SWITCH & SIGNAL CMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

CONTROIJLING APPARATUS FOR RAILWAY CAJS 0R TRAINS.

Specification of Letters Patent Application led August 7, 1912. vSerial N o, 713,838.

To all whom t may. concern Be it known that I, LLoro V. LEWIS, a citizen of the United States, residing at Edgewood borough, in the 'con-.ity of Alle# ghe-ny and State of Pennsylvania, have invented certain new and useful Improvements inv Controlling Apparatus for Railway Cars or Trains, of which the following is aspeciication.

My invention relates to apparatus for governing tho/speed of railway cars or trains at points along the railway.

I will describe an apparatus embodying my invention and describe its application to various situations, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a View showing one form of apparatus carried by a car or train and embodying my invention, and showing also a portion of one form of apparatus located along a trackwa-y and embodyin my invention. Figs. 2, 3, 4 and 5 are iagrammatic views showing several forms of apparatus located along a trackway and embodying my invention.

Similar reference characters refer to sirnilar parts in each of the several views.

Referring particularly toA Fig. l of the drawings, which is partly diagran'imatic in so far as it illustrates a car or vehicle traveling along a, tracliway, and the relative arrangement ot the several parts therein illustrated, 1U designates a trip located adjacent,

the traclrway which is here shown as being constantly in tripping position, although I do not wish to be limited to this particular arn rangement, or to the partcular form of trip shown. li designates a device carried by a car and arranged thereon so that at times, it may engage the trip to affect apparatus on the car raving to do with controlling the speed of the car. "lhe ap aratus on the car having to do with the control of the speed` of the car is here shown as a valve l2, and the device 1l is here shown as arnx. The arm il is operatively connected with the valve 12 which valxo adapted to close and open a pipe 36 connected with the train pipo 35. When the valve l2 is moved by reason of the arm 1l engaging-the trip 1G,

y art.

the pipe 36 .is opened to the atmosphere `and an automatic application of the brakes'is the result. This is Well. understood in the The-.arm l1 and the valve 12 operated thereby, are suitably supported so that the arm l1 may be moved into 'and'out of its position in whichzit can be engagedby the trip 10;. for Which movement I provide a suitabie actuating mechanism. The opera-- tion of said mechanism is initiated a track device, and vpreferably an interval of time elapses before the full operation of Said mechanism to move the arm to its inoperative position.

As here shown the arm 11 and its valve 12 are suitably supported by a lever 34, which is pivoted on the car or vehicle at some suitable point. The full line position in Fig. l indicates the operative position of the arm 11, and the dotted line posi-tion the inoperative position of the arm 11. The mechanism for moving the arm 11 from its operative to its inoperative position may be any desired. As here shown, this actuating mechanism as I shall hereinafter call it, comprises a cylinder 27, in which a piston 28 moves, the rod 28 of which is connected with a crank 33 pivoted at 31. One end of the crank is connected by a link 34 with the lever support 34a, while the other end of the crank is connected with a rod Surrounded by a coiled spring 32. One function of the spring 32 is to act as a load Which, has to be overcome by the outward movement of the pist-on in Aits cylinder when the arm 11- is rate-need Jaa. 4, i 91e.-

moved to its inoperative position. .An adjustable nut 32 is provided :for regulating the tension of the spring 32 and therefore the load to be moved by the piston. Another function oi the spring 32 is to assist gravity in returning the arm 1l to its operative position. The pivotal point 3l and the connecting points of the link 8i are preferably arranged in a straight. line when the arm l1 is in its operative position so that a lock is formed by the crank 33 and link 34 to hold the arm il against accidental displacement.

The piston 28 of' the actuating mechanism is moved in its cylinder by air pressure from in 'WhiciI the pressure is maintained sub: Vitialiy craistant,n This resem voir may l supplied from any suitable source through a pipe The supply of air pressure trom reservoir to the cylinder 27 and controlled by means ot ",tion of which is conn located aiongside the which, 1 vvill hereinafter term track device., The preferred form of track device is a ramp rail which engages a shoe ifi carried by the can The ramp and shoe may forni part of a circuitto control i ctroinagnet 15 Whici'i in turn controls ve 21, or the slice may be made to mechanically control the valve 21. In the electric 'form oi' control shown in the drawing` when the shoe 14 engages the ramp rail i3, the following circuit is closed: from a. sonrce ot' current 1 9 through wire 2U, ramp rail i3, Contact shoe 14, Wire 16, electromagnet 1,5, Wire 17, axle 18, wheel of car, a track rail, Wire 38 to source 19.

