US1470109A

US1470109A - Electromagnetic train control

Info

Publication number: US1470109A
Application number: US446304A
Authority: US
Inventors: Alfred L Ruthven
Original assignee: SIMPLEX TRAIN CONTEOL Co
Current assignee: SIMPLEX TRAIN CONTEOL Co; SIMPLEX TRAIN CONTEOL COMPANY Inc
Priority date: 1918-10-08
Filing date: 1921-02-19
Publication date: 1923-10-09
Anticipated expiration: 1940-10-09

Description

@ct. Q 1923. 1,470,109

A. L. RUTHVEN ELECTROMAGNETIC TRAIN CONTROL Original Filed 0012. 8, 1918 She 5 L. RUTHVEN ELECTROMAGNETI C TRAIN CONTROL 3 Sheets-Sheet 2 0 wuawtoz i n/b14200 Oct. 9 1923. 1,470,109

A. L. RUTHVEN ELECTROMAGNETIC TRAIN CONTROL "Pelenlefi @eii. S 15323.

ALFRED L. RUTHVEN, OF ROCHESTER. NEW Y'GRK, ASlSIGNOE TO SIMLELEK TRAIIT CON- .TEGL COMPANY, INC., ROCHESTER, NEW YOQIZ, A-CQRYORATION OF'NEW YGEK..

sme'momsesizafeze seem cm 'mo'n Qriginei application filed Gotcha! s. 191$,Serial m. 2563335. .mwm a ansefise nceum file Februar 19, 1921. Serial m. Mazes. K

To (17!? 10/1 7771 at may (ulna/F7):

ie it known that l. ALFRED L. RWi'HvEN, v"

(.5 n oi the United Stetsmesieling at s. s eel-realm. in the county at lilem ee eml Stale oi T; 91: l 0 3k. have'mventecl certeln tic-iv and useful improvements in Electrom'wne Trail. (.fenivels. Of which the E01 The present invent-ion relates i0 railroad. block signalling and mitometietrein 0.

is particularly an impeleetric l incl: circuit com spmificetiezi, reference being he l my 4. if) V o the spplicslimiriled Unieber 8, is-isfis- 1 Ne. 25mm. la is the alga 0 i Lee 'vientieii m i and inipreveci means of empei'ae lieii' the vehicle and smell eeguip meets in; vmiirolling the mevemeei; the

\eliivle under the verieus t-rsilie conditions, such means eliminating the use of electrical,1

neclmnieel or ether com-sci: er similar (lenses l'iefween the vehicle anal track. thereby resiaevin a serious objective is imineentrolling gape-Talus embodying sucli centael,

devices. Anoilier object is the pro visien 0i? sueh means beiween the vehicle and track or road becl utfzing mngneton'iotive force in a novel n'mnnev llSillE! medium of control, to dispense with contaci and like devices and their objectionable characteristics.

Another lijectis the provision of an improved magnetically 'esponsii e vehicle eqnipmeni contrelling the movement of the vehicle. and also bringing: the vehicle to a step or tetanling its movement slimili the EQlllPlfldllI not be in c-peretiye ee i litiqn, thereby preventing the vehicle from pp cee ling when its e'oiiti-ollinig means is festive.

A still further object is to impreve Eli-e vehicle equipment so as to efieetively retard the 'fClllilQ when danger is presented, 21ml to permit he vehicle in pioeeeel uneler cant-ion at a slim" speed. scop 'iing itif thespeed allowed is exceeded. This permits the veliicle in move. under the diiection'of the authorized person. after danger is signaled and the power shut off and brakes applied ler merit .215 $0 retarded speed is removed. em}

-idi ig" application I controlling means fer subsequent inspeeeimg.

automatically through the magnetic eppli sauces-s0 that the operator can proeeed with the veliliele er backup, such as far the purpese of moving into 2:. siding for clearing the main line, e 1 tlie like.

The invention also includes novel means for clearing he vehicle when proceeding are eeulisneenditiens, se-t'hat the impefli the iiehi'rle again .ellowecl t0 pmceeel unrestricted, butez ly when neireiiel'danger"( /011i Billions are positively elmngfecl to elem mmicli'lion ste eveic'l accidental elem signals.

Fl]1"il'l5l'nl018,lll8 invention has for an Cb eel, siieprevisimi of neirel mews for givsngeeencl c-leei signals on lhe"v'ehiele. i em keeping; a record 01 she eperasien 0f the Another olijeee is in previdenevel and. im

prevel means 'fe'e operating the engineers brake velv'e automatically, slid ellew him m spply the brakes at any time; but n03) se lease :hem unilei' clazigei' eeniifiions.

