US1242456A - Railway-traffic-controlling system and apparatus. - Google Patents

Description

M.H.LOUGHMDGE.

RAILWAY TRAFFIC comnoums SYSTEM AND APPARATUS.

APPL'CATION FILED HOV-15.19M- 1,242,456. Patented Oct. 9.1917.

2 SHEETSSHET l.

wnmalN mvamon Z5 av ATTORNEY ,M. H. Lousunmsg RAILWAY TRAFFLC CONTROLLING SYSTEM AND APPARATUS.

Z SHEETS-SHEET 2.

Patented Oct. 9,1917.

MPLICATION FILED NOV. 15,

MATTHEW H. LOUGHRIDGE, OF BOGOTA, NEW JERSEY.

RAILWAY-TRAFFIC-CONTEOLLING SYSTEM AND APPARATUS.

Specification of Letters Patent.

Patented Oct. 9, 191 7.

Application filed November 15, 1912. Serial No. 731,621.

To all whom it may concern:

Be it known that I, MATTHEW H. LOUGH- moon, born in county Antrim, Ireland, naturalized a citizen of the United States, and a resident of Bogota, in the county of Bergen and State of New Jersey, have invented certain new and useful Improvements in Railway-'Iratiic-Controlling Systems and Apparatus, of which the followingis a specification, reference being had therein to the accompanying drawings, forming a part thereof.

Among the principal. objects which the present invention has in view are: to provide a system as characterized with independent moving members, each having a regular permitted area of travel, and station means normally operable to reestablish the permitted area; to provide a system having movable vehicles, each self-controlled to stop at the end of a predetermined distance period, and a series of devices disposed at intervals and operable to re-initiate the predetermined period of travel prior to the expiration of the preceding period; to pro vide the vehicles above mentioned with an actuating mechanism for the brakes thereon, said mccl'ianism operating in correspondence with the running gear of the vehicles to actuate the brakes on said vehicles at a certain predetermined period in the operationof said mechanism; to provide a re-initiating api'mratus for said mechanism, operable from the roadhcd to rc-set the operative parts of said mechanism to the starting point in the operation thereof when impelled thereto l) an obstruction on the roadbed: to provide a simplified and compact construction for the mechanism above mentioned: to provide a series of station devices for normally actuating the re-initiating apparatus during the normal operation of the ahovc-mcntionml actuating mechanism; to provide a series of operating blocks. each having a sta'tiondovice of the character mentioned, positioned in advance of the end of its block a distance equal to the travel period in which the said actuating mechanism is operative: to provide means for automatically re-sett ing said actuating mechanism after the expiration of the operating period thereof; and to provide automatic means for correcting the operation of said actuating mechanism.

In the drawings:

Figure 1 is a p *"s cctive view of a railway vehicle truck havin. aounted thereon a transmission mechanism and a trip mechanism constructed and arranged in accord ance with the present invention;

Fig. 2 is a sectional elevation of an actuating IHQClHIDlSIl') for a lirake setting mechanism constructed and arranged in accordance with the present invention;

Fig. 3 is a face view of a dial and pointer used in conjunction therewith to show the operation of said actuating mechanism;

Fi'g. dis a detail view showing a portion of the transmission mechanism for rotating said pointer and the shaft connected therewith;

Fig. 5 is a diagrammatic view showing a section of a track-bed divided into blocks and arranged for operation in accordance with the present invention;

Fig. 6 is a similar view. showing a modified form of the arrangement and devices for operating the re-initiating mechanism of said vehicles;

Fig. '1' is a similar view. showing a niodification of the arrangement above mentioned. and particularly as applied to, and modified by, a switch turn-out. on the trackbcd.

The present invention consists primarily of two factors; first. an equipment for the locomotive or other moving member of a railway system. constructed and arranged to normally operate at regular intervals to set its brakes: and second. an automatic operating series of blocks. each having station means for rc-sctting or re-initiating said equipment. to cxtcnd or rci stahlish the permittcd area of travel The cquipmcnt referred to is operated from the axle connecting the whccls l1 and 11. which res on the track rails 3 and 3". ()n said axle is fixed a worm 12. with the thread of which the teeth of a worm wheel 13 are in mesh. The wheel 13 is suitahlv mounted in hearings formed on the truck frame 10. and the ash; of said wheel is connected through a chain 14 to a short shaft 15, on which is formed a worm 16. The shaft 15 is suitably mounted in brackets 32 projected from a-split plate 33, as best seen 111 Fig. 4 of the drawings.

The worm 16 is meshed with the teeth of worm wheel 17 which is fixedlymounted on a short shaft 18. The shaft 18 18 mounted in bearings formed by a fixed collar 18 and a loose collar 18". The loose collar 18 is pocketed to hold on one side the outer end of the shaft 18 and on the other side a compression spring 34. The spring 34 is held in a pocket formed in a bracket 39 mounted on the main frame 30 of the actuating mechanism.

