US1372457A

US1372457A - Trol co

Info

Publication number: US1372457A
Authority: US
Publication date: 1921-03-22
Anticipated expiration: 1938-03-22

Description

A. L. RUTHVEN.

MEANS OF ELECTRICAL TRACK CIRCUIT CONTROL.

APPLICATION FILED FEB. 4, 1918.

1,372,457. Patented Mar. 22, 1921.

3 SHEETS-SHEET I.

INVENTOR,

A. L. RUTHVEN.

MEANS OF ELECTRICAL TRACK CIRCUIT CONTROL APPLICATION FILED FEB. 4, 1918.

Patented Mar. 22, 1921.

3 SHEETS-SHEET 2.

A. L. RUTHVEN.

MEANS OF ELECTRICAL TRACK CIRCUIT CONTROL.

APPLICATION FILED FEB. 4, 1918.

1,372,457, Patented Mar. 22, 1921.

. 3 $HEETSSHEET 3.

Q [\"VEXTOR,

k k/gym l Z/ w UNITED STATES PATENT OFFICE.

ALFRED L. RUTEVEN, O! BUFFALO, NEW YORK, ASSIGNOR TO SIMPLEX TRAIN CON- TBOL 00., INC., OF ROCHESTER, NEW YORK, A CORPORATION OF NEW YORK.

Specification of Letters Patent.

Patented Mar. 22, 1921.

Application filed February 4, 1918. Serial No. 215,300.

' To all whomit may concern:

Be it known that I, ALFRED L. RUTHVEN, a citizen of the United States, residing at Bufi'alo, in the county of Erie and State of New York, have invented certain new and useful Improvement in Means of Electrical Track-Circuit Control, of which the following is a specification.

The present invention relates to real road block si aling and automatic train control, an aims to provide novel and improved means for cooperation between the train and track equipments for controlling the movement of the train under the various conditions, such means eliminating the use of electrical, mechanical or other contact or similar devices between the train and track and thereby removing a serious objection to train controlling apparatus embodying such devices.

It is the object of the invention to provide cooperating means between the train and track utilizing magnemotive force as the medium of control, to eliminate contact and like devices heretofore used, which have serious objections impairing their efiiciency.

Another object of the invention is the provision of means of the nature indicated employing novel mechanism to utilize the mag nemotive force for purpose of control.

A further object is to rovide such means constructed and arrange for automatically placing the train equipment in danger position when such track conditions exist, as the train passes the controlling points, and for automatically clearing the apparatus should the danger be removed when the train passes a controlling point in clear condition, beyond those in danger condition.

A further object is the provision of the means of the character above indicated embod ing electro-magnets and armatures, one set eing movable to produce different conditions, such as clear and danger, and the other being movable in response to the aforesaid set so as to bring the train equipment to the proper condition according to the track equipment.

With the foregoing and other objects in view, which will be apparent as the nature of the invention is better understood, the invention resides in the arrangement and combination of parts hereinafterdescribed and claimed, it being understood that changes within the scope of what is claimed can be made without departing from the spirit of the invention.

The invention is illustrated in the accompanying drawings, wherein- Flgure 1 is a diagrammatical view of the apparatus.

Fig. 2 is a perspective view of the brake valve operating device.

Fig. 3 is a vertical section on the line 3-3 of Fig. 1.

Fig. 4 is a perspective view of the track device, slightly modified in form.

Fig. 5 is a sectional detail of a modified means for operating the track device.

Fig. 6 is a diagrammatical view of the track equipment showing the track devices of the present invention connected to the electrica circuits of a simple normal danger signal system.

Fig. 7 is an elevation showing a modified form of the automatic controller for the pneumatic equi ment.

Fig. 8 is a ragmental elevation thereof looking at right angles to the line of view in Fig. 7.

The invention forming the subject matter of this application is preferably, although not necessarily, used with the pneumatic train equipment disclosed in my pending application for patent on combination automatic and manuall power control and a arm system, filed June 15, 1917, Serial No. 175,018, it being understood, however, that the present improvements can be used for operating or controlling various train or vehicle equipments. In order that the operation of the apparatus can be better understood, the pneumatic equipment is shown in its simple form in Figs. 1 and 2, and is here briefly described.

