US1505069A

US1505069A - Railway-traffic-controlling apparatus

Info

Publication number: US1505069A
Authority: US
Inventors: Lloyd V Lewis
Original assignee: Union Switch and Signal Inc
Current assignee: Hitachi Rail STS USA Inc
Priority date: 1920-03-09
Filing date: 1920-03-09
Publication date: 1924-08-12
Anticipated expiration: 1941-08-12

Description

Aug. 12 1924-,

L. V. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed March 9, 1920 2 Sheets-Sheet 1 Wh m M Q Tli] m .Fw 0 Al d A @Q M fin b H 9% NM H M I \m E Q 3% a W 0 Q *m vwx T Y wSnMWWM Q N%\ m5 N N B 1Q w I I $mm nfiw .wm x:sw\ M j u I QN N W fiw RN m by awn NrN 3h M N Y M m 1 W L a AH H \H Q n Y m m U W T Aug. 12 1924.

L. V. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed March 9. l920 2 Sheets-Sheet 2 I N IIVVENTOR."

BY 62' 7 111s ATTORNEY? Patented Aug. 12, 1924.

UNITED STATES 1,505,069 PATENT Price.

LLOYD V. LEWIS, OF EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVAIJE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed March 9, 1920, Serial No. 364,458. Renewed August 9, 1922. Serial No. 580,816.

T all whom it may concern:

Be it known that I, LLOYD V. LEWIS, a

citizen of the United States, residing at Edgewood Borough, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Trafiic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway traflic controlling apparatus of the type wherein automatic brake application mechanism on a train or vehicle is held in inactive condition by energy which is supplied thereto from the trackway, and more particularly to apparatus of this type wherein such energy is continuously supplied to the train or vehicle when trafiicconditions in advance are safe, but is discontinued or modified when traffic conditions in advance are unsafe.

In apparatus of this character, particu-.

larly when installed. in conjunction with block signals of the usual type arranged to indicate proceed, caution and stop, it is desirable to provide means for applying the brakes and stopping the vehicle upon passing a signal at caution, in case the driver of the vehicle is inattentive or incapacitated, while such an application may be undesirable or unnecessary if the driver properly observes the caution signal and is competent to take such action as conditions may require.-

In apparatus of this character, it may also be desirable to provide means for running from signaled to unsignaled terri tory, that is, from a portion of track equipped with train controlling apparatus to a portion of track notfso equipped, without incurring an application of the brakes at the point where the vehicle leaves the signaled territory, provided the driver of the vehicle is cognizant of the fact that he is leaving the territory provided with the train controlling apparatus.

One object of my inventionv is the provision, in a system of the character described, of means responding to cessation of energy from the trackway and effective for only a limited interval of time to set the brake application mechanism into operation, together with means under the control of the driver and elfective for 'a somewhat greater interval of time to prevent the brakes being setinto operation.

Another object of my invention is the provision, in a system of the character described, of means responding to the cessation of energy from the trackway and effective for only a limited interval of time to set 'the brake application mechanism into operation, whereby the brakes may thereafter be released even though the supply of energy from the trackway is not renewed.

I will describe two forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of trackway apparatus adapted for co-operation with vehicle carried apparatus embody ing my invention. Fig; 2 is a view showing one formof vehicle carried apparatus embodying my invention, and Fig. 3 is a view showing a modifiedform of vehicle carried apparatus also embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the

reference characters

1 and 1 designate the track rails of a railway along which traflic normally moves in the direction indicated by the arrow, and which rails are divided by insulated joints 2 to form a plurality of successive blocks A-B, B-C, etc. Located adj acent the entrance end of each block is a roadside signal which is designated by the reference character S with an exponent corresponding to the location. Each of these signals, as here shown, is of the semaphore type, adapted to indicate stop, caution and proceed, according as the semaphore is in the horizontal, the inclined or the vertical position. The apparatus for controlling the signals is omitted from the drawing for the reason that it forms no part of -my in vention, but it is understood thatin accordance w1th usual practice each signal indicates stop when the corresponding block is occu ied caution when the corres onding block is unoccupied and the block next in advance is occupied, and proceed when the corresponding block and the block next in advance are unoccupied. Thus, as shown in the drawing, the block to the right of point D is occupied by a vehicle V, so that signal S for this block indicates stop, signal S indicates caution, and signal S indicates proceed.

