US1185214A - Speed-controlling apparatus for railway-vehicles. - Google Patents

Description

L. v. LEWIS.

SPEED commune APPARATUSFOR RAILWAY VEHICLES.

APPLICATION FILED MAR-19,1913- I 1,185,214. Patented May 30,1916.

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3% Q S Q: w 7 3g? WITNESSES INVENTOR- L. V. LEWIS.

SPEED CONTROLLING APPARATUS FOR RAILWAY VEHICLES.

APPLICATION FILED MAR- 19; 913- 1 ,1 85,21 4;. Patented May 30, 1916.

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LNVENTOR I WITNESSES To all whom it may concern:

'18 which meshes with LLOYD V, LEWIS, 0F EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOB TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, EENNSYLVANIA, A CORPORATION or rnmxsvnvnma.

- SPEED-CONTROLLING APPARATUS FOR RAILWAY-VEHICLES.

' Application tiled March 19,

Be it known thatI, LLOYD VrLnwis a citizen of the United States, residing in Edgewoorl Borough, in the county of Allegheny and State of Pennsylvania, have in-. vented certain new and useful Improvements in Speed-Controlling Apparatus for Railway-Vehicles,'of which the following is a specification. I

My invention relates to speed controlling apparatus for railway vehicles I will'describe one form oi apparatus em bodying my invention and will then point out the novel features thereof in claims.

In the-accompanying drawings Figure 1 is a view showing one form of apparatusembodying my invention applied to a railway vehicle. Fig. 2 is a diagrammatic view showin a'portioin of a railway havingapplied thereto one formof apparatus and circuits embodying my invention.

. Similar reference characters referto similar parts throughout the several views.

Referring now particularlyto Fig. 1, the reference character 1 designates a track rail of a railway track upon which a vehicle 2' is adapted to travel. This vehicle may, for example, be a steam 'locomotive or an electric motor car; for purposes of simplifying the drawing, the only part of-the ve- 'hicle proper which I have here shown is a wheel 3 and axle 4. The vehicle 2 is provided with a, fluid pressure braking apparatus comprising as usual a main fluid pressure reservoir 5 and a brake pipe 6, It is understood that the reservoir 5 is supplied constantly" with fluid pressure from a suit able source, such'as an air compressor; and it is also understood that a reduction of pressure in the brake pipe causes an appliv cation of the brakes.

Mounted on the vehicle 2 is an inclosing box 7, which carries a centrifugal device 8 operated by the wheel 3.- As here shown, this centrifugal device comprises a rod 9 pivotally mounted on trunnions' 11 in a hollow shaft 12 provided with slots 12 through which ,the rod 9 passes freely; the shaft 12 is mounted on ball bearings 13 in the box 7. Fixed to the shaft 12 is a'helical gear a helical gear 19 fixed to the axle 4, so thatthe centrifugal device 8 is constantly operated from the wheel 3 of the vehicle. The rod 9 is provided with Specification of Letters Patent. Pat t d M 395 191 1913. serial no. 755,537. E E E weights "10, 10, Pi'voted to the rod 9 on opposite sides of the trunnions 11 are two links 14 and 15 which extend into, the shaft. 12 in opposite directions from the trun-- mons 11, and which abut against two. heads 16- and'17, respectively, which heads aremovable longitudinally in the shaft 12. It will be evident that while the vehicle is moving, the weights 1O tend to fly out from the positions in which they are shown, thereby tending to push .the heads 16 and 17 outwardly toward the ends of the shaft 12'.

The head 17 carries-at its outer end a thrust bearing 20'upon the balls ofwhich is mounted acap 21 which may, therefore,

remain stationary while the head 17 rotates. This cap 21 bears against one face of a diaphragm 22 mounted in the box 7.

4 The other face of this diaphragm is exposed to fluid pressure in a pipe 23 which is con-' nected with a reservoir 24. -The reservoir 24 is connected with the brake pipe '6, or with atmosphereby a valve 25 according as' this valve occupies one position or another; as here. shown, thls valve is of the double pin valve type, the structure and operation of which is so well known as to require no further explanation herein.

