US1374954A

US1374954A - Electromagnetic train-control and danger-indicating means and recording means

Info

Publication number: US1374954A
Application number: US257336A
Authority: US
Inventors: Alfred L Ruthven
Original assignee: SIMPLEX TRAIN CONTROL Co
Current assignee: SIMPLEX TRAIN CONTROL Co; SIMPLEX TRAIN CONTROL COMPANY Inc
Priority date: 1918-10-08
Filing date: 1918-10-08
Publication date: 1921-04-19
Anticipated expiration: 1938-04-19

Description

A RUTHV EN. ELECTROMAGNETIC TRAIN CONTROL AND DANGER INDICATING MEANS AND RECORDIN G MEANS APPLICATION FILED OCT. 8, I918.

3 SHEETSSHEET 1.

INVENTOR. i

- J94L;&z/@ M W TTORNEY.

. A. L. RUT-HVEN. ELECTROMAGNEHC TRAIN CONTROL AND DANGER INDICATING MEANS AND RECORDING mEANs.

APPLI CATION FILED 0018, I918. Patented Apr. 19,

3 SHEETS-SHEET 2.

Eumt

m mme,

. E/f zsgd.

I A. L. RUTHVEN. ELECTROMAGNETIC TRA'IN CONTROL AND DANGER INDICATING MEANS AND RECORDING MEANS.

APPLICATION FILED OCT. 8. I9I8.

Patented Apr. 19, 1921.

3 SHEETS-SHEET 3.

UNITED STATES PATENT OFFICE.

ALFRED L. RUTHVEN, OF ROCHESTER, NEW

YORK, ASSIGNOR TO SIMPLEX TRAIN CONTROL COMPANY, INC., OF ROCHESTER, NEW YORK, A CORPORATION OF NEW YORK. v l

ELECTROMAGNETIC TRAIN-CONTROL AND DANGER-INDICATING MEANS AND RECORD- ING MEANS.

To all whom it may concern: 7

Be it known that I, ALFRED L. RUTHVEN, a. citizen of the United States, and resident of Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Electromagnetic Train-Control and Danger-Indi- -cating Means and Recording Means, set

forth in the annexed specification.

The present invention relates torail road block signaling and automatic train or vehicle control, and is particularly an improvement over the electrical track circuit control disclosed in the copending application for Patent, Serial No. 215,300, filed Feb. 4, 1918.- Itis the object of the invention to provide novel and improved means of cooperation between the for controlling the movement of the vehicle under the various traflic conditions, such *means eliminating the use of electrical, me chanical or other contact or similar devices between the vehicle and track, thereby removing a serious objection to train control ling apparatus embodying such contact devices. Another object is the provision of such means between the vehicle and track or road bed utilizing magnetic force in a novel manner as themedium of control, to

dispense with contact and like devices and their obj ectional characteristics.

-' "A further object is to provide novel mag netic means on the track forinfluencing the vehicle equipment, having improved features to enhance its utility.

Another object is the provision of an improved magnetically responsive vehicle equipment controlling the movement of the vehicle, and also bringing the vehicle to a stop or retarding its movement should the equipment not be. in operative conditlon, thereby preventing the vehicle from proceeding fective. I V

A still further object is to improve the vehicle equipment so as to effectively retard the vehicle/when danger is presented, and to permitthe vehicle to proceed under caution at a slow speed, stopping it if the'speed allowed is exceeded. This permits the vehicle to move, under the direction of-the authorized person, after danger is signaled and the power shut ofi and brakes applied when its controlling means is devehicle and track equipments Specification of Letters Patent. Patented Apr. 19, 1921. Application filed October 8, 1918. Serial No. 257,336.

' automatically through the magnetic applirestricted, but only when normal danger conditionsv are positively changed to clear conditions to avoid accidental clear signals.

Furthermore, the invention has for an object the provision of novel means for giving danger and'clear signals on-the vehicle, and keeping a record of the'operation of the controlling means for subsequent inspection.