With the foregoing and othei" eleje'ets in View. which will appear as the inventim is fully understoml, the inventien-eesiii llie eenstmctien'enil e'em'binefiien of perms as hereinafter eles'erilied and veleiineril, is l being' unilei's'timil time el'ienges cee he made wi hintlie scope of what is el'ai'me without departing from the spirit of she'invention.

invezi zion' is illustrated in the acc m penying drawings, Whei'ein- Figure lie e general view of theep persisusmestly in diagram;

Fig. 52 is a longitudinal verticalseetio if of the magnetically responsive mechanism i (if the vehicle. taken on about the line 2-1-2 W Fig. 3 is a. perspective View eftlie track eqiiigmient. pert of the casing being broken" ewe shew the interior, meelia-msmj; I v Fig. i is e transverse sectionpf the track 5 device. sliowlng it more'in 'cle'teil' and in normal {.enger pesition; and

Fig. 5 is a diagmmm'atical View ofe, block signal system ofsimple cireuits, with the present apparatus linliecl er ilierete' to provide the conneetii g medium between theerdi-nei'y block signals and con trolling me'zpnsen the vehicle. i The apparatus is used 011 the locomotive connected will.

i matic check on the operator.

the brake valve is moved to another posi-' tion by means of its handle 3, the air escapes from the brake pipe 1 to the atmos phere thr'ough the port 4 thereby applying the brakes. The apparatus forming the present invention includes means for automatically operating the brake valve 2, among 7 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', is housed in a suitable casing 6, having the door 6* for gaining access to the arts 'for purpose of repair, inspection, or t alike. The door 6 is under lock and key and has a window to make the parts visible to the operator or engineer.

Within 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 F connected to the valve '7 so' as to record. the number of operations thereof for subsequent inspection, and to:thus keep an auto- The valve 7 has connected thereto a pipe 11' leading from a speed control device- 10 hereinafter described, to re'ceive'air from a pipe 21 leading to the device 10 from the" air reservoir 1 or other source of pressure fluid, and the valve 7 is normally closedto 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 threeway valve and has connected thereto another pipe 11 and also a pipe 12 which are in communication. The pipe 12 has branches lead ing 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 12 through the .pipe 11 and valve with the atmosphere, thereby permitting the air to escape from said signals and means. 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 through'the pipe 11, and establishes communication between the

pipes

11 and 12, so that air flows at once to the signals with.

interrupting means 13 to operate same for cutting as the steam or other motive power of the vehicle.- At the same time the air flows to the device 25 for turning the brake valve 2 forcibly, even against the resistance on the part of the operator if he tries to stop 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 downwardly; by gravity and turn the valve 7 to stop the vehicle. when said valve is released,

the weighted arm 23 being always ready to operate said valve when needed. A second arm 24, is'also attached to the stem 8 and is thearm 23 swings downwardly bygravity,'

thevalve 7 is operated for connecting the

pipes

11 and 12. The reenergization of the solenoid again'raises the arms 23 and 24' to again restore the valve 7-to normal clear position. The solenoid 2%.arms 23 and 24', recorderl). and signals are all'loc'a ted within the casing 6 so as not to be interfered V /hen the arms 24 and 23 are in raised position, the pipe 11v is disconnected from thepipe 12. and the

pipes

12 and 11 are connected to the atmosphere.

Speed control device.

The device 10 which is operated under through said valve, said passages being alternately opened for clear and caution conditions. A valve rod 17 slidablc in the body 14 also normally closes the passage 15 and hasa port 18 to register with said passage when said rod is moved under excess speed.

1A piston 19 on the rod 17 moves within, a cylinder 20 in the body 14 and a spring 19* normally retracts the rod 17 and closes the passage 15 and opens another passage 12 in the body connecting'the pipe 12 with the at mosphere. Passages 31 and 32 in the body connecting said pipe is normally open emme V with the air'supply passage 22 at the reser- -voir side of the valve 16. Another pair of passages 33 and 33 in the body 14 COIDII1IIBl- Cate. with the other end of the cylinder 'andase controlled by the valve 16, the pas s a-geg33 leading to'the atmosphere and the passage '33- communicating with the pessages-lfi and 22 at that side of the valve 16 opposite to the reservoir connections. in

normal position the valve opens the pessag'es- 32. and 33 and closes passages 31 and 33, Ctherehy letting air into the forward end of the eylin'der'and out. of the rear end thereof so-that the az'r'moves the piston backward and retracts thevalve rod 17- assisted by the 7 spring 19, but When the vaivelti 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 forwardend' ofthe cylinder and is admitted into the rear end thereof to exertcontinued pressure tending to push the piston 19 and valve rod 17 -forward. The valve rod 1'? is thus con-' trolled and Operated pneuumticaliy according to the position or" the valve 16.

