US1568775A - Automatic moving-vehicle control - Google Patents

Description

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1,568,115 P. J. SIIMMEN AUTOMATIC MOVING VEHICLE CONTROL Original Filed April 14l 1908 4 Sheets-Sheet 1 Pani 'J Smm@ @novumA 4 sheets-Sheet 2 P. J. SIMMEN KUTGMATIC MVING VEHICLE coNTRoL Original Fil-ed April 14,l 1908 5f -fl v l Jan. 5 1926.

v k nveydoz Paul II. Simmen Jan 5 9 E926 Y P. J. SIMMEN AUTOMATIC MOVING VEHICLE CONTROL l original Filed April 14l 1908 4 Sheets-Sheet 3 Paul Simmern Jan. 5' .1926.

P. J. slMMEN AUTOMATIC MOVING VEHICLE CONTROL original Filed April 14, 1908 4 Sheets-Sheet 4 CJ Pmaasimmen Patented dan. 5, 1826.

:PAUL JOHN SITIIJNTEN, OF BUFFALO, NEW YORK.

A'UIOMATC IVIOVNG-VEI-EICLE CONTROL.

Original application led April M, 1968, Serial No. 427,080, now Patent No. 1,150,308, dated August 17, 1915. Divided and this application nlcd May 5, 191.5. Serial No. 26,084.

To all whom t may concern.'

Be it known that l, PAUL JOHN SiirirnN, a citizen of the United States, residing at Bufalo, in the county of llrie and State of New York, have invented certain new and useful improvements in Automatic Moving- Vehicle Controls, of which the following is a specification.

rlhe object of the invention is to control the speed of a vehicle, and particularly to provide such a control if the person in charge thereof fails to observe danger, or other signals, which he should observe, and its novelty consists in the constructionand adaptation of the parts, as will be more fully hereinafter pointed out.

The present application is a division of Serial No. 127 ,080, filed April 14, 1908, now Patent #1,150,308, issued August 17, 1915.

ln the accompanying drawings,

Figure 1 is a side elevation and partial vertical section of a locomotive equipped with the control mechanism.

' re 2 is a vertical h the box, containing devices and connected parts, shown in elevation.

Figure 3 is a diagram of the cab circuits.

Figure Ll is a diagram of the track circuits.

Figure 5 is a plan view of the mechanism shown in Figure 2, the top of the box being broken away.

Figure G is a detail view in elevation of the means for restoring the brakes and steam supply mechanism to their normal positions.

Figures 7 and 8 are enlarged sectional details of the air valve.

Similar reference numerals designate corresponding parts in all the figures of the drawings.

ln the drawings, a box or containerl for the cab-carried mechanism is shown at 9, being preferably secured at a convenient place within the cab of the locomotive by any suitable means. lt is provided with a vertical bearing 10 through which passes and inwhich rotates a vertical spindle 11 driven by means of a beveled gear 12 secured thereto and meshing with a similar gear13 fixed upon one of the axles 1d of the locomotive (see Figure 1). Above its bearing the spindle 11 carries a centrifugal governc-r 15 ot usual form, the same being located within the box 9, and the lower slidsectional view the controlling the same being able member 16 of which is extended to form a sleeve adapted to slide along the spindle and terminating in an outstanding flange 17.

riChe box is also provided with another vertical bearing 18 in which rotates a spindle 19 that is driven from any suitable source independent of the vehicle, such as a motor indicated conventionally at 20. The portion of the spindle within the boX is provided with threads 21. A spring 22 is coiled around a portion of the spindle, the said spindle rotating freely within said spring.

Surrounding the threaded portion 21 of of the spindle is a controller designated generally by the reference numeral 23, in the form of a sleeve having a bore large enough to clear the threads 21. It carries at one side an electro-magnet 24 within which reciprocates a soft iron core 25 having at its inner end teeth 26 adapted to engage the threaded portion 21 of the spindle 19. The outer end of the said core has a flange 27 slidably mounted on guide pins 28 carried by the outer end of the electro-magnet, and interposed between the iange 27 and the adjacent end of said magnet, is a coiled spring 2i) that serves to normally hold the core in its retracted position with the teeth 26 out of engagement with the threads 21. Guides 30, suitably secured to the sides of the box (see Figure 5) prevent any rotation of the controller during its vertical travel. It is obvious that when the coil 2d is energized the core 25 will move forward, so that the teeth will engage the threads 21 of the spindle 19, and said engagement will cause the controller 23 to travel along the spindle. lf such travel is upward and the coil is then deenergized, the teeth 26 of the core will be withdrawn from the threads 21 and the controller will fall to its original position, resting upon the spring 22. If such travel is downward, it will compress this springand when the coil is de-energized, the spring will react to lift the controller to its original position.

