US1324205A

US1324205A -

Info

Publication number: US1324205A
Authority: US
Publication date: 1919-12-09
Anticipated expiration: 1936-12-09

Description

F. M. MUSY AND M. E. SULLIVAN.

RMLWAY TRAIN AUTOMATIC CONTROL APPARATUS AND svsmm;

APPLICATION HLED MAY 29. I911- 1 324,205. Patented Dec. 9, 1919.

5 SHEETS-SHEET I.

F. M. MUSY AND M. E. SULUVAN. RAILWAY TRAIN AUIOMAHC comnm APPARATUS AND SYSTEM.

APPLICATION FILED MAY 29 19!].

Patnntcd D00. J, 1919.

5 SHEETS--SHEET 2.

F M. MUSY AND M. E. SULLIVAN. RAILWAY TRAIN AUTOMATIC CONTROL APPARATUS AND SY STEM.

APPLICATION FILED MAY 29; I91]- Patented Dec. 9,1919.

5 SHEETS-SHEET 3 ,F. M. MUSY AND M. E. SULLIVAN. RAILWAY TRAIN AUTOMATIC cowmm APPARATUS AND SYSTEM. APPLICATION FILED MAY 29. I92].

1,324,205. Patented Doc. 9,1919.

5 SHETS 511M314- E35. J5

J6 Ja- L 7 F. M. MUSY AND M. E. SULLIVAN.

RAILWAY TRAIN AUTOMATIC CONTROL APPARATUS AND SYSTEM. APPLICATTON nLEn MAY 29. I911.

1,324,205. Pat ted Dec. 9,1919.

Unrr D STATES PATENT OFFICE.

FELIX MIA RY MUSY AND MELVILLE E. SULLIVAN. 0F RICHMOND. VIRGINIA.

RAILWAY-TRAIN AUTOMATIC-CONTROL APPARATUS AND SYSTEM.

Application filed May 29.

purpose in which means are provided for closing the throttle and applying the bralzes on the train whenever a danger condition exists, thereby stopping the train and atl'ording protection to the company and the general public by preventing accidents. -The objects of the invention are to provide a system and apparatus which will operate under a danger condition to prevent head-on and rear-end collisionsbetwecn trains, accidents due to displaced switches, or to broken rails. The system is designed to provide for every danger condition. and to positively stop a train which attempts to enter a block where such a condition exists. It not only permits a train to proceed as it enters a block free from danger, but as long as the train is in that block it is protected by the circuit condition from the subsequent occurrence of danger conditions in the block. The system is therefore complete in itself and no block signals along the road are necessary.

In carrying our invention into efiect we provide a -fll.l1(l pressure operated and electrically controlled a paratus on the engine by means of which t ie throttle lever may be operated to cutoff the supply of steam from the engine, and the engineers valve moved position or the emergency stop position when the circuits of the electrical control indicate a danger condition. y 0

' The operating and control apparatus includes a cylinder and an operating piston connected to move the engineers valve handle into the brake application position, this valve handle being afterward returned manually to the off or the lap position. The 'ppparatus does not interfere. with the 1nanuul operation of the engineers valve in the usual way The movement of the piston furth r controls the application Specification of Letters Patent.

Patented Dec. 9, 1919.

191T. ,5 erial'No. 171.669.

on the operating piston and energized by current from a storage battery or other source of current carried by the engine under certain circuit conditions, to be hereinafter fully explained.

The system includes the provision, at intervals along the track, of circuit changers arranged to open and close the circuit on which the operation of the electromotive device depends. and which are themselves electrically operated by the trains. These operations are effected through conductors extending along the road by means of contacts engaged by the trains in passing.

The track is laid off in blocks of desired length, say one or one and one-half miles, and a circuit changer is located atabout the entrance of each block, so considered. The .control contact sets 01 ramps are located preferably, one on the right side of the track near the end of each block to cooperate witl the circuit changer at the end of the block ahead, and one bn the left'side of the track to cooperate with the circuit changer next in the rear.