In order that an interval of time may elapse between the opening of valve 21 and the instant that the piston 27 moves outwardly to move the arm 11 to its inopera tive position, l provide means between the reservoir and the cylinder 28 which act to reduce the pressure from the source and afteihvard let it build up behind the piston untiismliicient pressure is secured to cause the piston to move. These means may assume many forms and for convenience l will hereinafter refer to them as timing means. As shown in Fig. 1 these means take the form of a diaphragm 25 provided with an orifice of small area, and a reservoir 26. As here shown, ivhen the electroemagnet 15 is denergized the reservoir 2G is open to atmosphere through a port 37, and when the electro-.magnet 15 is energized the port 37 is closed and the reservoir 26 is connected with the supply reservoir 22. It will be seen that by means of this apparatus, when the electro-magnet 15 is energized a period of time will elapse before sufficient pressure reaches the piston 28 to overcome the load and move the trip arm l1 to its inoperative position. This period of may be determined by making the reservoir 26 the proper capacity, and by making the orifice of the proper area.

In order to render the movement of the piston positive and quick when the pressure behind the piston builds up to the required point, I preferably provide the rear end o the piston with an annular lug 28a, which engages a seat 27 of leather or other suitable material. The area thus exposed to air pressure when the piston seated against t ie scat 27p' is less than the area of the cylinder', so that-as soon as the piston begins to move outiw rdly and the ing 25@ leaves the .seat 27a the area exposed to Vtime it reaches the curve.

pressure is suddenly increased to the full area of the cylinder and the remainder of the u'iovcinent positive and quick. also pr .eralily provide the outside end of the cviinder with a seat 27" of leather or oter suitable mate which is engaged by an ai'uiular extension 28h on the piston when the piston reacl'ies the extreme outer end oi its stroke, thereby preventingleakage ot air past thegpiston and out at the open end oi' the cylinder.

It will be seen from the foregoing that as the car proceeds along the railway in the direction indicated by the arrow in Fig.

1, when the Contact shoe 14 engages the ramp rail 13 the electro-magnet 15 is energiacd thereby connecting the cylinder 27 with the supply reservoir 22, and it the speed ot the car is such that the arm 11 is moved out of engaging position before it reaches the trip, 10, thevalve 12 will not be opened, hence the brakes will not be applied. 1f, however, the speed of the car is such that the arm 11 is not moved out of engaging position before the tripv 1,() is reached, the valve 12 Will be opened and the brakes will be applied. Itwill be Seen, therefore, that the permissive speed of the car past the trip 10 will depend upon the distance at which the ramp rail 13 'terminates in the rear of the trip 10.

A purpose of my invention primarily is to insure that the driver of the car 0r train' obeys the signals or other indicating devices along the trackvvay, also if they are not obeyed, to automatically bring thecar or train to a stop before entering the danger Zone. Obviously it the signals or other devices are obeyed the apparatus should not be called into use.

in Fig. 2, I have shown a specific application of my invention, the railway track having a curve 39 over which the speed for safety should be limited. speed signaling device, that is a device which conveys to the driver information vas to the speed allowed on the curve. In this situation the trip 10 is located at a point which will insure that the train will be traveling at the sate speed when it reaches the curve il? it is traveling at a greater speed when it passes trip l0. the trip 10 is designated at such a value that. it' a caror train passes the trip at this permissive speed it cannot be accelerated to a. speed higher than the safe speed by the Assume for the present example that this permissive speed is miles per hour` The ramp vrail 13 terminates at such dislance in the rear of the trip that if' the speed oi the car or train when it reaches the ramp rail at or below 25 :tiles ner hour the arm il will be moved out o? engaging position before reaches trip l@ but that it the speed at this 'point 21 designates a 'The permissive speed past `and extending in the` roar of this tri p allow n per holo: thi@ not bo roma-ii ooi of engagz'ir tin ba willi iw applied. or train u. lilla' tho trip Ylli a i/ por boli;4 oi i i; 'iiiilioieiit period of t' will @.Aiapse nl'tumthe Contact alloc h izgagcf: ramp rail i?) bvt'orv thv afin li rwifzinr the trip lli to prrinit thisl aini il to more out o position for engagement with the trip 10 and thi"v liralwh` will tlwrcforeiiot be applietl.- It', however, the speed of theI car or train is greater than 25 miles per hour, a vbutficint period of time will not @lapso ul'tm' thu shoe 14 engages with tho ramp rail 13 to portait the arm 1i to oe move-,ii ont ol engaging position and iluAv aim will thcreioro t-ngjagv the trip lll :nal will opt-1i the valux 12J. thor-@hy applying the brakes,

