US1317405A - Planoqraph co - Google Patents

Description

A. F. C. TOUSSAINT, SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC.30. 19I5- I Patented Sept. 30, 1919.

6 SHEETSSHEET I.

32 w QUAWAM Mk4 HOW (fia /Or n) a.

1' cm, WASHINGTON. m c.

A. F. C. TOUS S'AINT.

SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC 30. I915.

Patented Sept. 30, 1919.

6 SHEETSSHEET 2- Tm: COLUMBIA PLANOGRAPH CO.I wAsnlNuTofl, D. c.

A. F. C. TOUSSAINT.

SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC.30|19l5 1,317,405.. PatentedSeptfiO, 1919.

J VUUQFTYOW: A-JT, q-Q- TWA (xvi/m 'rm: cnuvmmA ILANOGRAPH c0.. WASHINGTON, m c.

' A. F. C. TOUSSAINT.

SYSTEM FOR AUTOMATICALLY STOPPlNG RAILWAY TRAINS.

APPLICATION HLED 050.30. I915.

1 9 3 1 7,405 a Patented Sept. 30, 1919.

6 S,HEETS-SHEET 4- 715 8.

//0 an n? '"TH'IT A. F. c. wuss/um.

- SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED omen. 1915.

1,317,405. Patented Sept. 30, 1919.

6 SHEETSSHEET 5.

A. F. C. TOUSSAINT.

- SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY TRAINS.

APPLICATION FILED DEC-30.1915.

L3 1 7,405 Patented Sept. 30, 1919.

6 SHEETSSHEET 6.

l RI THE COLUMBIA PLAN uw "n, WASHINGTON, n. c.

ITED STATES PATENT OFFICE.

ARTHUR F. C. TOUSSAINT, OF NEW YORK, N. Y.; PHILIP TOUSSAINT ADMINISTRATOR 0F SAID ARTHUR F. G. TOUSSAINT', DECEASED.

SYSTEM FOR AUTOMATICALLY STOPPING RAILWAY-TRAINS.

Application filed December 30, 1915.

To all whom it may concern:

Be it known that I, ARTHUR F. O. Tons- SAINT, a citizen of the United States, and resident of New York, in the county of New York and State of New York, have invented new and useful Improvements in Systems for Automatically Stopping Railway-Trains, of which the following is a specification.

My invention relates to automatic control of trafllc moving on a railway for its protection against danger to person and property, one object being to provide in connection with any known or usual signal system and rolling stock, automatic means operating in emergencies likely to effect safety, and independently of the persons controlling movement of a train and, if desired, independently of the persons controlling the usual signals, to stop a train before it approaches oris approached by any condition dangerous to its progress.

Other objects are to provide an automatic train stop which can be employed in addi tion to and without interference with automatic electric block signal systems in present use, as well as to provide for the protection of trains without decreasing the rate of travel, or the headway interval between trains; and to provide for operation on the normal danger system, so that failures of apparatus secure stoppage. Other objects are to permit the controlled operation of trains when the conditions are dangerous or the apparatus defective, after due actuation or warning to the trainmen.

For the above and other objects my invention may include certain installations on the permanent way and on the rolling-stock, which I have provided in one preferred form in such a manner as to avoid mechanical parts on the roadbed open to danger of breakage or freezing, and so as to secure operation of the devices when the signals normally calling for stoppage or caution are broken, frozen or set falsely to indicate a clear track when there are conditions warranting a signal for danger or caution.

A further object of my invention is to provide an electrically operated system for the general purposes above indicated which shall be inexpensive to install and effective in operation.

In the prior art, so far as I am aware,

Specification of Letters Patent.

Patented Sept. 30, 1919.

Serial No. 69,367.

reliance for automatic stoppage has been either upon mechanical devices interfering with the train, or electrical devices along the permanent way relied upon to actuate parts carried by the moving train when stoppage is to be secured. One feature of my invention relates to the provision instead on the moving train of means for detecting, with respect to danger or disordered apparatus, the condition of blocks or sections of the track ahead of the moving train and for then automatically operating the brakes or other stoppage devices when the conditions so detected are adverse, by a source of energy moving with the train, so that no source of energy exterior to the train must be relied upon to operate the train-carried parts. I have shown my invention as an instance of one application only in connection with a railway equipped with an automatic block-signal system operating the signals by changes in electric circuits having as elements insulated sections of track, the

, sulated from each other in each of the in sulated sections or blocks and thereby to cause the operation of signals protecting the block represented by the pair of rails in each such insulated track section.

Signals of this type are familiar in the art, and while I shall necessarily show and refer to one specific instance of circuits adapted to such signal purposes primarily for the purpose of'illustrating the use made of such a system for my new functions, it will be understood without further statement that my invention is adapted without substantial change to cooperate with and utilize parts of other signal systems electrically or mechanically actuated, in which electrical circuits having sections of track or conductors at or near the track arranged to be affected by the moving trailic are elements of the combination, and with respect to which my new devices are operative without any disturbance of the operation of the signal devices.

Other objects, advantages and features of my invention will be apparent from the following description in connection with the accompanying drawings, in which Figure lis a diagram of the fixed or track circuits representative of two blocks;

Fig. 8 a front view of replacer mechanism;

Figs. 9 and 10 are respectively front and side elevations of the repla-cer mechanism as inclosed in use;

Fig. 11' is a view similar to Fig. 6 illustrating a preferred form;

Fig. 12 is a view illustrating a speedmeasuring circuit-breaker and driving means therefor; v

Fig. 13 is a diagram similar to Fig. 1 illustrating the arrangement of circuits at a high speed cross-over;

Fig. 14 is a diagram similar to Fig. 1

' illustrating an arrangement of circuits at a crossing of another railroad; and

Fig. 15 is a similar diagram illustrating an addition to the devices'illustrated in Fig. 1 for the purpose of causing automatic stoppage at'each signal-location as well as at the end of each section.

Referring now to Fig. 1, said figure indicates in diagram the fixed circuits including a part of a signal system adapted to protect automatically trafiie moving in the direction of the arrow on the track 2,, t said figure showing in addition other circuits co-tiperating with the train-carried parts of my device.