A governor 37 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. orthe like.

with a wheel or other part o'f-the vehicle which rotates when'it is in motion. The

parts

37 or 37 can he takenvto represent means which rotate during the motion of the vehicle to rotate the governor according to the speed of the vehicle. The governor controls the valve rod 17 through medium of arocking lever'38 "having one arm opera-- tivelg connected to thei'governor '3'? and its other arm in the'path o fthe forward end of the rod 1? to prevent its 'forwerd movement unless 'the"vehicle exceeds a certain predetermined spe ed which: will cause the lever 38150. be swung suifieiently to release the rod 17. Y The end ,of therod '1? preferably has a roller 3 8 'to contact with the lever; orflatch 38 and reduce friction, As

a result; when the lever or handle '16 is swung to proceed underceution, so that the flow of air through the passage 22 to the;

means 13 and 25 is steeped and the air allowed to escape therefrom throngh the passage 12'. thereby-permitting movement of'the vehic1e,.the sir now tends to advance the piston-19 and rod 17, but this is prevented by" the lever on detent 38 unless the allotted speed s exceeded when the rod 17 can move. This will close the escape passage 12. drum means 13 and 2 5 and will onen'thepassage 15 so that air fiovvsthrough this byb'fiss to the means 13;and 25 to ac--- tua'te thein for again stopping the vehicle.

Thus, when proceedingunder caution, the

speed allowed must not be exceeded, orelsethe vehicle will be automatically-stopped.

The speed "control device therefore" permits the vehicleto proceed slovvly in the danger zone, so'that it can proceed or back up will below a given speed to avoid collision oraccident and at the same time the operator cannot put' 'the automatic meansout of eitective condition for stopping the vehicle again.

When the track is e-leer sn'dthe valve again returned to normal position, the valve 16 is returned by hand, so that the vehicle can proceed itS-iiSUfil.

Broke cal tie operating device.

The device 25 has been designed to operate the engineers brake valve 2 man effectivemanner, and it includes at cylindrical casing 26 ahovethe brake vatve as shown, and the stem 27 of the brake velveextends up through the lower end of said casing end' is connected by a key QZ' vvi'thin a rotary headZ S. seated upon said lower end ofthe casing; The head 28 is rotatable within a ring 30' surrounding and'having a lower having an upper flange inturned to overlap the head 23 and retain it'in'pl-ace. The head a stud 28 concentrically ithin the casingp'rovided with a helical groove 28' forminga Jscreiv entering the central,

owning-of a -piston 23 which is slidahle in the ("HSIIIQ shove the memheror stud 28. The piston has a pin .29 entering the groove 23" a'ndthe pistonis kept from turn n; .hv means of "Feathers 26 in the casing engaging: groovesm the sides of said piston.

outturned flange clamped between thejparts of the, casing at its lower end, said ring also An exoansion spring- 30 between the ring 30 and piston 29 normally. raises said piston and forces the air therefromithrough the pine IQ which is connected to the upper end' of the casing 26 that provides a cylinder for the pision. The key 27 is made fast to the stem 2.7 and works within a notch or groove in the member or heat! 28 so that when the piston 29 IS in normal raised position, the I stem 27 andliandie 3 can turn as usua1'for 'a npl vinsz the brakes.- Without actuating the parts of the operating device 25 but. when iroi'n the nine 12. th-e'r'iin 29 in'traveling in the niston is forced down by the flow of air into'th'e upper end or the casing or cylinder the groove 28" will turn theheed 28 and thus turn the hey Q'Ze'and stem 27 :to. apply the brakes automatically. In other words the low 27" can move forward in the head 2 R but. when the head turns in the-same di rection. the lcev 27 when in normal releasins: nosition for the brakes. will he carried with the head as it would be by turning the handle 3 for veoplving"the brakes. Inthis' way, the operating device does not interfere with ordinary-.operation of the brake'valvo under clear conditions, but automatically applies the brakes in the event of a danger signal and maintains theni applied, until the apparatus is cleared.