In Fig.; 2:5 haw shown aiioll'ior spi-cie application ol1 .my inifintion. lo, this naso it is appliwl to a railway7 oignaling s ysteinL l" is a ,i;;ni;i Igororiiing tin! .Li-prall of traliir lihroiihgli a blot-li f, :mil Eis a :signal gow-rn ing*T this spinal ol" traliit through a snrrrtiiiiig blorhY i', llaiih signal as hieribhow'n is; oi" the thi'rirporition type, ailaptml to iraliifato "stop" "procitfilf prrparo to stop at next signaV; and "procurtl". lt is however unt'loratooil that when one ol" these aignals indicati-,e1 "stop"7 a train attffr boing brought to a stop may proceed into th-gf iwxt block ai a low spoelt As here showin bloox i; i5 oooopiml by a car or train lV, so signal E indicatos stop", and signal l*` indicates "prooi-9d. preparo to stop at next Signal". For each signal I proviilo a trip 10. lach of illuso tripa` is profcrably locati-l at siii/h a distance in the rear of its sign-il that if the brakes aril applied To a train passing they trip at nitaliliin aperti. tht` train will bc brought to a stop at or in tht ri-ar oll thtl corruptvullingil kwiggnal. llxtoialing in thv roar 0l oai-,h ol thvsitrips is a ramp rail which is ilividrtl into two inaiilatwl 'rctiona1 40 and 4-1. Thil suction il is instantly voirnioteil with a source of ('nrrt'nt `lll. anil tvrminutes a short tlihtancc in tinA roar ol` tintrip 10,tlii,\I tlitanoo boing' mich as to prrniit the passage ot' a car past tho trip 14) at a low spoed,li\'c1nilvs por hoor. wiihoiit boingy Stopped. (.lpvlatiiely ('oniiwttii with rai'li signal is, a circuit controller 4l w biwlx. .rhvn the signal indicato-l "pi'owuil" "girouuwl, prepare to stop at nrxt signal". room-t wi tion 40 also with tinl ksoiirov lil. lint whit-li discutirlothis tortion from ihfi what! thv riginal iniliiatofi "nop", ila lo tion /ii tviininaivs ill :with illstanw in tl rear of the trip ,lll as to pwrinit a rar or imm to pass thi? trip at tlif maximum who?. ay milch` pt'. hoor, without boing miopia-ii. whoa tho Qition 4U ir; romani: ,l with @iw :nourish i9,

Located at a point (il iw anotiiir tri lll p lil i5 miles per hour "o i'fil into two insiiilatefl s00- Yi'luI point (i iis at :siirl'i llisol' .ngnal li that if tho ai il to a train paying iixzi i 1 pital. tho train will be o at or in lh@ irai' of signal fwfioiL li is i-on`tantly oonnectrd, w iili a soort-,o ol' ifiirrrnt lil; tho Section 42 is conne-@tml with the soin-3o if) at Signal E whon signal ll iniliiatis proceed7 and prooeeil. preparil to stop at next Signal and is disconiwctoil troni thiy marco when the sig-- nal F. inflifatrs "stop". Tinx Siction 43 terminattw at' sla-li ilistanrr in theI rear of the` trip l() a. to prrniit a war or train to pass this trip at: a inwlinin @pw-il Aauch as 25 milch4 per hair without bring' -toppmL anil the section l2 lawininatvs ai lwiivh distance in the rear of the iiip lt! as to pi-iinitV a car or train to pas this trip ai, thvx maxiiniini speed such as 75 univa pmhoiir without being stopped. w hin this ra'w'tii'in i connected with tho soarffo 19 at signal 1C.