The track may be divided as usual into parts varying in length from 40 00 feet to one mile, each part constituting a block, the end of one part and the'beginn'ing of another being furnished with a series of electrically-controlled visible signals, two such signal locations X and X, the intervening block T T and an adjacent block T, T preceding in the direction of traflic on the track in question, being indicated in the figure. The division into blocks of the track is preferably by a break in the electrical continuity of each rail 6, t at the signal location, as shown by the insertion of insulated joints 2, 2 in each rail 25, t at the signal location. At each occurrence of the insulated joints 2, 2 usually relied upon for this purpose, the breaks between the electrically-continuous rails are staggered so that .the break in the rail 25 is at least half a rail length ahead of the break in rail 25. I

At points preceding in the direction of trafiic each signal location, X, X, the blocks may be divided into sections T, T, and T T section ends being shown respectively at x and as, by insulating joints 1,4 stag gere'd in the same manner as the joints 2, 2

7 and adapted for the usual-signal operating purposes.

Otherwise the track 25 and the track t are electrically continuous and of low resistance, beingbonded in any known or usual manner. As against difierences of potential of low value between the rail 25 and the'rail t the construction of the road bed is such as not to short-circuit one rail with respect to the other, the usual construction of road-' each section T,"T T T low resistance relays A, which may be signal-operating relays, are bridged across the rails'of that section. The signal circuits controlled by the relays A (not shown) may be of any desired form. The batteries 6, I) maintain the contact-points of these relays closed, except when the moving traffic shunts one of them out by bridging the rails of its section. This movement of the armatures ofthe relays A may be relied upon to close or open the controlling or operating circuits for the signals displayed behind the moving train, for instance circuits energized from current leads 10 par'allelingthe track and supplied at intervals by batteries or other source of energy of relatively high voltage, for instance 10 or 12 volts, as shown at 6 In some prior signal systems, the leads 10 eX- tion in said section or representative circuit in case of clear track and'operative apparatus, and another detectable condition in case of obstruction, danger, or inoperative ap paratus. Preferably the arrangement is that shown in which an electrical circuit controlled by the conditions in the still distant with the train-carried circuit at points along the track.

At each signal location X, X, etc., a relay 15 is connected across the current leads 10 through contact points 12 operated by relay A (in addition to its signal operating cont acts not shown) .so as to energize'relay 15 when relay A is energized, to maintain contacts 16, 17 closed except when the respective relays A are deenergized. Contact 16 closes the line 20, 21 between a relay 23, at the section-end next behind a signal location, and the positive side of leads 10. I prefer also to carry the line 20 at signal location X through a contact 21 broken during movement away from clear of the signal semaphore or lantern, whereby to denergize line 20, 24: and relay 23 on failure of the signal to reach an intended clear position.

Relay 23 is connected to the negative side of leads 10 at 21. ()peration of a relay A by traffic moving past a signal location will open contact 16 and deenergize relay 23 at the section-end next behind. Relay 23 is also included in another circuit 24-, 14; presently to be mentioned whereby it may be energized independently.

Relay 23 controls a contact in a normally closed loop 26 containing a resistance r connecting the rails t, 6 between the staggered locations of the insulated joints 4t 4 at the section-end w. This loop at 00 is representative of the distant block T T and is adapted to be examined by the detector circuits of the moving train, the fixed circuits described having for one purpose to determine an open condition of said loop at danger in the distant block or failure of the apparatus thereat.

Relay 15 also controls a contact point 17, which may be on the same armature as the contact point 16. Contact 17 closes a connection 27 from the negative side of current leads 10 through a slow-action relay 30 and line 31 extending to the section-ends w, w. Said line may be opened at m, 00, but is kept normally closed at contacts 32 controlled by relays A. The circuit through connection 27, contact 17 relay 30, line 31, contact 32 ends at the positive side of the current leads 10, through the connection 33, at the sectionends behind each of the relays 30 in the traflic direction.

Relay 30 is also connected through a contact 34L controlled by its own armature to the negative side of current leads 10, as shown at 35. Having been energized, a relay 80 can therefore be deenergized only by open ing the contact 32 at the section-end behind its location. Having been decnergized, it

can be energized again only by closure of both contacts 32 and 17 At each signal-location the relay 30 controls a contact 15 closing line 44, 24 containing the relay 23 at a section-end ahead of the relay 3O whenever relay 30 is energized.

Trafiic passing section-end at to section T will, with respect to relay 30, open contact 32 and d eenergize relay 30, breaking in turn the circuit 14, 45, 2% to relay 23 at :20 one full block T T ahead of the traffic. Having passed in turn on to section T at location X, contact 17 will open to prevent relay 30 and in consequence the relay 23 next ahead from being actuated upon the menergizing of relay A at a when the traffic leaves section T But when the traflichas passed into a section beyond location X, the relays at w and X can cooperate to close the line at 45, to again energize relay 23 at m, and close loop 26.

Relay 3() is so adjusted as to delay making its contacts when energized, for instance by suitable adjustment of its electro-magnetic properties, or by any other suitable expedient.

The battery Z2 is so connected to the sections T, T etc. as to denergize the sections T T whenever the relay A of the next section ahead in the direction of traflic is deenergized. One we'll-known connection for this purpose is shown, comprising a contact 10 controlled by relay A at section w, it, said contact 10 being in series with battery 6 and loop t1 connecting the rails t, t of sections T, T. The contact 40 may also be arranged as shown, positively to close the loop 41 when the battery connection is broken. Anything deie'nergizing a relay A at a section-end will therefore deenergize the next relay A behind at a signallocation, opening the loop 26 at the sectionend behind the signal-location in turn. A train at section T will thus hold open loop 26 at section-end a", when a train is in section T but will not affect relay A or battery circuit A1 at section-end 00.

The described structures are repeated as shown at each signal-location and the preceding track section. The section-ends w, w, etc., preferably are at the middle of the blocks T T T T but for the purposes of my invention they need no further pre cede each signal-location X, X, than will 81111106 to provide a suitable braking distance. prior to the next signal-location.

