US1288494A

US1288494A - Train-controlling apparatus.

Info

Publication number: US1288494A
Application number: US10651116A
Authority: US
Inventors: Andrew J Brookins
Original assignee: Individual
Current assignee: Individual
Priority date: 1916-06-28
Filing date: 1916-06-28
Publication date: 1918-12-24
Anticipated expiration: 1935-12-24

Description

A. J. BROOKINS.

TRAIN CONTROLLING APPARATUS.

APPLICATION FILED JUNE 28,1916. 1,28%,49%Q Patented Dec.24,1918.

4 SHEETS-SHEET I A. J, BROOKINS.

TRAIN CONTROLLING APPARATUS.

13258894940 APPLICATION FILED JUNE 28. I915. Patented Dec 24,1918. 4 SHEETSSHEET 2 A wdfm? m: Noam: P515125 00.. Pno'mumu, wuummou, n c.

A. J. BROOKINS.

TRAIN CONTROLLING APPARATUS.

APPLICATION FILED 111N528. I9l6.

Patented Dec.24, 1918.

4 SHEETSSHEET 3- attozmug m: "an": runs cu. mamurna. Imsnuvomn. n. c

- A. L BROOKINS.

TRAIN CONTROLLING APPARATUS.

I APPLICATION FILED JUNE 28, i916. 1,288,%94h Patented Dec. 24, 1918.

4 SHEETS$HEET 4 AFT FElQE.

ANDREW J. ianooKrns, or BUXTON, IOWA.

TRAIN-CONTROLLING APPARATUS.

essaoe.

Specification of Letters Patent.

Patented Dec. 24, 1918.

Application filed June 28, 1916. Serial No. 106,511.

To all whom it may concern:

Be it known that 1, ANDREW J BRooKrNs, a citizen of the United States, residing at Buxton, in the county of Monroe and State of Iowa, have invented new and useful Improvements in Train-Controlling Apparatus, of which the following is a specification.

This invention relates to improvements in train controlling apparatus and has particular application to a train stopping cab signaling and indicating system.

In carrying out the present invention, it is my purpose to provide train controlling apparatus whereby in the event of a train attempting to enter an occupied block, a danger signal will be energized in the cab of the locomotive so as to advise the engineer of the condition of the track, and the propelling power of the motor car out off and the brakes applied in the event of the engineer disregarding the danger signal and permitting his train to run by the road signal set at danger and controlling the entrance to the occupied block.

It is also my purpose to provide apparatus of the class described which may be held agains d operation by the engineer of the train, as when the motor car equipped with such mechanism is at the rear end of a train and acting as a pusher, thereby enabling the engineer to run his train past the danger signal when conditions justify such action.

I further propose to provide apparatus whereby upon entering a blocl: safety, caution, or danger signals in the cab of the motor car will be selectively energized through trackside contacts in accordance with conditions in the two succeeding blocks; and simultaneously an alternative circuit will be prepared to maintain the selected signal energized until the next signaling point is reached.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims.

In the accompanying drawings Figure 1 is a diagrammatic view of the track circuits of a train controlling system constructed in accordance with the present invention.

Jig. :2 is a similar view of the car carried mechanism and the circuits controlling the same as actuated by clear signal conditions of the trackside apparatus.

Fig. 3 is a diagrammatic sectional View through a portion of the car carried mechanism in normal position.

Fig. 4 is a plan view of a hand operated lever and control valves constituting portions of the car carried mechanism.

Fig. 5 is a longitudinal sectional view hrough a controlling valve such as shown in Fig. 6.

Fig. 6 is a cross sectional view through one of the controlling valves.

Fig. 7 is a sectional view through the same valve taken at right angles to Fig. 6.

Fig. 8 is a view showing the circuit connections between the track and the station.