When the head 16 is pushedv outwardly by the centrifugal device 8, it opens a valve 50 which then causes an application of the train brakes in a manner hereinafter explained. The tendency of the centrifugal device to fly out is resislzed by fluid pressure supplied to the pipe 23*from the train pipe' 6 as I will hereinafter explain, and the centrifugal device isso constructed that at any given speed it remains closed until the fluid pressure offering the resistance is reduced to a predetermined value. .The centrifugal device then immediately opens to its extreme position, other words, the device do not vary in position in accordance with the resisting force or in accordance with the speed of the'train, but they are fully open or fully closed according as the speed of the train isabove or below a predetermined value; When the speed of the train rises above a' given value as deter ---mined by the force resisting the centrifugal device, the balls immediately fly out and the train is brought to a stop.

thus opening valve 50. In weights of the centrifugal The valve is so controlled that it is usually in position to connect the reservoir 2- with the brake pipe 6, but that it may at times be reversed in position so as to disconnect the reservoir 24 from the brake pipe and connect the reservoir with atmos pherethrough port 28. The means for accomplishing this control may be of any suitable kind, and forms no part of my present invention; 1 will, however, now explain the control means which I have shown in the drawings. The valve 25 is biased by gravity :w rendered slowhy an orifice d3 oi restrictand by a spring 27 to the second-mentioned position, that is, to such position that the reservoir is opened to atmosphere through port 28. Acting, however in opposition to gravity and the spring 27 is an electromagnet Qtl'the action of which when energized is suficient to move the valve to the position in which it is shown'in the drawing; that is, to such position that the reservoir 24: is. connected with thebrake pipe 6. The magnet 26 is normally energized by the following circuit, all of which is carried by the vehicle-from battery 29 through wire 30, magnet 26, wire 31, armature contact 32 of a relay 33, wire to battery 29. -Jlhe relay 33 is normally energised by a closed circuit which may be traced as follows: from buttery 29 throughwire 30, relay 33, wire 34,

contact 35, wire '36, armature contact 32,

wire late battery 29. The contact 35 is connected with a rod 38 which latter is connected with a shoe .3? adaptedt o be raised by the inclined-surface of a trip 39 located in the trackway. The shoe 3'? is biased by a spring 46 to such osition-thatthe contact 35 is closed, but w on the shoe is raised by trip 39 it opens contact 35. The relay 33 is provided-with an auxiliary circuit including a battery 43 and contact ll located in the trackway. Contact 41 is adapted when I as in certain I ositions to connect battery 43 with both the ramp rail and the track rail, and when in another position to connect these rails by wires 40, 42 and 70. en the shoe 37 is raised by the trip 39, if the contact 41 is in such position as to connect battery 4.3 with both the ramp rail 39 and the track rail 1, the relay 33 continues to be energized by the followin circuit-from battery 43 through contact 41, wire 40, trip 39, shoe 3?, rod 38, contact'35, wire 34, re lay 33, "wires 30 and 4?, brush d8, axle '4 and wheel 3, rail 1, wire 42 to battery 43. If,

.. 39, the opening of contact .35 'denergizes relay 33, which latter then opens'the circuit of magnet 26, thereby allowing valve 25 to be reversed in position. The encrgizingcircuit of relay 33 includes the armature contact ofthis relay, so that after being once opened, this circuit will not close; hence, the armature contact 32 must be closed by conaioaaieter is'usually connected to the brake pipe 3 by the valve 25 but is at times disconnected from the brake pipe and opened to atmosphere. The decrease in pressure in reservoir 2t when the latter is openedto atmosphere ed area interposrd between the reservoir and the exhaust port 23. 4

The parts thus far described may be so proportiouedvthat with a given pressure in thereservoir 24, for euainplefld pounds er square inch, when the speed of the veh cle is below a ven value, such as miles per hour, the aid pressure on diaphra 22 overcomes the pressure exerted on the diaphragm by the centriluial device 3, and the latter remains closed; ut when-the speed .rcachesflll miles per hour, the pressure onerted on the diaphragm by. the centrifugal device overcomes the fluid pressure and the centrifugal deviceopens. lhe structure of the centrifugal device 8 is such that when the speed is again reduced to a given value i such as 65 miles per hour the centrifugal device again closes. It will beevident, therefore, that if the pressure in the reservoir 24 is less than 70 lbs, the centriiu al device 3 will open at a speed lower than 0 miles per hour. Since the source of fluid pressure for the reservoir 2% is the brake pipe 6, it will be seen that a reduction of pressure in this pipe, which would render high speed running unsafe, will reduce the speed at which the centrifugal device opens.