The arrangement of circuits, relays, and sections of a companion track for traflic moving in the other direction, not shown, may repeat that illustrated in Fig. 1 in the opposite direction. The current leads 10 will usually be common to systems for two or more parallel tracks; and where saving in wiring is ofimportance, the lines 20, 31 andlA may be worked duplex for the separate operation of two respective relays for two tracks by any known system suitable for duplex telegraphy, but I prefer the individual wiring illustrated,

Referring now to Fig. 2, each train causes by its movement the successive operation of by the condition of other traffic, or byfailure of insulation, or of current, or of the proper operation of signals, or from other causes affecting the track circuits.

Figs. 2 and 11 illustrate in diagram one convenient detector means for this purpose comprising a pair of wheels 0, C, rolling on the track and insulated from eachother, and means whereby the electrical condition of the track included between said wheels and a pair. of electrically connected wheels D, D, separated from them in the direction of the length of the train, may be determined. The wheels 0, C preferably are thefront wheels of the bogie truck, and the wheels D, D preferably are the drivewheels of the locomotive, but it will be understood that any pair of wheels separated'by a distance less than the distance apart of joints 4, 4: may be utilized as rolling contacts; and I may provide in some cases contact wheels additional to the trainwheels.

The wheels C, C are not only insulated from each other but from'the frame of the engine; and if there are wheels intervening between or closer to the wheels C, C than I the wheels D, D, such as the rear bogie wheels 0, 0, such wheels are also insulated from each other and from the frame of their carriage, such as the engine.

Preferred means for insulation are illustrated in .Fig. 11, in which wheels C, C are mounted on separate axles 50 rotating in individual journal boxes 51 rigidly attached to but insulated from a frame member 52 of the forward truck of the locomotive. Strong and effective insulation means may comprise, as shown, vulcanized fiber plates 53 held between the frame member 52 and the boxes 51 by heavy bolts 54: in

holes in the boxes 51' and the member 52 bored out for bushings 55 of the insulating material. Other hard, tough insulating materials may be substituted for the mate-.

rial mentioned.

' Between two insulating plates" 53' and fitting the bolts 5&1 provide a series of 1contact plates 56 in electr'icalconta'ct with the E5 As illustrated in' Fig 11, the wheels C, C may be mounted on their axles 50 between the bearingends of the axles, but in some casesl may employ axles'60, Fig. 6, the wheels C, be'ing'overhung at the respective outer ends andbeyond the outermost journal boxes '51. In either case, sufficient strength and rigidity for use as a member of the forward truclrof alocomotive'is aiforded by the described co'nstructions. V v

' In a convenient place,jason the lo c'omotive, a detector battery 5 Iis provided with current leads 61", nt r which, sho wn as the, negative, is connected toj the' ma'gnet coil of a detector relay 65 by V a circuit 62 in which the pjlates 56 are all connected, as illustrated in diagramin Fig. 2." The other side of the coil of therelay' 65 is connected at 63 to one of'the journal boxes 51 of wheel 10, and is therefore in contact with r il When'the locomotive is on an electrically continuous section of track, relay 65 is energized'from batteryfb through a connection 6 1, 62, to relay 65, and '63 to wheel C, along track If to D, to D, along-frail t to C, and thence along the connection" 66 from one of the journal boxes 51 of wheel C to the other current lead 61 of battery 5?. Connection 66 is controlled at 67 by one of the contacts held closed when relay 65 is energized, so that a break in the continuity of the described circuit includingparts of both rails, "unless thebreak is bridged by a track-circuit, will permanently openthe detector circuit at67'. One pole of battery 12 is necessarilygrounded to the locomotive frame and the track by the connection shown, and any failure of insulation along connection '62 of a sufficiently low resistance toafiect the proper operation of the detector deviceswill close a shunt, .(for instance'through one of the plates 56) aroundrelay 65, thereby to include failure of the train insulation among the factors causing relay 65 to break all the contacts controlled thereby. I

The relay 65 may be energized by a rcplacercircuit 68 between said relay and the battery 6 when itis desired to permit replacement of therelay armature in its normal attracted position. Said replacer circuit 68 may be in parallel witha circuit 69 having a contact 70 normally closed 'by rel a-y 65, and circuits 68, 69 are in series with a circuit 71 containing any desired number of circuit-breaking devices 75, 76 actuated according to conditions intended to be laid upon permitting the train to proceed, instances of which will presently be described.

Movement of the armature of relay 65 whenever said relay detects a break in the circuit between wheels 0, C or is otherwise deenergized initiates the activity of devices operating to stop the train.

Said stopping devices may comprise any known or usual electrically or mechanically actuated devices capable of stopping a train, but I prefer and have herein disclosed electricallyoperated means, for applying airbrakes of customary construction. I prefer also to. extinguish a normally lighted pilot whenever the relay 65 detects an open circuit in the track or is deenergized by any other cause.

In whatever position on the train the wheels C, C, and relay 65 may be placed, said relay controls contacts 72, 73 in local circuits 77, 78, entering the locomotive cab, from a relatively strong source of energy 5 carried by the train such as a storage battery of a relatively high voltage and ampere-hour capacity. Batteries 12 and 5 preferably are part of the locomotive equipment, which may include suitable re-charging devices, not shown.

Replacer circuit 68 also enters the cab, in which at convenient places for the engineman, a magnet-valve mechanism 80 controlling the brakes, a pilot light 81, and replacer and register mechanism 82 are mounted.

Circuit 78, which passes through and is normally closed in the replacer mechanism 8 2, includes a solenoid 85, Figs. 2 and 1, normally holding a balanced valve 86 against stress of spring 87 closed to check exhaust of the train-line air through ingress pipe 88 and educt pipe 89, so that opening circuit 78 sets the brakes on the train. In the preferred form shown, the casing 80 is constructed so as to inclose effectively against unauthorized opening casting 90, 91 having a central chamber and seats for the rigidly connected valve heads 86 on stem 92, which is rigidly attached to an iron armature 93 free in a grass lining 91- surrounded by solenoid 85, which may if desired be inclosed in a casing 95 and rest on an insulating base 96. Spring 87 is normally overcome by the, attraction of the solenoid, the design of the parts 86 being such as to eliminate any considerable resistance to movement of the valve due to air-pressure, as shown. Lamp 81 is conveniently mounted as shown on a flange of the magnet-valve mechanism, from which leads a conduit 97 for the wires of circuits 77, 78. A glass window 98 in casing 80 permits the lamp to be seen.