The split plate 33 is slidably mounted on the frame 30, elongated slots being formed, in said plate 33, through which extend the holding screws 33, 33", 33 and 33. The plate 33 and parts mounted thereon are moved forward to force the female member 19 against the male member 19, which members constitute a friction clutch for the transmission of rotary motion to the shaft 20.

On the shaft 20, and at the outer end thereof, is mounted a pointer hand 21, designed to travel over a dial 21, on which are-placed the numbers 0, 1000, 2000, and 3000, these numbers indicating the initial or starting point of travel and the number of feet traveled by the vehicle over the tracks 3 and 3". The dial is further provided with a color section 21*, intended to indicate visually that the vehicle is approaching the pointwhere, if not manually controlled, itwill be automatically or self-controlled, or stopped, by setting the brakes thereof. The Shaft 20 is retracted to place the pointer 21 over the point marked 0, by a spring 24. The spring 24 operates whenever the clutch 19, 19" is released.

It is to release the clutch 19, 19* that I provide cams 3G, 30, the arms 37, 37, of which are connected to the rod 9. 'Asthe rod 9 is lifted or depressed to carry the arms 37, 37 from the normal or horizontal position, the end extensions of the cams 36, 36bear against lugs 38, 38" on the split late 33, to force the same back, compressmg the spring 34 and separating the male and female members 19 and 19 of the clutch. The rod 9 is normally operated in the manner above-indicated when the trip arm 5 is engaged and moved by the plunger 4 on the track-bed of the railway. The arm 5 is the free arm of a bell crank, which is pivoted at 6 on the journal box or other part of the truck connected preferably directly with the wheels of the truck, to avoid the action of thecarrying sprin s thereon. The connected end of the bel crank is pivoted to the connecting rod 8, which is pivoted to a rocking arm 8". The rocking arm 8 is 5 pivoted suitably in bearings mounted on the truck, and is pivotally connected at the oposite end to the rod 9. The arm I) is he d in the vertical or alert position by weight 7.

From the foregoing, it will be seen that when a vehicle having a truck equipped in the manner described, passes over a trackbed provided with devices having the plun ger 4, the trip arm 5 will be deflected by said plunger to either raise or lower the rods 8 and 9 to rotate the cams 30 and 36*, whether the vehicle be moved forward or backward. As the ends of the cams 36 and 36* are each equally eccentric, the rotation thereof operates to force backward the lugs 38, 38 and split plate 33, together with the shaft 18 and clutch member 19. This ell'ects, in releasing, the member 19, and the shaft 20 is free to be retracted by the spring 24. until the shaft is arrested by the lug 26 engaging the stop 25, in which position, it will be found that the pointer 2i is oppo site the 0 mark on the dial 21.

Fixedly mounted on the shaft 30 is a cam 22, on the periphery whereof travels a wheel 40. The wheel 40 is suitably mounted in the-forked end of the rod 40. The rod 40 is normally depressed by a spring 40 to hold the wheel 40 on the cam 22. The free end of the rod 40 is suitably connccted with a. brakesetting mechanism, with which the vehicle, locomotive, or car is pro vided, such as, for instance, a compressedair operated brake system. If operated by compressed air, the rod 40 is preferably connected "with some device or mechanism for reducing the presspre in the train pipe. The above-mentioned device is not shown in the drawings.

The cam 22 is arranged on the shaft 20 so that when the pointer 21 passes over the section 21 of the dial 21, the peak of the cam 22 lifts the rod 40 to actuate the brakesetting mechanism of the vehicle or train. Thus, it becomes necessary for the continuous travel of the vehicle or train that the clutch members 19 and 19 be released, and the spring 24 permitted to retract the shaft the 20 to itsinitial position prior to the pointer 21 passing above the section 21. For this purpose, the plungers 4 are disposed in advance of what may be termed the terminal of each block, or in other words, the plunger or plunger-s belonging to each block of the track-bed overlap the preceding block. As hereinafter described, the plungers are held in raised or operative position when the track is clear for the running of the vehicle or train, and lowered or removed from operative position when the track is not clear, or when, for any reason, the operating mechanisms controlling said plungers have become broken or disarranged. It will be remembered that when the plungers are in operative position, the trip arm 5 and rods 8 and 9 connected therewith, together with the cams 36, 36", are operated to retract the split plate 33 and to thereby release the shaft 20 to permit the spring 24 to retract the pointer 21 and the cam 22 to their initial points of travel, thus reinitiating the permitted area of travel for the vehicle or train.