Another object is to provide novel and improved means for operating the engineer's brake valve automatically, and allow him. to apply the brakes at any time but not release them in danger conditions.

With the foregoing and other objects in view, which will appear as the invention is more fully understood, the invention resides in the construction and combination of parts as hereinafter described and claimed, it being understoodthat changes can be made within the scope of what is claimed without departing from thespirit of the invention.

The invention is illustrated in the accompanying drawing, wherein- Figure l is a general view of the appa ratus, mostly in diagram;

Fig. 2 is a longitudinal vertical section of the magnetically responsive mechanism of the vehicle, taken on about the line 22 of Fig. 1;

Fig. 3 is a perspective view of the track equipment, part of the casing being broken away to show the interior mechanism;

F 1g. 4 is a transverse section of the track device, showing it more in detail and in normal'danger position; and

,Fig. 5 is a diagrammatical view' of a block signal system of simple circuits, with the present apparatus linked or connected thereto to provide the connecting medium between the ordinary block signals and controlling means on the vehicle.

.The apparatus is used on the locomotive of a train or other vehicle and the track or and means.

road bed, and controls the usual air brake system, which includes the air reservoir 1 from, which the air flows through the engineers brake valve 2, when permitted, to the brake or train pipe 4" so as to supply the auxiliary reservoirs as usual. When the brake valve is moved to another position by means of its handle 3, the air escapes from the brake pipe 4 to the atmosphere through the port 4 thereby applying the brakes. The apparatus forming the present invention includes means for automatically operating the brake valve 2, among other controlling means, and the various devices will be described separately under their respective captions.

Vehicle stopping control.

The apparatus embodies a main control for bringing the vehicle stopping or retarding means into operation, and this control, designated generally at 5, see Fig. l, is housed in a suitable casing 6 having the door 6 for gaining access to theparts for purpose of repair, inspection, or the like.

The door 6 is under lock and key and has a window to make the parts visible to the operator or engineer.

Vithin the casing 6 is a main air valve 7 of the control having the stem 8 disposed horizontally, and any suitable oscillatory valve can be used. A recording device 9 is connected to the valve 7 so as to record the number of operations thereof for subsequent inspection, and to thus keep an automatic check on the operator.

The valve 7 has connected thereto a pipe 11 leading from a speed control device 10 hereinafter described, to receive air from a pipe 21 leading to the device 10 from the air reservoir 1 or other source of fluid pressure, and the valve 7 is normally closed to prevent the flow of air past it, but the air is ready to flow through said valve the instant that it opens. Said valve is a three way valve and has connected thereto another pipe 11 and also a pipe 12 which are connected together and in communication.

The pipe 12 has branches leading to a whistle or audible signal 35, visual signal 34, power interrupting means 13, and the brake valve operating means 25, and the valve 7 when in normal position connects the pipe 11 through the valve with the atmosphere, thereby permitting the air to escape from the pipe 12 and said signals The signal 34 therefore normally indicates clear, being operated pneumatically, and the

means

13 and 25 are released for ordinary operation, both being under pneumatic control through the pipe 12. When the valve 7 is turned, however, it closes the escape port from the pipe 11, and establishes communication between the pipes 11. and 12, so that air flows at once 'the valve 7 to normal clear position. The

.to the signals and indicates, audibly and visually, danger, and the air also flows to the power interrupting means 13.to operate same for cutting off the steam or other motive power of the vehicle At the same time the air flows to the device 25 vfor turning the brake valve 2 forcibly, even.against the resistance on the part of the operator if he tries tostop the action, so as to apply the brakes, and bring the vehicle to a halt.

An arm 23 having a weight is carried by the valve stem or shaft 8 and is normally raised, so that said arm will swing downwvardly by gravity and turn the valve 7 to.

therefore stop the vehicle as described above.

The reenergization of the solenoid again raises the arms 23 and 24 to again restore solenoid 24, arms 23 and 24 recorder 9, and signals are all located within the'casing 6 so as not to be interfered with.