Another breakable glass window 99 in casing 80 gives access in an emergency to a cock 100 adapted to close train-air pipe 88.

The replaccr mechanism 82, Figs. 7 to 10, comprises a base 105 having bearings for a shaft 106 carrying a cylinder 107 surrounded by an insulating sleeve 108, upon which conducting contact-making sectors 109, 110 are fixed in peripheral grooves, as by insulated bolts 111 passing through lugs 112 of the sectors.

Sectors 109 and 110 are adapted respec tively, in positions 180 apart ofshaft 106, to connect a pair of separated contact- forks 113, 113, 114, 1141, said shaft being provided with a handle 115, and a ratchet and pawl 116, 117 to prevent turning the shaft backward. Bevel gears 118 connect shaft 106 to a revolution-counting. register 119 of any usual construction. A casing 120, secured to base 105 in any manner adapted to prevent unauthorized access, has an opening for shaft 106 and handle 115 and a suitable window 121 permitting the register to be read.

Circuit78 is normally completed between the forks 114- by sector 110. When sector 109 is in any other position than in contact with said forks, magnet valve 80 is open, and the train can not move.

Replacer circuit 68 is normally broken between forks 113, but can be completed by sector 109 whenever the train is stopped, or by causing stoppage, on turning handle 11.5 through half a revolution. To start the train, handle 115 must be turned through the remainder of a revolution. Such" revolution is registered at the counter 119.

It is desirable on many occasions, as when taking a siding or a slow-speed cross-over, or in an emergency when proceeding at cantion into a block in which the automatic devices have gone to danger, or are kept set at,

danger, to operate the train at a slow speed without any interference by the automatic devices. I have therefore provided as shown in Figs. 2, 11 and 12 for separately energizing the detector relay 65 whenever the train speed is below a fixed minimum. For this purpose the circuit 69, 71 includes a circuitbreaker 75 having an element driven as by belt 124, from an axle, as 50, and adapted to break said circuit 71 at a fixed speed, for instance when the train is running above ten miles per hour. I have not shown the device 75 in detail, any commercial circuitcontrolling speedometer adapted to be driven by the train wheels being adapted to my said purpose.

I provide for opening the circuit 71 whenever the driving connection to the device 75 fails, as by breakage of the belt. One device for this purpose as shown comprises an idler pulley 125 for belt 1241 mounted on an arm 127 fast to a shaft 126 of a cylindric circuit-breaking switch 76, and adapted when the belt 124 breaks or runs off to fall, rocking shaft 126 and breaking circuit 71.

My system may be adapted to all the usual track conditions by simple provisions of the track circuits. Referring now to Fig.

13 for instance, said figure shows a highspeed'cross-over T 3 for diverting traffic in the"direction of the arrows from a trackT lto' traclrT As shown, track I may be divided into sections the insulated joints 2,21 and showna section ofthe track T the cross-over T and so much of the track T as is illustrated may have the usual signal circuit connections 151, 152, 153, 154,

section T having a battery Z) andr'elay A a sdescribed infconnection with'Fig. l.

The cross-over T is broken at three places by staggered insulated oints 5, '5"; 3*,6; and? 2'7 Atthe 'staggered en'ds bet ween joints 6?? and 6*, I provide loop 150 to connect the rails of cross ovenT The section "T3 is also -provided wi'tl1 the closed loops"'7' siniilar'to those above described? As ivill'be readily perceived frointhe diais to maintain'as between the wheels' C, G

moving over the cross-over the electrical continuity of the track T wh'ether'consldered'as' asecti'on with respect to the track T 5 or section T of thetraclfT Presence of a train at'the cross ov'er will actuate relay A in the samenianm as thatdes'cribed' for a train on io-ne of'the sections 's'h'tiwn'in Fig. i In Fig.114, a"'cross'ingwith'ja' transverse 3 0 railroad'l illustrated, along witlrth'e ad'- jac'entsignal' locations X X? for railway T The' parallelogram' P at the intersect ing-traclis is'insnlatedaft one rail ofea ch of the crossing by an insulating ointS 3 5 and the abutting ends of thesections ofthe track fr jrm connected as shownrrail being looped at 160 to-rail Qt beyondthe crossing railroad, whose ra ls maybe connected in' a similar manner at loop"161l' 49 With respect to the battery I) and rolling contacts C, there no break in continuity between the signal locations 'X"","X.

The insulated j oints mentioned above are relatively narrow in thedirection of travel,

andit'will 'be understoodthat'the rolling contacts Inentioiied either bridge theab'ntting'endsof therails in'passing such a joint or are oi t of contact with the abutting rails for so brief ani'njterval as'to fail to actuate 5O any'of' the devices and circuits controlle'd by such a contact merely by p'assa'ge across the insulatedjointf In 'Fig. 15 I have illustrated, for addition to the circuit shown at ig. 1, means to'causethe above described automatic stop devices tobecome operative at the signallocations X, 'X" as well at the sectionends' 00, m; For this" purpose the loops 7" joining the opposite rails of abutting sec- 6 0 tions are replaced by loops 165 arranged to b'eflbroken at contact lfitibyrelay 170' con nected 171 across the current leadsIO,

connection 1"('1loeing in turn controlled by a contact"17 "2 oftherelay 23 at the sectionend next preceding the signallocation in the direction of traflic.

In operation, referring now to Figs. 1 and 2, first assuming the'block T 'to be' clear and an operative condition for all'batteries, circuits and signals, and a train approaching the section-end a: in the direction of the arrow, the relays A will then all be energized and the fixed circuits in the condition shown, the contacts 12 being closed. At r the relay 23 is energized and the loop 26 is closed. On thetrain, the detector circuit containing'theparts of tracks 2?, t between wheels C; D and C, D respectively, the relay and battery 5 is closed bythe rails.