Th(x opvration of thil apparatuS Shown in Fig. il as follows: 'hvn signals lil and F aro both in "proccml" position, sections 40 and aro ronnrctcil with the sources if) So that a :ar or train may pasa` these Signals at .ithoiit heingg;L stopped. "hrn signal F; inilirateri btop unil ig'nal l" inflirati` proiiiih pri-parll to wip at nvxt signal which are thcy indications shown, a car or train may pans signal l at 75 miles por hour without helingr rwtoppiil anil if this car or train slows down to 2.3 ini'los per hour or loss before reachingr point (i`r it may pass this point without boing; ,stopped and its speci] will than btsuch that it can be brought to a l'nll stop bti'orie rvarhing Signal li. 1f howoror th(l car or train doo4 not slow' down after panning ignai l" anil atoinpt, to pasepoint (i ata Awpilnl giiatvr than 2i milch per hour` its braking will br appliwl il); trip lll at point (i :intl it will vommpibnlly lit' alito niaticall)v brought toa -top llrl'oro rraohing signal ll.

ln lfig'. Yl l haw `\lio\\n anothvr Risooifif: appiimtiini ol' in r inwntion with another torni oll r:iil\\:|.\v lQgmiliilti sjhtvin. ln this iyoalinr ivf-iii* il i-:ofli ignal A\` l). C anil l) vompriwr. two si'inaphort arm" .7l nml L2. ".Ylwn tho :1ro `1, oro iii thil pontionsy hown at l) tho signal indi/calm "slop". tino to tho prwoni'v olI a oir or train W; whvn the `rms aro in tho positioiw liown at (l the ,fnal nnlii'atlL "proooml, proparo to stop ntxt .scribing Fig. 3. Extending in the rear of each trip 10 is a sectional ramp rail here shown as comprising three insulated sections 45, v16 and 47. Section 45 iS constantly connected with a source of current 19 and terminates at such distance in the rear of the trip 10 as to permit a car o'r train to pass the trip -10 at low speed, such as for example 5 miles per hour, without being stopped. Section 46 is connected with and disconnected from the source 19 by means oi' a circuit controller 49 operatively connected with semaphore arm 51 and section 47 is similarly connected with and disconnected lfrom the source 19 by means of a circuit controller` 50 operatively connected with semaphore arm'51 and also by means of a circuit controller 4S operatively connected with semaphore arm 52. The section 46 terminates at such distance in the rear of the trip 10 as to permit a car or train to pass the trip at medium speen, such as 25 miles per hour, without being stopped; and the section 47 terminates at such distance in the rear of the trip 10 as to permit a car or train to pass the trip at maximum speed such as 75 miles per hour without being stopped.

The operation of the apparatus shown in Fig. 4 is as follows: When the signals are in the positions shown, if a car or train moving in the direction of the arrow approaches signal A at 75 miles per hour it may pass the trip 19 without being stopped for the reason that section 47 of the contact rail adjacent this trip is connected with source 19. The car or train may also pass signal B at 75 miles per hour for the reason that section 47 of the contact rail adjacent this signal is connected with source 19.y Signal B however indicates to the driver of the car or train that he must reduce speed before reaching signal C; if the speed is reduced to 25 miles per'hour or less before reaching signal C the car or train may pass this signal without being stopped for the reason that section 46 of the contact rail adjacent this signal is connected with source 19. lf however the speed of the car or train is greater than 25 miles per hour at the signal C, it will be automatically stopped by the action of the trip 10 for the reason that section 47 of the contact rail adjacent this member is not connected with source 19. At signal D neither section 46 nor 47 of the contact rail is connected with source 19; hence if a car or train attempts to pass this signal at a speed greater than 5 miles per hour it will be automatically stopped by the action of the trip '10.