Referring now to the drawings in detail and particularly to the apparatus illustrated in Figs. 1 to 7 inclusive, 1 designates a trackway divided into blocks a, Z), c, d, etc, in the usual manner as by insulation between the rails. Located in each block is a battery 2 having the opposite sides thereof connected with the lines of rails respectively of the block, and also disposed in each block is a relay 3", 3, and 3 which will be herein designated as a track relay, having the respective terminals thereof connected with the lines of rails of the block and including a coil and an armature, the coil of the relay being normally energized by the battery 2, current flowing from one side of the battery, through one line of rails, the winding of the relay and back to the-other side of the battery by way of the remaining line of rails.

Arranged adjacent to the entrance to each block are

contact rails

10, 11 and 12 and leading from the contact rail 12 is a conouctor 12 while connected with the rail 10 is a conductor 12 These

conductors

12 and 12 are adapted to be electrically connected to each other by the armatures of what will be herein referred to as dangefi relays 12 12 12 Thetrack relays 3 3, etc,

control armatures

1, 2, 3, 4 and 5" and arranged adjacent to the track relay in'each block is what may be termed an energizing relay 16 and 16, controlling

armatures

6, 7, and 8. The terminals of'the danger relays are normally connected with the respective poles of batteries G through the medium of the armatures 1 and 2 under the control of the "track relays and the

armature

6 and 7 under the control of the energizing relays. Tapped onto the

rails

10 and 11 respectively are

conductors

11 and 11 adapted to be connected to each other by means of the armatures of what may be termed.caution relays 11 11 11. The caution relays are connected in an electric circuit including batteries F and extending through the armature 3 or the track relay of the block-in advance and the armature 8 of such block, and that portion of the circuit between armature 8 and the corresponding caution relay is connected to a back contact 0 disposed in the path of the armature 8 of the corresponding track relay. Each caution relay is also under the control of the armature 4 of the track relay of the second block in advance, a wire f being connected to the armature 4: of such relay and tapped onto the circuit at the connection between the circuit and the back contact 6, and the wire 9 connected to the contact. of such armature and to the other side ofthe battery g As long as each track relay is energized from the corresponding track battery, the armatures under the control of such relay are held in normal position to close the circuit of the corresponding danger relay provided the corresponding energizing relay energized. VV'hen, however, the track relay is short circuited, incident tothe presence of the energizing relay or the condition of the block in advance. At the same time, the contact 4L will open the circuit controlling the caution relay of the second block in the rear. The circuit under the control of contact 5 extends through the winding of the energizing relay of the block in advance, as clearly illustrated in Fig. 1 of the drawings.

It will be noted that when a danger relay is deenergized, the respective caution relay is energized so that either one of the

rails

11, 12 will be connected to the rail 10 at all times.

In the preferred form of my invention as illustrated in Fig. 8, the energizing relays are controlled from a station. Located in the station and corresponding in number to the blocks are lamps 21 and leading from one side of each lamp 2]. is a conductor 18 terminally connected to the energizing relay 16' under the control of the armature 5 corresponding to the lamp 21. The remaining terminals of the lamps 21 are tapped onto a common conductor 19 connected to one side of a source of energy such, for instance, as a battery N and from the other side of the battery N leads a common conductor 20, to which the pivoted ends of the armatures 5 are connected. When any one of the armatures 5 is actuated to circuit closing position the energizing relay of the block ahead and the corresponding lamp 21 are energized. Located 111 each conductor 18 1s a switch 24,

and shunted across each contact 5 is a lamp '22 in series with a switch 23. It will be seen that by means ofthe switches 23 and 2a and with either one of contacts'83, 84. Leading from the contact 83"is a conductor -89 connected with a shoe 10 depending from the motor car and adapted'to engage the contact rail 10 when the motorcar is traveling in one direction. Also depending from the motor car are

contact shoes

10 and 11 and 12" designed to engage respectively the contact rails 10, 11 and'l2'when the train is traveling in one direction. The contact shoe 12 is arranged at the center of the car so as to engage the rail 12 when the car is traveling in either direction and arranged upon the other side of the car are contact shoes 11-10 R-lO and R-llf corresponding to the