At passage over joint 4 of wheel C, circuit C, D, '6, 6 D" G broke at the joint 4 iin 'track F, but was replaced by log 26 At'passage over joint 4, said circuit etc.

to' G broke at joint 4, but was replaced by the leads andcoil of relay A. XVhen'wheels D passed joint 4 the low resistance shunt D,

D" deenergized relay A at a and opened contacts 32 and 40, deenergizing track see near by cutting out or bridging battery 7), or both, and denergizing'relay 30. Re-

lay 30 thus opens contacts'34,g45, the break 'at the lattercontact cutting 'line 44 to relay 23 at section end w,",oiie" f ull' block ahead, but not inducing movement of said relay which is "still energized line 20, 24 reach- .t'he'train,"and througlrrelay 23 at a e opening loop 26' at 25, unless there is current on line 44, whichlas explained above will not be'possible if there is a following train on section The open'loop 26 is a stop ind'ication for a following train.

'Relay 15 when deenergized not only opened'line 20, but at contact 17 broke circuit 27 to'relay 30. This occurred before sectionT was freed b the bridging train, thereby to avoid first 0 osing contact 32 and thus independently energizing relay 30 and continuing its energization through connection 35, 34. If the moving traflic was a locomotive running light, so as to cause an interval when no bridging wheels were on section T and before relay 15 has acted, relay 30 will still remain denergiz ed because it is slower in action than relay 15, the possible time interval being very short. The train having passed'X, the relay 30 at X and the relay 23 at 00 remain de'c'nergized.

The relays A and 23 at the section-end 00 ahead of the train now on section T remain closed through the rails of section T and line 20 to signal location X, and the locomotive detector circuit still finds continuity between the end of rail t of section T and the overlapped end of rail 23 of section T", as explained in connection with sectionend w.

When the train passes to section T relay A at m cuts out battery I) for section T thus keeping relay A at X, relay 15, at X, and relay 23 at m deenergized. A danger signal will be displayed at X and the loop 26 at .02 will remain open, to stop following traflic until the train leaves section T. Having left section T relay A at m is energized, whereupon relay A at X, relays 15 and 30 at X, and relay 23 at m are energized, and the line is cleared to and inclusive of section T But an approaching following train, assuming the first train to be stalled at or just beyond signal-location X, will break the line 14 by means of the relay 30, line 31, contact 32 and relay A at section-end m, so that loop 26 at x will be opened by failure of current at relay 23 at that point, whether or not the train has cleared section T, or whether the condition occurred after the second train has passed section-end a7.

Failure of any of the insulated joints 2, 2, 4, 43 will result in deenergizing a relay A, and setting the signals and causing opencircuit at loop 26 at the section-end preceding. Improper motion of any signal, through contact 21, will be equivalent to de energizing relay 15 by a train on the next block, and break line 20 to openloop 26 at the preceding section-end. Failure of any track-connected circuit necessarily causes the same result.

Assuming. that for some one of the causes mentioned a loop 26 or r is an open circuit, the detector and other train-carried circuits on a train at speeds above a predetermined slow speed operate as follows:

Relay 65 whenever the circuit between wheels C, C opens breaks contacts 67, 72, 73, 70. Contact 67 opens the lead 61, 66 from battery 6 so that a very short break in time permits the relay armature to drop and prevents its restoration. 7

Contact 72 opens to extinguish lamp 81. Contact 70 opens to break circuit 69, 71 by which relay 65 might again be energized.

Contact 73 breaks the circuit 78.130 magnet-valve 80, and applies the brakes.

Every possible connection from battery 6 to relay 65 is now broken except that through disk 109 of replacer 82, which is open.

lircuit 78 to the valve, without closing which the brakes can not be released, (except by breaking emergency window 99) can not be closed at 73 without operating the replacer, and can not then be closed unless the train has stopped or is running so slowly as to close circuit 71 at 75. The engineer now turns the replacer handle one-half revolution away from the position shown in Figs. 7 to 9, thus making circuit 68, and restoring current to relay 65 through 71, 68, 62, and closing contact 73 in circuit 78. But circuit 7,8 is now broken at disk 110, forks 114-, and handle 115 must be turned through the remainder of the revolution to close valve 80. Register 119 records how many times the engineer has operated his replacer.

The locomotive circuits are now complete, and if the track-condition still is such as would again deenergize relay 65, the train. may still be run at a limited speed by intervention of the speed-controlled circuit breaker 75, which maintains the circuit 71,

69 closed, when the relay 65 has once been energized to close contact 70, at all speeds under a prescribed minimum, for instance ten miles per hour. Any danger or stop indication may be passed at such low speeds without automatic setting of the brakes, and

the locomotive may be run into roundhouses or on to sidings or over other unbonded or imperfectly conducting sections at such speeds without intervention by the engineer. I find this provision useful for enforcing slow orders, an open-circuit track section being provided to make the engineer slow down, or be stopped. The circuits of a regular section may be made continuous around such a break, or one of the loops 1 may be broken for this purpose. The belt-operated device 76 prevents any restoration of relay 65 when the speed-controlled device 75 is not running. When it is desired to increase the number of points at which a loop is automatically opened between abutting sections to secure stoppage, the arrangement of Fig. 15 is preferred, as above described. Operation of the device will be obvious in view of their analogy to those above.