In Fig. 5 I have shown a specific application of my invention for an arrangement of signals adjacent an interlocking In this View signal G comprises three arms 53, 54 and 55 which when in the proceed position indicate different permissive speeds past the signal. For example, when arm 53 indicates proceed, the speed may be 75 miles per hour; lwhen arm 54 indicates proceed, the speed may be Q5 miles per hour; when arm indicates proceed the speed may be 10 miles per hour; and when all three arms are in stop position the signal indicates absolute stop. A trip 1() is located a short distance in the rear of the signal G and extending in the rear of this trip is a ramp rail comprising three insulated sections 56, 57 and 58, these three sections terminating respectively at such distances in the rear of the trip 10 that when connected with a source 19 they will permit a car or train to pass the trip 10 at 75 miles per hour, 25 miles per hour andlO miles per hour, re spectively, without being stopped. These sections 56, 57 and 58 are connected with and* es disconnected `from the source 19 by means of circuit controllers 60 to 65, inclusive, which are operatively connected with the semaphore arms 53, 54 and 55 as indicated in the drawing. H is a signal comprising two arms 66 and 67 which signal is adapted to' indicate the speed at which a car or train may pass signal G, except that when the block between Gr and H is occupied this signal indicates stop A short distance in the rear ot' signal H is a trip 10 and extending in. the rear of trip 10 is a ramp rail comprising two sections 68 and 69 which secv tions terminate respectively at such distances in the rear of trip 10 that when they are connected with a source 19, a car or train may pass the signal H at respectively a low speed or the maximum speed without being stopped. As here shown section 68 is constantly connected with source 19 so that a car or train may always pass this si nal 'at a low speed without being stopped. ection 69 is connected with and disconnected from source 19 by means of two circuit controllers 70 and 71 which are operatively connected respectively with semaphore `arms 66 and 67. These circuit controllers are so arranged that section 69 is connected with source 19 when the signal indicates proceed regardless of the particular proceed indication given by this signal. Located at a suit able point J in. the rear of signal G is an other trip 10 in the rear of which extends a ramp rail comprising two sections 72 and 73 which sections terminate respectively at such distances in the rear of the trip that when energized they permit a car or train to pass the trip at respectively a medium speed and the maximum speed, such for example as Q5 miles per hour and 75 miles per hour. Section 72 is constantly connected with the source 19 at point J so that a car or train mayalways pass this point at a medium speed. Section 73 is connected with source 19 atvsignal G by circuit control the Speed of the cui' or l'riin time-controlled means carried by tlie, cnr or train for rendering the device inctl'ecti-.o to cooperate vvitli thc Said trip, it plurality of conductor sections extendingl along tlie trucliwny tlic several Section5; terminating :it ditterent distances in tho rczir ot tlie sind trip, incnns for energizing tilic several sections, n sccond ilevi carriod by tlie (wir or triiin :ind adapted to co-:ict vvitli the mid conductor sections', und means ciu-rind by tlic cui or train sind controlled by tlic sind .second device for Set ting the ti1nc-ciintrollcd ineiins into opcrii tion when tlic said second device fonct with :L conductor suction vvliiis/li is energizod,

8. An zippzti'utnza for govcriiinn railway cars or traina comprising; :i trip located fidjacent the triiclivvziv` si device carried by zi. cin: or train and adapted to cooperate with the sind trip to coni rol ilie cnr or train, timem controllcd niczins carried. livv the car or ti'inn for rendering tlic dcvicc ineil'ectivc to coperute with tlic trip7 :i conductor extending along the trzicluvziy :ind terminating a prodotcrinincd distance in tlxe rear ot' tlic trip, niezms for energizing Suid conductor, ix, conn tact shoe carried by the cur or train and adapted to engage with tlic coinlnctor,y and an elcctro-rcgponsive device carried by tlie car or train :ind conncctcd with tlic contact shoe and adapted ivlnn energized to Het the, timo-controlled nieiins into operation- 9. In combination, a r-ailwni'vt, :i trip lociited adjacent the trz'nliwiijy tilicreof, :i device carried by ii cu i' sind adapted to cngiige. with the trip, ii sonrco oit' ilnifl prosznri on tlm car, a inid prcssnre device on [lie cin` tor moving' the, first-named device ont of position for engagement with tlic trip7 unions for connecting sind source of liniil pr im with and tlisconnectingj it troni fiiiifi. tlniili pressure devicer` and intima intel-poort. lictvvecn the source und ilie iinnl prfifini-e do vico for requiring: :i nreilcterniinni ffiod of time Ylor intl i-nt prim-nrt 'to imi', lnid pressure dcviizc to mi '2 it to :n.)vs first-named device ont of engi-aging i 10. In combinzitiiiin, ii railway, :i trip located adjiiccnt the tiiicliwiiv thereof. ii device carried by u car und Adapted to n gage with the trip, ii elource ot llniil pi i sure on tlic our; i1 fluid pressure dovicc on the car for moving the i'irst named device out of position. for engagement with the trip, mcang for connccting Said source ot fluid pressnrn willi :init disconnecting i'r.