The invention consists in the novel construction and arrangement of apparatus and parts thereof,and circuit connections, above indicated antllhereinafter described -laud claimed, and illustrated 'in the accompanying drawings in which- Figure 1 is a roadway ramp or set of contacts bein also shown, a portion of the cab wiring eing omitted to avoid unnecessary complication of .thisfigure: I

Fig. 2 is a diagram showing the train carrear view of an engine or locomotive equlpped with our invention, a-

the'l ne b-b, Fig. 4;

Fig.5 is aside elevation of the ramp or set of contacts employed in connection with each block of the system;

Fig. 6 is a vertical section of the circuit changer employed in. connection with each block;

shown in Fig. 6;'

Fig. 7 is a. erspective view of the contact arm or brac et secured to the locomotive, for carrying the train carried contacts fadapted to engage the contact of the ramp;

l portion of; the roadway, showing a preferred F1g. 7.-is a similar view of the movable contacts mounted upon a block to be sepured to the contact arm or bracket shown lnFig. 7 5 "F'g. 8 is a cross section of a. double track mounting of the conductors employed in the roadwayportion of the system;

Fig.4) ls'fdiagramnlatic view of a por- 'tion of the iailway track equipped in accordance with our invention, the roadway system. here shown being employed for a single track road uponwhich .trains may move in either direction, and which is also gmployedgfi orr eachtrack of --a double track "road Referring to the drawings, it willbe seem that we have illustrated the .train carried portion of our system and apparatusas mounted upon a railwa v locomotive. 10indicatesthecab of a steam locomotive. 11 the engineers brake valve for controlling the application and release of the all-brakes of the train. and 12 the throttle valve for acmitting steam to or cutting it ofi from the engine. The throttle lever is indicated at 18. These are usual elements u on the locomotive and need not be further described.

I ;1-l ,,j,s-t he operating handle of the engineers valve.

"" 1 .--1=1aia i sair5{iseaas are provided for op erating the! cngineers}' valve automatically upon the occurrence of a danger condition,

. these means comprising a fluid pressure cylinderflfi suitably mounted adjacent the engineers valve and connected by pipe 16 -W1l.'ll any suitable source of fluid pressure. such as the source of air pressure employed for solenoid 19 adjacent said piston, and'a sec g 15 Fig." 6 is a detail of the contact elements I F lg.- 10 is a diagram showing the wiring employed in connection with a SlCllllg or. '35

the proper size to relieve the. pressure heond solenoid 20 mounted below solenoid 19'.

F liud pressure above the pistonlisjadmitted to the hollow piston rod by means of ports :21, controlled by valve '22 in the form of a tube or sleeve which extends down-- Nvardly through the solenoids and upon which the

cores

23 and 24 are mounted. From the upper end of tube :22 an extension 25 connects with an exhaust valve 26 near the upper end of hollow piston rod 18, where itcontrols exhaust ports 27.

The core 23 of solenoid 19, and the core 2-l of solenoid 20 are so mounted that, when the other parts of the mechanism are properly adjusted-their pull u )on the common control tube 22 will be equal when bothsolenoids are energized, but when solenoid 19 alone is energized core '23 will be drawn upbelow the piston rod. I I The piston rod 18 has an-operatlvlconnection with; the operating lever of the"en*- gineersvalve 11, this connectioncomprisin inga cord 28 which passes over

pulleys

29 and 30 and is connected to a spring 31.. This-spring is so adjusted as to return. the" piston to its raised position and maintain. it

there when the pressure isequalizedupon opposite sides of the piston within the cylunder. ()vcrlying the operating lever 14 of the engineer's valve is a plate 32 having a downwardly extending lug to engage the side of the lever It in the dircetji'm of the oil position of the latter. The plate 32 is suitably connected to the cord 23 to more with it. and is pivoted at the pivoted end of lever l-l. By this construction when it is desired to operate the lever 14 manually. as in the regular operation of the engineer's valve. it may be moved to the right to the service application or the lap posi- ,tion and back again without moving the plate 32 or the cprd 2Q. 'hen the enginecns valve is to be operated autonmticallyhou ever and the piston 17 is tl(l)l't':-$((l. the cord 2* is drawn in opposition to spring 31 so as to move tlieglfi'ei' ll'to the right .lllt-liflzle, position shown in dottedliucs'iii' Figvf'3; but the time reqliired 'to reach this position is gaged toreduce the train pipe pressure slowly and efi'ect an tl-lflJllCtltlOll of the brakes corresponding-to a service application. This is efiected by having. the exhaust ports 27 ot low piston 17 slowly to cause a slow movement of the piston.

In order to automatically operate the throttle lever, an operating cylinder 34: is provided mounted in any suitable manner upon throttle lever 13 as by means of a strap 35 pivotally connected at 36 with a collar 37 within which latter the cylinder 4 mounted. The piston of this cylin er is connected in any suitable manner to a fixed support such as to the boiler or cab construction at 38, so that when the piston is operatedby fluid )ressure admitted through flexible pipe 39 the throttle lever 13 will be moved to close the throttle.