It will be seen that by the device of enabling a train-carried circuit to include and determine the electrical continuity of a circuit between the abutting ends of certain track-sections that I am enabled to secure the safe operation of a train automatically without any difficult changes in construction or equipment and without interference with the automatic block signals now used. While I have mentioned opening certain circuits or breaking connections or disturbing the electrical continuity of parts, as of the loops 26 or parts of the tracks, it will be understood that such opening, breaking or disturbance of any of the circuits may be relative only, and may comprise a mere increase of resistance; and that the conditions detected by the detector circuit and relay 65 may be normal conductivity and increased resistance redevice may be instead the controller or circuit-changer or transformer switch for electric driving motors; or said valve .80 may be a valve in a pneumatic or other fluid-pressure system for signaling the trainmen in stead of or in additionto directly affecting the actuation of the locomotive; or may be the throttle-valve or a controlling device for the throttle-valve ofa steam locomotive. It will also be apparent that the circuit? 8 may control any desired number of train-stopping devices instead of. or in addition to that shown, such as a throttle-valve orcontroller handle, to be released whenever the brakes are set. i V

It will now be understood without further description that my device is adapted for I certain operation in all the emergencies usually provided against by signals, includ ing its own'failure, and that the trains will be stopped at the selectedplaces with a minimum of disturbance, and that they need never .be so stopped if the engineer obeys signals, except in case of apparatus failure. While I have shown in illustration of the genus of devices which my invention includes, preferred forms of circuits for giving a stop indication at the section-ends, and preferred forms of devices for detecting such an indicatio nand for stopping ,in response thereto, it will be understood that other species not explained in detail herein, within thescope defined by the accompanying claims, may be substituted for the instances selected for illustration of the invention.

From the foregoing it will be apparent that the bridge 26 at a position so is rendered effective to stopa train only when a section of the following block isshort ,circuited and when a train successively enters the two preceding sections, this being due to the fact that the relay 23 controlling the bridge 26 is controlled overconductor 20 from the following block and also over conductor 4A in parallel with conductor 20 from the succeeding sections and to the fact that the relay 23 is decnergized to open the bridge 26 when a train enters the second preceding section and is maintained open by the train passing from the second preceding section to the first preceding section. Thus, referring to v Fig. 1, if a train is in section T the relay 15 will be deenergized to open the circuit 20 of relay 23. However, the'relay 23 will not be deenergized to open the bridge 26 until the circuit 44 is opened. The circuit 4H is .openedat 45 when atrainenters section inasmuch as the relay A at T? opens a circuit of relay3O controlling contact 45. At this time the bridge .26 at position (0 is opened. When thetrain passes from section T to section T the relay A at T closes, but the relay 3.0 dens i t q e nasmu w ts i u .2 is opened at 17 by the train entering section T Thus the relay 30 is maintained denerigized as the train passes from section T to the section T thereby maintaining the bridge 26 at position on open. Inthe case of a single locomotive or asingle car passing from T to T the relay 30 would pull up while the locomotive or car is between points f condition of danger ahead the bridge 26 is opened when a train enters the second .preceding section T and is maintained open to stop the train when the train passes from the second preceding section T .to the first preceding section T. A single train passing over the track will not affect the relays v23.

What I claim is: V 1. In a system of the character described, the combination of a train-carried detector circuit completed in part through the track, circuit-breaking means for breaking the: electrical continuity of predetermined parts of the track, andcontrol means for controlling said circuit-breaking means by the conjoint presence of a danger condition ahead and a train passing from one section to another section in the rear.

2, In a system of the character described, the combination of-a train-carried detector circuit including a part of the track between contacts moving with the train, means whereby a break inelectrical continuity of said part of the track alters said detector circuit means for breaking the electrical continuity of predetermined parts of the track, and means for mutually controlling the last aforesaid means from both directions so that the track continuity is conditioned to operate saiddetector circuit by the conjoint action of a danger condition ahead and the train successively entering to precontrolling said circuit-closing means.

4:. An automatic electric stop. device for railways comprising an insulated rail. sec-- tion overlappinganother insulated rail section, and detectormeans carried by a mov ing vehicle on said railway adapted to detect connection or disconnection. between said overlappingrail sections, in combination with ,means. for connecting and disconnectinglsaid rail sections in rcsponseto conditions affecting safety at a distant part of the railway. v

5. An automatic electric stop device for railways comprising signal operating track circuits, each havingan insulated rail .sec-

tion overlapping another insulated railse'c tion of an adjacent track-circuit,and-detector means carried by a moving'vehicle on said railway adapted to detect connection or disconnection between said overlapping rail sections, in combination withmeans for connecting and disconnecting said rail sections in response to conditions affecting safety at a distantpart of the railway. .46. Means for use on railways adapted to actuate parts carried'by a moving vehicle in response to conditions on a section ahead of said vehicle comprising in combination a track electrically divided into similar continuous successive sections, a normally closed circuit connecting one section to an adjacent section; means comprising a conductor along the track, a sour'ceof energy-rand devices adapted to open said normally closed circuit, and circuit controllers'ateachfsection for altering the-continuity of said conductor to a section inthe rear, whereby to operate said devices. I

8. Means for use on: railways, comprising an insulated track divided into sections each comprising equal continuous portions of both sides of the track overlapping each other, and including means adapted to 0perate signals automatically by contact with a moving train, incombination with a conducting loop normally connecting the overlapping portion of the track-sections, means for opening and closing said loop at the occurrence or absence of conditions'ca'using a danger signal and a detector circuit carried by the train for determinin'gthe condition of said loop. 5 9. Means for use on railwa s, compris ing an divided into sections ,with'a moving. train, in combination with a conducting loop normally connecting the overlapping portionsfof the track-sections, meansi'or opening and closing said loop at the occurrence or absence of conditions causing-a dangerslgnal, a detector clrcuit carrled by the train for determining the condition of said loop, andmeans ac'tuatedby the indications of said detector circuit for stopping the train.

10. An'automatic stop device for railways, having in combination a track divided into track-circuit sections, each track section being electrically continuous and comprising portions of both trackrails overlapping each other, a detector circuit and source of energy therein carried by a vehicle moving on the track adapted to determine presence orabsence of an electrical connection: between the overlapping portions oftwoor more of said sections, and means-on said vehicle adapted to be operated by a source of energy. thereionto stop said vehicle controlled by one indication of saiddetector circuit.

