US1243419A - Block-signal system. - Google Patents

Description

M,a.1uL|AN.` BLOCK sxGNAL SYSTEM.

Patented Oct. 16,1917.

5 SHEETS-SHEET l.

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m .MEW uw MQ @I A M. R.1UL|IAN. BLOCK SIGNAL SYSTEM.

APPLICATION FILED IULY 31| |914.

1,243,419. Patented oct. 16, lem. 5 SHEETS-SHEET 2.

M. R.1UL|AN.

BLOCK SIGNAL SYSTEM.. APPucATlou FILED xuLY 3|. asm.

Patented 0st-, 16, 1917.

5 SHEETS-SHEET 3.

f Gwhwmwo a l M. R. JULIAN.

` LocK s|sNA L SYSTEM.

APPLICATEON FILED JULY 3l, i914.l

Patented Oct. 16, 1917.

M. R. JULIAN."A sLocK slsNAL svsfm. APPLICATIO FILED JULY 3h 1914-: 1,243,419. f Patented goet. 16, um.

sains-sneer s.'

M RJuiial To all whom it may concern.'

` UNITED STATES PATENT OEE-ICE.

IABSENA R. JULIAN, QF BIRMINGHAM, ALABAMA..

BLocxLsIGNaL SYSTEM.

Specification of Letters Eatent.

Patente-d oet. 16, 1917.

Application filed July 31, 1914. Serial No. 854,393.

Be it known that l Masseria R. JULIAN, citizen of the United tates, residing atBiri minghain1 in, the county oil' Jeil'crson and State of Alabama, have invented certain neviy and 'useful Improvements -in Block* Signal Systems, of wliichthe following is aA specification. l My invention relates to block signal tems and particularly to a block controlled cab signal system'. With the ordinary block `signal systems at present in use on practically all roads `there is no way to preventan Wa to positively compel. `the engineer to en ineer from running his train by any1 sig na which may be set against hiin and no re lice the speed of his train upon receiving either a cautionary signal. or a danger signal. Sometimes the engineer runs his train past a signal set against him out of sheer carelessness or the desire 4to make up time, and on other occasions he runs it by the signal because he Vis unable to see it, as in case of heavy snow' or fog.

It has been proposed to display the proper" signals Withinthe cab" of a locomotive s0 that the engineer cannot possibly tail to see `the signals, but here again discretion is left with the engineer to run the train by. the

signals or to ay no attention to them if lie so desires. his has led to many accidents and is a constant source of danger. vEyen Where the engineer obeys the signals there is still another element of danger in the engineer maintaining too high atrain y speed either along a normally perfectly safe portion of the track or 1n some particular sec tion in his desire to make up for lost time,

and as far as I know, no means has, so far,

been provided which Will automatically i limit the maximum speed of the train or automatically bring the train eithento a moderate speed in case of a cautionary sig nalbeing set against the train or bringr the train `to a stop in case a danger signal is set against the train.

The primary object of my invention is to provide means for automatically controllingthe speed of trains in a block signal system and in` this connection to ,provide means whereby in "the 'first place the train cannot be run faster than at a `predetermined speed, even with clear track. In

the second place that when the engineer receives a cautionary signal dueto them. presence of a trainwithin a predetermined nuinsy bei.' of blocks ahead the of the following train shall he autoiiiatically cut down to a predetermined degree, anduin. the third place that when the train receives a danger signal due to the presence of a train within a dangerous distance the speed shall be auto matically ent down to a minimum.

.Another object ci ni'y invention is to so construct the mechanism' that the automatic service application of the brakes shall not in any Way interfere with the regular 'or usual application of the brakes `hy the engineerv and further, to so construct the mechanism lthat the engineer cannot possibly prevent the automatic application of the brakes, as above stated. `1

Another object of the invention is to pro-Y Vide a train controlled and cab signal mechanism wherein on entering a block a test is made to show that the track Wiring and Wiring `oit the cab signal. mechanism are in proper Working condition. and such that if they are not in proper-woikin condition an application of the brakes siall immediately be made.

,Still another object is to so construct my improved train control and signal mecnanism that on entering a block a danger application of the brakes shall be made unless a clear signal or a cautionary signal is im lnediately received.

Another object is to so constructthe signal` mechanism that in addition to automatically controlling the speed of the train, signals shall be displayed Within the cab of the engine whereby the engineer may readily determine Whether he is running his train under a clear signal, a cautionary signaler a danger signal and provisicn'shall be made acteristic signal ifly any chance the signaling mechanism. is vout of order and does not properly Work.

Still another object is to so construct the 'for the application of the brakesand a char-V mechanism that a break of any Wire of the cab signal system except the clear signal Wire, will cause the brakes to be applied and, 'in this connection, to provide a rnechV anism wherein if the Vclear si. nal wire breaks, While the brakes will not e applied immediately, yet the brakes will be applied at the entrance end of the next block.

further object in this connection is t0 provide means whereby after the clear signal Wire breaks and the brakes are applied,

the engineer may ,release the brakes andper* mit the train to go forward but not beyond a ver.y low speed. A

Stil another object is to provide a cab signal mechanism in which there shall be `at least two elements which mustfail in order topermit a train to enter a block already yoccupied by a train.

Another object isto so construct the cab signal mechanism that if the wires leading from the test or shoes should break, the clear signal light would immediately go out and the brakes be immediately applied and remain applied until the break or interruption in the broken wire is mendedor unt-il the engineer can cut out the signal mechanism, and in .thisl connection to provide means whereby if 'the Wireleading from the clear signal shoe or be applied.' i Still anotherobject is to provide a closed circuit cab ignaling reak or ground will' cause a -danger application of the brakes, and thus, bring the train to a stop, until repairs are made.

A further'jobj'ect is to provide means contact should be grounded the brakes will I whereby afsignal of some 'sort Whether clear,

cautionary, org' danger, will alwaysbe ret)tieived at the entrance end` of each block, 'and the failure to receive a-propei sign-al will automatically cause an application of `the'rbrakes.

` Still another object is to provide a mechanismvfwhereby the brakes will be immediv. anism acting, however, if

`35 ately and automatically applied but wherebythe engineer-can immediately throw off the brakes provided the seed of the train is Within the limit'set for anger, this mechthe speed is too high to; prevent the release o'the brakes, and to this end toprovide two circuit closers necessary to be closed in order release of the brakes, one circuit closer acting autoinaticallyand being dependent upon the speed ofthe train and the other being manually actuatable.

Still another object is to provide means whereby if a danger signal is received on entering a block, the train will be brought to a sudden stopY unless the engineer immediately closes the circuit, and whereb this closing of the circuit will release the rakes but will not permit the speed to be. increased beyond five miles an hour or some other predetermined rate, and whereby, if onfentering a ysecond block the train shall receive a danger signal, the train will be again brought to a full stop immediately closes said circuit.

Still another object is to provide a mech-M aiiism wherein, if a cautionary signal is ref ceived and if'thc train is running at a cautionary speed, that is, within a certainA limit of speed, the cautionary signal will show,and brakes will be applied if the engineer does caution oi' danger contacts system in which a tion, of the vent valve to permit the' test shoe, the clear y y rectly to the track rails unless the engineer..

not close a certain circuit, but, whereimjf the engineer closes this circuit when the train is running at cautionary speed, the

brakes shall not be applied. If, however,

l.the speed of the train is above what may be termed cautionar speed, then the brakes arenot release until the speed of the train is reduced to a safe and predetermined degree. Y

Other objects will appear in the course o1 the following descri tion.