Fluid pressure is admitted to flexible pipe 39 by means of a valve structure 40, mounted upon cylinder 15. This valve structure comprises a chamber 11 to which air. pressure is admitted from pipe 16, and from chamber 11 the pressure is controlled by means of a valve sleeve 42 having upon its lower closed end a rod 43 engaged by piston 17 in its raised position. Valve sleeve 42 has admission ports 4-1 and an outlet port 45. 46 is a'port in the casing communicating with pipe 39 and l? is the exhaust port. .Spring 48 is mounted to maintain the tubular valve member -12 depressed when released by

piston

17 and 19 indicates a pressure equalizing channel for the movable valve member. \Vhen piston 17 is in its normal or raised position. pressure is cut off between pressure chamber 41 and supply port 46, as indicated in Fig. 4, and pipe 39 is connected to exhaust 47. Vhen piston 17 is lowered valve member 42 is moved downwardlyby spring 48 so as to close exhaust port 47 and open supply port 44 so that pressure is admitted to operate the throttle closing lever.

The movement of piston 17 is electrically governed by solenoids '19 and 20 through variouscircuits in the cab cooperating with circuits along the road. these two sets of circuits cooperating with each other by means of contacts along the road and contacts carried by the locomotive to engage said roadco'ntacts. These road contacts are commonly known as the ramp, and in our system are arranged in sets as will be de scribed hereinafter.

The source of current is preferably carried by the locomotive and may be a storage battery 50 which may be keptcharged by a generator 51 driven in any suitable manner as by a small turbine 52 supplied by steam from the boiler.

The ramps or sets of contacts along the road are arranged so that a train about to enter a block may close the block beyond said block in advance to a. train running in the opposite direction,

entering the block may clear that just left to the rear. This we preferably accomplish operate the circuit changer at the entrance on suitable upright framing and contact and after or when by employing two ramps for each block, one

on the righthand side near the end of the block to operate the circuit changer of the block next in advance, and one on the left to 70 of the block just vacated. For a train going in the other direction the same arrangement works the same.

Each ramp preferably comprises a vertical rather long operating contact 53 and a horizontal contact 54 arranged (considering the ramp on the righthand side of the track in either direction of train motion) in advance of contact53. Contact is mounted 4 54 is mounted on suitable horizontal frammg 56,- preferably on the under side thereof. The vertical contact 53 is of sufficient width .to beengaged by brushes 5S and 59. the

contact 54 which is horizontally arranged being engaged by brushes 60. These brushes 58, 59 and 60 comprise the train carried contacts which cooperate with the block contactsof the ramp and are mounted preferably at the side of the locomotive the proper distance above the roadway. One form of mounting is shown in Figs. 7 and T. in which 58 is a suitable bracket secured in any desired manner at the side of the enine asshown in Fig. 1, the contacts 60 bemg mounted upon the upper surface of an insulation block 58". Brushes 58 and 5 are mounted upon the outer face of this insulation block 58". One set of these

brushes

58, 59 and 60 is mounted upon the righthand 'side of the locomotive. and a second set is mounted upon the lefthand side of the locomotive, as shown in Fig. 1, for the purpose hereinafter to be explained.

Solenoid 19 is arranged to be put in closed circuit with battery 50 by means of wires 61. 62, brushes 58 and 59 and wire 63 whenever said brushes engage a vertical operating contact 53. Solenoid 20 is connected by means of wire 64, wheel 65 of the locomotive, track rail 66, conductor 67, operating contact 53, brush 59, wire 652, battery 50 and conductor 61. In this latter circuit it will be seen are included the track rail and conductor 67 in connection with which the safety and danger conditions of the system are associated. Therefore, it will be seen that whenever a safety condition exists the circuit of solenoid 20 will be complete, and assolenoid 19 always has its circuit co1npleted by the ramp contacts, the pull of the two solenoid cores willneutralize each other and no 0 eration of the train control mechanism wi occur. On the. other hand, should a danger condition exist solenoid 20 will receive no current when contact 53 of the ramp is engaged by the train carried contacts, the solenoid cores'will become unbalanced resulting in the upward movement of core 23 and the consequent brakes and the closing of the throttle.

When the piston reaches its lowermost position contact 68 engages contact 9 at the lower end of the cylinder and solenoid '20. receives current through conductor To. The position. of the cores is thereby restored within the solenoids, equalizing ports 21 are again opened and exhaust ports 26 again closed, when the piston will be returned to its raised position by the action of spring 31. leaving the engineers valve in the brake application position in which it remains un til manually restored. Cylinder 3-4 which had at the same time received operating pressure through pipe 39, as above explained, is also exhausted to atmosphere leaving the throttle lever in the closed p sition until manually moved by the end.-

neer.