Pneumatic equipment.

The pneumatic equipment, forming the subject matter of the pending application above referred to, includes the main reservoir 1 for supplying the compressed air or pressure fluid, which is controlled as usual by the engineers brake valve 2 having the handle 3 and usual exhaust port 4 direct to the atmosphere which is closed when using this equipment. The equipment further includes an automatic controller 5 having the casing 6 in which a stem valve 7 is slidable, said valve having a piston 8 working in a cylinder 9 in said casing to operable air brake,

provide means for operating said valve pneumatically. The'valve 7 has a port 10 to normally establish communication between the pipe 11 and exhaust port 11 of the casin 6 leading to the atmosphere, the pipe 11' being connected to the brake valve 2 to receive the air discharged from the brake pipe when the brakes are applied as usual. The valve 7 in its normal position is lowered so that the port 10 establishes communication between the pipe 11" and exhaust port 11, but when said valve is raised as shown in Fig. 1, the port 10 establishes communication between the pipe 11' and the pipe 12 leading to a power interrupting means 13, which when the pressure fluid flows thereto, serves to interrupt the steam or other motive power which propels the vehicle or train.

The cylinder 9 is supplied with pressure fluid for raising and lowering the valve 7 by two conduits 14 and 15 connected to the lower and upper ends of the cylinder, and

' devices as will hereinafter appear.

. provements.

a main controlling valve16 controls the flow nto said conduitsalternately from the respective conduits 17 and 18 in commun1- cation with the respective supplementary is up. A. centrifugal governor 23 is operable within the casing 6 and is connected to the valve 16,. whereb the rotation of the governor will raise t e valve 16, whereas when the governor stops and gravit'a-tes it will lower the valve 16 which controls the move ment of thervalve 7 that in turn controls the power interrupting means 13 and other The governor 23 is operated by one or more electrical motors 24: or their equivalents which are controlled by the present im- When the governor 23 is in operation and the valve 16 raised, pressure fluid will flow from the reservoir 20 and conduit 18 into the conduit 15 and upper end of the cylinder 9 to move the piston 8 and valve 7, as seen in Fig. 1, thus producing danger indicating conditions. It will be apparent that when pressure fl'uid flows from one of the reservoirs 19 and 20, it is supplied into the other since the valve 7 reverses when the valve 16 changes its position.

A brake valve operating device 25 is used .for actuating the engineers brake valve 2 beyond his control, and said device includes a casing 26 secured to the brake valve casing and having an oscillatory member 28 therein fitted on the stem 27 of the brake -duit 32 communicating withvthe pipe 21 by the way of port 22 when the valve 7'is up. The valve 7 has a third port31 establishing communication between the conduit 32 and pipe 29 when the valve 7 is raised, whereby the pressure fluid will flow from the main reservoir to the device 25 for pneumatically and-automatically operating the brake valve 2'to apply the brakes.

The casing 6 has a" third supplementary reservoir 33 which is supplied with pressure fluid also from the conduit 32 and by way of V the port 31 when the valve 7 is up, so that when said valve lowers, its port31- will now establish. communication between the reser voir 33 and pipe 30 in order that the pressure fluid from said reservoir flows to the device 25 for returning the member 28 and valve 2 to release the brakes. r

A set of, suitable signals 34 are operated pneumatically by being connected by means of a pipe 35' with the'conduit 32, so that said signals will operate when the brakes are applied. 7