Before proceeding to the description of the block arrangement and the disposition of the plungers 4, it is thought best to explain the operation of the cam 23, which is fixedly mounted on the shaft 20 and the rod 41 with which it is connected. The lower end of the rod 41 is forked to form bearings for the wheel 41. The wheel 41 tracks on the cam 23. the peak or high point of which is arranged to follow at a suitable interval after the peak or high point of the cam 22. Latcrally extended above the rod 41,

and in the path thereof, is a small pallet 9", by which the rod 9 is lifted by the rod 41. The lifting of the rod 41 reestablishes the active positions of the cams 36, 36, to effect the. disengagement of the male and female members 19, 19 of the clutch operatively connecting the shafts 18 and 20.

In this manner, if the engineer or driver of the train or vehicle neglects to rei stablish the operating condition of the actuating mechanism for the brake-operating mechanism, the same is automatically performed bythe mechanism itself; or, in other words, the engineer or driver is not calledupou to reestablish or re-arrange said mechanism. In. this manner, provision is made not alone for operating the brakes of the vehicle or train if run onto an obstructed block, but provision is likewise made for the reestablishment of the operating condition of said mechanism.

As shown in the accompanying drawings, it is preferred to operate the plungers 4 electrically, and also to operate them by what is known as the closed-circuit electric sys tem, or by means of circuits, each of wh ch normally energizes the solenoid or magnet 1 supported on the road-bed by the stand 2, at the side of the tracks 3 and 3". The operation of the solenoids 1 in the preferred form of the device normally elevates the plunger 4 into the path of the trip arms 5.

In Figs. 5, (i and T of the drawings is shown a variety of forms of applications of the invention. As a rule, the blocks are each provided with an operating circuit embodying a battery such as indicated in the drawings by the designations 7, 7a, g7), go and (l, the track rails 3 and 3", branch wires T and T, and some form of electric operating devices normally active to elevate the plungcrs 4. The batteries mentioned are connected with .the rails at the far ends of the various blocks. and the wires T and T of the track relay R are coiinected with the rails at the inner or entrance end of said blocks, while the plungers are each dis osed in advance of said entrance end of the lock a distance calculated with reference to the traflic conditions, agreeable to the proper application of the brakm to arrest the train prior to entering the block to which the plungers belong, in the event of the plungers failing to operate to extend the permitted area of travel of the vehicle or train. 3y means of this arrangement, each Vehicle or train, after entering a block, operates to shunt the wires T, T and operating devices connected therewith, to permit the plunger 4 to drop from the path of the trip arms 5, which thus failing to re-initiate the actuating mechanism for the brake-setting mechanism, permits the same to automatlcally set the brakes of the vehicle or train.

In Fig. 5 of the drawings, and at the lefthand end thereof, an arrangement is shown whereby the plunger 4 for permitting travel of the vehicle on the block A-B, is manually controlled. In this arrangement, the solenoid 1 is placed in circuit with the battery P by means of a switch M and wires a, 3 I'Vhen the switch is closed, as shown, the plunger is elevated. When an operator desires to close the block AB, he pulls the switch M, which thereby de'c'nergizes the solenoid 1, permitting the plunger 4 to drop, with the consequent effect onthe actuating mechanism for the brake-setting mechanism of the next succeeding train, of causing the brakes thereof to set if the train passes the station a where said plunger 4 is disposed.

The preferred form of arrangement is that shown in Fig. 5 in relation to the block BC. In this arrangement, it will be seen, the local circuit embodying ,the wires :12, 7 and the battery P is controlled by a switch member m. The switch member constitutes an armature for an electro-magnct R. The electro-magnet R is incorporated in the circuit embodying the rails 3, 3 and battery gb.

In operation, it will be seen that when the block BC is clear, the circuit embodying the battery 5 energizes the magnet R to draw the armature switch m, to the terminal K, thus completing the local circuit embodying the battery P and solenoid 1. The solenoid being thus energized, the plunger 4 is lifted into the path of the trip arms 5. In this position, the vehicle or train, when passing the station 7), will be operated upon to re-initiatc its permitted area of travel. which is measured to terminate at the break between the blocks B 1 and C-D.

. If the track-bed is equipped throughout with a system having this arrangement, then a second local circuit embodying the solenoid 1 ould be set opposite the station 0, and again repeated at the station d.

If. in the operation of trains, a vehicle passes on the block B-C between the wires T, T and the battery gb, the magnet R is deenergized to release the armature. The armature switch at moves out of engagement with the contact K, thereby breaking the local circuit in which the solenoid l is mcorporated. The solenoid 1 being thus deenergized, the plunger i is permitted to fall, and thus pass out of the path of the trip arms 5. It will now be seen that should a followin train or vehicle undertake to enter the bloc B-C, the actuating mechanism for the brake-setting mechanism thereof would fail to be re-set, and the cam 22 would lift the rod 40 up, to actuate the brake-set ting mechanism when the train arrived at the station 6, or before the train passed onto the block B-C.