The centmfugal device 3'inay be employed ,to control any desired apparatus on the vehicle 2; as here shown,it is employed to control the fluid pressure brakes, in the manner which ll will now. explain Connected with the brake pipe 6 by means of a pipe 61 is a valve device 60 which is normally closed but which may atti'mes be opened to reduce the pressurein the brake pipe and thereby cause an application of the brakes. This valve device 60 is controlled by the fluid pressure in a pipe 53 in such manner that when the pressure in pipe 53 is at or above a predetermined value, the valve device 60 is closed, but when ressure in pipe 53 falls below this value, t e valve device 60 opens. The pipe 53 is supplied with fluid pressure from the reservoir 5 in a manner hereinafter explained, and is provided with a valve 50 whichis usually closed but which is opened by the head-l6 whcn'the centrifugal device 8 opens. The valve 50 is biased to the closed position by the fluid pressure in pipe 53, and also by a spring 51 for a pin-- pose hereinafter explained. When this; valve is opened, the fluid in pipe 53 exhausts to atmosphere through ports 52.

Connected with pipe 53 is a timing reservoir- 54 for a purpose hereinafter explained. j

The valve device 60 comprises a valve 68 which is adapted to seal on an annular valve seat 67 and thereby hold the brake pipe connection 61 closed. Valve 68 biased to the.

open position'by a spring 62, bythe fluid pressure in pipe 61' and by gravity. It is held closed, however, 'by a piston-64 the underv face of which is acted upon by the pressure in pipe 53. This piston seals against a gasket in the upper part of the cylinder; The area of this piston is much greater than the area of the. valve 68,-hence a considerably lower, pressure in pipe 53 than in pipe 61 will hold valve 68 closed. Interposed between the piston 64 and the valve 6?: a spring 66, the purpose ofwhich is to permit the valve 68 and the piston 64" to seal. againsttheir respective gaskets simultaneously. The pressure in pipe 53 when valve 50 is closed is, however, always as high as, orhigher than, that in pipe 61,

terval'of time is 10 seconds.

I-have stated that the pipe 53 .is

v with fluid pressure from the reservoir 5.

As here shown, this reservoir is ,connected with the pipe through a valve' device 55, which latter also controls a whistle 59. The valve device comprises a valve 58, which is controlled by a piston 56, movable in a cylinder 63 formed by the body of the valve device, The cylinder on one side of the piston is connected withthe reservoir 5 by a pipe 71, and on the other side with pipe 53; the piston 56 is provided with a port 57..

It will be seenthat at all times except when piston 56 is at the upper end of its stroke,

fluid from the reservoir 5. may flow into.

pipe 53 through the-port 57. \Vhen valve 50 is closed, the piston 56 occupies the posi- .tion in which .it is shown, thereby holding valve 58 closed; the reason, for this is that the under side of valve 58 is exposed to atmosphere whereas the entire upper face of the piston is exposed to fluid pressure from reservoir 5, so that the effective area of the upper face of the piston is greater than that 01 the lowerface. When,.however, the valve 50 in pipe 53 is opened, the reduction of pressure in pipe 53 causes a reduction of pressure on the upper face of piston 56 so cause an application of the brakes.' It will so that .when the fluid pressure on phragm 22 is atmospheric, the vehicle may i-OE that the latter immediately rises, thereby opening valve 58 'and causing the whistle 59to'sound.

It will be seen from the foregoing that when 'valve- 50 is opened, whistle 59 immediately begins to sound,-and that after an interval of. timehereinbefore assumed to be 10 seconds-valve, device 60 operates to also be evident from the foregoing that thespeed of the vehicle at which the centrifugal device 8 will open, depends upon the fluid pressure in reservoir 24, 1 When the pres,- sure 1s high, for example, v pounds per square inch, as hereinbefore assumed, the

speed may be high, for example, slightly less than 70miles per hour, without .c'ausing the centrifugal device .to open. A lower pressure, however, permits the centrifugal device to open at a lower speed; the maxi- 8 all times to the driver of. the vehicle by the provision of a pressure gage 69 connected with reservoir 24 .and calibrated to read in miles per hour;

proceed at a low speed, such-for example as 15 miles per hour',-without causing cen vtrifugal device 8 to open. This means that so far as the apparatus herein shown and described is concerned, the vehicle may always proceed at 15 miles per hour or less,

even if the pressure in reservoir 24 is at mospheric. 7

It is, of course, essential that at certain points ona railway a vehicle should be vbrought to a stop and-not be permitted'to proceed past a signal indicating stop.