Each block is provided with means for connecting a source of alternating vehicle governing current across the track rails adacent the exit end of the block. As here shown, this is accomplished by a transformer for each block, designated by the reference character T with an exponent corresponding to the location, the secondary of which is constantly connected across the rails of the block, and the primary of which is at times connected with a transmission line E which is supplied with vehicle governing alternating current by a generator F. The primary circuit of each transformer T includes a circuit. controller operated by the adjacent signal nd designated by the reference character l -l with the same exponent as that of the signal. Each of these circuit controllers is arranged to be closed when the signal indicates proceed or caucurrent drawn from this transformer when a car or train is near the exit end of the block.

Referring now toFig. 2, the vehicle carried apparatus, in the form here shown, includes two laminated soft iron cores 9 and 9, which are mounted on the vehicle in advance of the forward axle and are located over the two

track rails

1 and 1", respectively. Each of these cores is substantially U-shaped, with its legs pointing downwardly, and each core is disposed transversely with respect to the rail. The two cores 9 and 9 are provided with

windings

10 and 10", respectively. It is apparent, therefore, that when alternating current flows in either rail, art of the magnetic lines of force surroun in such rail will pass through the core which is directly over the rail and so will induce an alternating potential in the coil carried by such core.

The

coils

10 and 10 are included in a receiving circuit a, the coils being so connected in this circuit that the potentials created in the coils by an alternating current flow ing in o posite directions in the two rails are additlve. It will be seen, therefore, that track circuit current from the transformeis .a slide valve 4 which is governed by a piston 5. The piston 5 is biased to the right by a spring 7, and the right hand face of this piston is constantly exposed to main reservoir pressure which is supplied through a pipe 8". Then magnet M is energized, main reservoir pressure passes from a pipe 8 through valve G and a timing reservoir R to the left hand side of piston 5 so that at such times this piston occupies its extreme right hand positlon, as shown in the drawing. When magnet M becomes de-energized, however, valve Gr reverses, thereby disconnecting main reservoir pressure fromthe left hand side of piston 5 and connecting this side of the piston and reservoir R with atmosphere through an exhaust port 25. The force exerted on piston 5 by spring 7 is less than the force due to the main reservoir pressure on the ri ht hand side of piston 5, so that under this latter condition the piston moves to the left. The purpose of the timing reservoir R is to delay the movement of piston 5 to the left when magnet M becomes de-energized, so that the valve device J will not be affected by a 1nomentary de-energization of magnet M, such for example as may occur when the vehicle passes from one block into another. The time element of this reservoir is preferably about 2 or 3 seconds.

The valve device J controls a second valve device K, which latter comprises a valve 12 actuated by a piston 11. When the slide valve 4 is in its right hand position, as shown, in the drawing, a pipe 22 which leads to the under side of piston 11 is closed, and a timing reservoir R is-connected with the main reservoir through pipes 8 and 21. When the slide valve 4 moves to the left. however, reservoir R is disconnected from the main reservoir and is connected with the under side of piston 11, through

pipes

21 and 22 and chamber 4. moved upwardly to such sition that pipe 22 is connected with an exhaust orifice 18 of restricted area. The reservoir R and the exhaust orifice 18 are so proportioned that after a short time interval, such as 2 or 3 seconds the air pressure on the under side of piston 11 is less than the force of gravity plus the ressure exerted by sprin 23, so that the piston then returnsto its initial po- Piston 11 is then sition, wherein valve 12 is closed. It will be seen, therefore, that when the valve device J reverses, valve 12will be opened for a pe- L, and when this occurs, a brake application valve P is actuated to apply the brakes. Valve device L may be operated in such manner as to prevent this, however, as will hereinafter appear.