Speed control device.

The device 10 which is o erative under caution conditibns 'for contro ling the speed at which the-vehicle may roceed, includes a body .14 having-an oscillatory valve 16 mounted therein and provided with a handle 16 that can be swung by the authorized person after a danger signal is given and the vehicle stopping means brought into play. A passage 15 in the body 14 connecting the plpes 21 and 11' is normally closed by the valve 16 but a second passage22 also connecting said pipes is normally open through said valve, said passages being alternately opened for clear and caution con- 14 communicate with the rear end of the cylinder 20 and are controlled by the valve 16, the passage 32 opening into the atmos phere and the passage 31 communicating with the air supply passage 22 at the reservoir side of the valve 16. Another pair of controlled and with the lever or latch 38 and reduce fricwhich rotates when it is in motion.

passages 33* and 33 in the body 14 communi cate with the other end of the cylinder 20 'and are controlled by the valve 16, the pas sage 33 leading to the atmosphere and the by the spring 19, but when the valve 16 is turned by the handle 16., passages 32 and 33 are closed and passages 31 and 33 opened,

so that the air can escape from the forward end of the cylinder and is admitted into the rear end thereof to exert -continued pressure tending to push the piston 19 and valve rod 17 forward. 'Thevalve rod 17 is thus operated pneumatically according tothe position of the valve 16.

A governor 3 of any suitable sort is used to control the speed under caution conditions, and is connected by means of a sprocket chain 37, gearing 37 or the like with a wheel or other part ofthe veh i cfie e

parts

37 or 37 can be taken to represent means which rotate during the motion of the vehicle to rotate the governor according to thespeed of the vehicle. The governorv controls the valve rod 17 through the medium of a rocking lever 38 having one arm operatively connected to the governor 37 and its other arm in the path of the for ward end of the rod 17 to prevent its forward movement unless the vehicle exceeds a certain predetermined speedwhich will cause the lever .38 to be swung sufficiently to release the rod 17. The 'end of the rod 17 preferably has a .roller "38 to contact tion. As a result, when the lever or handle 16 is swung to proceed under caution, so that the flow of air through the passage 22 to the

means

13 and 25 is stopped and the air allowed to escape therefrom through the passage 12 thereby permittingmovement of the vehicle, the air nowtends to advance the piston 19 and rod 17, but this is prevented by the lever or detent 38 unless the allotted speed is exceeded when'the rod 17 can move. This will closethe escape passage 12 from the

means

13 and 25 and will open the passage 15 so that air flows through this by-pass to the

means

13 and 25 to'actuate them for. againstopping the ve- Thus, when proceeding under can-- hicle. tion, the speed allowed must not be exceed ed, or else the vehicle will be automatically sto ped.

his speed control device therefore permits the vehicle to again.

casing 26 above the brake valve,

' end of the casing 26 that operation of the brake valve proceed slowly in the danger zone," so that it can proceed for back up at will below a given speed to avoid collision or accident, and at the same time, the operator can not' put the. automatic means out of control for stopping. the vehicle When the track is clear and the valve 7 c again returned to normal position, the valve 16 is returned by hand, so that the vehicle can proceed as usual.

ate the engineers brake valve 2 in an effective manner, and includes a cylindrical as shown, and the stem 27 of the brake valveextends up'through the lower end of said casing and is connected by a key 27 within a rotary head 28. seated upon said lower end of the casing. The head 28 is rotatable within a ring 30 surrounding it and having a lower outturned flange clamped between the parts 'of the casing at its lower end, said ring also having an upper flange inturned to overlap the head 28 and retain it in place, The