My invention is i lustrated in the accompanying drawings, wherein Figure lis a diagrammatic view of my cab signal mechanism.

Fig. 2 is a perspective view of the automatic circuit making and breaking meclianism.

Fig. 3vis a side elevation of the construction, the outer casing and frame'beingin section on the line 3-3 of Fig. 4.

Fig.4 is a view on the line 4.-4 of Fig. 3. FF'g. 5 is a section'on the line 5-5 of i 4. gig. 6 is a rspective view of certain detents and their co-acting armature.

Fig. 7 is a detailed view partially in secma et.

Big. 8 is a longitudinal vertical sectional view of one of the track Contact switches;

'Fig 9 is a horizontal sectional viewvof tliesame; I

and its -controlling y Fig. 10 is a diagrammatic view of a track wii'in system with which my signal system may e employed. v

Corresponding and like parts are reid/erred to in the following description and indi/cated in all the views of the accompanying .drawings by the same reference characters.

Referi'ingto the diagramma-tic view of Fig. l, wdesignates the rails' of a track and X a truck representative of and staiiding for a vehicle such as a locomotive, tender or car traveling onA the rails. Carried by the truck are the four shoes, a, 6, c and d. These letters designate, respectively, the shoe, the caution shoe and the danger shoe. These shoes are adaptedto contactfwith. the track contact switches one of which is illustrated in Fig. 8. These contact switches are fully described and claimed in my prior N o. 758,452, filed on the 1913.

The test contact switch 2nd day of April,

while the caution, clear and danger contact is wi'tliingavpredetermined distance.

Mounted in the cab `of the engine are four A is grounded `diswitches are connected to the 'blocks ahead. yas willbe later described, lin such manner that the danger application, Serial slides, i, i2, Band 4. These slides are ver tically arranged and are disposed 1n a suitable framez as will be later described and shown in Flg. 2. The slide 1 is urged downwardszy a spring 5 but is normally held in when it is depressed, as by a depression of slide 1, it is held depressed by a latch or .bolt 1l0.

the .torce of a spring 11 by a latch 12..` The 1,5 slide 3 is normally held raised by a spring 13, but` when depressed is held depressed by a latch *14. The slide has an extension 15 which is engaged by the slide 4f in its down-r ward movement" so that a depression of the slide 4 depresses slide 3 1n the same manner' as a depression of the slide l depressies the slide 2. Slide 3 has an extension 16 the upper end of which is'provided "with a nose 17 engageable with a -beveled faced lug 1G on the latch 10 upon a depression of the slide 3. Thus if the slide 2 is depressed and held by the latch 10 then depression' of the slide 3 will cause the nose l? to engage aV ,lng projecting from the face of the latch l0 and' cause the latch to lift., permitting the slide 2te be drawn upward.

The slide 1 carries a projecting contact member 19 which is insulated from. the body of the slide. The slide l also carries a pro jecting Contactv member it) also insulated from the body oit the slide, The slide 3 has a projecting contact member ill. insulated from the body oit the slide and havin ,g two oppositely projecting tapered faces. The 4U slide 2 has a projecting contact member 22 which, however, is not insu-lated from the body of: the slide. This contact member has op osi tely disposed beveled' contara;

. ach of the several latches e, lll, 1:? kand 14 is" controlled bf a correspomling electra ma et, which wh the 'ch from its e gare t with the slide. All ot the llatches a re forced into engagement with the lseveral slides 'by being resilient.

Im other words th'ey are spring-actuated latches.

The magnet controlling the latch 6 is 'designated 23; the magnet controlling the ylatch 12 is designated 24. The magnet controlling the latch 10 is number and the magnet controllingthe latch i f lo d` nated 26. i y

The contact member 19 carried by the slide 1 normally.electrically engages with con- '50 tact ng'erg, 27 'and 2.8, one of which is coinnected by a wire 29 to the `point 30 of a one point relay magnet 30 which normally las contacty with 4the' terminal Y of a Wire 31 which passes through an electromagnet B2 find thenfto a ground 33. The magnet 32 o withdraws controls a vent-valve which when open pen mite the escape of air from the brake pipe of an air brake system and when vclosed prevents the escape of such air. Then the ventvalve is opened the pressure in the brake pipe of the air brake system will be reduced and this will cause thebralnas to be applied in the usual manner.

v-'From the Contact tingen QT extends a Wire 34: to a contact finger which normally has 75` electrical engagement 'with the Contact men1- ber 20. Also normally in engagement with The slide 4 is normally held raised, against the member 120 is a linger 36 from which a Wire 37. extends to a generator G, the other side of which is grounded at 3S. lVhile I 80 prefer to use a generator,` any other source of electrical energy, asifor il'lstance, a storage `battery may be used. lt will thus be seen that normally mirrent flows from the generator tl'lreugh the magnet 3Q, energizing 85 this magnet Iand holding the vent `valve closed. 1When the circuit is 'broken either by a depressioi'i of the slides 1 or Al, or by' thedenergizing of magnet 30, the magnet 32 will be delinergizcd which will cause the opening o't the Vent valve, as will be later sta-ted, and the application of the brakes.

The magnet 30 on one side connected to a ground 39 and on the other to a` Wire 40 which has three stepped terminals 40, l0b 95 and d0. Clo-acting with these terminals are the `Contact points Alla, 4lb and lll, These are arranged to be shifted in the order named by a speed controlled centrifugal governor 42.- This may be of any suitable type. As 100 shown, beweren rotation is communicated tothe shaft of the governor from the train by any suitable means and as the speed of the train increases the governor balls will be thrown outward centrifugal action. This will raise rod gt3 and as the rod rises it will first lift the contact point or switch 41"l 4 4troni contact 'with the terminal 40. After the point lll. has risen a certain distance it' will operatively `engage the point 41h Which 110 will lbe l d trom'contact with tbe'point i a raised a predetermined operatively engage the point` distance it -illc lifting it trom its engagement vwith the point 40E. l

The point lll is connected by a 'Wire 44 to a contact ringer fifi insulated from but disposed adjacent to the fingered from which' extends aWire l? to a danger signal which, as illustrated, has the forni of a red electric 120 lamp'dd, this lamp being connected to a g'gro'liiifl-"fll "l'heslide 2 is electrically con-` nected., will be later stated, with the generator and hence, when the slide 2 is den thier cih the slide and, dividing at the con-A and 46, will pass to the lamp #i8 and @rand and, by Way of 'Wire 44 t0 the contact-id and thus through the ,nuagrom the contact nger 50 and the wire 51 to the contact member 21 on tue slidn 3.

When the slide 3 is raised, that is, when the Yslide 3 is in its normal position the contact member 21 engages the pair of fingers V52 and 53 whichare insulated from each other.

From the fingerY 53 a wire 54 leads to the White light 55 and so to the common ground 49. From finger 52 a wire 56 leads to the point 41.

Thus, when-the slides 2 aud3 are in thev position shown in Fig. 1, current will pass from the generator to the slide 2, thence by waypf the linger tothe Contact member 21 a'nd then, dividing at this point the current' will pass to the white light" to and through the magnet 30 energizing this magnet. Vhen the slide 3 is depressed the con tact member 21 electrically engages the spaced fingers 57 and 5S. From 58 a wire59 .leads through a green signal lamp 59 to the ground 49 and from the finger 57 a wire 60 leads to thepolnt 11"l and thence tothe ground 39.