The brake application valve P comprises a slide valve 19 controlled by a piston 20. This piston is biased to the right by a spring 24, and both sides of the piston are normally exposed to main reservoir pressure through a pipe 8 and a small orifice 20 in the piston 20. It will be seen, therefore, that when pipe 13 is open to atmosphere the'air pressure on the left hand side of piston 20 will be reduced so'that this piston and the slide valve 19 will move to the left. When this occurs, pipe 28, which leads to the engineers brake valve handle N and to the left hand side of the feed valve Z, is disconnected from the main reservoir, that is, from pipe 8", so that the driver is unable to release the brakes by manipulation of the brake valve N. This movement of the piston connects the left hand side of the piston with a timing reservoir B through pipe 34, chamber 35 and pipe 36, so that this reservoir begins to charge through the small orifice 20 in piston 20. When the pressure in reservoir R and, consequently, the pressure on the left hand side of piston 20, reaches such value that the air pressure on the left hand side of piston 20 plus the force exerted by spring 24 exceeds the pressure on the right hand side of this piston, the piston returns to its right hand or normal osition.

The left hand movement 0 slide valve 19 causes an application of the brakes in the pressure but the e ective area of this side of the piston is less than that of the upper side owing to the stem of valve 33, so that the piston normally occupies its lowest position wherein valve 33 is closed. When the slide valve 19 moves to the left, however, the upper surface of piston 26 and the equalizing reservoir-R are disconnected from pipe 30 and are connected with a reduction-reservoir R through chamber 31 and pipe 37. The

pressure on the upper side of piston 26 is thus reduced by a certain amount so that this piston moves upwardly, thereby opening valve 25 and allowing the brake pipe to exhaust to atmosphere through valve 27. .When the brake pipe pressure is reduced to a value slightly lower than, the equalized pressure .on the upper side of piston 26, this piston again moves downwardly and closes valve 25, thereby preventin a further reduction of pressure in the bra e pipe. By proper proportioning of the two reservoirs. R and R ,'.any desired brake pipe reduction may be secured, such for example, as a reduction of 20 lbs. The timing reservoir R and the orifice 20 are so proportioned that the slide valve 19 does not return to its normal position until after the desired brake pipe reduction has been attained, and the brakes have been applied for a sufficient time to bring the .train to a full stop. The time interval for insuring this result may be, for example, 40 seconds.

WVhen the slide valve 19 returns to its normal position upon the expiration of this time interval, the upper side of piston 26 and the equalizing reservoir R are again connected with the brake pipe through pipe 38, cham ber 31, pipe 30, brake valve N and pipe 29, so that normal pressure is" again restored to these parts. The reducing reservoir R is then connected with atmosphere through pipe 37, chamber 39 and exhaust port 40, so that the reducing reservoir isprepared for a future operation of the brake application valve P. The return of the slide valve 19 also permits the timing reservoir R to exhaust to atmosphere through pipe 36, cham: ber 35 and exhaust port 40. The brake pipe is re-charged by main reservoir pressure from pipe 8*, which flows through pipe 28, pipe .8, the feed valve Z, pipe 41, engineers brake valve N, and pipe 29'to the brake pipe. The parts of the apparatus are thus restored to their normal condition and are ready for a subsequent operation of the brake application valve P. I I

The exhaust of air from pipe 13 is controlled by the valve deviceK and by a second valve deviceL, the latter comprising a valve 17 actuated by a piston 16. The valve 17 is normally open, as shown onthe drawing, so that when valve 12 opens, pipe 13 is connected with atmosphere through pipe 14, valve 17 and an exhaust port 15. If valve 17 is closed, however, when valve 12 opens, it is obvious that pipe 13 will not be opened to atmosphere, and, consequently, an automatic application of the brakes will not occur. Valve 17 may be closed by admitting air to a pipe 42 which connects with the under side of piston 16. The supply of air to pipe 42 is controlled by a manually operable valve Q. When this valve Q is in the position shown, it connects a timing reservoir R with pi 42, through a pipe 43 and the valve cham er 44. If valve Q is swung and opening to the left, however, the reservoir R is disconnected from pipe 42 and is connected with pipe 8 which leads to the main reservoir of the braking system. The. return of valve Q, to its normal fposition will then disof restricte area. After the expiration of a certain time interval, determined by the proportions of reservoir R and port 45, the pressure on the under side of piston 16 is reduced to such value that this piston returns to its initial osition wherein valve 17 is open. This time interval should be considerably greater than the interval of time during which valve 12 is open, and may, for example, be frbm 15 to 20 seconds.