The arrangement of the solenoids, c rcuits and operating ma ets connected with the block CD and t e block beyond D, provides for a system where it is desired to operate over two or more blocks and thus.

to' lengthen the operating intervals between vehicles. Referring to the drawings, it Wlll be noted that opposite the stations 0 1 show a solenoid 1, having a local circuit as, y, battery P and armature switch 121., as in the arrangement opposite the station 6. Also, the branch wires T, T and relay or magnet R operates the armature switch n when energized to complete said local circuit. This circuit, with a corresponding plunger 4 and solenoid 1, operates to control the admission to the block C D.

It will also be noted from Fig. 5 that a second solenoid 1 and a corresponding plunger 4 located near but in a different horizontal plane from plunger 4 above described, are provided at the station 0. Solenoid1 is controlled by two block sections CD and D-- through relays R and Rd respectively. The controlling circuit can be traced from contact kc, armature m of relay R, wire as, battery P at location D, contact lad, armature m of relay Rd for section D and wire 3 to other side of solenoid.

When the track-bed is thus equipped, the vehicles operated thereon are each provided with a second actuating mechanism, the transmission of which is geared down, to provide a distance interval of travel for the vehicle twice that provided by the above described mechanism.

, It will bemoted. that when a vehicle such as that indicated'by W in Fig. 5 of the drawings, passes onto the block U-D, it deenergizes the magnet R, and by releasing the switches m and m', opens the local circuits and deenergi-zes the solenoids 1 and 1 to permit the plungers 4 and 4 to move out of the path of the trip arms 5 of succeeding vehicles or trains.

If a following vehicle or train passes into the block O'D while the vehicle W is in engage the arm 5 ing over blocks CD and D.

said block, its brake-setting mechanism would be operated by reason of the plunger 4 failing to engage the arm 5 thereof. If the vehicle W passes out of the block C-D before the following train reaches the station a, then the plunger 4 will be elevated to of the brake-setting actuwhile the plunger 4 will lowered when the train is pass- As the following vehicle now passes the station 0, the first-mentioned brake-setting actuating mechanism is re-initiated, but the secondmentioned actuating mechanism by avoiding the second arm 5 permits the set of the brakes. The engine driver may ascertain by consulting the pointer 21 that the brakes were set by the controls of the block ahead of that next succeeding. It is understood that for the second brake setting actuating mechanism above mentioned a suitable signal may be substituted.

As distinguished from the former state of the art, the present invention provides for operating the controls in systems wherein the blocks are unequal in length and independently if desired by the blocks and are regulated by the traiiic needs of the railating mechanism,

remain l ig. 6 of the drawings is employed to show a system wherein the blocks are of unequal length, and where they are partially controlled by semaphores or visible signals, which semaphores are operated in con uncti0n with the plungers l by means of the solenoids 1, or equivalent devices. In this figure the normal length of block for which the actuating mechanism is set, 1s indicated by the distance F. The block AB is arranged to illustrate the application of the system to blocks longer than the normal length, the assumed excess distance in this case being indicated by G. As in the arrangement disclosed in Fig. 5 of the drawings, the operating stations (1 and b are slightly in admnce of the separations between the blocks indicated by A and B. It is evident that if the plunger l at the stat on a should engage the arm 5 and rein tiate the actuating mechanism, the permitted travel period would expire before the vehicle reached the station I) or when it is from it a distance equivalent to G, with the effect that the vehicle or train would be stopped by the setting of its brakes in the manner described. To avoid this, a second plunger 4 and a second solenoid 1* are placed in the path of the arms 5 at a distance backward from the station equal to the travel period of the vehicle above referred-to that'is, to the normal length of block F. The solenoids 1 and 1, with their respective plungers 4 and 4, are both in circuit with the ba teryili, and are controlled by the closing. of the armature switches m and m upon the contacts [a and Ica. The armature switches m, m are con trolled by the magnet It, which is normally energized by the battery ya belonging to the block AB. The plunger 4* has at the bottom a cross piece, which, when said plunger is elevated, engages the contacts 1: to complete a local circuit independently of relay R embodying the solenoid 1. Part of this circuit is the spring S, which is disposed beside the track 3 and arranged to be depressed by the wheel of a passing vehicle. Normally, the spring contact S engages the contact is forming local circuit in which the solenoid 1 is incorporated. When a roadbed is thus equipped, and. when the block AB is clear, a vehicle, in passing the plunger 4 at the station a, has its actuating mechanismv reset or re-initiated thereby. Normally, the local circuit embodying the battery P, solenoid 1, contacts Ic 7;, is and spring contact S, is closed, and the plunger 4 is elevated to complete the circuit through the contacts 1 When the vehicle passes the junction with the rails 3, 3 and the wires T, T, the magnet R at the station a is del nergized, and the armature switches m, m are dropped from the contacts In and 70*, opening the local circuit embodying the solenoid 1., and also opening the brahch circuit having the Wire in and the contact is. The immediate result ofthe deenergizing of the solenoid 1 is to drop the plunger 4, closing the block A- B to. a following vehicle or train. Solenoid 1, when energized, remains energized independently of relay R by a holding circuit until switch S is opened by a passing train. Thisholding circuit can be traced from battery P, wire y, solenoid 1 switch S, contactla, wire to contacts 70 and k and wire to other side of battery. The plunger 4* is thereby maintained in elevated osition until the vehicle or train on the. bloc A-B passes said plunger and operates the spring contact S to separate it from the contact In. This break in the local circuit de'e'nergizes the solenoid 1, and drops the plunger 4! from the contacts k is, but prior to this drop of'the plunger 4, the same has engaged the arm 5 and re-initiated the actuating mechanism on the vehicle, renewing thereby the permitted area of travel for the vehicle, or reestablishing the actuating mechanism to o erate at or approximate to the end B of the lock A'-B. It will be understood that the auxiliary plunger 4* is placed with reference to the end of the block backward therefrom a distance corresponding to the area of travel for which the actuating mechanism above described, is designed. It will be understood that while I have described the use of one auxiliary plunger and solenoid having a self-closed circuit,