In Fig. Q-the connections of

solenoids

19 and 20 are merely indicated diagrammatically. These connections may be made in practice in any suitable manner. one way be ing shown in Figs. ,4 and 4, where it will be seen that springs 71. 7-2. and 73 are mounted at the lower end of the cylinder 15 for engagement with contacts upon the solenoid structure, one of these contacts being connected to one side of one solenoid, another contact being connected to one terminal of the other solenoid. and the third condivided into a number of blocks. three such blocks being indicated at X, Y and Z, the wiring being such as to provide for the operation of the system by trains goin i in either direction along the track. The operating circuit 67 connected to the vertical or operating contact: of each ramp, and shown in heavy lines in Fig. 9, is one of the circuits in which the danger conditionis to act. in order to control the train movements. The danger condition may he a broken rail. an open switclnor the presence of another train in undesirable proximity to the block under consideration. The operating circuit therefore, of which wire (37 is a part. is made to include one of the track rails of the block and also a circuit changer capable ot' being Such a circuit changer is shown at fl, and

campus is illustrated in detail in Figs. 6 and 6".

Referring to these figures it will be seen that this circuit changer isastep-by-stcp circuit maker and breaker actuated by an electromagnet 75. The core 76 of this magnet is arranged to actuate level 7? by means of rod T8 so as to move contact wheel 79 one step in the direction of the arrow by means of pawl 80 carried on arm ,81 and lever 77. The contact wheel 79 is held'in its advanced position by means of pawl 82. Contact wheel 79 is made of insulating material and carries a set of contacts H3 arranged to engage contact springs 84 and upon opposite sides of the contact wheel. Au additional set of contact springs is also provided for use in connection with other circuits if desired.

One of these Contact springs connected to one or the other of the track rails. and the other spring is connected to operating circuit G'Tdand through said circuit with operating contact 53 of the ramp.

The solenoid 75 of each circuit changer is connected with contact 54 of its ra mp by wire 89 extending along the way. and on the other side of said solenoid is connected to the other track rail. For instance. if contact. spring be considered as connected to rail 66, and contact spring 8-1 comm-ted to circuit wire 67. then one side of the solenoid will be connected to rail on while the other side of the solenoid is connected to ramp contact 54, as-above indicated.

It will be observed that the contacts of each ramp are connected by the respective circuit. wires with the circuit changer with which they are to cooperate at the opposite or far end of the block, and that the return for each circuit. is through one of the track lbs rails. Each ramp is located preferably near the end of a block. perhaps two hundred yards or more from the end. so that it will be engaged by the traincarried l-outacts at such distance before entering the block ahead as to permit the train to stop or nearly stop at the end of the block and before cir tering the block ahead should the danger condition exist in the last-mentionedblock.

It will also be observed that each block is provided with a ramp for each direction of motion along the track. the ramp upon the righthand side of the track, considering motion in either direction, cooperating with the train carried circuits and source of current to operate the circuit changer at the end of the block ahead to the danger condition. and the ramp at the let'thand side of the track being connected' to restore to safety condition or clear the circuit changer of the second block in the rear. 7

The operation of the systmn may he described as follows: Supposing blocks X, Y

and Z to be free from danger conditions,

and assuming that all of the cireuit'changcrs f open circuit orvclear position.

your, block X I. j. changer 74? in the'closed-cn-cult position. If therefore while'-'the first train is proceedarea-n the open circuit positioln a train gomg in the direction of the ,whole arrow and ahout to enter block X will first engage contact 54 of ramp and current will llow from the train battery through wire Ni of lhe circuit changer operating circuit to the solenoid of circuit changer T4". and return to battery through wire N1. rail (36' and the wheelsof the locomotive. Thi will operate circuit changer T4" to the closed circuit position. The il'tllll-t'tll'l'lttl contacts next engaged energizing contact 53' otI-ramp A, when in accorda'lnce with the operation above described in connection with the train-controlled mechanism upon the hbcoinotive. hoth solenoids 19 and '20 are energized. the, solenoid 19 through the ramp contact 53. and the solenoid QO'tIn-ouglr' this contact. wire 6'1 contacts. 8; and,