It will be seen from the foregoing that when magnet M becomes" de-energized, Valve 12 of the valve device K is opened for a brief interval of time, such as 2 or 3 seconds, but that if the manually operable valve Q, is manipulated just prior to the time that magnet M becomes de-energized, valve 17 of the valve device L will be closed during the entire time that valve 12 is open and so an automatic application of the brakes will be prevented or suppressed.

The operation of the entire apparatus is as follows:

Referring to Fig. 1, it will be seen that the block to the right of location D is occupied by a vehicle V so that circuit controller H is open and current is not supplied to the rails of block CD. Current is supplied to the rails of blocks A-B and BC,

energized so that the vehicle may proceed with current from transformer T".

through the remainder of block AB without incurring an automatic application of the brakes. The same thing is true while the vehicle is "passing through block BC, because the rails of this block are su plied 5 vehicle V enters block C=D, however, magnet M will become de-energized. If the driver of the vehicle takes no action at such time, the brake application valve P will be actuated to cause an automatic application of the brakes, which application will continue for a sufiicient period to cause the vehicle to be brought to a stop or to at least a predetermined low speed. If the driver manipulates the valve Q, however, just prior to the moment the vehicle enters block CD, the. valve device L will be operated to prevent the operation of valve P during the time that valve device K is open, and so the vehicle may proceed through block C--D without incurring an automatic brake application.

It will be seen from the foregoing that when the vehicle passes a caution signal an automatic application of the brakes will be incurred unless the driver of the vehicle takes suitable action to acknowledge the signal. Under this condition it is deemed safe to permit a car or train to approach a stop signal without enforcing a reduction in speed, because it is reasonable to assume that if the driver acknowledgesthe caution signal he will be sufficiently alert to bring the car or train to a stop before reaching the stop signal. The fundamental object of an automatic train control system is to stop the. train in case the driver is inattentive or incapacitated, and it may be observed that this object is attained in this system while at the same time the driver is left in full control as long as he properly observes signals, thereby minimizing traffic delafyl and insuring flexibility in operation.

T e vehicle-carried apparatus may be provided with an indicator X to show the driver at all times the actual condition of the apparatus. This indicator comprises two pressure gauges having pointers 21" and 42. Pointer 21" is responsive to the pressure in a pipe 21 which connects with the pipe 21, Whereas pointer 42 is responsive to the pressure in pipe 42" which connects with pipe 42. When valve J is normal, as shown, pipe 21 is under pressure and pointer 21" occu ies a position to the right, indicating to t e driver that magnet .M is energized and that the vehicle is under the protection of the train control system. When valve J is reversed pipe 21 is connected to atmosphere so that pointer 21" occupies a position to the left, corresponding to zero pressure, thereby indicating to the driver that magnet M is de-energized and that no controlling energy is being received from the trackway. Pointer 42" normally occupies a position to the left, but when the manually operable valve Q is actuated in connect reservoir R with pipe 8 and is then reversed to connect the reservoir with pipe 42, pointer 42 swings to the right and then returns slowly toward the left to its initial position. The driver can tell by observing indicator X, therefore, whether or not the/brake application is suppressed by his movement of valve Q, and can also tell when his manipulation of valve Q has ceased to be effective.

In passing from a portion of track equipped with train controlling apparatus point, the driver may prevent the automatic brake application which would otherwise be produced, and may then continue in the un-equipped or unsignaled territory with his automatic train control equipment out of service, this fact being made manifest by the position of pointer 21 of indicator X. Upon returning to signaled territory, if the train control system is in working order, magnet M will pick up, causing pointer 21 to again move to the right, so that the driver knows that he is under the necessity of acknowledging each caution or stop signal by manipulation valve Q.