It will be seen that it will require only a rise of tra/in speed above a relatively loW degrec to lift the contact point 4l and break the circuit through the Wire'44 to the magnet 30. It will'also be seen that a greater rise of speed will lift the point 11b and break the circuit through the wire tothe magnet 30 and that it'willrequire a still greater rise of train speed to lift the contact point 41 and break the circuit through the Wire 56 to the magnet 30. The governor may be arranged to break these circuits at any desired rate of speed, but it maybe assumed that a speed of under five miles an hour will not cause lifting of the point llbut that a speed of over five miles an hour Will lift the point 4P. A speed of under twenty miles ,an hour will not lift the point 41 but when the trainis running over twenty milesan hour the point 41h willbe lifted. A speed of over fifty miles an hour Will lift the point 41.

When the train isrunning under a clear signal the parts Will have the position shown f in-Fig; 1. The point 4:1. will be active, thaty is, current will pass from the generator through the point 41 to the magnet 30, but the points 41 and 41h Will be inactive. If at this time the speed of the train is above fifty miles an hour, `assuming fifty miles an hour for the maximum speed allowed, then all the conta-ct points will be lifted, including the point 41c and the magnet 30 will be Ydeenergized. breaking the circuit through the magnet 32 at the point 30* and the brakes will be applied until the speed of the train slackens to or below the maximum speed indicated.v When a cautionary signa lis received, as willpresently appear, the points the terminal of a wire 4l and 41'e will be rendered inactive and thpoint 41b active hence, if .the train is rune ning at more than twenty miles un hour When the cautionary signal is received, or should attempt be made to run ata spoed higher than twenty: miles an hour under a cautionary signal, the point 41h Will be lifted (the point 41 being alsolited)- and the circuit. will be broken through the magnet 30, causingan application ofthe brakes until the speed of the train is reduced to twenty miles an hour or below. l/Vhen a danger signal isreceiyed the points 41h and 111 'are rendered inactive and the point 4:1 active and if, when the train is running under -a daugersignal the speed is higher 'thana minimum of say, five miles an hour, the circuit will be broken through the wire 4-1 from the generator, then the magnet 30 will be de energizedand the brakes will be applied .until such time as the speed of the train From the cautionary shoe cf extends a.

Wire G5 which passes through the magnet 211 and thence 'extends by generator.

From the test shoe-.fz extends a Wire 66 which passes through a two-point relay magnet (i7 and then extends to the wire 29 by which it is connected through the points 28 and 27, 35 and 3G to the generator.

From the cautionary shoe o' extends a 'wire U8 which passes through the one-point relay magnet 69 to aground 70 and from the danger shoe entends the Wire- 71 through the onefpoint relay magnet 72 to the ground 70. i Both of the magnets {59 and 72 are high resistance magnets to prevent energization of low resistance magnets in the same circuit. l f From the Wire 66 extends a Wire 73 having a terminal normally in contactznlith the point 62 of the relay 62. This point 62 is in turn connected by a Wire 741-', to v'apont 67*l which is normally outvof electrical contact with the ground 75.

From the test slice a extends a Wire 76 lwhich is connected, to a point2" which is normally in'` contact with the terminalof a Wire 7 7 leading to the point v67b of thetwopoint relay 67.-,This point 67? is normally inA contact with the terminal of .-a' ,wire -78 leading to a point 72a of. the relaymagnet 72. This point isnorma-lly in contactlwith 79 leading to the point the Wired? to ther after receiving the test signal the shoe c is grounded by its en gement with the contact switch C which' ,as been previously grounded by the presence of a train a predetermined number of blocks ahead, then the magnet 24 is energized. This withdraws the latch 12, allowing the spring -11 to draw the slide 4 downward and this draws downward on the slide 3.' The downward movement of the slide 4 breaks the circuit from the generator to the valve con'- trolling magnet 32, which causes an application of the brakes. The downward movement of the slide 4 carries with it the slide 3,

as previously stated, .which breaks the, circuit through the white light and 'through the point 41",- and establishesV a circuit through the green light 59.and through the point 41" to themagnet 30. If at the time the'cautionarysinal is received the engineer is running is train at a speed not ater than'v twenty miles an hour, (assuming this to be the maximum speed allowed for running under a cautionary signal) the engineer can"ie'lease the brakesbyl mecha-v f nism which will be laterfstated and which is shown in Fig'. 2, this mechanism operating to lift the slide 4. It cannot, however,

i' operate to lit the slide 3 .as this slide is held downward by the engagement of the nose 18 with the lug 10 of the latch 10. This manual lifting of the slide 4 will again close the circuit from the generator through the magnets 32, provided the train isfrunning lat the cautionary speed ofv under' twenty miles an hour.,v If, however, the

train is running above the cautionary speed of twenty miles an hour, the lifting of the slide 4 bylha'nd and the closing of thecircuit through the magnet 32, then t-he fingers 35 and 36V will not affect the energizing of.

the ma et 32, vfor the reason that the'circuit wil be broken between the point 41" through the magnet 30 and,A therefore, the point 30 will be out of contact with .the terminal of the wire 31. *It will thus be noted that there are two places where the circuit through the magnet 32 will be broken:A One of these breakspmay be closed by hand but the other is closed only if thev speed is within the maximum limit set for running under the particular signal which is disp eyed. If, 'aifter the test has been received, the danger shoe d upon its engagement with the danger` contact switch D is grounded bythe Brevious grounding of the contact switch then a circuit is completed from the generator by way of the wire 63--64 through the magnet 23 to the danger contact shoe and thence to the ground. The energizing of the magnet 23 withdraws the latch 6 from its engagement with the slide 1 and the spring 5 causes the slide l to drop, carryingwith it the slide When the slide 2 '25 and 26' will be energize drops the laten l0 ,engages in a riotchlin the slide and thus holds til another si al is received. The dropthe slide 2 lbwered unpingv of ,the slide 1 breaks the circuit from the generator through the contact fingers 27 and 28 to and through the magnet 32 which causes the application of the brakes. The

.drawing down of the slide 2 vbreaks a circuit from the generator through either the cautionary or the clear light, which ever* l happens to be burning, andestablishes a circult betwen the 48 and between t e generator and the point 41l and from thence by way/ of the wire 40 to and through th'magnet 30. It will thus be seen that a circuit through the redsignal light is established and that a circuit through the valve controlling magnet 32-is broken so that a danger application of the brakes is secured, and the danger signal displayed. If the speed of the engine when the danger signal 1s received is above the minimum prescribed for running under' gneratonand the red lampl a danger signal, as for instance, above five" miles an hour, the oint 41 will have been raised so that the clrcuit through the magnof f net 30 is broken, thus releasing the point 30* and breaking acircuit through the magnet 32. If, however, the train, when it receives its danger signal is running at a speed below five miles an hour or any predeter- 'mined minimum speed, then the circuit will only be broken at the gapbetween 2T and -28 and will not be broken by the point 30. Under these circumstances the slide 1 may be again raised to close the circuit throng the magnet 32 `by manual actuation, as will be later described and the brakes may be released. Thus it will be seen that the brakes while applied automatically upon the receipt of a danger. signalmay be released by the engineer prcyided the trainis 'running atea speed less than five miles an hour', but

that if tle'train is running at a speed.

greaterthan tive miles an hour the engineer cannot prevent the application of the brakes or release the brakes until the speed has been reduced below five mil'es an hour, A

The train will continue lto `rununder a danger signal and atV a predetermined slow speed until the next block is reached. If here u clear signal is rec ved the ma l The energizing of magnets 26 will merely reciprocate the latch 14 lbut the energizing of magnet 25' will cause the withdrawal of latch l0 from it's engagement with thev slide 2 and the izo;

spring 9 will cause the slide to rise, thus t breaking the circuit through the red light.

and through the point 41", and completing a circuit through the whitellight and through the point 41.