I hlrick without;

hindrance;

train iiw'ill' prijieed r'into' AQthe train approaches the. end1of block nanilcr aimilar to the antigen: 7- 111st exp aired in cogn iection' ingjblock Yh clear. the train will if fcral p li' n ioli i. Since c|rclosed circuit cuit changer (4" is ,l'llt tl'il In o COlll'lOl position. no actuation of. the

mechanism vwilllzta'ke place upon contact; wvitlr contact 53 of rang B'. Upon engagement witlrfcontact 54 the solenoidof circuit changer; 171$ receives current through wire '89 andytrack; rail ,(ilijlfto' actuate that. circuit changer one stepilac to i i This clears theE-blockpreceding block X (therefore, remains-y with its circuit i-ng;along block Y, a following train should approach block X. it would first engage contact fil-of'r'amp A and thereby operate circuitchange'r H to the open circuit po sition. 'When the following train then engages. operating contact 53 of ramp A the solenoid-QOofthe train control mechanism will recelve no; current. the circuit of this vsolenoid beinglo'pen at the contacts of circuit changer '74". The ahm e described operation of the train control mechanism therefore, takes place. and the train is brought to a Stop automatically.

The same operation wouldtalte place if '-ither of ;the track rails lnbroken. or a Switch rlisplaceiieas follows. A train engaging contactrfi lof ramp A. would be unable to sup'plv current tooperate clrcult p of circuit changer. 74?,- and retinal toihiitte'ry by railGG and the wheels of the loconiotiiei The safety condiore he,; 'registe1fed and the;

with bloc Find A 'ment with the second contact of t mg block lewlll tance of one block.

contact 5 1 is engaged no current will be received through the operating circuit if the danger condition exists in connection with rail (3G. and the train control mechanism will operate to (stop the train. The circuit changer for each block being at the far endof the block, it will be readily understood ,from the foregoing that the train is fully protected against all danger conditions of the track in the-block which it is about to ,enter, riupposlng now a train going 111 the whole arrow direction tooccupy block Y. having actuated circuit changer 74"and 74 to the .closerhcircuit position, a train attempting to enter block Z going in the opposite or -pht arrow direct-ion by engagement with contactsof ramp D. will first operate cir-' cuit changer 7 k to the open circuit position and then he brought to a stoploy engagezaid ramp.

This train 'vill therefore be unable to enter block Z. changer H" to the closed circuit posrition, the train in block Y wheniit reaches the end of said block will in the same way be stopped by engagement with the contacts of ramp It will therefore be seen that two trains going in the opposite direction cannot approach each other nearer than the dis The same operation will take place if a train going in a given direction should enter a block. stop and then back into the precedi hloclc again. .It would always be protected by the block in advance and the block in the rear. by reason of the engagemena with the ramps on both sides of the track.

In orderto indicate to the engineer visually the condltion of the l)l()Cl(.\\'l1lCll he is about to enterand to show that the system is working properly, I provide signal lights L. L in the cab which are connected in the circuit of solenoid 20. so that every time that a safety condition exists these lights will show that factto both the engineer and the fireman. If a danger condition exists the lights will fail to show. and

the stop action will take place.

In applying our system to a double track road we preferably wire each track as indicated in Fig. 9, thereby avoiding the possiand. having operated circuit.

hility of danger by a train running in the wrong direction upon either track. In this connection it may also be stialbed thnt in or der to avoid the possibility of accident clue to the wrcclr'of a ,train upon one track falling upon and obstructing the other track, we may mount the four conductors extending along the line upon low osts between the track. If a wr ck should all over from one track upon the other therefore one of these operating circuit conductors will be broken, thereby disabling the operating circuit and stopping trains going In either direction upon the other track. 'Such a gounting of these conductors is shown-in In Fig. 10 we have shown the application of our invention to a turnout to enableone train to pass another on a single track road. Here the principle is the same as that shown in Fig. 9. with theaddition of the switches X and Y which have contacts as and connected in the operating circuit of t e circuit changer 74. As shown in this fi ure, the switch X is shown in the clos or. safety position for a train proceeding along the inain line, and the circuit of the operatl ing contact adjacent the switclris therefore complete. The switch at Y IS shown- 1n the open position ready for a train to enter the turnout in moving from right to left,

as viewed on the drawing. e Themp'erating circuit has heretofore beenyopen at, c01itact-- y. After, a'train moves upon the turnoutthe circuit changer 7-1 is restoredto normal or safety position by the two-contact ram shown at eitherend of the turnout, so hat, the switch having been moved to safety position, the through line again stands at clear or safety.