head 28 has a stud '28 concentrically within the casing provided with a helical groove 28 forming a screw entering the central opening of'a piston 29 which is slidable in the casing above the member or stud 28. The piston 29 has a pin '29 *entering the groove 28? and the piston is kept from turning by means offeathers 26 in the casing engaging grooves in the sides of said piston. n expansion spring 3O betweenthe ring 30 and piston 29 normally raises said piston and forces the air therefrom through the pipe 12 which is connected to the upper provides a cylinder for the piston. The key 27 is made fast to the stem 27 and works within a notch or groove in the member or he,ad -28" so that when the piston 29 is in normal raised position, the stem 27 and handle 3 can turn as usual for applying the brakes, without actuating the parts of the operating device 25, but when the the flow of air into the upper end of the casingor cylinder from the pipe 12, the pin 29 in traveling in the groove'28 will turn the head 28 and thus turn the key 27" and stem 27 to apply the brakes automatically.

In other words, the key 27 can move for- Ward in the head 28 but when the head turns in the same direction, the key 27? whenrin normal releasing position for the brakes, will be carried with the head as itpiston is forced down by brakes in the event of a danger signal and maintains them applied, until the apparatus is cleared.

Track device.

Reference is now had to the device used on the track at the controlling points (see Figs. 1 and 4,) which may be at selected intervals, along the track of which the rails are shown at 36. Each of these devices includes a pair of danger armatures 40 at opposite sides of a clearing armature 39 located at the center of the track, all mounted for up and down movement toward and away from the vehicle, and said armatures are of suitable length. These armatures are mounted Within a casing 41 that is of non-v magnetic material so as not to interfere with the magnet attraction between the track and vehicle devices, and as shown in Fig. 1 the" top of the casing has longitudinal corru-. gations or depresslons between the armatures for stiffening and reinforcing the top of the casing which can thereforebe as thin as possible above the armatures. The armatures are carried by transverse crank-shafts 42 journaled within suitable bearings Within the casing 41 and said shafts in being rocked will alternately, raise the

armatures

39 and 40 to active position. The casing protects the armatures from damage and interference owing to weather conditions, and the track device is also foolproof. As shown, the track device is operated electrically but it may be controlled mechanically, pneumatically or otherwise. A cup secured to the bottom of the casing 41 holds a solenoid 44 the cor of which is connected, as at 43, to one of the a rock shafts 42, in order that when the solenoid is energized, the armatures 40 are moved downwardly to inactive. position, and the armature 39 raised to active position, under clear conditions. The armature 39 is heavier than the two armatures 40, in

order that when the solenoid 44 is denergized under normal conditions or by failure of the controlling means, the armature 39 will gravitate to inactive position and raise the armatures 40 thereby presenting danger. Thus, the track device is normally at dan ger and will go to this position if the controlling means fails, to assure the fact that the track device will not clear the vehicle passing it unless this is the actual condition.

Figs. 3 and 4 illustrate the track device more in detail than shown in Fig. 1, and in these views, the inclined ends of the casing 41 are shown, but the corrugations or depressions in the top of the casing are left out, so that their use is made optional. The casing 41 is seated on and supported by one or more transverse supporting bars 100 and each of these bars is attached at its ends to the rails 36 so as to be supported thereby and thereby support the casing 41 and arjournal matures from the rails instead of from the cross ties. In this way, the, casing and armatures are maintained in fixed relation to the rails and the responsive vehicle devices which pass over th track device, in order that the relation of the track and vehicle devices will not be varied or disturbed by the yielding movement of the rails and ties under the weight of the vehicle thereon. The ends of the bar 100 pass under the rails 36, and said bar is provided near its ends with lips 101 overlapping the base flanges of the rails at the inner sides of said rails, and clamping jaws 102 are bolted or otherwise fastened to the ends of the bar 100 and have lips overlapping the base flanges of the rails on the outside to clamp the bar 100 in place, and permit. its removal for purpose of repair. It is preferable to place insulation 103 between the bar 100 and rails 36, and this is necessary when the rails 36 ar used as conductors, to prevent short circuit.