art of the more than one may be used where needed, to provide for unusual lengths of blocks, but in every case, the last auxiliary plunger and solenoid will be disposed at a distance from the end of the block corresponding with the travel area provided in the actuating mechanism. I

From the above, it will be seen that the plungers 4 and 4 are dropped successively, and that both remain in this position until the vehicle passes out of the block AB, when the magnet R at the station a is reenergized, to close the switches m and m and the local circuits embodying the solenoids 1 and 1*, the latter using the wire at and the closed spring contact S. With the lift of the plunger 4, the independent local circuit for the solenoid 1 is closed by the plunger engaging the contacts k, 76 and the instruments at the station a are simultaneously reestablished in position to re-initiate the traveling area of the vehicle passing onto and from the block A-B.

The above description has undertaken to show the adaptation of the system to a block longer than the travel area permitted by the actuating mechanism carried by the vehicle. The blocks BC and C-D are designed to show the adaptation of the system to blocks having a lesser area of travel than that permitted by the actuating mechanism. The solenoid 1 and pluhger 4 at the station I) are arranged and operated as above described. The circuit embodying this solenoid, however, controls through blocks B--C and CD by contact 705 of relay for section BC, wire g and contact Inc of relay for section C-D, battery P and return Wire a: to solenoid. Therefore, the circuit operating to reiinergize the solenoid 1 at the station 7) is not closed until after the vehicle passes out of the block CD.

The permittedarea thus established at b expires within the block section CD which is a lesser distance than that over which the plunger at b is controlled. Within this distance another plunger is located at 0 controlling through the blocks CD and DE by the contact kc of track relay R for section CD, Wire y, contact kcl of relay R for section DE, battery P and return wire Thus the permitted area established at 0 expires Within the block section D-E, which is a lesser distance than that through which the plunger at 0 controls, Within this distance another setting device is located at d innormal relation to block D-E which is of normal length, thus establishing normal conditions for succeeding blocks of uniform length. used to mark each block.

It will thus be seen that the plungers 4 control through succeeding short blocks until the normal'lengtli of block is equaled or exceeded, this condition being repeated at The semaphore signals L may be each short block. When a block or normal greater than normal length is reached,

Ul' the last plunger is located the normal distaii c from the end ofthis block so that under no conditions can a plunger give permission to proceed over a greater track than is clear.

The apparatus shown at the station 0 at the beginning of the block E .is constructand arranged as shown and described as at the station I) in Fig. 5. V

In Fig. 6 of the drawings, I have shown at each of the operating stations the plungers 4 as mechanically connected by means of an arm N with asemaphore D. By this means, it willbe understood that if it is desired to incorporate the visual signal, such as the semaphore L, with the control system herein disclosed, this may be accomplished substantially in the manner indicated.-