-11. In an automatic stop device for rail ways,-a track having-insulated railsin each side of the track, electric circuits connecting opposite rails in successive sections, means carried by a vehicle movingon the track adapted to connect the rails together to affect said electric circuitsofwhichsthe rails; are elements, in combination with means: on said vehicle to detect presence or absence of an electrical connection between successive 1 sections of said track, and stopping mechanism actuated by said means. a 1 12. An automatic electric stop device'for railways, hayinginsulatedrails divided into mutually insulated track sections abutting each other, each track section comprising equal continuous portions of-both sides of the track overlapping each other, comprising. connecting means and detector means moving with a vehicle on said railway adapt-v ed-respectively to connect rail to rail, and to bridge abutting ends of sa'idtrack sections, in combination with meansforconnecting and disconnecting said abutting ends in response to conditions afiecting safety at a distant part of the railway being approached by said vehicle, whereby; to a'ii'ect said detector meansk I 13. Means for use on railways, adaptedto actuate parts carried by a moving vehicle in response to conditions 'on a' section ahead of said vehicle, comprising in combination a track electrically divided at signal locations into blocks, said blocks being similarly divided into successive sections, a conducting loop adapted to connect/one section to anadgacentseetion, means for opening-and closing CLO said loop including-"a" conductor extending from one signallocation to said loop at sectionends to the rear, and means operated by the passage of a vehicle at said-signal location foraltering the continuity of said said loop when thereisz. traflic Yongboth. of

said sections simultaneously, and-means on a train fadapted-ztorbe operated when, at passage from' one section to another, there is an open circuit. between said sections of track,

15; An autom atic train stop comprising a railway vehicle having a pair oi rail-contacts connected together, and, a pair of insu-:- lated? railrcontacts at a distance therefrom, said insulated contacts forming the terminals of a normallyclosedqdetector circuit adapted toabe opened by a break in the continuity of either or both-rails between said insulated andt'saidiconnected: contacts, a 7 track divided intoblocks, onesideof each block overlapping one side; of an. adjacent block, and a train-controlled circuit connecting the overlap-ping sides, wherebyfthe presence of a train inrapreceding'blockwill open said circuit. andopen theidetector circuit of a train crossingthe. overlapping portions of. the sides ofvthe tracln 16. An automatic stopping deviceforrailway vehicles: comprising an electrically-operated control device onthevehicle, an operating circuit therefor, and 'means to alter the continuity: ofsaidcircuit comprising a detector relay,.a source of energ and a circuit including in series 'wheels insulated from a each; OllllBIQ-POIblOIlS of the rails and wheels adaptedsto connect the rails, whereby I abreak inicontinuityof-either rail operates said controlwdevice,j a track divided into blocks, one side of each block overlapping one side of anjadjacent block, and: a traincontrolled circuit connecting the overlap ping sides, whereby the presence of a train in afpreceding bloclcwill open said circuit and open the detector circuit of atrain cross ing the overlapping portions. of the sides of the, vtrack. p Y r l7. Anautomatic electric; stopping device for railways, comprisii'igadetector circuit having: thereinin, series a: source of energy, terminals adapteditovinclude a circuit whose conditionyistol be detected, anda magnet coil of arelay havingcontact points adapted to opensaid circuit when deenergized, as by ai discontinuous circuit between said terminals, in combination with a controllercircuit adapted to be altered when said relay is deenergized, stopping means operated by said controllercircuit and; manually operated replacer means adapted to close a normally openr'circuit across. said contact pointsvwand simultaneously break said controllercir'ciuitr -Y 18. A railway vehicle havinga detector device adapted to include the rails and an electrically"connected pair of wheels thereon in a circuit, comprising said wheels, in comhinationi with a truckframe, journal boxes thereon insulated therefrom; and separate alined axles having wheels thereon heldby said-boxes for 7. contact with the respective rails. I I 19. In an automatic electric stop system for railways, the combination of'a-Hvehicle witlradetector'circuit arrangedto be closed through the track, stop-.indication means associatedwith-the track, and electro-vmagn'etic meansrin said circuit adapted to operate-in onecondition ofwsaid indication means to cause stoppage, in vcombination: with means controlled by theaspeedof thei'vehicle for independently actuating said electro-magnetic means toprevent stoppageat speeds less than a predeterminednspeed, the. last meanshaving a circuit controlled'by; the elec- 'tro-magnetic'mea-ns I v 20.. An automatic vehicle stop device having in v combination with 1 the vehicle a. fluidpressure brake; system, a. valve, means tending to open 'saidrvalve to set the brakes, electro-magnetic; means for holding. said valve, closed, a normallyclosed circuit and source-of energy on said vehicle for. energizing said means, automaticdneansfor in+ terruptingsaid circuit to set the brakes, manually operable interruptingtmeans therefor-on saidvehicle, and speed-control means for energizing said electromagneticmeansto maintainthe-brakessreleased;

21.:Automatic trains-stopv devices having twosuc'cessive positions thereof, whereby to insure stoppage of the train, before restoration of thegautomatic. devices toxacondition permitting-the train to proceed: v

22. An 'automatictrain-stop having in combination train-carried devices comprising a detector-circuit, and a local-circuit-controL ling relay for operation thereby, adapted to open its own actuating circuit on the occurrence of one: condition affecting said detector-circuit; train-stopping devices actuated by a local circuit controlled :by said relay; replacer means adapted to'reenergize said relayv during an effective position of said train-stopping means only ,and SPBQCl-COI1 trolled means for independently energizing said relay through a local circuitadapted to be broken when said relay opens its actuating circuit, wherebyl the -automatic devices are rendered inoperative at r slow train speeds but, having acted, will permit the train to move only when the train has been stopped and the devices then reset.