Figs. 3 and 4 illustrate the bearings 104 of the rock shafts 43 in the form of pedestals secured on the bottom of the casing 41 and .bars 100, and said rock shafts embody

sections

105 and 106 journaled through the bearings 104 and the armatures, respectively, with crank arms 107 secured to the journaled sections 105 and carrying the journaled sections 106 to form the cranks. The journals are preferably of anti-frictional design so that the armatures move freely, and such bearings for the journaled sections 106 are inset in the sides of i the armatures, as at 108.

Figs. 3 and 4 also illustrate the lamination of the armatures longitudinally thereof with the laminae in vertical planes, whereby to avoid stray eddies of the magnetic flux, and to greatly enhance the attraction of the vehicle magnets to said armatures as they pass longitudinally thereover.

The bars 100 not only support the casing 41 above the cross ties with a suitable clear- 110 ance, to allow the casing to yield with the rails 36, but said bars also serve as stays to prevent the rails from spreading. Attention is also directed to the fact that the construction of the rock shafts 42 enables the cranks thereof to be adjusted angularly relatively to one another by loosening the arms 107 on the journal sections 105.

Responsive vehicle device.

ner,.and said casing is of non-magnetic material so as not to interfere netism.

The clearing magnet 46 and clear retaining magnet47 are movable simultaneously, and to this end a transverse rock shaft 50 is journaled in suitable bearings in the easing 49 and has

arms

51 and 53 secured therewith the magto froin which the

respective magnets

46 and 47 are suspended, the arm 53 being longer than the arm 51, as seen in F ig. 2, whereby tance than the magnet 46. In this way, when said magnets are moved upwardly, the magnet47 will be sufiiciently removed from the rail 36 so as not to be attracted thereto unless the magnet 46 is first attracted to the armature 39- in raised position which will move the magnet 47 closer to the rail 36 into attractive relation thereto, so as to maintain such attraction and retain the

magnets

46 and 47 in attracted or responsive position, as seen ,in F ig. 1.

A second transverse rock shaft 57 is also i journaled in the casing 49 and has an arm 59 secured thereto from which the magnet 48is suspended, so that said magnet is movable independent of the others. It will be noted that the magnets move bodily up and down, and that their coils or windings move longitudinally of their vertical axes, so as to cause 'a powerful attraction of the magnets to the armatures over which they pass,

' when said armatures are in raised position.

The rock shafts 50 and 57 (see Fig. 2) have arms and 61, respectively, depending within

switch casings

58 and 63, whereby said arms operate electrical switches and also have springs 81 connected thereto, tending at all times to swing said' arms and raise the magnets, which will result whenever the magnets are' deenergized. Each of the electrical switches operated by the arms 55 and 61 includes, as'shown in Fig. 2 in connection with the arm 55, a switch arm 83 pivoted at its lower end to a base 84 having a binding post 85, and the switch arm 83 is connected by an insulating link 88 with the arm 55 (or 61). Adjustable stop screws 82 are carried within the

casings

58 and 63 for limiting the movement of the arms 55 and 61', in order that both the upward and downward movement of the magnets can be limited as desired, according to' the clearance wanted with respect to the armatures.

The switch arm 83 carries a sprmg conthe magnet 47 moves a greater dis-.

removable points 80 for deflecting stray objects out of the way, and for cutting snow and ice in the winter season.