Tran/c device. l

Reference is now had to the device (claimed in application Serial No. 257,336 hcreinbefore referred to) used on the track at the controlling points, which may best selected intervals, along the track of which v 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 armstures are of suitable length. These armatures are mounted within a casing 41 that is of non-magnetic material so as not to in terfere with the magnet attraction between the track and vehicle devices, and as shown inFig. 1 the top of the casing has longitudinal corrugations or; depressions between the a'rmatures' for stiffening and reenforcing the top of the casing which can therefore be-as'thin .as possible above the armatures. The armatures are carried by transverse crank-shafts 42 journalled with? in suitable bearings within the casing 41 and said shafts in being rocked will alternately raise the armatures 39 and 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, pneuinath cally, 0r otherwi A cup 45 secured to the bottom of the casing 41 holds a solenoid 4a, the core of which is connected, as at 43, Y

to one of the rock shafts 42, in order that when thcsolenoid is energized, the armatures 40 are moved downwardly to inactive position, and the armature 39 raised to active.

vice is normally at danger and will go to this position if the controllingineans fails,

to assurethe fact that the track device will I not clearthe vehicle passing it unless the actual clear signal is given.

Figu more in detail than shown in Fig. 1, and in these views, the inclinedends of the casing 41' are shown, but the corrugations or tile pressions in the top of the casing are left out,

so that their use is made optional. The

of the rock shafts 4:3 in the form of res 3 and 4 llustrate the track devicecasing 41 is seated on and supported by one or'rnore transverse supporting bars 100 and each of these hers is attached-at its ends to 'the'rails 36 so as to be supported thereby and thereby support the cas1ng41 and armatures fromtherails instead of from the cross ties. In this way, the casing. and

armatures are niaintainedin fixed relation 'to thera-ilsand the responsive vehicle devices which pass overthe track device, in order that the relation of the track and vehicl'e 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 her. is provided near its ends with lips 10.1 overlapping the base flanges of the rails at the inner sides of said rails, and clainpingjaws 102 are bolted or otherwise fastenedto 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 betweenthe bar and railsfifi, and this is necessary when the rails sen-e used as conductors, to prevent short circuit.

Figures 3 and i illustrate the hearings 104 edestals secured 3n the bottom of the casing 41 and bars 100.,and said rock shafts embody

journal sections

105 and 106 journaled through the bearings 10% and the armatures, respectivel. with crank arms 107 secured to the journal ed sections 'l05and' carrying the iournaled'sections 106 to form the cranks.

e journals are preferably of anti-frictional design so that the armatures ino've freely, and such bearings for the journaled sections 106 areinset in the sides oi: the armatunes, as at 108. i

Figures 3 and t also illustrate the laminaation of the armatures longitudinally there- 'of with the laminae in vertical planes,

whereby toavoid 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 clearance, 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 angular'iy relatively to one another by loosening the arms 107 on the journal sections 105.

Responsive vehicle .de'm'ca- The. vehicle equipment has magnetic means responsive to the armatures of the" track device, and ,for this purpose, three electro-

magnets

46, 47 and 48 are carried by the vehicle for vertical movement, the first one 46st the center of the track to respond "tothe armature 39 when raised for clearing the vehicle, the second one +17 above one rziii 36 or adjacent to some other. magnetic object to be attracted thereto tor retaiulng clear couditions and the other magnet 48 nrrungcdto move over one or the other of the arnuiturcs 40,nccoi'ding to the direction of travel. to be attracted lllElGiO or indicatingv danger and stopping the vehicle. Suidnnignc'rs ire slidable vertically within dependinc pockets of a casing 49 carried by the vehicle. in any suitable manner, and said easing is or" nonmagneiio material sous not to interfere with the magnetism.

.ihe clearing magnet is and clear retaining magnet. 47 are movable simultaneously,

1 and to this end a transverse rock shaft- 50 is I 36 so as not to be attracted .nniguet s6 is first attracted to the armature 4.9 and hes arms 51 and journaled in suitable be: e sin the casing o secured thereto from which the respective magnets -16 and i? are suspended, the arm being longer than the arm 51, as seen in-Figure :2. where.

by the magnet eil' moves'n greater distance than the magnet 46. in this way, when said magnets are moved upwardlytlm magnet 47 will be sufiiciently removed from t e rail thereto oniess the 39 in raised position which will more the magnet -17 closer to the rail 36 into attractive relation thereto, so as tolusintainsuch' e1;- trection and retain the magnets 46 and 427 in attracted or responsive position, as seen in Fi 1.