It will be understood that if here a cautional-y or danger signal is received the engineer manually returns the slides l and 4.-

to. their normal positions by .means which wlll be laterl described. prevent the application of the brakes 'proA videdthetruin is not runnilngI over either the' cautionary speed linut or the danger To the legs of this strip is attached a. transverse extending strip 8f4. The slides are su ported for vertical movement in guide 85 which pass through the strips 83 end 84, as shown plainly in Flg. 9.

Aliomounted on the base is the support.- ing` member or bracket 86 supporting the Contact fingers 52 and 53. 'lhere are certain differences between the Adlagrammatie view of this" mechanism in Fig. 1 and the oonstructionns actually used and. shown in the remaining figures. These di llerences do not in any wayall'ect the operation of the mech.`

, anism but in the diagram it is found neces-- sary to distort the actual shape of the slides in order tomake the drawings and opera tion clear land, thus., while in the diagrem 10. As e matter of fact these lugs are conmatic view there is shown. two. magnets 25 @and 26 one governing the letcli 10 and the v otherigovermng the latch 14, in reality there is only one magnet used and this magnet in Figs. 2, 3 etc., is desi nated 25 and 2.6.

In Fig. 1 again the atches 10 and l-i 'are shown as disposed one below the other 'while as u matter of fact the latches are disposed side by side, as shown clearly in Fig'. 6, the

latches being of spring metal and having their lower ends bent outward and notched as at 10T and 14. The armature 87 of the magnet'. v25 and 26 4is connected. `to these spring pawls or latches 10--14 by means of en angular member 88 which is fastened to the armature yand which has u. lip 89 err-- tendi into the notches 1.10b and l-il" Whereas in the iagrammatic View the latches 10 and y 14 are shown as provided with outwardly projecting lugs, one of which is designated stituted in the Working embodiment of' my invention by the inwardly turned extremities of the spring pawls or. latchesi these inwill be established between the vent 101 and adapted to engage with the Ilug; 19 and thev slide 2 is provided with the `doivnvvnrdly extending prolongation in Fig'. l1 adapted. t0 contact with the lug 14. nIn nctual constrnrtion the edge of the slides 3 are provided with notches which engage the ex;

This will sullice to.

tremtie's of the pewls 10 and. 14 and also provided with inwardly extending thickenedlngs which are adapted to engage with the 'outwardly projecting lip 89 and member so thatwhen either one of the slidesl is' depresscdit will act to release the corre# spending' puvvl from the other slide so es to permit that slide to rise. These inwardly extending thickened pontions have, therefore been designated 1'6* end 16".

. .lt will be noted from Fig. 4 that ell Hof the slides 1, :2, 3 et their extremities and it is through these extremities that the guide rods 85 pass.

The means whereby the Slides 1 and 4 are manuslly raised after a depression. caused and l are angulerly bent by the receipt of a cautionary or danger sition shown in Fig. 2. VVhen the lever is depressed either one of the `slides 1 o r 4 which happens to be dropped. will be raised to its 'normal position ngainst the force of the' springs which. ect to drew the slides downward.

The mechanism shown in Fig, 2 is intended to be inclosed Within a casing through which projects the extremity of the lever 90, this lever being connected to any suitable actuating rod or cord 96. In Fig. 7 Tshow e detailed view of the vent-valve and the armature magnets 32,

whereby' the ventvalve is operated. In this ligure 97 designetestl'xe supportingr frame which carries the magnets 39, Slidingly mounted on this frame the armature 98. The upper portion 'of the frame 97 is formed .with e. valve casing 99 havingr a valve sent 100 and a vent 101 .co-acting.;r with the volveseat 100end operating Within 'the' casing 99 is a valve 109, this valve having a reduced portion 103 which is adapted when the velve is open to register with the vent 101. The valve casing 99 has extended from it a duct 10d which connects to the equalizing reservoir of en air brake system, not shown. When the valve is dropped, communication the duct 103 ceusin a venting of the equalizing reservoir. T e valve 102 Vis mounted upon a stem 105 the lower end lof which" is nicked as at 106. Surroundingl this stem` but spelend therefrom is a sleve107. Attached to the larmature 98 is afsleeve 108 'which surrounds the. stem 105 which isattached lto the armature and Miic'h is internally screw threaded at its lower end.

gages'the end of the valve stem.

' It will be obvious now that when the 'magnets 32 are energized thearmature 98 pvill be drawn up against the magnets and the valve 102` willbe held to its seat. When,

y however, the magnets are denergized'the arvature andthe valve are dropped.-` By rotating' the' adjustingr screw 109 the valve may be forced upward or allowed vto move downward and thus so adjusted that it will engage its seat iustbefore the armature 98 engages the pores of the magnets. Furthermore, by this construction the valve may be rotated by the insertion of an implement into the nick 106 so as to cause its face to ground upon the face of the valve seat and thus secure a thoroughly tight joint between thet'ace oft' the valve and the face of the 'valve ket.

`The form of contact switch used by me is`snown, described and flaimed in my prior application for patent.` Serial No. 758,453, tiled on the 2nd day of- April, 1913, and forms no part of my present invention. In order to illustrate my present invention, however, this form of contact switch is shown in Figs. 8 and 9. It` comprises a casing 112 mounted upon the ties beside the track. Passing through this casing is a rock-shaft 113 from which projects an arm 1M connected to a spring 115 which resists any movement of the rock-shaft in either direction but, of course, yields to such movement. Projectin-,eF upward from the rockshatt is an arm 116 with which the corresponding shoe on the train is adapted to contact. Also mounted upon the rock-shaft is a relativelyk short armpllff lying in the plane of a knife switch, this arm being adapted when the rock-shaft is turned in the direction of the arrow in Fig. 8, to engage between or with the contact springs 118. Now if these'conlaet springs 118` be `rounded and the arm is turned over so as to bring the contact member 117 into electrical engagement with the springs 118 it is ol viousthat electrical engagement will be made between .the ground and the shoe engaging the arm 116.

in Fig. 10 l have illustrated the arrangement of track contacts in connection With a block for signaling thc conditions inV blocks A. l and C. As there shown, a battery a is bridged across the rails of-each Vblock adjacent one end` and the track contacts A, ll. C and D are disposed adjacent the other end of the block. A wire permanently irounds the test track contact A to one of the rails, while a. Vwire leads from the track contact B to a pointn of a tW0- point relay c which is'bridged across the rails of the next adjacent track. When this to the ground, the contacttfC being the cau-- tion c ontact. Y y

It 1s not believed necessary to reeapitu- -late the operation of the invention as it is believed that it will be fully understood from what has ,e'onev before, but attention is again directed to the fact that with my mechanism the engineer receives three signals, viz., a clear signal, a cautionary signal, and a danger signal so that he knowsexf leading to `a ground, while actly the condition of the't'rack ahead. Furi ther-more, unless the tram is running at a speed not greater than the speedv it should run then after having recelved a cautionary .y signal or a danger signal the speed ,of the train will be reduced until it is within the proper limit and with this reduction in the speed of the train, caused by the application of the brakes the engineer has nothing to do. It is automatic in its action and the enginecr cannot prevent the application, of the brakes. Furthermore, the engineercarm'ot release `vthe brakes so long asv the train continues to run at a. speed greater than -it should under a cautionary or a danger signal. j

Furthermore, if on' a perfectly clear track the engineer attempts to run his train faster .than a certain predetermined maximum speed the brakes' will beautomatically set and the speed reduced to the proper degree.