In Fig. 7 an adaptationof the system to two distinct purposes is shown,.namely an arrangement for making the brake setting mechanism efiectivc at any desired point on the track. Control of the train within the block may be desirable Where the speed is high and where the succeeding block is short, or where there is not suflicient distance to stop the train before encountering-an obstruction. A train running at normal speed and failing to have its brakes setting mechanism reinitiated at station b forinstance, would not have sufficient distance in which to stop before reaching station 0; if however,

the train is controlled to a safe speed before reaching station 6, this condition will not occur. This is secured by controlling the speed of the train withinthe block A- -B so that it will not be exceeding a safe speed when passing the point I). v

For this purpose a plunger is located at A, the solenoid of which is controlled in multiple circuit with the solenoid of the plunger at b by the Wires '1 a and sea.- The plunger located at A. per orms a function similar to plunger 4 in Fig. 5, that is, it operates a second, or caution brake actuating mechanism applied to control the speed of the train and, if desired, for operating a suitable signal. In practice, when block BG is obstructed, a following train mayproceed at high speed from A to A. At the latter point a caution signal becomes effective, requiring before reaching station b so that the train may be able to stop within the short block B-C. \Vhen block B-O'., is clear, the plunger at location A reinitiates the cantion brake setting mechanism, thus allowing high speed to be maintained.

In Fig. 7 of the drawin station rl thereof indicated t ereon, the application of the system to obtain control at a switch is shown. The plunger 4 and solenoid 1 for operating the same; at the station 'to the system length of a reduction in speed and at the.

d are similar in construction and operation shown and described as at the station 6 in Fig. 5. The local circuit for energizing this solenoid however, incorporates a spring contact member S, which is mechanically connected with the movable member 3 of a switch,'to be moved in unison therewith. When the switch is closed,

or the main track is clear, the contacts,

through the rod 0, is moved to engage the contact K, which completes the circuit energizing the solenoid 1, and lifts the plunger. 4 thereof into the path of-the arms 5, to re-initiate the actuating mechanism of the passing vehicle or train. When, however, the member 3" is moved to close the switch or turn-out, the contact S is removed from the contact is, and the circuit is broken, denergizing the solenoid, and dropping the plunger 4, to permit the actuating mechanism to set the brakes on the passin vehicle. The vehicle, on passing onto the yond D on the main line,or onto the turnout, shunts the'magnet R at the station d, and thereby drops the switch member to open thee'ircuit embodying the solenoid 1, permitting the plunger 4 to drop'to inactive position.

It will be noted that in this fi re the station 03 is located at, or near, t e point of obstruction which. it is desired to protect and in order to secure this effect and' maintain the normal operation of the system, the short block B--C is introduced between this block and the blocks to the rear of normal length as A-B. The plunger at b contrbls through sections B-C and CD similar to that at 0., Fig. 6. It will thus be observed that by an arrangement of this kind; it is possible to make the brake setting mecha nism operate to stop'the train at any point on the track desired while maintaining complete block protection. I a

In the operation of railway trafiic, and under the varying weather conditions, provision should be made for the slipping of the wheelson the track incident to faulty application of brakes, or unforeseen conditions of the tr k. Where the actuating mechanism is c ll' iven by ,the' wheels of a vehicle, this slip age may result from variance between tli operating period of the brake-setting actuating mechanism and the travel area pmvided on the road-bed. To accommodate this, I provide for theplace ment of the plungers '4 in advanee'of the termination 0 each of said blocks, or of the operating point under normal conditions, for t e actuating mechanism. In sections oi track where theliability to such inaccuracy nism of each vehicle with reference to the operating'station thereof.

Whil I have herein described the construction'and operation of the pointer 21 and mechanism connected therewith as actuating the brake-settin mechanism at a predetermined. time, it will be understood that the same may be utilized to show any failure on the part of said mechanism to operate. If the driver of the vehicle at any time notes that the pointer 21 is not moving, this fact will immediately advise him that the mechanism is not operating, and is not to be relied upon.

Where, as above described, two or more actuating mechanisms are employed, having dials such as 21" and ointers 21 moving thereover, the transmission mechanism connecting the running gear of the vehicle and the shaft 20 of each of said actuatin mechanisms may be so varied that over apping systems may be employed to o erate for setting the brakes independent y, or in the nature of cab signals.

Having thus described my invention and shown some methods of how it may be applied, I claim:

1. In a railway traflic controlling system, the combination on a locomotive, of a moving indicator driven by reduction gearing from the running wheels, a cam revolving with said indicator, a member for controlling said locomotive, said member operated by said cam, said cam being adjustable to operate'said member at any position relative to the position of said indicator.

2. In a railway trafiic controlling system, the combination on a locomotive, of a friction clutch, a plurality of shafts, one of said shafts driven by reduction gearing from the running .wheels, a controllin mechanism connected with the other sha said shafts connected by said friction clutch, means for disconnecting said friction clutch and means for setting said mechanism to the starting position when so disconnected.