Referring now to Fig. 3 the apparatus shown herein is substantially the electrical equivalent of'the apparatus shown in Fig. 2. Relay M is controlled in the same manner as magnet M of Fig. 2. This relay controls two

relays

46 and 47 in such manner that each of the latter relays is energized when relay M is closed, and de-energized when relay M opens. As here shown, relay 47 is of the slow-releasing type, but relay 46 is a quick-releasing relay. It follows that when relay M opens, relay 46 will open at once, but relay 47 will remain closed for a fixed interval of time.

Relays 46 and 47 control a brake application magnet Y which is arranged to cause an automatic application of the brakes when the magnet becomes de-energized. Magnet Y is energized when both relays 46 and 47 are closed and also when both of these relays are pen. When the relays are closed, the circuit for magnet Y is from battery 52, through wire 53, upper point of contact 54 of relay 46, wire 62, upper point of contact 55 of relay 47,

wires

56, 57, 58, winding of magnet Y, wire 63, contact 64 controlled by magnet Y, and Wires 65 and 66 to battery 52. When relays 46 and 47 are open, the circuit for magnet Y is from battery 52, through wire 53, lower point of contact 54, wire 59, contact 60,

wires

61 and 58, winding of magnet Y and thence as before to battery 52. It willbe seen from the foregoing that when relay M opens, the circuit for magnet Y will at once be opened at contact 54 of relays 46, but that after a fixed interval of time, determined by the time characteristic of relay 47, magnet Y may again be energized by the operation of a push button 67 and the magnet will then remain energized as long as relay M is open. Push button 67 merely closes a shunt around the magnet-operatedcontact 64.

In order to prevent an automatlc appl cation of the brakes when relay M opens, I

have provided means for-energizing magnet Y temporarily independently of

relay contacts

54, 55 and 60. This means comprises a contact 68 controlled as hereinafter explained and connected in H shunt with the contacts of

relays

46 and 47. When circuit controller 68 is closed, the circuit for magnet Y is from battery 52, through wire 69, circuit controller 68,

wires

70,57 and 58 winding of magnet Y, wire 63, contact 64, and wires 65 and 66 to battery 52.

Circuit controller 68 is operated by a piston 71 moving in a cylinder 72. The piston '71 is biased to its uppermost position by a spring 73, and when in this position circuit controller 68is open. The piston 71 may be moved downwardly, however, in op,- position to the action of the spring 73, by applying fluid pressure to the upper end of cylinder 72, and when this occurs circuit controller 68 is closed. Fluid pressure is supplied to the upper end of cylinder 72 by a reservoir R which is at times connected with main reservoir through pipe 8 and at other times with the upper end of cylinder 72 through pipe 74, the connections just mentioned being accomplished by a manually operable valve Q'. This valve Q normally occupies the position shown in the drawing so that reservoir R is normally charged with main reservoir When it is desired to suppress an automatic application of the brakes, valve Q. is swung in clockwise direction, so that reservoir R is connected with the upper end of cylinder 72 whereupon piston 71 is moved down wardly to close circuit controller 68. The air in reservoir R then flows out throu h an orifice 75 of restricted area, so that a er a fixed interval of time, such for example, as 15 to 20 seconds, piston 71 returns to its initial position under the influence of spring 73.

The operation of the apparatus shown in Fig. 3 is as follows:

lVhen the vehicle passes a caution signal, relay M opens, so that unless the engineer takes suitable action magnet Y becomes deenergized to. cause an automatic application of the brakes. llf, however, valve Q is reversed just prior to the opening of relay M, magnet Y remains energized during the interval of time required for the contacts I of relay 47 to reverse, so that this magnet is maintained in energized condition until the second circuit for the magnet becomes closed.

It will be observed that when magnet Y is de-energized it cannot again become energized until push button 67 is closed. This push button is preferably located in such position on the vehicle as to require the vehicle to come to rest before the push button can be reached.