It will be obvious that my invention does not in any way prevent the application of the brakes by the engineer himself, nor in 'any way affect the proper control of the train by the engineer.

Vhile I have described the cautionary contacts as being` disposed at the entrance of a block, it is preferable that the cautionary contactswill vbe disposed at the middle of the block. llVhenev-er it is desirable to reduce the speed of a train, as for instance, at the beginning?` of a dangerous curve or at the entrance of a. bridge 'or in runningthrough a town, it is entirely possible to place a cautionary switch or av danger track contact switch permanently ,f ,frounded which will cause the actuation of the brakes to reduce the speed of the train either to a speed not greater than twenty miles an hour, for instance, or a speed not greater than five miles an hour, for instance. It will bc seen that my invention eliminates all possibility of the engineer taking chances and pushing his train at a high rate of speed in order i 'stance forcutting out theautomatic mecha-f to make up time. I there is any failure in this system the mechanism will be shifted to a danger position and brakes applied to;

bring `the train to a speed of less than live miles an hour. This will automatically prevent the engineer from running the ltrain at a high rate of speed until he can repair the damagedconncction or reachv a station Where he can secure a key whereby to unlock the casing surrounding the air-valve, Vfor instance, and thus close the air valve, even though l the magnets 32, be denergized.

After that, of course, the train will run in the ordinary manner, but it is obvious 4that the' engineer will have to report forainnismgto the, station agentjrom whom he procuree the key and ththewill have to run` onA telegraphic lorders from there on to 'his destination unless hefmeanwhile repairs #his Vdamaged .mechanism is claimed as new is This present system does not in any way prevent the use of semaphore signals, such as are now used on block systems, but it does vaway with the' necessityy of these semaphore signals, as the engineer receives these same signals in the cabof the engine.

By the terms vehicle and train,as employed in theclaims, I intend lo indi 'cate any vehicle orronnected vehicles adapted to travel upon track rails, such as a locomotive, a locomotive and its tender or what -is commonly known as a train including a locomotive, tender' and one or more ears,

Having thus described thel invention what l.. In a vehicle, the .combination brake applying means, of a maximum, a minimum and an intermediate speed gov-V erned means for automatically actuating the brake applying means to apply the brake on an increase of the vehicle speed beyond a maximum, a minimum or an intermediate speed, respectively, and meansgoverned by tl position of` another vehicle for automatics renderingany one of the speedgavem :means active.

' g2isln' afvchicle, the combinationivith a brake "applying means, of a' minimum, a

'maximum and an intermediate speed-govf f emedfmans for automaticallyy actuating the baie paying means .to

.an of vehicle spe Bmu'm, a minimum-orintermediate speed, re-

a ply the brake, on f beyond a maxi spectiveiyg-one of said'means when in operation rendering-'the'others of saidmeans nl active, andmea'ns :governed by thepositionv -d of anothervehi'elefor rendering any oneof 3. In a vehicle,'fthe combination with a. `brake applying means, of a plurality of' speed governed brake applying circuits,each controlling the' brake applying `means at different 4'iehicle speeds, each when active said speed governed means active.

4withy a placing the other speed governed circuits out of operation, each circuit operating to apply the brakejwhen the vehicle speed is greater than a predetermined speed, and. vmeans governed by the position of another vehicle forQrendering any,one of said speed governed circuits active.

4. In a vehicle, the .combination with a brake applying means, of a plurality ogI speed governed lbrake applying circuits, e c controlling the brake applying means at different vehiclel speeds, each W active placin tlegother speed governi circuits o operation, each circuit operatingo Sap'plythe brzke when the vehicle4 speed greater 'than a predetermined yspeed, an means controlled by the position of another vehicle on the' same track for automatically rendering any one of theeaid, speed gov# erned circuiti: active.

5. In a' vendette wmbiniaon wia a brake applying device, of 'tafplurality of.

means for automatically adzuating the brake applying deviceto applyntlie brake to be operated -in di'erent circumstances, maximum, minimum and intermediate speed gov# erned-means for automatically actuating i brake ap lyin device to a 1 -the bm the miniiioium ind intermediiiteY speed erned means being placed in' condition for operation' upon the actuation of a corresponding first-named means, and each operating to apply the 4brake if the speed of the vehicle is greater than the minimuml or 'intermediate speeds, respectively, the Vmaximums'peed governed means acting to actu- 'jate the brake applying device to apply the brake if 4the speed ofthe vehicle is greater` than the maiiimum, and manually operable means for actuating the brake applying device torelease the brake after such an automatic application .if the -speedis below intermediate or minimum limit.'

' 6. In a vehicle, the combinationwith a brake applying device, of a plurality of means for automatically actuating the device to apply the brake' to be operated under different circumstances, maximum, minimum and intermediate speedgoverned means for 'automatically actuating the device to apply the brake, -the minimum and inter*4 mediate speed governed means being placed in condition for operation upon the actuation of the corresponding first-named means and each operating to actuate the brake .ap-

i201 ply'ing device to apply the brake if the speed y of the vehicle is greaterthan the 'minimum y orV intermediate speeds, respectively, .the

. maximum speed governed means operating to actuate the brake* -applyln I v device to apply .the brake iithe speed o the vehicle is greater than a maximum speed, means for=renderinglanyjone of saidV speed govmeensactive and, coincidently 'ren- B dering .the ctherfspeed v'governed means in- 1to1 A active, and manually operable means for actuating the brake applying device to'release the brake after such automatic application if thespeed of the vehicle is below the intermediate or the minimum limit.

7. In a cab vsignal system, the-combinationl with a vehicle and a brake applying device, of a plurality of different signal devices, independent track controlled circuits for actuating each of said signal devices, means for actuating the brake applying device to apply the brake upon the actuation of certain signal devices, and means for actuating the brake applying device to release the brake provided the speed of the vehicle is within a certain-predetermined limit.-

8. In a cab signal system, the combination with a vehicle and a' brake applying device, of a track controlled clear signal, a track controlled cautionary signal, a circuit for actuating the brake applying device to apply the brake upon the receipt of said cautionary signal, and means for actuating the brake applying device to release the brake providing the vehicle is moving at a speed less than a predetermined speed.

of a train in "'proximity thereto, a cautionary track contact adapted to be grounded by they presence of a train Within a predetermined distance thereof, and a danger signal track Contact adapted to be grounded by the presence of 'a train in proiimity thereto, of a vehicle, a clear signal, a cautionary signal and a danger signal, a clear shoe, a cautionary shoe' and a danger shoe adapted to engage respectively with lthe clear, cautionary and danger track contacts, means actuated by theengagement of the clear shoe with the clear trackcontact when grounded, for actuating the clear signal, means actuated by the engagement" of the cautionary shoe with the cautionary track contact when grounded, for rendering the clear signal inactive and for rendering 9. In a cab signal system, the combination v with a vehicle and a brake applying device, of a track controlled clear signal, a track controlled cautionary signal, a track controlled danger signal, circuitsfor actuating the brake applying device to apply the brake upon the receipt of either thecau tionary signal or the danger signal, and manually operated means for actuating the brake applying device to release the brake, when so applied, provided the vehicle is moving at speeds less than predetermined speeds. l

l0. In a cab signal system, the combination with a vehicle and a brake controlling means, of a track controlled clear signal, a

trackcontrolled cautionary signal, a track -controlled Vdanger signal, means for actuating the brake controlling `means to4 apply l the brakeupon a movement of the vehicle under-ajclear signal at a speed greater than a predetermined speed, means for actuating the brake controlling means to apply the brake upon the receipt of a cautionary sig# nal, means for actuating the brake control- 'ling means to release the brake after the receipt. of a cautionary signal providedthe vehicle is moving at a speed less than a .pr-e determined speed, Incans for actuating the brake controlling means to apply the bra kc on'the receipt of a danger signal, and means for actuating the brake controlling means to release-the brake afterthe receiptv of a 'danger signal providing the vehicle is moving at a speed less than a predetermined speed.