V Track device; V The track device as shown in Fig. 1, is located between the rails 36 of the track and is operated by the usual semaphore 37 hav-;

ing the operating mechanism 38, although as hereinafter setforth, the "track device can'be operated otherwise by conditions of trafiic. Said device includes a danger armatnre39 and a pair of clearing arma'tures 40 all mounted for up and down movement on the track .and preferably elongated. longitudinally thereof. As shown, thearmature 39 is shorter than and arranged between the Y armatures 40 at the center of the track. 'A. casing 41 of non-magnetic material ineloses said armatures to protect them from the weather conditions and to avoid injury" thereto or tampering therewith, said casing being of non-magnetic material so that it will not interfere with the magnetic cooperation between the train and track devices. It will be noted that this casing -11,

the clearance between the track and vehicle devices. The

armatures

39 and 40 are carried by levers 42 fulcrumed Within the easing 41, so that when the armature 39 is raised to active position, the armatures 40 are lowered to inactive position, and vice versa. An arm 43 is connected to the levers 42 and is in turn connected by a rod 44 with the semaphore mechanism 38, although any other suitable mechanical, electrical or equivalent connection can be used for raising and lowering the armatures according to the position of the semaphore. The armature 39 is sufficiently heavy to counterbalance the two armatures 40 so that said armatures will move freely in response to their operating means. The rod or connection 44 between the track device and semaphore is preferably inclosed within a tubular housing 45 extending from the casing 41 to the semaphore casing.

Responsive train device.

A device carried by the train or vehicle is responsive to the

armatures

39 and 40 for controlling the pneumatic equipment above described, and thus bring said equipment to danger position when the armature 39 is up, or bring said equipment to clear position, when the armatures 40 are raised. This train device includes a danger electro-magnet 46 movable over the armature 39 in either direction; a danger retaining electromagnet 47 coiiperable magnetically with one rail 36 of the track or some other magnetic object adjacent which said magnet is located at all times; and a clearing electro-magnet 48 movable over one armature 40 or the other according to the direction of travel. Since the armature 39 and magnet 46 are located at the center track, two armatures 40 at opposite sides of the armature 39 are used to take care of trafiic in either direction, since the magnet 48 may be at either side of the magnet 46. The magnets are inclosed within a protecting casing 49 of non-magnetic materlal to avoid interference with the magnetic fields. The casing 49 is shaped to conform to the magnets and deflect snow and foreign objects to one side.

The in

ets

46 and 47 operate in unison,

and for this purpose, a rock shaft 50 is journaled in the casing 49 and has a crank 51 from which the magnet 46 is suspended by means of a link or hanger 52. The shaft 50 has a second crank 53 from which the magnet 47 is suspended by means of a link or hanger 54, and the crank 53 is longer than the crank 51 in order that the magnet 47 will have a greater vertical movement than the magnet 46. Thus, when the

magnets

46 and 47 are in normally raised position, the magnet 46 will be within distance of the armature 39 when in raised position, to be attracted thereto when said magnet is energized, whereas the magnet 47 will be sufficiently removed from the rail 36 so as not to be attracted thereto even though energized. However, when the magnet 46 is attracted to the armature 39, as seen in Fig. 1, the shaft 50 in being rocked will bring the magnet 47 sufficiently close to the rail 36 or other magnetic object to be attracted thereto, and thereby retain both magnets in lowered position even after the magnet 46 has been carried away from the armature 39. In order to raise the

magnets

46 and 47, an arm 55 is secured to the shaft 50 and has an adjustable weight 56 thereon, which by gravitating will turn the shaft 50 and raise the cranks 51 and 53 and therefore also raise the magnets suspended therefrom. The weights 56 can be so adjusted as to raise the magnets without a jar or jolt, and permit them to be attracted to their magnetic objects easily. An electrical switch 58 is operated by the shaft 50, to control two circuits and alternately open and close them. A second rock shaft 57 is journaled in the casing 49 and has a crank 59 from which the clearing magnet 48 is suspended by means of a link or hanger 60, an arm 61 being secured to the shaft 57 and having an adjustable weight 62 thereon for raising the magnet 48, the same as the weight 56 raises its magnets. An electrical switch 63 is operated by the shaft 57 to open and close an electrical circuit. The

magnets

46, 47 and 48 with their coils move up and down longitudinally of their respective polar axes and are preferably of the inverted U-shape, in order that their fields will dip or extend downwardly a maximum distance from their poles, to assure of the attraction of the magnets to their armatures when they are raised, even though several inches gap may beprovided between the magnets and armatures in raised position. The armatures when lowered must be sufiiciently removed from the fields of the magnets so as not to attract them.