The apparatus herein shown and described has no provision .for enforcing the indication of such a signal, but such provision can, when desired, be made by means of otherapparatus, as is well understood in the art. In Fig. 2 I have shown a portion of a. railway divided into block sections A, B, (J, 1), etc., through which traflic moves in the direction indicated by the arrow. Block sections B, C and-D are protected respectively by railway signals S S? and 5, each of which, as here shown, is adapted to give three indications, viz., clear 7, caution, and stop. Located in each block mum permlssive speed may be indicated at section is a in rail 39, each of which is. provided with a portion of a circuit similar to that hereinbefore'expled in connection with Fig. 1. As here she, the contact 41 for each ramp rail is operated by the signal for the next succeeding block section. 9

I will now explain the operation of the entire apparatus, referring to both views.

In Fig. 2, block section D is occupied by a vehicle 2, and block section A by a vehicle 2. It is understood that at least vehicle 2 is equipped with apparatus similar to that shown in Fig. 1., Since block section D is occupied, signal 8 indicates stop, and since block sections 0 and B are unoccupied, signal S indicates caution and signal S indicates clear. I will assume that vehicle 2* isv at rest and that vehicle 2 is moving. 'As vehicle 2 proceeds through block section B and passes over ramp rail 39 in this block, relay 33 is not deenergized because contact 41 operated by signal S is in such position as to connect battery 43 with both this ramp rail and a track rail 1. Hence, the vehicle 2 may proceed through block section B at full speed. Contact 41 operated by signal S is,

however, in such position that the ramp rail 39 in block section C is deenergizcd, hence as vehicle 2 passes over this ramp rail its relay 33 is opened, thereby deenergizing magnet 26, whi ch permits valve 25 to reverse, thereby' disconnecting reservoir 24 from pipe 6 and connecting the reservoir with atmosphere. The fluid pressure on the diaphragm 22, therefore, gradually decreases in proportion to the lapm of time, in accordance with the wellknown law of the flow of fluid through an orifice. When this pressure has reached a certain value, depending on thespeed of the vehicle, the action of the centrifugal device 8 overcomes the total efl'ect of the fluid pressure on diaphragm'22 and of the fluid pressure and the spring 51 on valve 50, and the centrifugal device then opens, thereby opening 'valve 50. It is evident that the distance which the vehicle travels after passing ramp rail 39 before the centrifugal device" opens, varies according to the speed: it the speed is high, then only a slight reduction of fluid pressure is necessaryto permit the centrifugal device to open, and, therefore, only a short inter val of time elapses before the device opens; whereas, if the" speed is low, a considerable reduction of fluid pressure 1s necessary to.

7 permit the centrifugal device to open, hence a considerable period of time elapses before the device opens. Hence, at high speed the valve 50 is opened only a short distance after the ramp rail is passed, and at low speed the valve is not opened until the vehicle has traveled a considerable distance beyond the ramp rail. The result is that at'high speeds the brakes will be applied sooner than at low arsenic which point is preferably a, short distance in the rear of the next signalwhich in Fig. 2 a is signal S.

Immediately upon the opening of valve 50, the whistle 59 will begin to sound; then after an interval of ten seconds, valve device-60 will operate to cause an application of the brakes. If during this interval the driver of the vehicle should apply the brakes and reduce the speed of the vehicle to the point at which the centrifugal device closes, valve device 60 will, of course,'not be operated. That is, if the driver heeds the warning given by the whistle 59, the valve device 60 need never operate to cause an automatic warning given by the whistle is not heeded,

and valve device 60 operates to apply the brakes, then as soon as the speed of the vehicle is reduced to that permitted by the pressure in reservoir 24:, valve device 60 will again close and as soon as pressure is again restored in brake pipe 6 the brakes will be released. This apparatus embodying my invention comprises, therefore, means for releasin the brakes after an automatic applicatlon thereof, after the speed of the vehido has been reduced to the speed permitted by the apparatus.

It will be seen from the foregoin that ll have provided apparatus which wi under conditions of safety, impose a continuous high speed limit, and under-conditions of caution will impose a continuous low speed limit, and which, when a danger point is being approached, will cause a gradual decrease of speed limit from the high limit to the low limit in such a manner that if at any time during such decrease the permissive speed is exceeded, the vehicle will be brought to a stop at substantially the same point outside the zone of danger.

I do not claim as my invention the combination of a centrifugal device operated by a Although I have herein shown and de-- scribed only one form and arrangement of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus dbed my invention, what I claim is: a 1

1. Controlling apparatus for vehicles commovement of the vehicle, fluid pressure on madam 2. Controlling apparatus for vehicles com prising a centrifugal device operated by the the vehicle acting in opposition to the cenfag trifugal device, means on the vehicle for permitting a gradual reduction of fluid pressure in accordance with lapse of time, and

means controlled by the centrifugal device when the latter overcomes the said fluid pressure forcontrolling the vehicle.