The electrical circuits of the ment are supplied with the ergy from a generator 64 or vehicle equipelectrical enother suitable source. The circuit of the solenoid or mag-' net 24 of the controlling valve 7 includes generator 64, conductor 60; magnet 24, conuctor 68, armature switch 52 of a safety magnet 52, conductor 69, clear -magnet switch, and'conductor 65. The conductors 65 and' 69 are connected to the binding post 85 and contact terminal 87, respectively, of the clear magnet switch, whereby the switch arm 83 normally connects said conductors pockets of the casing 49 contalmng the magnets are provided with when the clear magnet 46 is down, and since the armature switch 52 is normally closed, the circuit of magnet 24 will be normally closed so as to energize said magnet and raise the weight arm 23 to retain the valve 7 in normal position. It is evident that if the current fails, by the opening of either or both of the switches in the circuit for that purpose or by the failure of the vehicle equipment to be in operative condition, the magnet 24 ,will become dead, thereby releasing the valve stem or shaft 8 andpermitting the weight arm 23 to open the valve 7 for the flow of air to the signal devices and train or vehicle retarding means. This assures of the vehicle being given a danger signal and being stopped whenever the circuit of magnet 24 is opened by the apparatus in operation or whenever the apparatus is not in operative'condition, such as the failure of current or the like. The clear magnet switch is normally held closed due to the fact that the magnet 47 is attracted to the rail 36' or other magnetic object, thus maintaining clear conditions as long as current flows through said magnet, but if it fails,

then the magnets 46- and 47 go up by the.

force of their lifting spring 81, and the clear magnet switch therefore opens between

conductors

65 and 69 and thus opens the circuit. 4 r

The

magnets

46, 47 and 48 are all normally energized, with the magnets 46' and 47 down and the ma et 48 up, as seen in Fig. 1. One of the circuits includes generator 64, conductor 66, normally closed dannormally energized, and failure of current in magnet48 will also deenergize magnet 52 so that switch 52 opens and magnet 24 becomes dead. The attraction of the danger magnet 48 to the respective armature 40 in raised position will swing the arm 61 so as to open the danger magnet switch and the circuits thereof, so that all magnets become dead. Thus, the magnet 24 is deenergized either by the release of the normally attracted

clear magnets

46 and 47, or by the response of the danger magnet to the track device, providing a double acting arrangement. The conductor 67 has branches connected to the

magnets

46 and 47 both in parallel with the magnet 48 and with one another, and the return conductor is also branched and connected to "the

magnets

46 and 47 to complete the shunt circuits thereof In the danger magnet switch, the conductor 67 like the conductor 65, is connected to the binding post 85 and switch arm 83, but owing to the difference in the normal position of the magnets of the two sets, the conductor 66 is connected to the terminal member 89 instead of the contact terminal 87 as with the conduc- ,tor 69. This is done to provide closed circuits for both switches with the

magnets

46 and 47 normally down and the magnet 48 normally up. Should the current fail in any of the several circuits, a danger signal will be given and the train retarding or stopping means brought into action.

Operation.

In Fig. 1, the apparatus is shown in clear condition, the armature 39 being raised to attract the magnet 46, which in being moved downwardly will carry the magnet 47 into attractive relation with the rail 36, so that the

magnets

46 and 47 are held down against the tension of their spring 81, as long as said magnets are energized. This maintains clear conditions by holding the clear magnet switch closed, and the magnet 48 although normally energized is held in.

7 obtained should the vehicle pass one of the track .devices in normal danger position motive power.

- without having been moved to clear position. Thus, as'sumingthat the armatures 40 are in'raised position, as seen Fig. 4, the magnet 48 in passing over one of said armatures will be attracted thereto and moved downwardly, "thereby opening the danger magnet switch between the conductors 66 and 67, and 'this'will open the circuits of all three magnets 46, 47and 48, as well as the circuit of magnet 5 2. The circuit of the magnet 24 is therefore opened at two places, viz., at the switch 52" and at the clear magnet switch between the

conductors

65 and 69. The switch '52 is opened by the responsive movement of the magnet 48, and the clear magnet switch is opened by the release of the

magnets

46 and 47 when they are deenergized. This provides for a double action, in that, danger conditions [are brought about by either the response of the danger magnet or by the return ofnormally energized and responding

clear magnets

46 and 47. The slightest downward movement of the danger magnet 48 opens the danger magnet switch, so that current will not flow through any of the' magnets. The magnet 48 being de'nergized after the danger signals are given. will be returned or raised by its spring 81, but the

magnets

46 and 47 having also been raised by their spring 81 will retain the clear magnet switch open during danger and caution conditions, it being noted that during these conditions, the clear magnets 39 are down so as not to at tract the magnet 46, and the magnet 47 is far enough away from the rail 36 or other magnetic object not to be attracted thereto unless the magnet 46 is first attracted and moved downwardly. These conditions will prevail until the apparatus is again cleared.