An electrical generator 64 or other source of electrical energy is provided for operating the electrical motors 24 and for energizing the

magnets

46, 47 and 48, and said generator 64 has the leads 65 extending to the switches 58 and 62. The leads 66 of magnet 48 are connected to the switch 58 to be connected to the leads 65 when the switch 58 is in one position with the

magnets

46 and 47 down, said circuit being opened when the last named magnets are in raised position. The leads 67 of the

magnets

46 and 47 are connected to both switches 58 and 63, said magnets being shown as connected in parallel, and the switch 62 when on with the magnet 48 in raised position, will close the circuit between leads 65 and 67 so that the

magnets

46 and 47 are energized either when up or down. The leads 68 of the controller 5, which supply the electrical energy Cir I are lowered.

Operation.

,Under normal operating conditions, the

magnets

46, 47 and 48 are all in raised position, so that the switch 63 connects the leads 67 with the leads 65 of the generator, and

magnets

46 and 47 are therefore normally energized. The switch 58 will disconnect the leads 66 of magnet 48 from the generator leads 65 when the

magnets

46 and 47 are raised, but said switch 58 thereby connects the'leads 68 with the energized leads 67 so that the motors 24 will operate under normal conditions and rotate the governor 23. This will raise the valve 16, whereby the valve 7 is in lowered osition, the port 10 therefore permitting t e pressure fluid to escape through the port 11 to the atmosphere in applying the brakes manually as usual. Now, should the responsive train device pass a controlling point of the track where the danger armature 39 is in raised position, with the semaphore 37 at danger, the magnet 46 in passing over the armature 39' will be instantly attracted thereto, thereby raising the -weigl1t '56, reversing the switch 58 and bringing the magnet 47 into attractive relation with the rail 36 or other magnet object, and said magnet in being attracted to said object will hold the switch 58 in its new positioneven after the magnet 46 has passed the armature 39. The magnet 47 thus serves to retain the danger position ofthe train device. The switch 58 will now close the circuit of magnet 48 so that it now becomes energized, but opens the circuit of the controller 5 so that the motors 24 stop, permitting the governor 23 to gravitate and lower the valve 16, which will result in the valve 7 being raised, so that the pressure fluid flows to the signals 34 to operate them,

and also flows to the device 25 for automatically operating the brake valve 2 to apply the brakes, the discharging pressure fluid from clear position.

Shouldthe train proceed under caution conditions, that is, at a slow rate of speed, and pass the next track device which has is been brought to clear position by the removal of the danger, the armatures 40,being raised and the armature 39v lowered, the

clearing magnet 48 in passing over one of the armatures 40 will be attracted thereto, thus opening switch 63 and the circuits of

magnets

46 and 47. The

magnets

46 and 47 will therefore become dead and will no longer hold the switch 58 in dangerposition, so that the weight 56 will return the

magnets

46 and 47 and switch 58 to normal position. This will again close the circuit of the controller 5, so that it will restore clear conditions, and switch 58 in being returned will also open the circuit of magnet 48 so that it becomes dead and returns to normal position. The train can then proceed as before, due to the removal of danger.

Modifications. V f

Fig. 4 shows a slightly different form of casing 41' placed on the ties.