A second transverse rock shaft 57 is also journnlerl in the casing 49 and has an arm 59 secured thereto from which the meg-net e8 is suspended, so that/said magnet is. movable independently of the others. It will he not'edthat the magnets move bodily up. and clown. tind-thi1t their co ls or windingsmove longitudinallyof their vertical axes. so as i x to cause a powerful attraction of the mag 'nets tonic armaturcs over which they pass,

when said armatures are in raised position. The

rock shafts

50 and 57 have arms and 51. resinictively,depending within switch cesings i'iS and 63.- hereby said arms operate electric-iii 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 dc-energizcil. Each 0% the electrical switches operated by the urmsoo and '61 includes, as

shown in Fig. kin-connection with the arm.

55. a switch arm 83 pivoted at its lower end 'to a base 84 having a binding post 85. incl "the switch arm 83 is connected by an latinglink 88 with-the nrni55 (or (it). Ad justz ble-sto'p screws 82 are carried within insuthe casingsfiS and 63 for limiting the move :mcnt' of the arms55 and.

61;" in order that both the upward and downward movement of the ma nets'cen be lmntedes desi .G i, conductor 60, magnet 24. coo

armature switch connected to the hindin according to the clearance wanted with. respect tothe ariuntures. The switch arm 83 carries a spring contact 86 to engage i1 contact terminal 87, when the respective magnetis iowered. and said switch arm has a second springcon'tact 91 to engage an adjustable contact. 90 of another terminal member 89 when the responsive magnet is raised. Each switch is of this construction, to provide for either a normal open or at normal closed circuit, whichever is used. This permits of either a closed or open circuit for either switch under normal conditions, and adjustments can he made to suit the circumstances.

' The ends of containingthe magnets are provided with "removable points for deflecting stray objccts out of the w y. and for cutting snow and ice in the winter season.

The electrical circuits of the vehicle equipment lire supplied with the electrical energy from s generator {Si or other suitable source. The circuit of tlicsolenoid or meg-net of the controlling alve '7 inciudes nerotor or a safety 111i l conductor 39. clear magnetswitch, und conductor 65. 'l he conductors and 69 are tact terminal S7.-I' 3fi 9(3i of the clear magnet switch whereby she switch arm 83 normally nects said conductors when the clear magi-net it; clown, and. since tho ermatur'e switch 52- is normally closed, the circuit of magnetwill he normally closed so as to energize said magnets and raise the weight arm 23 to retain the valve normal position. it is evident that if the current foils, bv'the opening; of either or 00th of the switches in the circuit s'oixthot purpose, or myths failure of the reh. equipment to be in ojjerative condition, the mag fact that the magnets? is attracted to the rail 36 or other magnetic. object, thus maintaining clear conditions as long as current flows through said magnet. but ii it fails,

then the nia'lnets 46 and 47 up by force of their lifting spring 81., and the clear magnet switch therefore opens between con-- ductors 65 and G9 and time opens the circuit of magnet i The ma nets L6. all. ill lil i i in; northe pockets of the cesing'il post and 'con- Fig. 1. One of the circuits includes generator 64, conductor 66, normally closed danger magnet switc conductor 67, safety magnet 52 to keep 1L energized, conductor 54, magnet 48 in series with magnet 52', and conductor 65.

Magnets

48 and 52 are thus normally energized, and failure of current in magnet 48 will also de-energize magnet 52 so that switch 52 o ens and ma net 24' becomes dead. The attraction of the danger magnet 48 to the respective armature in raised position will swing the arm 61 so as to open the danger magnet switch and the circuits thereof. so that al magnetsbecome dead. Thus, the magnet :24 is tie-energized 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. 'lh'e 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 65 is also branched and connected to the magnets 46 and 47 to complete the shunt circuits thereof. In the dan er magnet switch, the con-- ductor 67. like the conductor 65, is connected to the binding post 85 and switch arm 83, but owing to the dill'erencc in the normal position ot 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 conductor 69. This is done to provide closed circuits for both switches with the magnets 46 and 47 normally down -magnets are energized.

clear conditions by holding the clear magnet and the magnet 48 normally up. Should the current fail in any of the several circuits, a i