shoes

10, 10 and 11 respectively and adaptedto engage

thecontact rails

10 and 11 when the car is traveling in the other direction. 80 designates a normallyjenergized relay including a coil and an armature 95 and one terminal of the coil of the relay is connected with the other side of the-battery J by means of a conductor 88, while the'other terminal of the coil is con-: nected to a resistance 91 which, inturn, is connectedv to the pivot point of the blade 87 of a two-way switch including contacts 7 85 and 86, adapted to be engagedby the blade. The contact85 is connected to the shoe 10 by a conductor 89, while the contact 86 and the contact 84 are connected to the shoe 11-10, as clearly illustratel in Fig. 20f the drawings. The switch blades '82 and 87 are under the control of: the reverse gear of the motor car. M designates a second source of energy carried by the frame, which, in the present instance, is shown in the form of a battery and leading from one side of the battery M is a conductor 95M terminally connected with the armature 95 of the relay 80. Connected to a contact disposed at one side of the armature '95 and engaged by such armature when the relay 80 isenergized, is a conductor 410 terminally connected with a switch blade 4:00 pivoted between its ends and having one end adapted to engage either one of two

contacts

401, 402, and the other end connected with a core. the control of a solenoid 201,"while the lower end is under the control of a solenoid 110.

The upper end of the core is under I Leading from the contact 401 is a conductor 101 terminally connected to a blade 103 pivoted between its ends and having one end adapted to engage either of two contacts 404 and 4:05 and the other end connected to a core having the upper end under the control of a solenoid 109 and the lower end under the control of a solenoid 108. From the contact 104 leads a conductor 4:06 terminally connected to a conductor 106. The conductor 106 is connected to a contact disposed on the under side of the armature of a relay 102. Tapped onto the conductor 106 is a conductor 106 extending through the winding of the solenoid 108 and terminally connected to a conductor 109" that extends through the solenoid 110, an armature 112 and a solenoid 220, and is terminally connected to the other side of the battery M. The armature 112 and a second armature 205 are under the control of an e1ectromagnet 200 and one terminal of the magnet 200 is tapped onto the conductor 109 at a point between the battery and the solenoid 220 by means of a conductor 200* that extends through the coil of the solenoid 201. Leading from the other terminal of the magnet 200 is a conductor 200 terminally connected to a contact disposed at the upper side of the armature of a relay 100. A second contact is arranged below the armature of a relay 100 and is connected to the armature of a relay 102 by a conductor 105. From the pivot point of the armature of the relay 100 leads a conductor 104: terminally connected to a back contact of the armature 95. The terminals of the relay 100 are connected, respectively, to the shoe 12 by means of a conductor 100 and the side of the battery J opposite from the conductor J, while the terminals of the relay 102 are connected, respectively, to the shoes 11 and R-ll by means of a conductor 102 and a branch conductor therefrom, and to the side of the battery J opposite from the conductor J by conductor 100 which is illustrated in Fig. 2 as common to

relays

100 and 102. 81 designates an electric bell or other form of audible signal and extending through the bell is a conductor 101 having one terminal connected to the side of the battery J opposite from the conductor J and the other terminal connected to the shoe 10 and the shoe 10 is connected to the shoe R40 by a branch conductor, as, shown. A section of resistance is preferably connected across the terminals of the bell 81, and leading from a contact disposed below the armature 205 is a conductor 206 tapped onto the conductor 101 and including a resistance section 206. Connected across the terminals of the magnet 200 are lamps 200. Leading from the contact 402' is a conductor 402 connected to the conductor 200 while leading from the contact 405 is a conductor 405 that extends through the winding of the solenoid 109 and is tapped onto the conductor 109. Connected across the terminals of the solenoid 109 are lamps 109, while connected across the terminals of the solenoid 108 are lamps 108. The

relays

100, 102, are preferably low resistance relays. 420 designates a contact switch normally held open by a spring r20 and connected across the conductors 401' and 109 and disposed in the path of movement of the engineers brake control valve handle.

The operation of the mechanism is as follows :'Assume that a train enters block 6, track relay 3 is short circuited, and contact 5 of relay 3* establishes connection with the back contact thereof establishing a circuit including energizing relay 16.