Fig. 11 illustriites the invention as applied to yard turnouts and. sidings, which do not require specific description as the princi les are identical as those alread describe The circuit changers 7" an 74* are shown in connection with the switch tower, and the operating circuits of the operating ramp contacts only are shown, the omitted circuits of the other ramp contacts being the same as those already described in connection with Figs. 9 and 10, hen the operator in the tower moves the various track switches of the turnout-s and sidings, the electrical switches shown are also" op erated to in a corres onding manner open be made without departing from thespnut of the inventiomand all snch changes, wcg aim to cover within he scope of the ap For instance, the circuit of solenoid 19 will be a short local circuit u )on the engine and through the contacts of the ramp, and hence will require less current than the'circuit of the solenoid 20 which will include acorr sidcrable length of line conductor as" well as the'resistance of the rails. It will' there fore be necessary to wind the solenoid 19 to very high resistance as compared with the resistance of solenoid 20, Or otherwise compensate for the relative differences of resistance in the two circuits, which will be often in shunt relation. Further, it will sometimes be advisable to use two or more circuit changers for each block, instead of one as shown, and'to arrange, these at suitable locati as within the block, as may be desired. ther chan s will readily siiggest themselves tolthose s tilled in the art.

Having described our invention. what we claim as new and desire to secure by Letters Patent of the United States, is: 1.' Iri a traincontrol block system, abrake applying "control means comprising a ,fluid sipressure cylinder, it pls tll within said tlmder,.. lmeansrcairid by said ins: -ton for'controlln sure to and'exhaust from one side of said piston, and an electromoti've device mounted upon and movable bodily with saidlpiston wlthln said cylinder for controlling said valve means.

2. In a train control block system. a brake. applying control means comprising a fluid l'gressure cyl nder, a piston within said cyliner, a hollow piston rod for said piston. inlet and exhaust valves in said piston rod for controlling admission of fluid pressure to and exhaust from .one side of said iston, and an electromotive device mountet upon said piston within said cylinder connected for controlling said inlet and exhaust valves.

In a.train control block system. a brake applying control means comprising a fluid pressure cylinder, a piston within said cylin der, :1 fluid pressure connection to said cylin; der upon one-side of said piston, it valve in said piston admittingpressure to the other side thereof and an exhaust valve for the same side of said piston, and an electroniclive device mounted upon said piston within said cv'l'inderfor opening said exhaust valve and c osing said admissioirvalve. and. vice versa,ito operatesaid piston.

4. In atrain control block system, a brake applying control means comprisin a fluid pressure cylinder. a piston wit in said cylinder-La fluid pressure connection to said -c 'lindi{r"-,upon one side of said piston; a lmllow" piston rod for said pistoina pressure ig admissionof fluid presequalizing valve in'said piston, an exhaust y t jwgti-mmj of said ports, a

taneously control said equalizing and. ex-

' ha ust valves.

5. In a train control block system, a brake applying means comprising a fluid pressure cylinder, a piston within said c 'hnder, a fluid pressure connection to saic cylinder upon one side of said piston, a hollow piston rod tor said piston, a pressure equalizing valve in said piston, an exhaust valve in said hollow piston rod, a common operating rod for said valves. an electromagnet havingits coils mounted upon said piston, and an armature for said electromagnet connected to said common operating rod.

(i. In a train control block system, a brake applying means comprising a fluid pressure cylinder. a piston within said cylinder, at fluid pressure connection to said cylinder upon one side of said piston, a hollow piston rod for said piston, said piston having an aperture in alinement with the bore of said hollow piston rod, said piston rod having an inlet port within said cylinder and an exhaust port outside of said cylinder. a valve for each commo'n operating rod for said valves extending through said piston. and an. electromagnetmounted upon said piston on the side opposite said piston rod and having its armature connected to said common operating rod.

T. In a train controlblock system, the combination with a valve for controlling the admission of motive fluid to the engine and a valve for controlling the application of thehrakes, of an automatic control device comprisinga fluid ressure cylinder, a piston within said 0) inder. a fluid pressure connection to said cylinder on one side of said piston, a valve in said piston admitting pressure to the other side thereof and an exhaust valve for the same side of said piston. an electromotive device mounted upon said piston within said cylinder for opening said exhaust valve and closing said admission valve and vice versa to operate silitl piston. and connections from said piston to operate said motive control and brake valves.