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 attract the magnet 46, which in being moved downwardly will carry the magnet 47 into attractive relation with the rail 36, sov that the magnets 46 and 47 are held-down against the tension of their spring 81, as long as said This maintains switch closed, and the magnet 48 although normally energized is'held in raised position by its spring 81, so that the danger magnet switch is also normally closed. T he vehicle can therefore proceed unrestricted'as usual,- but. should the current fail in any of the circults. the magnet 24 will naturally become de-energized and the valve 7 will be operated by the weighted arm 23, to give the denger signals and operate the power interrupting means 13 and brake valve operating device 25, thus preventing the vehicle from proceeding with a defective controlling apparatus. This same result is obtained should the vehicle pass one of the track devices in normal danger position. Thus, assuming that the armatures 40 are in raised position, as seen in 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, 47 and 48, as well as the circuit of magnet 52. The circuit of the magnet 24 is therefore opened at two places, viz, at theswitch 52 and at the clear magnet switch between-the conductors 65 and 69. The switch 52 is opened by deenergiz'ation of the magnet 52, 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 of normally 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 deenergized after the danger signals are given, will be returned or raised by its spring 81, butjth-e magnets 46 and '47 having also been raised by their spring 81 will retain the clear magnet switch open during danger conditions, it being noted that during these conditions, the clear magnets 39 are down so as not to attract the magnet- 46, andthe 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 ofthe arm 23 whenever the magnet 24 becomes dead, whether intentionally or accidentally, the air will fiow at once to the signal devices 34 and 35 to operator them pneumatically for indicating danger visually and audibly, and the air will then flow to the device 13 for shutting oil the steam or other. motive'power. The air also-flows intotho 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 2'R 'will rotate the stud or member 28 and thus operate the brake valve 2 to rent the brake pipe 4 and ap ly the brakes.

Shou d "the desired to proceed under caution conditions, the operator or authorized person can swing the handle 16 of the speed control device 10, so as to reverse the valve 16. This will close the passage 22 through which the air normall passes from the 'suppl pi e 21 tothe, pipe 11' leading to the. m ve and igrmaoe that the air can pass from the signal device 34, and devices 13 and 25 to the atmosphere. This allows the power to be again applied, and. the spring 30 will raise the piston'29 and return the member 28 so that the operator can release the brakes. The reversal of .valve 16, however, opens the passage 15, and the passage 31 so that the airenters the cylinder 20 and tends to movethe piston 19 and valve rod .7 forward, which is prevented by the lever or detent 38, when the vehicle is traveling below a predetermined speed. Should this speed be exceeding the predetermined speed the governor 37 being operated by centrifugal force will remove the lever or dcteni 38 from the end of the rod 17. and the air pressure against the piston 19 will therefore operate at once to move the rod 1? forward and bring the port 18 into register with the passage 15, while the passage 12 is now closed. Air will therefore flow from the pipe 21 through the passage 15 to the pipe 11 and v alve 7 which remains in danger position. The danger signals are therefore again given and the vehicle stopped. This prevents the vehicle from traveling above the allotted speed in the danger zone, but still-permits it to move slowly to pass into a siding or the like. When the vehicle is stopped under caution conditions, th alve 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 17, as seen in Fig. 1, without releasing the brakes or power interru 'iting means. and it the vehicle has been stopped or is moving slowly, so that the lever, or detent 38 is again in active position, the valve 7 can be reversed again to caution position without stopping the vehicle again unless the speed allowed is exceeded,

The caution and danger positions will be maintained, until the apparatus ispositively cleared, and until such is the case the ve-' hicle must either remain at rest or proceed slowlv under caution conditions, as above described. When the track is clear, and a track devire which the vehicle passes is in clear position with the armature 39raised, the magnet -16 in passing thereover'will be attracted thereto, thereby closing the clear magnet switch which will-then beheld closed by the magnet 47 remaining attracted to the rail The circuit of the magnet 24 is now closed, because the switch 52 remains closed when the magnet 48- is raised and energized, and. the clear magnet switch is closed by the response of the clear magnet. The valve 7 is therefore returned to the clear position as before, andthe vehicle can proceed unrestricted as'ab'ove described, before the danger signal'was given.