The energizing relay 16 Fig. 1, closes the circuit of relay 12 protecting the entrance to block 0 providing of course, block 0 is unoccupied as in this instance. It can be seen by the drawings that the near control circuit of relay 11 is broken at contact 8 of relay 16, this leaves relay 1.1 under control of contact 4 of track relay 3 Block 65 being unoccupied, in this instance, the distant control circuit of relay 11* remains closed. When train is nearing the exit end of the block the shoes of locomotive ride into engagement with the contact rails as fol lows: 10 and 10, Figs. 1 and 2, engage

rail

10, 11 engages

rail

11, 12 engages rail 12. In the present instance, the rail 11 is connected to rail 10 through the medium of conductor 11, contact of relay 11 and conductor ll The rail 12 is connected to rail 10 through the medium of conductor 12, contact of relay 12 and conductor 12 hen the locomotive shoes engage the contact rails under the above described conditions the following action takes place: current fiows from battery J to shoe 10*, the rail 10 is charged by current from shoe 10, shoe 10 picks up current from rail 10, this passes through and energizes alarm 81 and a resistance in multiple with it to negative side of battery J. This action takes place regardless of which signal is displayed.

Current also flows from rail 10, through conductor 12* contact of relay 12 and con ductor 12, to rail 12, shoe 12, conductor 100, coils of relay 100, return to battery J.

Current also flows from rail 10 through conductor 11 to contact of relay 11 through conductor 11, contact rail 11, shoe 11, conductor 102, coils of relay 102, return to battery J. Relay 80 and resistance 91 being of high resistance the greater part of the current will take the above paths of least resistance through

relays

100 and 102, and there will not be sufficient current flowing through the coils of relay 80 for it to hold its armature, which falls away. This battery M.

r&

allowsthe current from battery M to take the following path: Conductor 95M, contact or armature 95, conductor 104, contact 100 (in the present instance relays 100 and 102 are energized and are therefore attracting their armatures), conductor 105, contact 102", conductor 106, here the current divides a part flowing through and energizing lamps 108, giving aclear signal, and a part flowing through solenoid 108 which in turn is energized attracting its plunger andthereby placing the lever 403 in contact with contact 404. The current unites and flows through conductor 109, to solenoid 110 energizing same and by it attracting its plunger it places lever 400'in contact with contact 401, the current passing on through conductor 109", to electro-magnetic valve 220, to return to battery M.

The above action describes a clear signal. As soon as the locomotive clears the contact rails the full current from battery J will flow through the coils of relay 80, it will therefore pick up its armature 95. This turns current from battery M over the following path: from 95M to 95, to conductor 410, to lever 400, contact 401, conductor 401, lever 403, contact 404, conductor 406, conductor 106, here it divides a part flowing through lamps 108- and a part-through the coils of solenoid 108, forming a junction at and flowing through conductor 10.9,to coils of solenoid 110, back to conductor 109, contact 112, electro-magnetic valve 220, to Thus, we have a continuous clear indication until the nextcontact rails are reached. o

e will assume that blocks 0 and (Z are occupied and the train equipped with the signal mechanism is in block I). Track relays 3, 3 and 3 drop their armatures in the usual manner, contact 4 of block cl will open the

distant circuit

82, 32 of relay 11 which would allow relay 11 tobecome deenergized if track relay controlling the entrance to block 0 was attracting its armature, but, in this instance, this particular block is occupied, therefore track relay 3 is deenergized and the distant signal circuit will be closed through the back contact of contact 3 as follows: Battery F contact 3, conductor 32", conductor 32, coils of relay 11 to battery F, thus relay 11 will remain energized. By contacts 1 and 2 of track relay controlling the entrance to block 0 being open it will break the circuit holding relay 12 energized, it will therefore drop its armature, thereby breaking the electrical continuity of

conductors connecting rails

10 and 12. The train in block b on nearing the end of the block will receive a stop or danger signal as follows: The

shoes

10 and 10 will engage rail 10 and

shoes

11 and 12 will engage

contact rails

11 and 12 respectively flows from battery J through shoe 10 rail 10,-shoe 10", alarm 81, ai1d to positive side of battery .J, thus sounding the alarm. Current also flows from battery J to shoe 10 rail 10, conductor 11 11, rail 11, shoe 11, conductor 102, coils of relay 102 and the battery J. Contact of relay l2 is open, consequently no current flows through the circuit comprising battery J, shoe 10 rail 10, conductor 12 conductor '12", rail 12, conductor 100, relay 100, and return to battery J, so that relay 100 isdeenerg-ized and armature 100" engages with contact on wire 200.