3. In a train control block system. the comhinationwith a valve for controlling the admission of motive fluid to the engine and a valve for controlling the application of the hrakes, of'an automatic control device comprising a fluid pressure cylinder. a piston within said cylinder. a fluid pressure connection to said cylinder on one side of said piston. a valve in said piston admitting )l'cssure to the other side thereof and an exiaust valve for the same side of said piston. an clectromotive device mounted upon said piston within said cylinder for opening said exhaust valve and closing said admission and said-brake valve, a fluid pressure device for controlling said motive fluid valve, and means control ed by said piston for admitting fluid pressure to and exhausting it from said fluid pressure device.

9. In a train control system, the combination with an engineer's valve for controlling the application of the brakes, of an automatic control device comprising a fluid pressure cylinder, a piston within said cylinder. a fluid pressure connecting on one side of said piston, a valve in said piston adinitting pressure an exhaust valve for the same side of said piston. an electromotive device mounted upon said pistonwithin said cylinder for operating said exhaust and saidadmission valves, and a connection from said piston to said engineers valve to operate the same without interfering with the manual operation of said engineers valve.

10. In a train control 3 block system, the tombination with -a-valve for controlling the admission of motive fluid to the engine and an engineer's valve' for controlling the application of the brakes. of an automatic control device comprising a fluid pressure cylinder. a piston within said cylinder. means dependent upon the position of said piston for closing said motive fluid admission valve. and means connecting said piston with'the engineers valve handle. said last mentioned means comprising a movable member arranged to engage such handle on one side only. so that said handle is free to more independent of said member during the normal 'manual operation of said engineer's valve.

11. In a train control block system, a brake applying means comprising a fluid pressure cylinder. a piston within said cylinder. a fluid pressure connection to said cylinder upon one side of said piston. a valve the other side thereof and an exhaust valve. for the same side of said piston. an electromotive device for opcratingsaid piston and comprising two coils which when simultaneously energized produce no efl'ect upon said valves. hut when one only is energized said exhaust valve isopened and )tflll admission valve is closed and'vice versa to opcrate said piston.

12. In a train control lilock system, a train carried hrake applying means comprising a fluid pressurecylinder. a piston within said cylinder. at llnid pressure connection to said cylinder upon one side of said piston. a valve in said piston admitting pressure to the other -itle thereof and an exhaust valve for the same idc of said piston. an electromotive device for opening said exhaust valve and closing said admission valve and vice in said piston .admitting pressure t da ger or safety conditions along the way.

lit

tags and a circuit changer dependent 'upon 3. train control bloc-k system comprising train control mechanism upon the train. a circuit changer and a set of train-operated contacts for each block, circuits along each block coiiperating with said contacts and said circuit changer. and electrically balanced electro'motive devices on the train to govern said train control mechanism and comprising two magnets one of which is included in a local circuit through said trainoperated contacts and the other of which is lincluded in a circuit through said train-operated contacts and said circuit changer con tacts.

14. A train control block system comprising train control mechanism upon the train, a circuit changer and set of train-operated contacts for each block. circuits along each block coiiperating with said contacts and said circuit changer. a fluid pressure motor .for operating said train control mechanism, and electrically balanced electrounotive devices on the train to admit fluid pressure to said motor to govern said train control mechanism and comprising two magnets one of which is included in a local circuit through said train-operated contacts and the other of which isincluded in the circuit through said train-operated contacts and said circuit changer contact. v

15. In a train control block svstem, train carried electronnlgnetically governed train control mechanisnrincluding a source of current and terminal brushes. a setof train engaged contacts for each block and circuits coiiperating therewith. an electromagnetic step-by-step circuit changer for each block operated by engagement of one of said brushes with one of said contacts to complete or disable an operating circuit for said mechanism to another of said contacts.

16. In a train control block system, a tram carried 'hrake applying means compr sing a fluid pressure cylinder, a piston within said cylinder, a fluid pressure connection to said cylinder upon one side of said piston,

5 a valve in said piston admitting pressure to the other side thereof and an exhaust valve for the same side of said piston, an electromotive device for openin said exhaust valve and closing said admission valve and vice versa to operate said piston, said elecupondanger or. safety conditions alongthc road. I i

17. In a tram control block system, train carried electromagnetically' governed train control mechanism. a set of train engaged contacts for each hlock and. circuits coiipcrating therewith. an electronmgnetic step-hystep circuit changer for. each hlock at adjacent ends thereof actuated from one of said contacts to complete or disable an operating circuit for said mechanism to another of said contacts, the circuit changer actuating circuit including one of the track rails and said operating circuit including the other track rail.