When the valve '7 is operated by the fall of the arm 23 whenever the magnet 24 bematica'lly for indicating danger visually andv audibly, and the air will then flow' to the device 13 for shutting-off the steam or other The air also flows into the upper end of the casing or cylinder 26 so as to force the piston 29 down, and its pin 29 in working in the groove 28 will rotate the stud or member 28 and thus operate the brake-valve 2 to vent the brake pipe 4" and apply the brakes.

Should it be desired to proceed under caution conditions, the operator or authorized person can swing the handle 16 of the speed control device 10, so as ftO reverse the valve 16. This will close the passage 22 through .34, and devices13 and 25 to the atmosphere.

which the air normally passes from the supbe again ap lied,

This allows the power to will raise the piston 29 and the spring 30 and return the member 28 so that the operator canrelease the brakes. The reversal of valve 16, however, opens the passage at that point, and the passage 31 so that the air enters the cylinder and tends to move .the piston 19 and valve "I'Od' 17 forward, which is prevented by the lever or detent 38,

.10 when" traveling below a predetermined J valve 7 which remains indanger position.

. The danger signals are therefore again given and the vehicle stopped. .This' pre- M vents the vehicle fromtraveling above the allottedspeed' in the danger zone, but still permits it to move slowly to pass into a sidingor the like. When the vehicle is stopped under caution-conditions, the valve 16 can be returned so that the air will again enter the forward end of the cylinder 20 to return the piston 19 and rod 1 as seen in Fig 1, without releasing the brakes or power interrupting means, and if the vehicle has been stopped or is moving slowly, so that the lever or detent' 38 is again in active position,

the valve 17 can be reversed again to caution position without stopping the vehicle again unless the speed allowed lsexceeded.

The caution and danger conditions will 40 be'maintainedfuntil the apparatus is positively cleared,an,d until'such is the case the vehicle must'either remain at rest or proceed slowly underjjcaution conditions, as above described. When the track is clear, and a I K track. devicewhich the vehicle passes set to clear position with the armature 39 raised, the.ma'gnet'46 in passing thereover will be attracted thereto, thereby closing the clear -magnet switch I which will then be held closed by the magnet 47 remaining attracted to the rail 36." The circuit of the magnet 24 is now 'closed,.because the switch 52 remains Y closed whenthemagnet 48 is raised and en-' ergized, v an dthe)" clear magnet switch is 55 closed theresponse of the clear magnet.

l The valve 7 is therefore returned to the clear position as before, and, the vehicle can proceed unrestricte'das 'abovedescribed, before thedangerflsignal was given:

-.1Blo ck.stgMZ.s3/stem and truckiglegices'.

".1? Fig. 5' illustrates" the conjunctioni-of a series of the track devices-at intervals along the track with a block signal system of simple1normal danger arrangement. The rails 36am divided into the sections A, B, (){D and E insulated from one another, and electrically-operated 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, they are placed at the junctures of the track sections and between the ends thereof. The

signal system illustrated is a well lmown simple form and includes an electromagnet mally closed circuit "for each sectionand maintain the magnet 70 energized. Each magnet 70 attracts and normally closes an armature switch 73 disposed in signal cir- '70 connected to each pair of rail sections at one end and a track battery 71 connected thereto at the other end to complete a nor cuits 72 of the semaphores 37, and each of said circuits also includes an armature switch 74 attracted and normally opened by A a ma et 70 in rear. Thus, taking one cirwit 2, it includes the semaphore 37 between sections B and C, armature switches 73 at the ends'at section C, armature switch 74 between section A and B, and the solenoids or magnets 44 of the track devices of the centers and forward ends of the sections B and C. The normally opened switch 74 opens the circuit, so that the respective semaphore and track devices or armatures thereof are 1n normal danger position. This condition will also exist if sections C or D are occupied, because this will short circuit one of the magnets 70 of said sections to let I 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 sec-.