'from said lliiifrl i'iresf-nre device, and movin interposed between tlie win e and :lic tivi-tl pressure. devicel for refinii'ing :i prcdeteimined period of time for siillicicnt piessnre, to rencli sind il'iiid prcnsiire device to cruise it to move tlic iii'si,iiiiii:cd dcvico ont of on gzxging poitionH :md nicnnfi li'iciitcd inline itthe traclway 'for cinnsinf tl" {irrt-fn .mi means to connect the scarce, with the, sind presnre device at a prede-termi:wi-d ilistiinci: before the ear reaches the, trip.,

1L ln combination, :i railway, si trip lo cated ini jacent the trurkiviiy ille-reci', ii ciir traveling along the iiiilvvnv. iin, :irrn carried by the cufand ,normally in position for engiigcnicnt with the trip.z ineilns on the mi" for moving tlic arm ont of mich engaging position` sind means requiring :ii pz'eiieteimined period of time for operation, unil means loi cated in tlic tringfluviiy tor Settling iid nica-ins;- into operation :it :i predctciiiiiiieil distance bcforc tlie nrin reaches tlic trip.

12. ii specd control iippuzitnii for i'iiiL ways. comprising u plni'iilit.- of snrccsive blocks, Signals 'tor tile liloixlivi valli :iilzipted vi'licn its own 'olocltV iii oifienpieii to indifiite "Mop, proceed :it lov Speed" :ind muli iiiliipb ed :it otiicr tiniii; to im me tlie speed :it wlin'li ille next succeeding 'signal may lie pin-seit :1, trip lnciitcil :ilongl' illul trui-inviti' :iiljziccnt igiicli signal, :i cnr traveling along; tlic railway, :i device on ilie :wir :nlniiteil to cng'ige tlie trip to control ilic speed oi' tic cui'. nieclninisin on tlio g1-.ir tor moving` tlie device, out of engaging poeition aziid inecliii nisni requiring :i iniiwi'letifrniinifil pifi'iod of iinic l'oi' opemtion, :intl mean inljzn'eiitmuli Signiil und controlled in iii-continua with the speed indicated lijf die Sigrid-l loi wijting tu id nieifliiinisni into tip-riunioni :it :i ili iiinre in tlic rein oli tlie trii iiiil iii-ii1ii if iliiiienilM in.: on tile :speed inni i' lA A sig-eetl control wiivs` eonipi'iiinig o signal iid.: cate, iwtop und proiwl n pii iiilnpted to inilii'faite lnapt-wi iii-it nnn'ied riginal iniiv no pnfged, ,i trip lociitiiil on tlie tiwicliivui giilirifini', (ne i'irizt nznneil sig'fiiill :i ilmicn cfiiii'ii in.' :nliiiiliil to i'oiii'l' viitl'i t: ilie cai' to rnn mi', low when tlin @in .nl iiiiliijztitcs i iiollril liv tlw vizil 'for ivi device. iii-ope; tlv when lla@ i "rocccfi, a acconti trip loi-iii iii ily tlm nin 'innnn iiriiliii roar of tin,l lli-,nix niinieil. to (.oiict with tlic deviez@ on i tin; wir to run :it 'ineilinin epi-eil pfnit mid second trip when tlic tirati-named signal in.- diciites stop, Suid devicey living' rendcied Vinoperative to fonct `with tlw second t the tirstinanied signal iniliif mi,

ll, ln con'ibinztion. n riiiln` iv i "alien procccil. tinck it veliiclc adapte-'l lo triiwl ti n low i) if) 26. In combination, a railway vehicle, vehide-controlling means thereon, two devices spaced along the trackway and defining e deinite space interval, one of said devices 5 being controlled by tral'lic conditions, and means on the vehicle cooperating with said trackway devices and with seid vehiclecontrolling means for preventing operation of the vehicle-controlling means when the vehicle consumes more than a predetermined 10 time interval in passing over Said space nterval under dangerous trellis conditions.

In testimony whereof I ullix my Signature in presence of two Witnesses.

LLOYD V. LPHVIS. lVitnesses:

lV. L. MeDANnaL, A. L. VENClLL.

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