18. In a train control block systelmtrain carried train control mechanism. a set of train engaged contacts for each block and circuits cooperating therewith. an electromagnetic circuit changer at the far end of each block for closing or breaking an operating circuit for said mechanism. one of said contacts connected to actuate the circuit changer in the rear. I

'19: In a train control block system, train carried train control mechanism. a set of train engaged contacts for each block and circuits cooperating therewith including an energizing circuit. an electro-magnetic circuit changer at the far end of each block for closing or breaking said energizing circuit for said mechanism. one of said contacts connected to complete said energizing circuit.

20. In a train control block system, train carried train control mechanism. a set of train engaged contacts for each block and circuits cooperating therewith, an electro n'iagnetic circuit changer at the far end of each block for closing or breaking an oper ating circuit for said mechanism. one of said contacts connected to actuate the circuit changer of the block in advance, and a contact connected to actuate the circuit changer in the rear.

21. In a train control block system, train carried train control mechanism, a set of train engaged contacts upon one side of the track for each block and circuits cooperating therewith, a second set of train engaged contacts for each block and circuits coiiperab ing therewith, an electromagnetic circuit changer at the end of each block for closing or breaking an operating circuit for said mechanism, each of said sets of contacts cooperating with circuits and a circuit changer extending in direction opposite to that of the other set.

22. In a train control block system, train carried train control mechanism, a set of train engaged contacts for each block near the entrance end thereof, an electromagnetic circuit changer at the far end of each block for closing or breaking an operating circuit for said mechanism, and a second set of train engaged contacts for each block with cooperating circuits for operating each electromagnetic circuit changer in the opposite direction of train movement.

28. In a train control block system, train carried train control mechanism including a source of current and terminal brushes, a set of contacts near the entrance of each block cooperating With said train carried brushes, an electromagnetic circuit changer at the far end of each block, a control circuit from one of said contacts to said circuit changer, and an operating circuit from one of said block contacts for said mechanism which includes a conductor along the block, the contacts of said circuit changer, and track rail return.

24. In a train control block system, train carried train control mechanism including a source of current and terminal brushes, a set of contacts for each block cooperating with said train carried brushes, an electromagnetic circuit changer at the far end of each block, a control circuit from one of said block contacts to said circuit changer with return by one track rail, and an operating circuit from one of said block contacts for said mechanism which includes a. conductor along the block, the contacts of said circuit changer and return by the other track rail.

25. In a train control system, train carried train control mechanism including a source of current and terminal brushes, a set of brushes near the entrance of eachblock cooperating with said train carried contavty-an operating circuit from one of said "block contacts which includes a conductor along the block and track rail return, anelectromagnetic circuitchanger at the far end of each block for opening and closing said operating circuit, and a control circuit for said circuit changer which includes another of said block contacts.

'26. In a train control block system, train carried train control -mechanism and confacts and a source of current therefor. a set of contacts near the ,entrance of each clock coiiperating with said train carried contacts, a second set of contacts for each block at the entrance thereof going in the opposite direction, and an electromagnetic circuit changer at the end of each. block for opening and closing an operating circuit for said mechanism, said circuit changer being controllable from each. set of contacts by trains going in either direction.

:27. In a train control block system, train carried train control mechanism and contacts and a source of current therefor, a set of contacts near the entrance of each block cooperating with said train carried conta'cts, an electroma netic step-by-step circuit changer for each bIock for alternately closing-and breaking an operating circuit along the road for said mechanism, a control circuit from one of. said contacts to said circuit changer, and an operating circuit from one of said block contacts for said mechanism which includes a conductor along the block, contacts of said circuit changer, and track rail return.

In testimony whereof we have hereunto set our hands in presence of two subscribing witnesses.

FELIX MARY MUSY. MELVILLE E. SULLIVAN.

W'itnesses O. M. HEFLER, W'. E. KELLEY.

Corrections in Letters Patent No.1 324,205.

5 Apparatus and Systems." vrrors n'ppvnr in the It, is hereby certified that in Letters Patent ha. 1,324,205. grnntm'l December 9.

1919, upon the application of Felix Mary Mug and Mvlvillz E. Sullivan, 0! Richmond, Virginia, for an improvunent, in Rnilway In-nn Automatic-Control printed spccifirnliun requiring (-orrection as follows: Page 2, line 96, strike nut the word "run"; page 4,1'mc J2.

strike out the word 01: and that the said Letters Patent. should be read with these correction:- therein that, the same may conform to the record nf the case in the Patent Ofiice.

Signed and sealed this 3d day of Februnr \'.-A. 1)., 1920.

[ M. H. COULSTON.

Acting Commissioner of Paula.