3. In a railway traflic controlling system and apparatus, in which the track is divided into blocks or sections, the combination of an indicator consisting of a dial having a revolving pointer, said pointer being driven by reduction gear from the locomotive wheels, a trip arm placed alongside of the tracks near the beginning of each of said blocks, and means operated by the trip arm for setting said pointer to the starting position before entering a block or section, the

angular movement of the pointer .on the dial indicating the distance the locomotive has traveled in said block or section.

4. In a railway trafiic controlling system and apparatus the combination on a locomotive of an indicator consisting of a dial having a revolving pointer driven by a reduction gear from said locomotive Wheels, a

trip arm placed alongside of the track, means operated by said trip arm for setting said pointer to the starting position.

5; In a railway traflic controlling system and apparatus, the combination, a track divided into a plurality of block sections, a locomotive having a controlling mechanism, said mechanism embodying a plurality of moving'members and connecting means, one of said 'IIIGITlbBISdl'iVBIl by the movement of said locomotive on said track, another shaft driven by said connecting means from said first mentioned member, devices on the track disposed with relation to said block sections and means for releasing said connecting meansby said track devices.

6. In a railway traflic controlling system and apparatus, a track divided into a plurality of block sections, a locomotive having a controlling mechanism embodying a plurality of moving shafts and connecting means, one shaft driven by the movement of said locomotive on said track, another shaft driven by said connecting means from said first mentioned shaft, devices on the track responding to clear track conditions in said block sections and means for releasingsaid connecting means by said track devices when said block sections are .clear.

7. In a railway traflic controlling system, the combination, a track, a locomotive having a controlling mechanism, said mechanism embodying a plurality of shafts and connecting means, one of said shafts driven by the movement of said locomotive on said track, another shaft driven by said connecting means from said first mentioned shaft and having a cam fixed thereon, means for releasing said connecting means by the movement of said cam.

8. A. vehicle having an automatic brakeactuating mechanism operable at fixed intervals; and a track-bed having blocks; each provided with stations to normally suspend the operation of said brake-actuating mechanism, one of said stations being removed from the terminal of each block-a distance corres nding with said intervals, and the other (32nd stations being removed from said termi said intervals. 7

'9. A vehicle having an automatic brakeactuating mechanism operable at fixed intervals; a track-bed having blocks, each ro-' vided with stations to normally suspen the operation of said brake-actuating mechanlsm, one of said stations being removed from the terminaLof each block a distance correspondin with said intervals, and the other of sai stations being removed from said. terminals a distance greater than said intervals; and means 0 nable by a vehicle in assing, for suspending the operation of sai stations sncoessivel 10, A vehiclehaving an automatic brakenals a distance greater than actuating mechanism operable at fixed intervals; a track-bed having'a plurality of blocks of various lengths; and a plurality of operating stations on said track-bed, for suspending the operation of said brake-actuating mechanism, ing controlled by one of said blocks and disposed in advance of the terminal thereof a distance corresponding with said intervals. 11. A vehicle having an automatic brakeactuating mechanism operable at fixed intervals; a track-bed having a plurality of blocks of various lengths; a plurality of operating stations on said track-bed, for suspending the operation of said brake-actuating mechanism, each of said stations being controlled by one of said blocks and disposed in advance of the terminal thereof a distance corresponding with said intervals; and means automatically operable for re-initiating the operation of said brake-actuating mechanism.

12. A vehicle having an automatic bral eactuating mechanism operable at fixed 1ntervals; a track-bed having a plurality of blocks of various lengths; a plurality of operating stations on said track-bed, for sus pending the operation of said brake-actuatin mechanism, each of said stations being controlled by one of said blocks and disposed in advance of the terminal thereof a distance corresponding with said intervals; andmeans embodied in said brake-actuating mechanism for automatically re-initiating the operation of said mechanism after the same has been suspended.

13. A vehicle having a brake-actuating mechanism automatically operable at fixed intervals; a driving mechanism for said brake-actuating mechanism, embodying carrying tracting said brake-actuating mechanism when released from said driving mechanism to the starting point mechanism; a releasing mechanism for sald brake-actuating mechanism, embodying a movable member operable from the trackbed; a track-bed having a series of blocks; a plurality of adjustable interference members normally disposed in the path of said movable member, each of said interference members being disposed in advance of the terminal of one of said blocks; andoperating means for said interference members,

disposed in each of said blocks, for normally holding said interference members in the path of the movable member of said releasing mechanism.-

14. A vehicle having a brake-actuating mechanism automatically operable at fixed intervals; a driving mechanism for said brake-actuating mechanism, embodying carrying wheels of said vehicle; means for retracting said brake-actuating mechanism when released from said driving mechanism each of said stations be-' wheels of said vehicle; means for reof said brake-actuating.

when inoperative, permitting said interference member to moi e out of the path of the movable member of said releasing mechanism.