Relay 80 is thus shunted as in the previous instance-and opens contact 95 whereby current from battery M will flow as follows: Conductor 95M, contact 95, conductor 104, contact 100, conductor 200, here it divides a part flowing through and energizing danger signal lamps 200", and a part of it flows through the coils of relay 200 and-energizes such relay, which-inturnattracts its arm'atures. Thus, the electrical continuity of circuit including coils of electro-i'nagnetic valve 220 is broken, and the electrical continuity of circuit including alarm bell is established. The current unites and flows through conductor 200, through the coils of solenoid 201 and energizingsame which in turn attracts its plunger and places lever 400 in contact with plate 402. The current passes through conductor 202 to battery M. By the electromagnetic valve being deenergized,the train stopping mech anism will operate and by the closing of the front contact of relay 200, the alarm willcontinue to ring as long as the danger signal is displayed. 7 V

lVhen the shoes clear the contact rails, relay 80 picks up and current from battery M flows as follows: 95M conductor-410, lever 400, contact 402, conductor 402, a part flowing through the lamps 200 and a part flow-' ing through the coils of the relay 200, uniting at 200 and flowing through the solenoid 201, through conductor 200 to common bat-V tery M. Thus, a danger signal will be displayed until the next set of contact rails are reached. 7 v

Suppose thatblock c was unoccupied and block (Z was occupied and our train is in block b. By referring to the drawings, it can be seen, in this instance, that by track relay 3 controlling the entrance to block 0 being energized and the relay 16 being energized the circuit of relay 12 is closed, therefore, the electrical continuity of conductors 12; and'12" is established. The circuit controlling relay 11 is broken by contact 4 of block cl, thus relay 11" is deenergized, this breaks the electrical'continuity of

conductors

11 and 11. When train in lock 6 reaches the contact rails the following action will take place: A part of the current from rail 10 will flow through the alarm as usual and a part will flow through 12 12, rail 12, conductor 100, coils of relay 100, return to battery J. Thus, the current from M will flow follows: 95M, 95, conductor 104, contact 100", conductor 105, contact 102, and conductor 107, a part flowing through caution lamps 109, and a part flowing through solenoid 109, energizing said solenoid and by attracting its plunger it places lever 403 in contact with plate 405. The current unites and flows through conductor 109, through coils of solenoid 110,

energizing same and by attracting its plunger it places lever 400 in contact with plate 401, current then passing through conductor 109, contact 112, E. M. valve 220, return to battery M. When train clears the contact rails, the path of the current from battery M is as follows: Conductors 95M, 95, conductor 410, lever 400, plate 401, conductor 401, lever 403, plate 405, conductor 405, a part flowing through lamps 109 and a part flowing through solenoid 109, uniting at 108", and on conductor 109 through coils of solenoid 110, back to conductor 109", contact 112, coils of electro-magnetic valve, to battery M. Thus, we will have a caution signal displayed until the next contact rails are reached.