Fig. 5 illustrates a difierent way of operat-' ing the track device, Thus,.the operating rod 44' can be connected to the core 44 of p a solenoid 44", which can be housed within an extension 45? of the casing 41. The track device can thus be operated electrically as under all conditions, excepting when the system is operative for energizing said solenoid in clear conditions. If the system fails, danger conditions will prevail, and the same is true with the mechanical connection shown in Fig. 1. I Fig. 6 illustrates the solenoids 44 ofa number of track devices in the circuits of a simple normal danger signal system. As shown, the rails 36 are divided into the sections A, B, C, D, and E insulated from one another, and the semaphores 37 are located between the blocks, each of which contains two or more sections. As many track devices can be used as desired, and as shown theyare placed at the junctures of the track sections and. between the ends thereof. Thesignal' system illustrated is of a well known simple form and includes an electro-magnet 70 con-' nected to each pair of rail sections at one f end and a track battery 71 connected thereto at the other end to complete a normally closed circuit for each section and maintain the magnet 70 energized. Each magnet 70 attracts and normally closes an armature switch 73 disposed in signal circuits 72 of the semaphores 37, and each of said circuits also includes an armature switch 7 4 attracted and normally opened by a magnet 70 in rear. Thus, taking one circuit 72, it includes the semaphore 37 between sections B and C, armature switches 73 at the ends of I section C, armature switch '74 between sections A and B, and the magnets 44 at the centers and forward ends of sections B and C. The normally open switch 74 opens the circuit, so that the respective semaphore and track device or armatures thereof are in normal danger position. This condition will also exist if sections C or D are occupied, be cause this will short circuit one of the magnets 70 of said sections to let the respective switch 73 open, and the opening of the semaphore circuit at any one of the several points will produce danger conditions. However, should a train enter section B, moving toward the left in Fig. 6, the magnet 70 of said section will be short circuited and therefore be denergized, so that its switch 74 will close the circuit and thus move the semaphore and track devices to clear position whereby the train can advance past the semaphore into the next block. When the train enters section C, the magnet 70 thereof will be deenergized by the short circuit established, and even though switch 74 is again opened, as well as switch 73 between sections B and C, a second normally opened switch 7 5 of the magnet 70 under discussion will be closed by the deenergization of said magnet 70, and thus close the circuit of the two magnets 44 in advance, sothat the train can pass the respective track devices. Switch 75 forms a short circuit between the battery 76 of the circuit 72, and the semaphore 37 and magnets 44 in rear, so that a train following in section B will be stopped because said semaphore and last mentioned magnets 44 will be at danger, although the train already in the block can proceed.

This arrangement is just one of many in which the present track devices can be used for controlling traffic, and the illustration is to be taken as typical to make the invention better understood. 7

Figs. 7 and 8 show a modification in the controller 5 whose supplementary reservoirs 19' and 20 are not within the casing 6 but separate therefrom and mounted on a shelf 20. The valve 7 is also outside of the casing and supported on said shelf, and is of the spigot type to avoid leakage. The valve 7 is rotatable to control the pressure fluid in the manner of the valve 7, suitable pipe connections being made. The valve operating piston 8 is movable in an independent cylinder 9 and the piston rod is connected to an arm 9 of the valve 7 to turn it. This arran ement is preferable over that shown in ig. 1, because possible leakage under heavy pressure is avoided, and the parts are better suited for assemblage, repairs, etc.

Having thus described the invention, what is claimed is:

1. Vehicle controlling apparatus embodying vehicle retarding and clearing magnetic members movably mounted for magnetic cooperation with other magnetic means when the vehicle passes points of a track where part of said a paratus is located, and operating means or alternately moving said members to operative position.

2. Vehicle controlling apparatus embody ing vehicle retardin and clearing magnetic members movab y mounted on the vehicle track for magnetically influencing magnetic vehicle carried retarding and clearing devices, respectively, and operating means for alternately moving said members to operative position.

3. Vehicle controlling apparatus embodying vehicle controllin magnetic members coiiperable magnetical y with other magnetic means when the vehicle passes points of the track where part of said apparatus is located, and an operative mounting for said members whereby they move alternately to operative position for different conditions.

4. Vehicle controlling apparatus embodying vehicle controlling magnetic members cooperable magnetically with corresponding magnetic means of a passing vehicle, and an operative mounting for said mem bers on the track whereby they move alternately to operative position for different conditions.

5. Vehicle controlling apparatus including balanced magnetic vehicle controlling members alternately movable to operative position.