15. A system as characterized, having a track-bed; a plurality of vehicles moving thereover; an indicator carried by each vethereof; anvassociated mechanism for controlling said vehicles having a moving cam operatively connected with said indicator; and means operatively connected with .said cam for operating said associated mechanism. V

16. A system as characterized, having a track-bed; a plurality of vehicles moving thereover; an indicator carried by each vehole and driven by the carrying wheels thereof; an ass. ated inechanism for controlling said vehicles having a moving cam operatively connected with said indicator; means operatively connected with said cam for operating .said associated mechanism; and means for altering the operative movement of said cam.

17. A system as characterized having a track-bed; a plurality of vehicles moving thereover; a controlling mechanism carried by each vehicle embodying a plurality of moving members and a moving indicator, one of said members driven by the running wheels of said vehicle; mean's permanently disposed at predetermined points on the track-bed for automatically re-setting said mechanism, said indicator disclosing the operatlve condition of said mechanisml 18; railway trailic controlling system COIIIPIISIIIg automatic trailic controlling means carried on a railwayvehicle and havmg a retarding and a non-retarding condition, the said means being constructed and hide and driven by the carrying wheels arranged to assume retarding condition a railway track, 8. ve-.

hicle adapted to travel thereon, a controlling mechanism on said vehicle arranged to operate at fixed intervals, said mechanism embodying means for resetting itself at fixed intervals of travel of said vehicle.

20. In combination, a railway track, a vehicle adapted to travel thereon, a controlling mechanism on said vehicle arranged to operate at fixed intervals of travel, said mechanism embodying means for resettin itself at intervals of travel greater than sald fixed intervals.

21. In combination, a railway track, a vehicle adapted to travel thereon, a controlling mechanism on said vehicle arranged to operate at fixed intervals of travel, devices on the trackway to reset said mechanism, said mechanism also embodying means for resetting itself when said track means fail to reset it.

22. In combination, a railway track, a vehicle adapted to travel thereon, a controlling mechanism on said vehicle arranged to operate at fixed intervals of travel, devices on the trackway adapted to reset said mechanism, said mechanism embodying means for resetting itself after said operation.

23. In a railway trafiic controlling system, the combination,-a track, a locomotive having a controlling mechanism, said mechanism embodying a plurality of moving members, one of said members and connecting means, driven by the movement of said locomotive on said track, another member driven by said connecting means from said first mentioned member and having a device for releasing said connecting means by its move ment.

24. In combination, a railway track, a vehicle adapted to travel thereon, a control ling mechanism on said vehicle arranged to operate at fixed intervals of travel of said. vehicle, a block system dividing said track into sections of various lengths, devices located on said track at intervals, each controlled by said block system over a greater portion of track than said fixed interval, said devices being located in spaced relation to each other a distance not exceeding said fixed interval, said devices arranged to set said controlling mechanism away from controlling position.

25. In combination, a railway track, a vehicle adapted to travel thereon, a controlling mechanism on said vehicle arranged to operate at. fixed intervals of travel of said vehicle, a block system dividing said track into sections of various lengths less than said fixed intervals, devices located on said track at intervals controlled by a plurality of said block sections, said devices arranged to set said controlling mechanism away from controlling position.

26. In combination, a railway track, a ve hicle adapted to travel thereon, a controlling mechanism on said vehicle arranged to operate at fixed intervals of travel of said vehicle, a block system dividing said track into sections of various lengths exceeding said fixed interval, a plurality of devices located in each block and arranged to set said controlling mechanism away from controlling position, said devices spaced not exceeding said fixed interval apart, and the last device spaced. said fixed interval from the end of said blocks. I

27. In combination, a railway track, a vehicle adapted to travel thereon, a plurality of controlling mechanisms on said vehicle each arran ed. to operate at fixed intervals of travel 0? said vehicle, a block system dividing said track into sections, a plurality of devices located on said track and controlled by said block system, said devices arranged to set said mechanism away from controlling position, the control of each device being arranged to correspond with the said fixed interval of the particular mechanism which it operates.

28. In combination, a railway track, a vehicle adapted to travel thereon, a controlling mechanism on said vehicle driven by the running gear and arranged to operate at fixed intervals of travel of said vehicle, a

block system dividing said track into blocks,

devices on the track controlled by said block system for setting said mechanism away from controlling position, said devices lorated a certain distance Within the preceding fixed interval to provide for irregularities in said drive.

In witness whereof, I have hereunto subscribed my name in the presence of two witnesses,

MATTHEW H. LOUGIIBIDGE "itnesses JAMES MoGnnGoR, M D. Kroner,

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