Located upon the motor car is a fluid motor comprising, in the present instance a vertical cylinder 44 and a piston 45 slidably mounted within the cylinder 44 and equipped with a piston rod 46 projecting outwardly through the top end of the cylinder 44. The upper end of the piston rod 46 is connected through a suitable lever and link mechanism 47 with a controlling element of the motor car, the throttle valve lever in the case of a steam propelled car, and a circuit breaker in the case of an electrically propelled car. The outer end of the piston rod 46 is also connected through suitable lever and link mechanism 48 with a valve 49 located in the brake pipe of the air brake system. The valve 49 comprises a casing 50 formed with an outlet port 51 normally closed by means of a spring valve 52 adapted to open outwardly under pressure, and with an exhaust port 53 adjacent to the port 51. Rotatably mounted within the casing 50 is a turn plug 54 formed with a passage 55 adapted when the plug is turned to one position, to establish communication betweenthe brake pipe and the atmosphere by way of the port 51, and when the plug is turned to another position, to establish communication between the brake pipe and the atmosphere by way of the port 53. When the brake pipe opens into the atmosphere through the port 51, the pressure in such pipe forces the valve 52 open and so reduces the pressure in the brake pipe slowly, thereby effecting an application of the brakes similar to a service application, while when the plug is turned to establish communication between the brake pipe and the atmosphere through the port 53, the pressure in the brake pipe is fully released to effect an emergency application of the brakes. This turn plug 54 is connected with the mechanism 48 and in the operation of the mechanism 48 under the action of the piston 45 in its downward movement in the cylinder 44, the plug 54 is turned to bring the brake pipe into registration with the port 51 and then cut off such registration and establish communication between the brake pipe and the port 53. Thus, the too sudden application of the brakes to the wheels will be prevented. 57 designates a two-way valve of suitable construction having one port connected with the upper end of the cylinder 44 by way oi a conduit 58, another port connected with the main air reservoir of the air brake system by way of a conduit 59, and another port 60 opening into the atmosphere. This valve is preferably of the rotary plug type and when the plug is turned to one position the

conduits

59 and 58 are in open communication so that air may enter the upper end of the cylinder 44, while in the other position the conduit 58 opens into the atmosphere through the port 60 so that the air in the upper end of the cylinder 44 may be discharged into the atmosphere. Gonnected. with the lower end of the cylinder 44 is one extremity of a conduit 61 and the opposite extremity of the conduit 61 is .connected with one port in the casing of a valve 62, while leading from another port in such casing is a vertically extending pipe 63 having the upper end thereof equipped with a whistle 64.- Located in the pipe 63 and normally closing such pipe so as to prevent the flow of fluid through the whistle 64 is a valve 65. Leading from a port in the casing of the valve 62 at a point diametrically opposite the pipe 63 is a pipe 66 and thepipe 66 is connected with one port in the casing of a valve 67, while another port in the casing of the lastmentioned valve is connected by way of a conduit 68 with the main air reservoir 68 of the air brake system. Connected with another port in the casing of the valve 67 is an air chamber 69 to insure quick action of the motor 44. The stems of the

valves

62 and 67 are equipped with levers'70, 70 respectively and connected with the

levers

70, 70 are links 71 projecting toward each other and having the adjacent ends thereof pivotally connected to a hand operated lever 72 having a handle at one end and the other end fulcrumed as at 73. Connected with the lever 72 and acting to swing the same normally in one direction are retractile springs 74. The valve 65, shown in Fig. 5, is held closed by the solenoid 220 as long as the latter is energized and is designed to open under pressure when relieved of the influence of the solenoid.

1 Normally, the valve 62 is in a position to establish communication between the conduit 61 and the pipe 63 and cut off com-. munication between the pipe 66 and the conduit 61 and pipe 68, while the valve 67 is in a position to cut off communication between the main air reservoir 68 and the pipe 66 and establish communication between such reservoir and the air chamber 69, when the valve is in'closed position. The valve 57 is normally in a position to establish communication between the mainair reservoir and the upper end ofthe cylinder 44 and to cut off communication between such end of the cylinder 44' andvthe atmos phere by way of the conduit 58 and the port 60. In this condition of the valve air is trapped in the lower portion of the cylinder 44 and holds the piston 45 elevated so that the controlling device of'the motor car andthe valve 49- underthe control of I the mechanisms 47 and 48'i'espectively will remain uninfiuenced. Then, however, the solenoid. 220 is deenergized, as previously described, the pressure on the under side of the valve 65 opens the latter, thereby releasingfthe pressure from the lower end of the cylinder 44 and this air passes from the lower end of the cylinder 44 through the conduit 61 and pipe 63 into the atmosphere through the whistle 64-, thereby. sounding the latter; As the air is released from the lower end of the cylinder 44, the air acting on the upper surface oi' the piston 4-5 slides such piston downwardly within the cylinder and in the dowu ward movement of the piston thc link mechanism 47 operates the controlling. element of themotor car to cut off thepropelling power of such car, while the link. mechanism 48 actuates the valve 49 to effect an applicationoi the brakes.