' 11.`In a block signal system, a track, a clear, signal track contact mounted thereby and adapted to bcl grounded by the absence the cautionary signal active, and means actuated by the engagement of the danger shoe vwith the danger track contact when grounded, for actuating the danger signal and for rendering the cautionary and clear signals inactive.

l2. In a block* signal, the combination.

with a track having clear, cautionary and danger contacts mounted thereby, and

means for grolu'iding the clear contact upon the' absence of :L train `Within a predetermined distance jthereof, and for grounding the cautionary anddanger contacts upon the presence of a train on thetrack ahead u'ithin predetermined distances thereof, ofA

a vehicle havin-g clear, cautionaryand dan.- ger contact shoesadapted to. engage the track contacts, a brake'controllingmeans, means for actuating the brake 'controlling means to apply the brake, upon the engagement of either-the cautionary or danger shoe with its respective track contact when grounded, and means for `actuating the brake controlling means 'to release the brake if previously applied upon the engagement of the clear shoe 'with the clear .track v contact when grounded.

In a block signal system, the combi,-

nation with. a track,having thereby clear,V 'cautionary and danger track contacts, and 5 means for grounding the clear contactupon groundingthe cautionary and danger track contacts, respectively,.uponv the presence of a train on the track aheadwi'thin certain. predetermined distances of a vehic1e,.cle`ar, *120 rautiomlry and danger contact shoes car# ricd upon the vehicle .and engageable, re.-

spectively, leach with a' 'track contactcl,ear,

cautionary and danger signals, electrically-'.4'. i-

actuated brake applying means', means 'ac I tuated by engagement of thc clear shoe with the'. clear track contact for 'operating Ithe tze clear signal, and'actuating the brake apply. i ing means to releasethe brake if previously muy...

i" `rtrolling means on the vehicle, a plurality of ignacio applied, means for operating the cautionary signal and. rendering inoperative the clear signal upon the engagement of thc cautionary shoe with the' cautionar track contact if rounded, and for coinci entally actuating t 1e brake applying means to apply the brake, and means acting upon the engagement of the danger shoe with the danger track contact, if grounded, to operatethe danger signal and to render inoperative the cautionary and clear signals and to apply the brakes.

14. In a block signal system, the combi nation with a track, divided into blocks, of a vehicle moving on the track, brake con signal devices carried on the vehicle, means actuated at the beginning of a block, for causing the denergizing of all of said signal devices and the app lca'tion of the brake by the brake controlling means if no other signal is immediately received, and means for actuatin one of said signal devices and releasing said' brake by the brake controlling means if the blockahead is clear, o1` for actuating another of "said signaling devices and for holding the brake applied by tlie brake controlling means if there is a trai-n on the track ahead within a predeter mined distance.

15. In a block signal, s stem., a track diyided into blocks, a vehic e operating therea source of electrical energy mounted on the vehicle, danger, cautionaryand clear' signals, each disposed in a circuit with the source ofenergy brake controlling means, means actuated by the arrival of a, train at a predetermined point in ,the block for breaking the circuit through the several signals and momentarily actuating the'brake vcontrolling means to apply the brake, and subsequently acting means for completing a circuit through either the clear, cautionary .brake and 4.subsequently acti or danger signals, said means acting to hold the brake applied by the brake controlling means on a completion of the circuit through either the cautionary or the dan er signals but to release the brake by thel rake controlling means upon theV completion of the circuit through the clear signa 16. In a block signal system, atrack divided-into blocks, a vehicle, electrically operated brake controllingmeans and a source of electrica'lenergy thereon, a danger signal, a cautionary signal and a clear signal each disposed in a circuit with the source of energy, and' means actuated by the arrival of the vehicle at a predetermined point in the '.block, forbreaking a circuit through the several signals and for `actuatin the brake controlling-'means to momentari y apply the means for completing acircuitlthrough t e clear signal and for actuating the brake controlling means to release the brake or for completing a circuit either through the cautionary,

or the danger signals and for continuing the application ofthe brakes by the brake controllingmeans upon the completion of the circuit through either the cautionary oi' danger signals.

17. In a block signal system, a track djvidcd into blocks, a permanently grounded test contact near the track, a clear contact adapted to be grounded by the absence of a train on the track ahead Within a predeterI mined distance, a cautionary contact adapt- "-f ed to be grounded by the presence of a train on. the track ahead Within a certain predetermined distance, 4and a danger contact adapted to be grounded by the presence of a train on the track ahead Within a certain other predetermined distance, Va vehicle operated on the track, a ysource ofelectrical energy thereon, a clear signal, a cautionary signal, and a danger signal, each disposed in a circuit with the source of energy, electrically actuated brake controlling means disposed in a circuit with the generator, and means actuated by the arrival of the vehicle at thetest contact for breaking the circuit through the several signals and the circuit through 4the brake controlling means to thereby momentarily apply the brake,

and subsequently acting means engaging the I clear, cautionary or danger contacts and acting when one or the other of these contacts is grounded to complete a circuit through' -either Athe clear, cautionary or dangersignals, the completion of the circuit through the danger orcautionary signals acting to break thecircuit through the brake controlling means and thereby apply the brakes.

18. In a block` signal system, a track dif vided into blocks, a testcontact, a clear contact, a cautionary contactand a danger contact disposed near said track, the test contact being permanently grounded,rar vehicle traveling on the track, a source of electrical energy thereon, a test,` clear, cautionary and danger shoes adaptedl to respectively engage with the test, clear, cautionary` and 'danger contacts, clear, cautionary an dan ger signals, electrically operated brake controllin means normally connected incircuit with the source of energy, means actuated upon an electrical engagement of the4 test shoe with thetest contact foi-,breaking any circuit through the signals, andthe circuit through the bralie controlling' apz paratus,to the generator, means actuated by y a subsequent contact with the clear signal shoe for establishing a circuit through the brake controlling apparatus and. through the clearsignal, means acting upon a contact of the cautionary shoe with the cautionary contact for establishing a circuit througli the cautionary contact and for breaking the circuit through the clear siga nal and also for breaking the circuit through the brake-controlling apparatus to cause an application of the brakes, and means actuated by engagement of the danger shoe with the danger contact for breaking the circuits through the clear signal and through the brake controlling apparatus to thereby apply the brakes and for establishing a circuit through the danger signal.