tion B, moving toward the left in Fig. 5,

the magnet 70 of said section will be short circuitedand therefore deenergized, 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 0, the

magnets 70 thereof will be-denergized by,

the short circuit established, and even though switch 74 is-againopened as well asswitch 73between sections B and C, a

second normally opened switch 75 of the magnet 70 under discussion will. be closed magnets 44 in advance, so that the train can switc ."by the deenergization of the said magnet i .70, and thus close 'the circuit of the two ass the respective train" devices. The 75 forms a short circuit between the battery 76 of the circuit 72, and the 'sema phone 37 and magnets 44 in rear, so that a train following in section B will be stoppedbecause the said semaphore and last men- "tioned" magnets willbe at danger, altlough train already in the block can procee. 1

This arrangement is just one of many in shaft with cranks for said armatures to actuate them.

2. Vehicle controlling apparatus embodying a controlling device on the track having alternately movable armatures and a rock shaft for actuating them provided with angularly adjustable cranks journaled to said armatures.

3. Vehicle controlling apparatus embodying a non-magnetic casing on the track,

bearings therein, controlling armatures for vehlcle devices w1th1n said casing and movable up and down, journal sectlons journaled to said bearings and armatures, and crank arms connected for adjustment with said journal sections to provlde adjustable cranks for alternately raising said armatures.

4. Vehicle controlling apparatus embodying a track armature arranged for the passage of a responsive vehicle device, and laminated longitudinally of the. track in planes in which said device moves.

5. Vehicle controlling apparatus embodying a track armature arranged for the passage of a responsive vehicle device, and laminated longitudinally of the track in planes in which said device moves, and supporting and actuating means for said armature'hav1ng a journal portion extending throu h the laminae of said armature.

6. ehicle controlling apparatus embodying movable magnetic means on the vehicle track for influencing a vehicle carried device,

and means for supporting said means from the traffic rails clear of the cross ties thereof,

so as to 'yieldand remain in fixed relation with the rails in order to maintain a uniform clearance between said magnetic means ing' a non-magnetic casing 0n the vehicle track, movable magnetic means within said casingto magnetically influence a passing vehicle device, and supporting means for the casing having means for attachment to traf-155 fic rails, to hold said casing clear of the cross\ ties, and roviding means for keeping the\ casing an vehicle carried devicewithinauniform distance of one another and to provide ample clearance between them at all tunes. I

8. Vehicle controlling apparatus embodying movable magnetic means on the track for magnetically influencing a passing influencing device, and a cross bar supporting said means clear of the cross ties and having means for attaching it to the traflic rails, to insure, at all times, ample clearance between said means and device.

9. Vehicle controlling apparatus embodying movable magnetic means on the track for magnetically influencing a passing vehicle device, and a cross bar'supporting said means and havingrclamps for attachment to the traffic rails to support said means clear of the cross ties, and also preventing-the rails from spreading, said bar retaining said means in a fixed relation with the traflic rails to assure of a suitable and uniform clearance between said means and device at all times.

10. Vehicle controlling apparatus embodying magnetic armatures on the track for magnetically influencing a passing vehicle device, a non-magnetic casing containing said armatures, and a cross bar supporting said casing above the cross ties of the traffic rails, and provided at its ends with clamps'to embrace the base flanges of said rails, in order to provide uniform clearance between said casing and vehicle carried device even though the rails may give under the weight of the vehicle, and to also pre-- vent the rails from spreading.

In testimony whereof, I hereunto set my hand and sealthis 5th day of October, 1918. 95

ALFRED L. RUTHVEN.

In-presence of E. A. RUTHVEN, WM. J. H WARD.