The side wall of the cylinder 4-1.- is formed with a bypass 79 ad acent to the upper. end thereof and this bypass establishes ronn nunication between the upper and lower. ends of tlie cylinder 44 when thepiston is 1 normal position, the lever 72 is: swung, to

movethe levers 70, and the valve 652: and

67*respectivelyandin this movement of the valve 62cominun-ication between'the conduit '1 and'the pipe 63 is cut off andicom-munt.

cation betweenisuch conduit andtthelpipe 66 established, while in the movement of the" valve 67 communication between th-e main airreservoir and the chamber. 69,,and the pipe 66 is established'.=. Simultaneously with the operation of the valves 62 and. 67

as just described, the valve 57 is operated to cut oif communication between the main air reservoir and the upper end of the cylinder and to establish communication between the upper end of the cylinder and, the atmosphere. In this condition of the 62, 67, and 57, the lower end of the cylinder is in communication with the main air reservoir so that the air in the main air reservoir may pass into the cylinder 44 to elevate the piston 45 and in the upward movement of the piston 45 the air above the piston is discharged into the atmosphere through the conduit 58 and tl e exhaust port 60 of the valve 57 As illustrated this system is adapted only to trains travelingin one direction.

While I have herein shown and described the preferred-form of my invention by way of illustration, I wish it to be understood that I do not limit or confine myself to the precise details of construction herein described and delineated, as modification. and variation may be made within the scopeof the claims without departing from thespirit or" the invention.

I claim:

1. In a railway controlling, system, a trackway divided into blocks, a'pairof normally connected and a pair of normally disconnected contacts in each block, means for disconnecting,v and connecting. contacts of a given block'in accordance with the presence of cars in other blocks; a car carried mechanism comprising partial circuits adapted to be completed through said contactsand. con

nections, a normally deenerg'ized,electroresponsive device in each partialcircuit and mally energized-device; and circuit closing. ClGVlCGSj'lIl suchalternative circuits adapted.

to be closed by current flow in the first mentioned signal circuits and to be retained inclosed position by current flow in said alternative signal circuits.

trat lllilllYCOH'ilGCtBCl and a pair of-normallydisconnected contactsin each block, meansifordisconnecting. and connecting contactsot a:. given blockin accordance with the presenceof cars in other blocks; a car carried mechanism comprising p 't al'circu-i'ts adapted to be completed throughsaid Iconta cts an d (coniieotions, a normally deenergized eleetrorei 7 12 0; 2; In railway controlling SYSl'BH-l, a-

way divided .UiilOlJ'lOCiiS, aprir ofnon sponsive device in each partial circuit, and contacts therefor; a normally energized electroresponsive device adapted to be denergized by completion of a partial circuit, and contacts for such device, electroresponsive signal means circuits for said signal means through contacts of said normally deenergized electroresponsive devices and a contact of said normally energized electroresponsive device, alternative circuits for said signal means through another contact of said normally energized device; and circuit closing devices in such alternative circuits adapted to be closed by current flow in the first mentioned signal circuits and to be retained in a closed positionby current flow in said alternative signal circuits; a motor, a normally-energized means for preventing operation of said motor, and means actuated by current flow in one of said signal circuits for deenergizing said normally energized means; said motor adapted to cut off the pro pelling power and apply the brakes of the car.