It will be observed that if the driver fails to return the valve Q to its orginal or normal position, circuit controller 68 will open upon the expiration of the time interval of 15 or 20 seconds, so that the suppressing function of this circuit controller is then lost and an automatic application of the brakes will occur the next time that relay M opens unless the driver operates the valve Q, in the proper manner. I

Although I have herein shown and described only two' forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein Within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising an electric-responsive device on a vehicle, apparatus located in the trackway forcausing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangerous, brake application mechanism on the vehicle, means on the vehicle controlled by.

said electro-responsive device for holding said brake application mechanism in inactive condition while the device is energized and effective for a fixed interval of time after said device becomes de-energized to place said mechanism in active condition, and manually operable means on said vehicle effective for a greater interval of time to prevent said means from placing said brake application mechanism in active condition.- v

2. Railway traflic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be'energized while traffic conditions in advance are safe, but not when traffic conditions in advance are dangerous, brake application mechanism on said vehicle, means on the vehicle controlled by said device and f effective for a fixed interval of time after the device becomes deenergized to place said brake application mechanism in active condition, and manually operable means on said vehicle eff'ectlve for a greater interval of time to prevent said means from placing said brake application mechanism in operation. I

3. Railway traffic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackwayfor causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dan-. gerous, brake applicationmechanism on said vehicle, means on. the vehicle controlled by said device and effective for a fixed interval of time after the device becomes tie-energized to setsaid brake application mechanism into operation, and manually operable means on the vehicle for preventing said mechanism being setinto operation during said interval.

4. Railway traffic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangerous, brake application mechanism on said vehicle, means on the vehicle controlled by saiddevice and effective for a fixed interval of time after the device becomes de-energized to place said brake application mechanism in active condition, manually operable means on the vehicle effective for a greater interval oftime to prevent said means from placing said brake application mechanism in active condition. and means for delaying the operation of said first-mentioned means when the electro-responsive' device becomes deene'rgized to prevent an application of the brakes due to momentary de-energization of the device.

' 5. Railway traffic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the traekway for causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangerous, brake application mechanism on the vehicle arranged when placed in active condition to remain so for a time interval sufficient to reduce the vehicle to at least a safe low speed, means on the vehicle controlled by said electro-responsive device and effective for a fixed interval of time after the device becomes de-energized to place said brake application mechanism in active condition, and manually operable means on the vehicle effective for a time interval longer than the last-mentioned interval to prevent said means from placing said mechanism in active condition.

6. Railway traffic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangercus, a normally closed cylinder on the vehicle supplied with fluid pressure, a piston in said cylinder responsive to reduction of pressure in the cylinder to cause a brake application, means controlled by said electroresponsive device and effective for a fixed interval of time after the device becomes deenergized to reduce the pressure in said cylinder, and manually operable means on the vehicle effective for a greater interval of time to prevent reduction of pressure in said cylinder.

7. Railway traffic controlling apparatus comprising an electro-responsive device on a. vehicle, apparatus located in the trackway for causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangerous, a valve on said vehicle controlled by said device to occupy a normal position when the device is energized and a reverse position when the device is de-energized, a second valve on the vehicle controlled by said first valve to occupy a normal position when the first valve is normal and to move to a reverse position for a fixed interval of time when the first valve is reversed, brake application mechanism on the vehicle controlled by said second valve and normally set into operation when the latter is in reverse position, and manually operable means on the vehicle effective for an interval of time greater than said first-mentioned interval to prevent said brake application mechanism from being set into operation by reversal of said second valve.

8. Railway trailic controlling apparatus comprising an'eleotro-responsive device on a vehicle, apparatus located in the trackway for-causing said device to be energized while traiiic conditions in advance are safe 'but not when trafiic conditions in advance are dangerous, a valve on said vehicle controlled by said device to occupy a normal position when the device is energized and a reverse position when the device is deenergized, a second valve on the vehicle controlled by said first valve to occupy a normal position when the first valve is normal and to move to a reverse position fora fixed interval of time when the first valve is reversed, a normally closed cylinder supplied with fluid pressure, a piston in said cylinder arranged to occupy a normal position when the cylinder is closed and to move to a rev rse position when the cylinder is opened, means controlled by said piston for causing a brake application when the piston moves to reverse position, means governed by said second valve when in reverse position for opening said cylinder, and manually operable means efi'eotlve for a time interval longer than that during which said second valve occupies the reverse position to prevent opening of said cylinder.