3.. Controlling apparatus for vehicles com- I prising a centrifugal device operatively connected with an axle of a vehicle, fluid pressure on the vehicle acting in opposition to the centrifu a1 device, means for permitting reduction 0 said fluid pressure through an orifice of restrictedarea', and means responsive to opening of said centrifugal device for controlling the vehicle.

4. Apparatus for controllin railway'vehioles comprisinga centrifugal device operated by an arleof a vehicle, fluid pressure on the vehicle acting in opposition to said can trif'ugal device, means independent of the fluid pressure forexerting a comparatively small force on the centril device in the same direction as the action of the fluid pressure, means for permitting reduction of said fluid pressure, and means responsive to the centrifugal device for controlling the vehicle when the pressure exerted by the centrifugal device is suiiicient to overbalance the sum of the pressure of the duid and the pressure exerted by said independent means.

5. Speed controlling a paratus for vehi- 'cles comprising a centri u al devioeoperated by an axle of the vehic e', fluid pressure on the vehicle tending to hold the centrifugal device'closed, means for permitting reduction of said fluid pressure through an orifice of restricted area, means for exert ing suficient pressure on the centrifugal device to hold the latterelosed when the speed of the. vehicle is low and the fluid pressure acting on the eentrifugaldevice is atmospheric, and means responsive to opening of the centrifugal device for controlling the vehicle.

5. Speed controlling apparatus forvehicles comprising a centrifugal device operated by an axle of the vehicle, fluid pressure tending to hold the centrifugal device closede'gmeanss for permitting reduction of saidfiuiil pressure, means for indicating to the driver of the vehicle the pressure of said.

fluid, and means responsive to opening of the centrifugal device for controlling the vehicle.

'7. Speed controlling apparatus for vehicles comprising a centrifugal device operated by the movement of the vehicle, fluid pressure-tending to hold the centrifu al device closed, means for permitting re notion .of said fluid pressure, means for indicating tothe driver of the vehicle the pressure of saidfluid, and means responsive to opening of the centrifugal device for controlling the vehicle. I 8. Speed controllingapparatus for vehicles comprising a source of fluid pressure and a reservoir on the vehicle, means for' connecting the reservoir with the said source or disconnecting the reservoir from said source and permitting gradual reduc-' tion of the ressure in the reservoir through a restricte orifice, a centrifugal device driven by an axle of the vehicle and acting centrifugal device operated by an axle of the vehicle and acting in opposition to the pressure in the reservoir, means on the vehicle" for disconnecting the reservoir from the source and permittlng gradual'reduction of the reservoir pressurer through a restricted orifice, means located in the track way and adapted to at times cause operation of,said. means, and means responsive to of the centrifugal device for controlling the vehicle.

10. Speed controlling apparatus for vehicle's comprising a source of fluid pressure and a reservoir on the vehicle, means for connecting the reservoir withthe said source or disconnecting the reservoir from said source. and permitting gradual reduction of said reservoir pressure through a restricted orifice, a centrifugal device driven by an axle of the vehicle and acting in opposition to .the pressure in the reservoir, means for holding the centrifugal device closed when the pressure in the reservoir is atmospheric d the speed of the vehicle is low, and means responsive to openi of the centrifugal device for controlling the vehicle.

11., Controlling apparatus for vehicles,-

comprising a centrifugal device operated by a Wheel or axle of the vehicle, fiuid pressure 7 on the vehicle acting in opposition to the centrifugal device, means for gradually varying the pressure. of said fund in accord ance with lapse of time, and means contriilled b said centrifugal device for con trolling t e vehicle 123th. speed controlling apparatus for its railways com rising a signal, a trip located sive to opening controlling the vehicle.

in the rear 0 the signal, means for rendering said .tri operative or inoperative according as t e slgnal indicates stop or roceed, a source of fluid pressure'on a veh cle, a'reservoir on the vehicle normall connect ed withsaid source, means on t e vehicle controlled by said trip when the latter is operative for disconnecting the reservoir from the-source and connectingthe reservoir with atmosphere thereby permitting redugtlion of pressure in the reservoir; a centri vehic e and acting in opposition to the fluid pressure in the'reservoir, and means responof the centrifugal device for I 13. A speed controlling ap aratus for vehicles comprising a source 0 fluid pressure and a reservoir on the vehicle, a centrifugal 7 device operated by an axle of the vehicle and actingin o positlonto the fluid pressure in v the reservor, avalve device adapted to connect said-reservoir with the sourceof fluid .pressure'er with atmosphere according as it occupies one. position or another, said valve'being normally held in the first of said positions, means located in the trackway for at times causing said valve device to be moved to the second position, and means affected by the centrifugal device for controllin the vehicle when the action of the centriflugal device overbalences the fluid pressure. Y