6. Vehicle controlling apparatus including vehicle controlling magnetic members for magnetically influencing retarding and clearing means on a passing vehicle, and a mounting on the track for said members to balance them for alternate movement to operative position.

7. Vehicle controlling apparatus including vehicle controlling magnetic members for coiiperation with other magnetic means when the vehicle passes a point of its track where part of said apparatus is located, and a lever mounting carrying said members for alternate movement to operative position and so that they balance one another.

8. Vehicle controlling apparatus including vehicle controlling magnetic members on the track for magnetically influencing magnetic means on a passing vehicle, a lever mounting for said members whereby they balance one another and alternately move to operative position for different congitions. and means for operating said memers.

9. Vehicle controlling apparatus including a set of three magnetic vehicle controlling members, one at the center of the track, and the others at opposite sides, and

means for mounting the last named mem-. bers for simultaneous movement to and from o erative position.

10. ehicle controlling apparatus including a set of three magnetic vehicle controlling members, one .at the center of the track, and the others at opposite sides, and means for mounting and operating said members whereby the first and second named ones move alternately to operative position.

11.'-Vehicle controlling apparatus including a set of three magnetic members for controlling magnetically responsive veh cle carried devices, one at the center'of the track, and the others at opposite sides, a

' lever mounting for said members whereby they balance one another and alternately move to raised position, and means for operating said members.

12. Vehicle controlling apparatus embodying the combination with track semaphores, of movable magnetic members on the track operatively connected to said semaphores to move simultaneously therewith for controlling magnetic vehicle retarding and clearing means respectively, when the semaphores are at danger and clear positions.

13. Vehicle controlling apparatus embodying the combination with a track semaphore, of vehicle retarding and clearing magnetic members on the track operatively connected to the semaphore to alternately move to operative position, when the semaphoreis moved to danger and clear positions, respectively.

14. Vehicle controlling apparatus embodying an armature device mounted on the track and movable to either clear or danger position, movable clear and danger electro-magnetic means on the vehicle selectively responsive to said device in its clear and danger positions, respectively, vehicle-controlling means operated by the movement of said clear and danger magnetic means, a nonmagnetic casing on the track over said armature device to prevent obstruction of or interference .with the movement thereof, and a nonmagnetic casing on the vehicle inclosing said magnetic means to pass the aforesaid casing.

15.. Vehicle controlling apparatus embodying movable armatures mounted on the track, a non-magnetic casing mounted on the track over said armatures, said casing having a depressed corrugation between said armatures, said armatures being movable at opposite sides of said corrugation, and electro-magnetic means carried by the vehicle to be attracted to said armatures. v

16. Vehicle controlling apparatus embodying movable armatures mounted on the track, a non-magnetic casin, track over said armatures and having stifi- (r mounted on the ening means between said armatures, and electromagnetic vehicle carried means movable over said casing to be attracted to said armatures.

17. Vehicle controlling apparatus embodying longitudinal armatures mounted for vertical movement on the track, a non-mag netic casing mounted on the track over said armatures, the top of said casing being depressed longitudinally between the armatures, and electro-magnetic vehicle carried means to be attracted to said armatures.

18. Vehicle controlling apparatus embodying longitudinal armatures mounted for vertical movement on the track, a non-magneticcasing mounted on the track over said armapositions, and a vehicle device having a con-' trolling magnet device responsive to the armature device in either position thereof.

20. Vehicle controlling apparatus embodying electro-magnetic means carried by the vehicle and electrically energized and movable to be attracted to an armature on the vehicle track, normally active means on the vehicle to retard the vehicle when said normally active means becomes inactive, and means whereby when the electro-magnetic means is attracted to the armature and moved, the normally. active means is rendered inactive.

21. Vehicle controlling apparatus embodying electro-magnetic means carried by the vehicle and electrically energized and movable to be attracted to an armature on the vehicle track, a normally closed electrical circuit opened when said electro-magnetic' means is so attracted and moved, electrical means in said circuit to operate normally, and means whereby when the last named means stops, the vehicle is retarded.