Traci.) signal system and track devices." "Fig. 5 illustrates the; conjunction of a series of the track devices at intervalsalong located between the blocks, each of which As manytrack devices can be usedas desired, and

contains two or more sections.

as shown, they are placed at the junetures of. the track sections and between the ends I thereof. The signal system illustrated is'a well known simple form and includes an electromagnet 70 connected toeach pair of rail sections at one end and a track battery 71 connected thereto at the otherend to complete. a normally closed circuit for each section and maintain the magnet 70 energized. Each magnet 70 attractsand 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 174. attracted and v normally opened bya magnet '70 in the rear. Thus, taking one circuit 72, it includes-the semaphore 37 between sections B and C, armature switches 73 at the ends of section C, armature switch 74 between sections A and B, and the solenoids or magnets 44 of the track device at the centers and forward ends of the sections B and C. The. normally opened switch 74 opens said circuit 72, so that the respective semaphore and track devices or armatures thereof are in normal danger position. This condition will also exist if sections Cor D are occupied, because 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. 5,.the magnet 70 of said section will be short circuitedand therefore tie-energized, so that its switch 74 will close the circuitnnd 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 deener ized by the short circuit established, and evenv though switch 7l.is again opened as well as switch .73 between sections l3 and 6,21 secondnormally opened switch 75 of the magnet 70 under discussion will be closed by the dee'nergization of the said magnet 70, and thus cloe th circuit, ofvthe two magnets 44 in advance, so that the, train;

can pass the respective train devices. The switch 7 5 forms .a shorocircuit between the battery 76 of the circuit 72, and the'semaphore 37 and magnets 44 in, rear. so that a eis train following in section B will be stopped i because thesaid semaphore and last mentloned acts as will he in condition to indicate 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 trafiic, and the illustration is to be taken as typical to make the invention better understood.

shutting 0d such dew, and trafiic controlled means for energizing sa d electrol-mag'netic fluid operated means.

*2. A vehicle controlling apparatus embodying a source of pressure fluid, pressure means for indicating danger "and retarding the vehicle, a valve for establishing fthejfiow of fluid from said source'to said means and normally shutting off such flow, said valve having an oscillatory stem, a weighted arm connected to said stem to swing downwardly by gravity and operate 'thevalve to establish said flow of fluid, electro-magnetio means for raising said arm" and operating the valveto shut for energizingsaid ed the flow, and means electr c-magnetic means controlled from the track.

3. Vehicle controlling apparatus embodying a source of'pressure fluid, a cylinder connected thereto, a valve normally shutting 0d the ll'ow of pressure fluid groin said'source stem toturn the cylinder in the to said cylinder, traflic controlled meansfor operat ng said valve, abrake valve having a rotary stem, 8. piston movable in said cylinder longitudinally of said stem, and a screw connection between said piston and letter when the piston is slid, so as to apply. the brakes.

fi. Vehicle controlling apparatus embodying a brake valve having a rotary stem. a axis of said stem, a piston working in the cylinder, and a rotary screw member connected tosaid stem and having jasciew connection with said piston.

5. Vehicle controlling means embodying a. brake valve having a rotary stem, an operating' member therefor movable longitudinally "thereof, operating means for said member controlled from the track, and a sci 'ew'con- "nection betweenjsaid member and stem. 6. Vehicle-controlling apparatus embodyinga brake valve havin I a rotary stem, a cylinder attached to said valve, a piston off such flow,

working in the cylinder longitudinally toward and away from said stem, pressure fluid supplying means for said cylinder controlled from the track, a rotar member in said cylinder connected with said stem to let it turn-for applying the brakes and to turn the stein with said member for applying the brakes by the movement of said member in one direction, saidmembcr having a screwreturn the parts when the pressure is relieved.

7'. Vehicle controlling apparatus embodying a brake valve having a rotary operating member and automatic means for controlling said valve including a recipiocatory member having a screw connection with the aforesaid member.

8. In a vehicle controlling apparatus, vehicle controlling means including a rotary controlling member, and automatic means controlling said means and including a reciprocatory member having a screw connec tion with the first named member.

9. A ,i ehicle controlling apparatus including vehicle ontrolling means having a rotary controllingmember; and automatic means including a-cylinder, a piston Work ing in the cylinder, means for controlling the flow of pressure fluid into the cylinder to move the piston in one direction, and a screw connection piston for turning said-member when the piston is moved by pressure fluid.

10. Vehicle controlling apparatus embodying clear maintaining magnetic means normally responded to a track device, danger magnetic means to respond to the track device, and means for retarding the vehicle should either the first named means move named means respond.

11. Vehicle controlling apparatus according to claim 10 wherein the retarding means includes a normally closed electrical circuit having switches for bothmagnetic means to be opened by the movement of the first named means from responded position or the response of the second named means.