3. In a railway controlling system, a trackway divided into blocks, a pair of normally connected and a pair of normally disconnected contacts in each block, means for disconnecting and connecting contacts of a given block in accordance with the presence of cars in other blocks; a car carried mech anism comprising partial circuits adapted to be completed through said contacts and connections, a normally deenergized electroresponsive device in each partial circuit, and contacts therefor; a normally energized electroresponsive device adapted to be denergized by completion of a partial circuit, and

vcontacts for such device; electroresponsive signal means, circuits for said signal means through contacts of said normally deenergized electroresponsive devices and a con tact of said normally energized electroresponsive device, alternative circuits for said signal means through another contact of said normally energized device; and circuit closing devices in such alternative circuits adapted to be closed by current flow in the first mentioned signal circuits and to be retained in a closed position by current flow in said alternative signal circuits; a motor, a normally energized means for preventing operation of said motor, and means actuated by current flow in one of said signal circuits for deenergizing said normally energized means; said motor adapted to cut ofi the propelling power and apply the brakes of the car; and an audible signal operated by said motor.

4. In a railway controlling system, a car carried mechanism comprising partial circuits and normally denergized circuit closing devices of relatively low resistance in such circuits; a normally energized circuit Closing device of relatively high resistance,

said device adapted to be shunted by a low resistance device upon completlon of the corresponding partial circuit; front and back contacts for said electroresponsive devices; electroresponsive signal means, circuits for said means including contacts of said low resistance devices and the back contact of said high resistance device, alternative circuits for said signal means including the front contact oi said high resistance device and contacts of a circuit selecting device, said selective contacts adapted to be closed upon energization of a corresponding signal means and to remain closed during energization 0]": such means.

5. In a railway controlling system, a trackway divided into blocks and contacts in each block, a car carried mechanism comprising partial circuits adapted to be closed through said contacts, circuit selecting devices adapted to be actuated by currents in such circuits, auxiliary circuit selecting devices adapted to be actuated by the first mentioned devices, and means for retaining said auxiliary selecting devices in a given posi tion; electroresponsive signal means, partial circuits for such means through the first mentioned selecting devices, alternative partial circuits for such means through the auxiliary selecting devices; a normally energized relay having front and back contacts and adapted to be deenergized by energization of one ofthe first mentioned selecting devices to close a circuit of a signal means through such device and to be energized upon deenergization of the first mentioned selecting device to close the alternative circuit of said signal means through an auXilary selecting device.

6. In a railway controlling system, a trackway divided into blocks, a set of contacts in each block, and means whereby con tacts of a given set will be connected and disconnected in accordance with the presence of cars in other blocks; a car-carried signal mechanism including signal devices, means for selectively actuating said signal devices while passing a set of said contacts, means for retaining said signal devices in the actuated condition between sets of said contacts, and a contact-closing device whereby said retaining means will be normally rendered operative, and said actuating means will be rendered operative while passing a set of contacts.

7 In a railway system which includes a trackway divided into blocks, a set of electric contacts in each block and means whereby contacts of a given set are disconnected and connected correspondingly with the presence and absence of cars in other blocks; a car. carried signal mechanism comprising, in combination, signal devices, means for selectively actuating said signal devices, and means for retaining said signal devices in said actuated condition, said actuating and retaining means comprising electric circuits, a high resistance electric circuit arranged to control said actuating and retaining circuits, a low resistance electric circuit which is adapted to shunt said high resistance circuit, and a device arranged to automatically make, while said car is passing a set of said trackway contacts, said low resistance circuit.

8. In a railway system which includes a trackway divided into blocks, a set of electric contacts in each block and means whereby contacts of a given set are disconnected and connected correspondingly with the presence and absence of cars in other blocks;

7 a car carried signal mechanism comprising,

in combination, signal devices, means for selectlvely actuating sald signal devices, and means for retalmng sa1d signal devices in said actuated condition, said actuating and retaining means comprising electric circuits, a high resistance electric circuit arranged to control said actuating and retaining circuits, a low resistance electric circuit which is adapted to shunt said high resistance circuits, car carried means to supply an electric current to said high and low resistance circuits respectively forming elements in said circuits, and a device arranged to automatically make, while said car is passing a set of said trackway contacts, said low resistance circuit.

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

ANDREl/V J. BROOKINS.

Witnesses BRUCE E. LUCAS, EVA BROOKINS.

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