22. Vehicle controlling means embodying track and vehicle devices, one device having armature means and the other device magnetic means, said means cooperating magnetically and each being movable, one to active and inactive positions, and the other means being responsive to the aforesaid means in either position to control the vehicle accordingly.

23. Vehicle controlling means embodying track and vehicle devices, one device having a plurality of movable magnetic means and the other device having movable cooperating means for producing different conditions of the vehicle device.

24:. Vehicle controlling means embodying a movable track device having a plurality of magnetic means, and a movable vehicle device having responsive magnetic means for producing different conditions of the vehicle devlce.

25. Vehicle controlling apparatus embodying magnetic means on the vehicle magnetically responsive to magnetic means on the trackfor retarding the vehicle and maintainingd said means in its responded condition, an magnetic means on the vehicle magnetically responsive to magnetic means on the track and controlling the first named magnetic means so that the first named magnetic means is restored when the last named magnetic means on the vehicle responds to its magnetic means on the track.

26. Vehicle controlling apparatus embodyin movable electro-magnetic means on. the

ve icle to be attracted to an armature on the track electrical means operable for retarding the vehicle when said means is deenen gized, a source of electrical energy for normally energizing both of said means, and

means whereb when said magnetic means is attracted to t e armature the electrical energy is cut off from said electrical means.

27. Vehicle controlling apparatus embodying a vehicle controlling magnetic member movable in response to another magnetic means when the vehicle passes a point of the track where (part of said apparatus is located, and a secon magnetic member connected to the first named one and movable a greater distance therewith to be attracted and held to a magnetic object for maintaining both magnetic members in responded position.

28. Vehicle controlling apparatus including a pair of simultaneously movable vehicle controlling magnetic members, one of said members being movable to respond to magnetic means when the vehicle passes a point of the track where part of said apparatus is located,- the other member being movable with said member through a greater distance to be brought into operation by such movement.

29. Vehicle controlling apparatus including a pair of simultaneously movable magnetic members carried by the vehicle for con trolling its movement, one of said members being movable to respond to magnetic means on the track, the other member being movable with said member through a greater distance so as to-be brought into operation by such movement.

30. Vehicle controlling apparatus embodying a magnetic member movable on a vehicle in response to magnetic means on the track, a second magnetic member movable with the first named magnetic membe!" through a greater distance to be brought into attraction with a magnetic object, and vehicle controlling means controlled by the movement by the said members.

31. Vehicle controlling apparatus embodying controlling means on the vehicle magnetically responsive to magnetic means on the track to retard the vehicle when said controlling means has res onded, means for maintaining said control ing means in its responded condition, and means magnetically responsive to magnetic means on the track for releasing the controlling means under clear conditions.

32. Vehicle controlling apparatus eni bodying vehicle controlling means normally energized and magnetically responsive to magnetic means on the track to maintain vehicle retarding conditions, and clearing means magnetically responsive to magnetic means on the track for deenergizing said controlling means.

33. Vehicle controlling apparatus embodying armatures along the vehicle track movable to clear and danger positions, controlling means on the vehicle electrically energized to respond to said armatures in danger position for retarding the vehicle and maintaining such conditions, and clearing means on the vehicle magnetically responsive to the armatures in clear position and controlling said controlling means to let the vehicle proceed when the last named means responds.

34. Vehicle controlling apparatus embodying electro-magnetic controlling means on the vehicle magnetically responsive to magnetic means on the track for retarding the vehicle, electro-magnetic means for maintaining the first named electro-magnetic means in its responded condition, and clearing electro-magnetic means responsive to magnetic means on the track for denergizin the aforesaid magnetic means of the ve icle.

35. Vehicle controlling apparatus including a source of electrical energy, electromagnetic means normally energized from said source and movable to be attracted by an armature on the track, controlling means normally energized from said source and operable for retarding the vehicle when said controlling means is deenergized, electromagnetic means normally energized from said source and operable when the aforesaid electro-magnetic means is moved to retain the first named electro-magnetic means and maintain vehicle retarding conditions, and other electro-magnetic means energized from said source when the first named cloctro-magnetic means is moved and movable in response to a clearing armature on the track for momentarily deenergizing the second named electro-magnetic means so as to restore normal conditions.