' 1d. Spiced controlling apparatus for railway ve 'cles comprising .a centrifu al de-- vice on the vehicle, a member lnove tudinally by the weights of said device, a source of fluid pressure on the vehicle acting in opposition to the movement of said member corresponding to the outward movement of the weights, means on the vehicle for permitting adual decrease of said fluid pres sure, a evice the trackway for causing operation of said means, and means aflected by outward movement of the weights for v controlling the vehicle.

v15. In combination, a vehicle, brakes therefor, a warning signal device on the vehicle, a fluid pressure reservoir onthe vehicle, means responsive to a certain reduction of pressure in said reservoir for causing operation of said warning signal, means responsive to a greater reduction of pressure in said reservoir for causing application of thebrakes, and means for permitting gradual reduction of pressure in said reservoir, whereby an interval of time elapses between the operation of the warning signal and the application of the brakes.

16. In combination, a vehicle, brakes therefor, a reservoir on the vehicle, means for supplying fluid pressure to said reservoir, an orifice of small area for said res ervoir, meansfor opening therleservoir to 1 device operated by a wheel of the longi-' madam therefor, a reservoir on the vehicle, means for supplying fluid pressure to said reservoir, an orifice of small area for said reservoir, means for opening the reservoir to atmosphere through said orifice thereby permitting gradual reduction of pressure in i said resewoir, a warning signal on the vehicle, a valve biased to the open position which valve is held closed by the fluid-press sure in said reservoir but is opened when the fluid pressurein the reservoir is con siderably reduced, and which valve is adapted when opened to causean application of the brakes, and means responsive to'a slight reduction of fluid pressure in the reservoir for causing an operation ofsaid warning signal. 7

18. In combination, a vehicle, brakes therefor, a warning signal on the vehicle, a fluid pressure reservoir on the vehicle, means responsive to a certain change'of pres sure in said reservoir for causing operation of said warning signal, means responsive to a greater change of pressure in said ms t ervoir for causing application of the brakes, and means for causing a gradual change oi? pressure in said resevoir, whereby an interval of time elapses between the operation of the warning signal and the application of the brakes. I

19.'In combination, a railway; vehicle, a speed-responsivedevice thereon, a fluid pres sure receptacle, means for causing gradual variation of the pressure in said receptacle i i-"accordance with lapse of time, and vehicleovermng means controlled by said spec -responsive device and by the fluid pressure in said receptacle.

20. A- speed controlling apparatus for railway vehicles comprising a source of fluid pressure on the'vehicle, a reservoir normally connected with-said source, means for dis connecting said reservoir from the source of fluid pressure and connecting the reservoir with atmosphere through a restricted orifice thereby permitting a gradual reducitlon of pressure in the reservoir; means loervoir with fluid pressure, a valve connected 13G with said second reservoir and opened by the centrifugal device when the latter overcomes the fluid pressure acting against it,

means responsive to a slight reduction of pressure in the second reservoir for causing a warningsignal to be given on the vehicle,'and means responsive to a considerable reduction of pressure in said second reservoir for causing an application of the brakes of the vehicle.

21. In combination, a railway vehicle, a

movable member thereon, fluid pressure acting on .said member, speed-responsive means operated by a wheel or axle ofthe vehicle vary in accordance with lapse of time, means located in thetrackway and adapted to set said time-varying means into operation, and means controlled by cooperation of said speed-responsivedevice and said time-varying meansfor controlling the vehicle.

23-. Speed controlling apparatus for vehicles comprising a movable member on the vehicle, means' for exerting a force on said member in one direction varying in accordance with the speed of the vehicle, means for exerting an opposing force on said member varying in accordance with lapse of time, and trafic controlling means on said vehicle controlled by said movable member.

a 24. Speed controlling apparatus for -vehicles comprising speed-responsive means on the vehicle, means .on the vehicle varying in accordance with lapse of time, and trafiic controlling means on the vehicle controlled by said two first-mentioned means.

In testimony whereof-I aflix my signature in presence of two witnesses.

LLOYD V. LEWIS.

Witnesses:

A. HERMAN WEGNEB, JOHN D. TAYnoR.

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