19. ln a block signal systen'i, a track di- 15 vided into blocks, a test contact, a clear con energy thereon, test, clear, cautionary and danger shoes adapted to respectively engage with the test, clear, cautionary and danger contacts, clear, cautionary and danger' signals,'electrically operated brake controlling means normally connected in circuit with thc source of energy, lneans actuated upon an electrical engagement of the test shoe with the test cont-act for breaking any circuits through the signals and through the brake controlling apparatus and means actuated by a subsequent contact with the clear signal shoe for establishing a circuit through the brake controlling apparatus and through the clear signal, means acting upon a contact of the cautionary shoe with the cautionary contact for completing a circuit through the cautionary Contact and for breaking the circuit through the clear sigv nal and also for breaking the circuit through the brake-controlling apparatus to cause an application of the brakes, means actuated by engagement of the danger shoe with the danger Contact for breaking the circuits through the clear signal and through the brake controlling apparatus to thereby aplply` the brakes and for establishing a circuit irough the-danger signal, and speed con-` trolled means for breaking the circuit through the brake controlling apparatus 10 upon an `increase in speed of the vehicle above apredetermined point.

v2O. Ina block signall system, a track divided into blocks, a tcstcontact, a .clear contact, av cautionary contact and aldanger 5'5 contact disposed near `said track, the test contact being permanently ,f lrou-nde-dv` a vehicle traveling on the track. a source of elec.- trical energy thereon test, clear, cautionary and danger shoes adapted to respectively cngage with the test, clear, cautionary7 and .danger contacts, clear, cautoimry and danger signals. an electrically operated brake. controlling apl'iaratus normally con- -tionary signal, the first-named slide nected in circuit With the source ot' energy, means actuated upon an electrical engagement of the test shoe with the test contact for breaking any circuits through the sig uals and through the brake controlling apparatus and generator, means actuated by a subsequent contact with thc clear signal shoe by a clear contact for cstablislling a circuit through the brake controlling apparatus and through the clear signal. means acting upon a contact of thc cautionary, shoe with the cautionary contact` for completing a circuit through the cautionary contact and for breaking the circuit through the clear signal and also for breaking thc circuit through the brake-controlling apparatus to cause an application ot' the brakes, means actuated by engagement of thc danger shoe with the danger contact acting to break the circuit through the clear signal and through the brake controlling apl'iaratus to thereby apply the brakes and also acting to establish a circuit through the danger signal, a plurality of means corresponding to the clear, cautionary. and danger signals. acting to break' thc circuit from tlugener ator through the brake controlling appa ratus each upon increases in spccd of the..

vehicle beyond predetermiiust'l4 points.

21. In a mechanism of the character described, a vehicle having test, clear, cautionary, and danger shoes adapted to be grounded by engagement with test, clear, cautionary and danger track contacts respectively, a source of electrical energy earried upon the vehicle, danger, cautionary and clear signals also carried by the vehicle, an electrically operated brake controlling valve mechanism normally held in a closed position, and means for establishing or disestablishing electric-al connection between the source of energy andthe several signals and the valve actuating mechanism. said means including a pair of independentlyv operable slides one connected to the source of energy, and the other shiftable into a position to close acircuit from the source of energy through the clear signal or into a position to close a. circuit through the caubeing also shiftable into a position to break the circuit to the second named slide and 'close the circuit through the danger signal, and

means, operating upon movement of the i slides-to close a circuit through the dangeror the cautionary signal, to open saidlralve' mechanism.

22. In a cab signal system, a vehicle, cautionary and danger signals on the ve'- hiclcr an air brake controlling valve, an clcctromagnet normally holding the valve closed, a generator connected in a normally closed circuit with the magnet, and means 126' clear,

, 25 cuit is c osed and for breakin 80 clear, cautionary and danger 4signals operating upon an actuation ai: the danger or cautionary signal for deenergizing said magnet and opening the valve.

23. In a ca b signal system, a vehicle, clear, y cautionary and danger signals on the 'vehicle, albrake controlling' valve, an electro 4magnet when ener 'zed holdingl the .valve closed, a source `electrical energy connected in a normally'closed circuit with the magnet, track contact controlling signal circuits operating vupon an actuation of the danger or the cautionary signal for deenergizing said magnet and opening the valve, to thereby ap I1y the brakes, a circuit closer in the sai i closed circuit, a nor-1 mally energized magnet normally holding the circuit' closer closed, speed governed means for breaking the circu1t through said magnet when the speed of the vehicle is greater than a predetermined speed and the circuit throughthe clear signal is closed 4and for breaking said circuitV through the magnetI whenthes eed is greaterthan a predetermined s d the circuit through saidy magnet when t e speed is greater than apredetermined speed and the circuit through the danger signal is closed. 24. Iny a "cab signal system, a vehicle,

the. vehicle, a brake controlling valve, a normally closed circuit holding the valve closed, source of electrical energy in the normally closed circuit, track contact controlled circuits operating upon an actuation of the danger and cautionary signal `for dener- `gizing the circuit to 1 open` the valve and there y apply the brakes, a circult closer in the said closed circuit, a normally energized magnet normally holding the circuit closer closed, speed governed means for c "breaking the circuit through said magnet l when tie speed of the vehicle ris greater than apredetermined speed and the circuit through the clear signal is closed and for breaking said circuit through the magnet when thespeed is greater than a pre- `determined speed and the cautionary signal circuit is closed and for breaking the circuit through said magnet when the speed is greater than a predetermined speed andthe circuit through the danger slgn'al 1s closed,

said means including a speed governor ac tuated member and ,a plurality of circult breaking elements adapted to be successively en aged by said member to break their circuits upon increases of vehicle speed of sald elements each being disposed ina elrcuit with the source of energy and its respective signal circuit whereby each element is active when its signal circuit is active.

25. In a cab signal system, a vehicle, clear, cautionary and danger signals upon the and the cautionary, signalciri (vehicle, a brake controllin upon i vehicle, clear, cautionary and danger signal circuits, a source of electrical energy common `to allot' said circuits, means upon the vehicle cooperating with `track contacts for grounding any one of said circuits to thereby energize one or the 'other of the signals, a brake controlling magnet normally energized when the clear signal'is energized and holding the brakes from application, means operated by the groundin of the danger `signal or cautionary signa lcircuits acting to denergize said magnet to Vthereby cause an application of the brakes, circuit closures arranged. in three several circuits with said magnet and movable independently, the circuit closers corresponding to the clear cautionary and danger signals, and each being rendered active 'by the grounding of its corres onding signal circuit, andv speed contro led means for successively vbreaking the circuits through the. several circuit closets when the speed of the engine increases.

26. In a cab signal system, a vehicle, clear, cautionary and danger si als on the tromagnet normally hol ing the valve closed, a source of electrical energy in a normally closed circuit with the Amagnet,

4and means operating upon an operation of the danger or cautionary signals for dener lzing said magnet to open the valve an apply the brakes, said means-includin a slide normally connected in circuit` witg the source of energy, the slide in one position being electrically connected `with the clear signal Yand in another position electrically connected with the cautionary signal to thereby close either circuit a second slide, the first-named slide in' one position connecting the second-namedfslide with the source of energy and in the other position breaking said connection, means normally urging the first-named slide into position to connect the second-named slide withV the source of energy, means urging'the' secondnamed' slide into positionA to close the circuit tothe clear signal, track controlled means4 forlshifting the second-named slide va ve, an elec,-4

intoposition to close the circuitthrough the cautionary signal and break the circuit through the clear sigxiahtrack controlled ,means for shifting the first-named slide into position to break connection with the sec# ond-named slide and tocestablish connection between the .'danger signal and the source of energy, means for holding the 'l slides in their shifted positions, land track controlled meansfor releasing the slides.

`27.- In a cab signal system, clear, danger,

rate circuits connecting yeach of said signals to the generator, track Vcontrolled means and cautionary signals, a generator, sepa- 1'25 ,i i for breakingor lclosing a circuit through l any one of said signals andy for closing or opening circuits through the other signals,

brake actuating means electrically disconnected from the generator upon the establishment of a circuit through either the danger or the cautionary signal, a pair of normally energized high resistance mag-l nets, disposed in the cautionary and danger circuits, and lcircuit closers controlled by said magnets disposed in la circuit leading from the generator to all of said signals land tothe brake actuating mechanism for vrendering all of said signals inactive .and

for applying the brakes upon the de'ner-` gizing of sald magnets. 28. In a block signal system, the combiv ynation with atrack divided into blocks, of a vehicle movable upon the track, brake applying means upon the vehicle, a plurality of speed governed means operable upon lchanges invehicle speed to actuate the brake applying means to 'apply the brake, and means controlled by the position of other vtrains upon the track determining which of the speed governed meansv shall be active.