9. Railway trafiic controlling apparatus comprising an electro-res-ponsive device on a vehicle, apparatus located in the trackway for causing saiddevice to he energized while traffic conditions in advance are safe but not when traflic conditions in advance are dangerous, a valve on said vehicle conand to move to a reverse position for a fixed interval of time. when the first valve is reversed, brake application mechanism on the vehicle controlled by said second valve and set into operation when the latter is in reverse position, and meanson the vehicle efiective for an interval of time greater than said first-mentioned interval to prevent said brake application mechanism from being set into operation by reversal of said. second valve.

10, Railway traffic controlling apparatus comprising an eleotro-responsive device on a vehicle, apparatus located in the trackway for causing said-device to be energized while trafiic conditions in advance are safe but not when traiiic conditions in advance are dangerous, a valve on said vehicle controlled by said device to occupy. a normal position when the device is energized and a reverse position when the device is deenergized, a second valve biased to normal position, means for moving said second valve to a reverse position when the first valve is reversed and for permitting the second valve to return to normal position after a fixed interval of time, brake application mechanism on the vehicle controlled by said second valve and set into operation when the latter is in reverse-position, and manually operable means on the vehicle efmanually operable fective for an interval of time greater than saidfirst-mentioned interval to prevent said brake application mechanism from being set into operation by reversal of said second valve.

11. Railwaytraflic controlling apparatus comprising means in the trackway for en plying energy to a vehicle, apparatus on tl ie vehicle responsive to the energy supplied by said trackway means, retarding mechanism on the vehicle controlled by said apparatus and effective for a fixed interval of time after the cessation of energy from said trackway means, and manually operable means on the vehicle for preventing said mechanism from retarding the vehicle during said interval of time.

12. Railway trafiie controlling apparatus comprising means in the trackway for supplying energy to a vehicle, apparatus on the vehicle responsive to the energy supplied by said trackway means, a brake application device on the vehicle, mechanism on the vehicle controlled by said ap )aratus and efi'ective for a fixed interval 0 time after the cessation of energy from the traokway to set said brake application device into operation, and manually operable means on the vehicle for preventing said brake application device from being set into operation durin said interval of time.

13. ailway trafiic controlling apparatus comprising means in the trackway for su plying energy to a vehicle, apparatus on the vehicle responsive t the energy supplied by said trackwaymeans, retarding mechanism on the vehicle ontrolled b said apparatus and effective for a fixed interval of time after the cessation of energy from said said trackway means, retarding mechanism 10 on the vehicle, and means on the vehicle controlled by said apparatus and effective for a fixed interval of time after the cessation of energy from the trackway to set said re- 1 tarding mechanism into operation.

15. Railway traffic controlling apparatus comprising means in the trackway for supplying energy to a vehicle, apparatus on the vehicle responsive to the energy supplied by said trackway means, brake-applying mechanism on the vehicle, and means controlled by said apparatus and effective for a fixed interval of time after the cessation of energy from thetrackway to set said mechanism into operation. v

16. Railway traffic controlling apparatus comprising means in the trackway for supplying energy to a vehicle, apparatus on the vehicle responsive to'the energy supplied by said trackway means, and mechanism on the vehicle controlled by said apparatus and held in ineffective condition as long as energy is supplied to the vehicle by said trackway means, said mechanism operating is response to cessation of energy from the trackway to cause an application of the brakes and to thereafter permit release of the brakes.

17. Railway traffic controlling apparatus comprising means in the trackway for supplying energy to a vehicle, and vehicle retarding mechanism on the vehicle effective for a fixed interval of time after the cessation of energy from said trackway means.