12. Vehicle controlling apparatus embodying a clear magnet movable in response to attack armature, electromagnetic means for retaining said magnet in responded position, a danger.magnetimovable in response to a track armature and controlling, means between said member and portion having-a screw connection with the piston, and means for moving said piston to' from responded position or the secondfor the vehicle permitting it to proceed when the clear magnetis moved in response to the corresponding track armature and the danger magnet is in normal position, and retarding the vehicle when either the clear magnet returns or the danger magnet te spends.

13. Vehicle. controllinr" appr ens bodying a clear electromagnet movable in response to a tra;k armature, an electromagnet to be attracted with respect to a magnetic object for retaining said clear magnet in responded position and, movable therewith to be brought into operation, a danger electro-magnet movable in response to a track armature, a switch normally closed by the clear magnet when in responded position, a switch normally closed when the danger magnet is in normal position, and vehicle retarding means including a normally closed circuit having said switches therein for retarding the vehicle whenever said circuit is opened or current fails, a source of electrical energy for said magnets and circuit, and means for interrupting the flow of electrical energy to said magnets when the danger magnet is moved.

14. Vehicle controlling apparatus embodying a danger electro-magnet movable in response to a track armature, vehicle retard- 'ing means brought into operation by the movementof said magnet, and source of electrical energy for said magnet to maintain it energized, and a safety electro-magnet connected to the danger magnet and controlling the retarding means to retard the vehicle should the safety magnet detect a failure of current in the danger magnet.

15. Vehicle controlling apparatus embodying the combination with armatures along the vehicletrack alternately movable to danger and clear positions, of a vehicle equipment having danger and clear electromagrizts responsive to said armatures, to place the vehicle in danger and clear it, respectively, and means operable manually when the vehicle is in danger for allowing it to proceed slowly until cleared.

16. Vehicle controlling apparatus embodying the combination with armatures along the vehicle track to alternately move to clearing and danger positions, of avehicle equipment having clear and danger magnets to respond to the armatures, vehicle retarding means controlled by said magnets operable to stop the vehicle when the danger magnet responds to an armature and to permit the vehicle to proceed unrestricted when the clear magnet. responds to an armature, and speed control means adapted to be broughtinto operation manually when the vehicle retarding means has been operated to stop the vehicle and operable to remove such restriction'only when the vehicle proceeds below a given speed under danger or caution conditions.

17. Vehicle controlling apparatus embodying the combination with armature's alon the vehicle track to alternately move to c caring and danger positions, and controlling means for moving said armatures according to traflic conditions, of a vehicle operable a given track armature for clearing the retarding means so that the vehicle can proceed unrestricted.

' 18. Vehicle controlling apparatus embodying a source of pressure fluid on the vehicle, vehicle retarding means operated by pressure fluid, means for establishing the flow of fluid from said source to said means and normally shutting off such flow, a danger magnet responsive to a track armature, means for bringing said flow establishing means into operation when the dangermagnet responds, means operable to shut off the flow for caution conditions, means to re-establish the flow and be brought into operationwhen the last named means is operated, speed controlled means for preventing the re-establishing means from operating unless the vehicle exceeds a given speed, and means for restoring the normal position of'the flow establishing means first mentioned including a clear magnet respon sive. to a track armature.

19. Vehicle controlling apparatus embodying movable megnetic means installed on the road'bed of a vehicle track, traflic cont-rolled means for moving said magnetic means from danger position, said magnetic means including a magnetic'member and being operable for settingitself to danger position with said member in raised position, movable magnetic means on the vehicle responsive to the aforesaid magnetic member when it is in raised position, and vehicle controlling means controlled by the last named magnetic means, the last named magnetic "means being arranged to move, when released, to danger position for controlling the last named means to retard the vehicle.

20. Vehicle controlling apparatus embodying a brake valve having a rotary stem, an operating member therefor movable longitudin ally thereof, operating means for said member controlled from the track, and a. screw connected between said member and stem substantially as and for the purpose described.

21. Vehicle" controlling apparatus embodying a brake valve having a rotary stem, a cylinder attached to said'valve, a piston working in the cylinder longitudinally toward and away from said stem, pressure fluid supplying means for said cylinder congov- trolled from the track, a rotary mei nber in piston, and means for movingsuid piston to said cylinder connected with said stem to let; return the parts when the pressure is re it turn for applying the brakes and to turn lieved substantially as and for the purpose 1%? r the stem with said member for applying the described. Kbrakes by the movement of said member in In testimony whereof I hereunto affix my fone direction, said member having a screw signature. portion hev-ing' a screw connected With-the LFR D L. RUTHVEN.