29. In avehicle, the combination with a` means to apply the brake on an increase of ktion with a vehicle and a brake applying dc-` vehicle speed, beyond a maximum, a minimum or an intermediate speed, respectively, means xvhereby When anyone of the speed governed means is active the others are rendered inactive and means controlled by the position of other trains upon the track determining which of the speed governed means shall be active. y

30. In a vehicle, the combination with la brake applying device, of a plurality of.

means for automatically actuating the brake applying device .to apply the brake and adapted to be operated under different circumstances, maximum, minimum and intervmediate speed governed means for automati callyv actuating the brake applying device to apply the brake, the'min-imum and intermediate speed governed means being placed in condition for operation upon the actuation of the corresponding first named means and -the maximum speed governed means acting to actuate the brake applying device to apply the brake if the speed of the vehicle is greater than the maximuln 31. In a cab signal ,system`r the combinavice, of atrack controlled clear signal, .a track controlled cautionary signal, a c ircult for actuating the brake `applyingdevice to .apply the brake upon the receipt of, said cautionary signal, and manually operable means for actuating theY brake applying device to release the rake providing the vehicle is moving at a speedless than a predetermined v speed.

32. In a blocky signal system, a track, clear, cautionary and danger track contacts disposed adjacent the track, a vehicle oper- H ating on thetrack, clear, caution and danger shoes Aonthe vehicle, clear, caution and dangersignals controlled by engagement of their respective shoes with corresponding track contacts, and means whereby when any signal is active the-other signals are rendered inactive.

33. In a block signal system, the-combination with a track divided into blocks, of a vehicle moving on the track, a brake controlling means on the vehicle, a plurality of signal devices on the vehicle, means actuated at the beginning .of a block' for rendering inactive all of the signal devices and for actuating the brake controlling means to apply the brake unless a signal proper to the condition of the track is received, and means actuated adjacent the entrance of a block fon giving a signal proper to the conditionv of the block.

34. In a cab signal system, a Vehicle, clear, I

cuit breaker in said circuit, a normally closed circuit adapted to be shorted by a track contact andcontrolling the circuit breaker, la plurality of main track contact controlled circuits normally closed, normally closed circuit breakers controlled one by each of said main circuits,v each being adapted to openk upon a shorting of its main circuit and each operable to open the brake circuit, and independent track controlled means for shortening the main circuits.

36. In a block signal system, the coiiibina- 'l tion with a track divided into4 blocksY of train carried means-'including a test contact shoe in a normally closed circuit for giving a test indication at the entrance of each block, and means including additional contact shoes for giving an additional signal of the proper character immediately after receipt of the test indication.

l 37. In a block signal system, the combination with a track divided into blocks, of

@clearf caution and danger signals. a vehicle movable on the track. brake controlling means mounted `upon the velncle,a test con tact shoe in 'a normally closed circuit engageable with aconta-ct disposed adjacent the entrance of a block to ive a test indica)- tion and also actuate the rake controlling means unless another signal proper to the condition of the block is received, and means including additional contact shoes engageable with contacts disposed adjacent the entrance of the block for subsequently giving\ an additional signal of the pro er character after the receipt of the test in ication. i

, 38. In a block signal system, the combination with a track divided into.blocks,.of clear, caution and danger signals, a. vehicle movable on the track, brake controlling means mounted upon the vehicle, a test contact shoe in a normally closed circuit engageable with a contact disposedadjacent the entrance of a block to give a test indication and actuate the brake .controlling means unless another signal proper to the :ondition of the block is received, means in- :luding additional contact shoes engageable, xwith `contacts disposed adjacent -the en- 'jzrance of the block Afor subsequentl `giving in additional signal of thefproper c ter. ifter the receipt of the-testA indication, and

,manually operable means fol, actuating the lgrake controlling means to release the rake ifter receiptof4 a. test indication if no otherI ignal'follows/- 39.-111 a block si i al s stem,lthe combi-'7 ation with a vehic e an 'a brake controlng'mechanism, of clear, caution and dan-v er signals, a track controlled test vindicatig circuit adapted to actuate the brake 1 ntrollin'g mechanism, to ap 1y the brake n'o further' signal is received a track conolled clear signal circuit adapted to,A c tue, the brake-controlling mechanismf reaseth'e brake after a test indication has en received, and track controlled caution Ad danger signal circuits 4adapted to actue the brake controlling mechanism to prent release of the brake after receipt of a t indication. t0. In a blockV signal stem, lthe combition with a vehicle anlya brake controlg mechanism, of clear, caution and 'dansignals, a track controlled test iidicatr circuit adapted to actuate the brake conlling mechanism to apply the brake if no ther signal is received@ track controlled ir signal circuit adapted to mtuate the ke control-ling mechanism to release the ke ,after a test indication has been re- 'ed track controlled caution and danger .nal circuits adapted to actuate ,thebrake/ trolling mechanism to prevent release of brake after receipt of a test indication, manually operated means for actuating brake controlling mechanism ton-elease brake after receipt of a; caution or dansgnal.

nation with avehi VAll. In a block signalsystem, the combination with a vehicle and a brake controlling mechanism, of clear, caution and dan ger signals, a track controlled `test indicat 4 been received, track controlled caution and' danger signal circuits adapted to' actuate the brake controlling mechanismV to prevent release of th'e .brake after receipt of a test indication, and means controlling the speed of the vehicle -underany signal.

42. Ina block si nal system, the combination with a vehic e and a brake controlling mechanism, of clear, caution and danger signals, a trac controlled test indicating..r circuit adapted to actuatethe brake controllingmechanism to apply thel brake if no further -signal is received, a vtrack controlled clear signal circuit adapted .to actuatethe brake controlling mechanism to release the v brake after. a testV indication has been received, -track controlled lcaution and .danger 4signal circuits adapted to actuate the brake spo controlling -mechanism lto prevent release ofthe brake after receipt of a test indication,

manually operated Ameans for actuating thebrake controlling mechanism to release the brake after receipt of aA caution or danger' signaLand-means controlling the4 speed of the vehicle under any signal.'A g

k signal system, the combi-rlo 43. In a bl nation with a 'vehicleand an electrically operated brake controllin mechanism. adapted when energized to', hod the brakes in re leased ition, of va normally closed circuit for suc mechanism, a crcuit-breakerin said circuit, a multi-branched circuit controlling the vcircuit breaker, but one branchvof said circuit being active at any one time, and

means in each branch of the circuit control vling the speed at which the vehicle vmaly travel when said` branclkpf the circuit' 1s active. i

44.11'1 a blcksignn syamihe cambination with a vehicle and -an electrically operated brake4 controlling mechanism a apted when energized'tojlxold the brakes4 inreleased position, of.: normally closed c ircuit for such mechanism, a circuit breaker in said circuit, a multirbranched circuit controlling the circuit breaker, but ione branch Aof, vsaid circuit being activent any one time,`

means-in each'branch of the circuit controlling the speed at which the 'vehicle may travel when 4said branch of the circuit 1s` active, and block condition controlled means determining which branch shall be active. Vt5. In' a block signal sy the combie, fa bra e actuating

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