18. Railway traffic controlling apparatus comprising means in the trackway for supplying energy to a vehicle, and mechanism on the vehicle effective to apply the brakes for a fixed interval of time after the cessation of energy from said trackway means and to thereafter permit release of the brakes without renewal of the supply of energy from the trackway.

19. Railway trafi'lc controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangerous, brake application mechanism on the vehicle, and means on the vehicle controlled by said electro-responsive device for holding said brake application mechanism in inactive condition while the device is ener-, gized and effective for a fixed interval of time after said device becomes de-energized to place said mechanism in active condition.

20. Railway traffic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be energized while traffic conditions in advance are safe, but not when traffic conditions in advance are dangerous, brake application mechanism on said vehicle, and means on the vehicle controlled by said device and effective for a fixed interval of time after the device hecomes de-energized to place said brake application mechanism in active condition.

21. Railway traffic controllingapparatus comprising an eleetro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangerous, brake application mechanism on the vehicle arranged when placed in active condition to remain so for a time interval sufficient to reduce the vehicle to at least a safe low speed, and means on the vehicle controlled by said electro-responsivc device and effective for a fixed interval of time after the device becomes de-energized to place said brake application mechanism in active condition.

Railway traffic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackway for causing said device to. be energized while traffic conditions in advance are safe but not when traffic conditions in advance are damn gerous, a normally closed cylinder on the vehicle supplied with fluid pressure, a piston in said cylinder responsive to reduction of pressure in the cylinder to cause a brake application, and means controlled by said eleetro-responsive device and effective for a fixed interval of time after the device becomes de-energized to reduce the pressure in said cylinder.

23. Railway traffic controlling apparatus comprising an electro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be energized while traffic conditions in advance are safe but not when traffic conditions in advance are dangerous, a valve on said vehicle controlled by said device to occupy a normal position when the device is energized and a reverse position when the device is tie-energized, a second valve on the vehicle controlled by said first valve to occupy a normal position when the first Valve is normal and to move to a reverse position for a fixed interval of time when the first valve is reversed, and brake application mechanism on the vehicle controlled by said second valve and normally set into operation when the latter is in reverse position.

24. Railway traffic controlling apparatus comprising an elcctro-responsive device on a vehicle, apparatus located in the trackway for causing said device to be energized while trafiic conditions in advance are safe but not when traffic conditions in advance are dangerous, a valve on said vehicle controlled by said device to occupy a normal position when the device is energized and a reverse position when the device is de-energized, a second valve biased to normal position, means for moving said second valve to a reverse position when the first valve is reversed and for permitting the second valve to return to normal position after a fixed interval of time, and brake application mechanism on the vehicle controlled by said second valve and set into operation when the latter is in reverse position.

25. Railway trafiic controlling apparatus comprising mechanism on a vehicle requiring the continuous supply of energy from the trackway to permit the vehicle to proceed unretarded and effective for a given interval of time after cessation of such energy to retard the vehicle and means in the trackway for supplying energy to said mechanism.

26. Railway trafiic controlling apparatus comprising mechanism on a vehicle requiring the continuous supply of energy from the trackway to perm1t the vehicle to proceed unretarded and effective for a 'ven interval of time after cessation of S110 energy to retard the vehicle, manually operable means on the vehicle for preventing said mechanism .from retarding the vehicle during said interval of time, and means in the trackway for supplying energy to said mechanism. A

27. Railway trafiic controlling apparatus comprising mechanism on a vehicle requiring the continuous supply of energy from the trackway to prevent an automatic application of the brakes and efi'ective for a given interval of time after the cessation of such energy to cause an automatlc application after whichthe brakes may be released, and means in the trackwayfor supplying energy to said mechanism.

28. Railway traffic controlling apparatus comprising mechanism on a vehicle requiring the continuous supply of energy from the trackway to prevent an automatic application of the brakes and efiective for a given interval of time after the cessation of such energy to cause an automatic application after which the brakes may be released, manually operable means on the vehicle for preventing an automatic brake application during said interval of time, and means in the trackway for supplying energy to said mechanism.

In testimony whereof I aflix my signature.

LLOYD V. LEWIS.