23. In an automatic electric trainstop system, in combination with stopindicating loops at'predetermined parts of a railway adapted to be included in a train-carried circuit for effecting stoppage or procedure, means for controlling said loops comprising a track divided into sections; means at a sectionah'ead of said loop for closing a circuit containing electro-magnetic means adapted'to alter the continuity of said loop when there is trafiic on said section; and

; means controlling a conductor to aisection behind said loop for independently energizing. said electro-magnetic means in response to absence oftrafiic in one or more sections behind. r a Y 24. In anautomatio electric train-stop system for railways, a track-loop adapted to be opened and closed toeffect stoppage or procedure of passing trains, in combination with an electrically actuated opening and closing device therefor, means at a section of track ahead in the direction of traffic for operating said device when there is traflic in said section ahead, and an independent energizing circuit'for-operating said device controlled by tralfic-in. sections to the. rear, and-a relay and anoperating' circuit adapt? ed to be broken intone place by traffic in one section and another place by traffic in another section, said independentcircuit being controlled by said relay and operating circuit. a

.25. Railway protective apparatus comprising a train-carried g-detector circuit, means for opening and closing saijd circuitin re spouse to conditions affecting the safety of the train at a distant part of the railway being approached by the train, an electro-s magnetic device insaid circuit, branch circuit including said electromagnetic device, and an armature switch of the electromagnetic device, and a speed-controlled device" in the branch circuit for maintaining the circuit closed while the train is running at low speed.

26. Railway protective apparatus comprising a train-carried detector circuit arranged to be normally closed through a portion of 1 track, an electromagnct in circuit. he having; an armature switch arranged in series therewith in said circuit so as to closethe circuit when energized, a branch circuit including saidelectromagnetic device, said electromagnetic device having a second armature switch in the branch-circuit, both switches being ar-v ranged to be closed when the device is energized, and aspeed-con'trolled device in the branch circuit-for maintaining the branch circuit closed 'while thetrain is running at lowspeedy '13 r y '27. .-In a railway system comprising'a track divided into blocks, the combination of electrical mechanism carried by the train, a controlling circuit associated with. one track block, the operation of the. train mechanism being dependent upon the continuity of the controlling circuit, circuit-controllingvmeans for controlling the continuity of the controlling circuit, w and train-controlled means for controlling the circuit-controlling .means,rthetrain-controlled means being so associated with said one block and a preceding block that normally the circuitcontrolling meansis only conditioned to operate train mechanism when trains are in each of said blocks. v 28,. In a railway system" comprising a, trackdivided into blocks, the combination of electrical mechanism carried by the train, a controlling circuit associated with one trackblock, the operation of the train mechanismbeing dependent upon the continuity of the controlling circuit, a first relay for controlling the continuity'of thecontrolling circuit second and third relays for: controlling the first relay,.the second relay being associated with said block so that its opera-- tion is dependent upon the presence of a train in the .block, and the third rel'ay being associated with a preceding block so that its operation is-dependent upon the presence of a train in the preceding block, whereby the first relay is only operatedto. condition the,.cont1:olling circuit so -as to actuate-train mechanism when trains are in bothlofsaid blocks. 1 i I, 29.111combinationwith a railway sys tem divided 7 into blocks, the insulating joints between blocks being staggered so that; the rails ofadjoining blocks overlap, a circuit bridging the overlapping portions of two blocks, means for opening and close ing said circuit, train-carried mechanism arranged to be actuated when the train passes from the firstto tllGSGCOIl-d block depending upon the continuity of said circuit, a relay associated with each of said blocks so as to be actuated by a train in the block, and means for connecting the relays to the said means so that the means is only operated to change the condition of the said circuit when trains are simultaneously in said blocks respectively,

ea, A, the character described comprising a track divided into vsections, ree

7 lays associatedwith the respective sections,

and means for. controlling a relay of a section conjointly by, a condition of danger in a succeeding section and by a train succestion conjointly by a condition of danger in.

a succeeding section and by a train successively entering the next-two. preceding sections. Y

' 33. A system of the character described comprising a track divided into sections, re-

, lays associated with" the respectivesecti'ons,

arranged to be brought into operative relaand means for controllinga relay of 'a section-con-jointly by a condition ofdanger'in the second succeeding sectionand by a'train successively entering two preceding sections. .34. A system of the character described comprising a track divided into blocks, the.

blocks being-divided into sections, relays as sociated with the .7 respective'sections, and means for operating the relay of a certain sectiono'f a block conjointly by the presence of a condition of danger in asucceeding block and-by a train successively-entering a section ofa precedingblock'and asection of said block. a r V 35. A system of the character described comprising a track divided into blocks, each block being divided intosections, a relay for controlling the electrical condition of'a block at the middle of the --block, and-means for operating saidrelay, saidmeans-being responsive to the conjoint action of a condition of dangerin the first'sectionqofthe succeeding block and to atrain successively entering the last section of the preceding block and thefirstsection of saidblock;

36; A system of the character'described comprising a track divided into sections, means at the junctions ofsections for c on trolling train mechanism, train mechanism the first means at one junction being conditioned'by the electrical Ineanswhen a! train successively enters two preceding sections while a danger condition exists in a-.succeedingsection. V a T V v.

'37. Azsystem of the character described comprising a track divided into sections, means at the junctions of sections forcontrolling train. mechanism, train mechanism arrangedrtobe brought into operative relationshipwithsaid means at thejunctions, andelectrical means responsive to conditions in the. respective, sections. foraoperating said first means, the. firstzmeans at onejunction beingrendered eflectivevto operate the train mechanism by: the electricalmeans only when a train successively enters twopreceding sections while a danger condition exists in the second succeeding section.

38. A system of the character described comprising-a track divided into sections, meansat the junctions of sections-for controlling train mechanism, train mechanism arranged to be'broughtvinto operative relationship with saidmeans at the junctions,

and electrical means responsive to conditions in the respective sections for operating said first means,thefirst means at one jun'ction being .renderedefl'ective to operate the train mechanism by: the electrical means when only a train successively enters two preceding sections while a danger condition'exists in the third succeeding section. V 3

3-9. A systempf the character described comprising track divided into sections,

.means at the junctionsof sections for controlling -train mechanism, train mechanism arranged to be. broughtlnto operative relationsh ip with said means at the junctions,

and electrical meansresp'onSive to conditions in the respective sectionsfor operating said first means, the first means at one junction being rendered effective to operate the train mechanism-by: the electrical means when 7 only a train successively enters two preced ARTHUR Rf c. roussam'r.

00111610! this patent-may; be obtained for five cents each, bx.addressingjhe,Oommissioner.o! Patents,

7 I 1 Washington, 0. '1: p v i

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