36. Vehicle controlling apparatus including movable ma etic means on the track, responsive mova le magnetic means on the vehicle controlling its movement, and nonmagnetic casings for both of said means to inclose same and permit uninterfered move- 7 ment thereof.

37. Vehicle controlling apparatus embodying non-magnetic casings, one on the track and the other on the vehicle to pass the former, movable armatures in the track casing to move to and from active position Within the track casing, and vehicle con trolling means including movable magnets within the vehicle casing.

38. Vehicle controlling apparatus including armatures on the roadbed movable to clear and danger positions alternately, and vehicle controlling means having movable magnets alternately responsive to said armatures.

39. Vehicle controlling apparatus embodying clear and danger track devices having plurality of means alternately movable to operative position for magnetically influencing a vehicle device and producing different conditions thereof.

40. Vehicle controllin apparatus embodying a track device aving a plurality of armatures alternately movable to clear and danger position to produce different conditions in a passing vehicle device.

41. Vehicle controlling apparatus including a double acting armature track device actuated for either clear or danger positions, and responsively movable magnetic means on the vehicle controlling its movement according to the clear or danger position of the track device.

42. Vehicle controlling apparatus including automatic controlling means and signals on the vehicle, and a track device for oper- I ating same, said device consisting of movable armatures along the track alternately set to danger and clear positions, and said controlling means including movable electro-magnets responsive to said armatures for either retarding or clearing the vehicle.

43. Vehicle controlling apparatus including armatures on the track movable to and from active position, electro-magnetic means on the vehicle movable in response to said armatures when inactive position, a source of electrical energy for energizing said means, and means for retarding the vehicle brought into operation either by the movement of said means or the failure of electrical energy.

44. Vehicle controlling apparatus embodying a movable clear and danger armature device mounted on the track and movable to clear and danger positions alternately, a

' non-magnetic casing on the track inclosing said device to prevent the obstruction of or interference with movements thereof, operating means controlling said device for movvice, electrically energized controlling means on the vehicle arranged to pass said arma-' ture device and havin separate clear and danger devices magneticall and selectively their opposite position under clear conditions, and controlling means on the vehicle having clear and danger electro-magnets responsive to said armatures for controlling the vehicle accordingly.

46. Vehicle controlling ap aratus embodying a track device having c ear and danger armatures alternately movable to active position, and controlling means on thevehicle including a magnet responsive to the danger armature when in active position, a sec-- ond magnet alternately responsive with the clear armature, vehicle retarding means brought into operation when the first named magnet responds to the danger armature, and means for retaining. such conditions until the second magnet responds.

47. Vehicle controlling apparatus embody ing in combination, an automatic block signal system, controlling means on the vehicle, and having electro magnetic responsive means controlling same, and armatures on the track connected with said system to be moved to active positions in harmony therewith for influencing said electro-magnetic responsive means accordingly, and provide a communicatin medium between said system and control ing means.

48. Vehicle controlling apparatus embody? ing in combination, an automatic block signal system having semaphores along the track, armatures mounted movabl along the track and connected with said system to be associated with the semaphores, said armatures being movable to provide a clear influence in one position and a danger influence in another position, and controlling means on the vehicle having electro-magnetic responsive means to pass said armatures and operable to respond for clear and danger conditions according to the position of the armatures.

49. Vehicle controlling apparatus embodying in combination, an automatic block signal system having semaphores along the track, controlling means on the vehicle having clear and'danger electro-magnets mov-' able for controlling the vehicleaccordingly,

10 will be in active position un ess the semaphores are in clear position and the connections operative to move the clear and danger armatures to active and inactive positions, respectively.

This specification signed and witnessed 15 this 2 day of February, 1918.

ALFRED L. RUTHVEN. Witness:

EVELYN A. RUTHVEN.