Suitably pivoted on brackets 31 secured to the sides of the box 9 are bell crank levers 32, the horizontal arms 33 of which extend into the path of the controller 23 on opposite sides of the same and at points equidistant from its normal inactive position. Thus the movement of the controller 23 in either direction will cause its engagement with one of the bell crank arms 38 and said bell crank will be rocked on its pivot. Links 34 conneet these bell crank levers 32 with a rod 535, so that a movement of either lever will pull the rod longitudinally toward the controller. Its movement in the opposite direction is -ured by means ot a coiled spring 36 surroundingthe rod, one end of the coil spring having a bearing against the box 9, the other end bearing against a collar 87 adjustably mounted on the rod 35. The movement et this collar away from the box 9 under the action of the spring is limited by a stop bracket 38 secured to the box and having a portion located in the path ot the collar, as clearly shown in Figure 6.

Referring now to Figure l there is mounted at any convenient place on the locomotive the usual train pipe 89 communicating vf' z the compressed air brake system, and provided with a branch 40 leading to a valve casing indicated at 4l and contaii'iing a three-way valve 42. This valve is provided with an actuating lever 48 that.is moved from the rod 85 by means ot' a bell crank lever 46`conneeted to said rod and a link 47 connecting the bell crank lever 46 with the lever 43. From the valve casing 4l, a pipe 48 leads to a compressed air cylinder 49 containing a piston 50 provided with a rod 5l. havin()r suitable connections wi `h the controlling lever 52 ot the locomotive throttle valve, to operate the same upon the movement of the piston 50. This throttle valve is designated and controls the usual steam supply pipe 54 leading to the cylinders ot' the engine. The valve 58, as is well known to those skilled in the art, has connections, designated generally by the reference numeral 55, with the lever 52. Located in an extension 56 of the cylinder 49 is a coiled spring 57 having a bearing against the piston 50 to move it in a direction opposite to that in which said piston is moved by compressed air delivered through the pipe 48. An exhaust pipe 58 leads from the valve casing 41 at right angles to the pipe The purpose of this mechanism is to control the steam supply through the throttle valve 53 and the brake system through the valve 42, whenever the movement ot the controller 23 actuates the rod 85, the air cylinder 49 and piston 50 being employed to magnify the movement to properly operate the throttle control lever. 35 is moved toward box 9, the valve 42 t-'urned from the position shown in Figure 7 to that shown in Figure 8, which permits the air to escape from the pipe 39 and results in the application of the brakes. It also reduces the air pressure in the cylinder 49 and causes the piston 50 and rod 5i to move, thereby operating the lever 52 to close the throttle valve 53 and shut oil the steam from the cylinders of the locomotive.

Then the rod Within the box 9 there is provided a support of suitable insulating material, to which is secured a bracket 69, on which is adjustably mounted a threaded rod 61, to the lower end of which is pivoted a lever 62 provided on its upper side with a compressible spring contact element 68 constituting an electric terminal. Also mounted on the support 59 is a terminal 64 and a binding post 65 carried by an electrical conducting bracket 66, which bracket is insulated from the bracket 60. The outer end of the lever G2 is in the upward path ot the flange 17 ot the governor 15 as it slides on the spindle 11. An electric conductor 67 leads to the terminal 68, and another electric conductor 68 leads to the binding post 65, and consequently the terminal 64.

Secured to the top of the box 9 is a relay 69 having terminals 7 0 and 7l and a pivoted armature 72 adapted to move between contact screws 73 and 74, constituting electric terminals. The terminal 7 8 is connected to an electric conductor 75 and the terminal 74 to the electric conductor 68.

Referring now to Figure 4, the track rails on which the vehicle moves are designated, respectively, 77 and 78. vided into blocks and at suitable intervals, one pair for each block, there are arranged signal rails about one half a mile apart, each rail being about fifty teet long, one of the rails 79 being termed a caution or distant rail and the other rail 80 being termed a home rail. They are connected by a conductor 81 and are insulated from the traction rails and from the ground.

Referring now more particularly to Fig- 'ure 8, the vehicle is provided with a contact shoe and'switch as follows: Suitably supported on the locomotive truck is a laterally extending lever 82 carrying a shoe 83 adapt-- ed to contact with the signal rails 79 and 80. Pivoted at any convenient place on the truck is a movable contact member' 84 adapted to be moved from the lever 82 by a link connection 85 between the two. The member 84 constitutes an electric terminal and is conneeted at 86 with the conductor 7 5 leading from the contact element 78. Also secured at a convenient place on the truck is a fixed member 87 constituting an electric terminal connected by a lead wire 88 to a conductor 89 that is electrically connected with the shoe 83 and with the binding post 7() of the relay 69, the two members 84 and 87 constituting an electric switch. It will be under stood that all of the parts are properlyT insulated to preserve their conductive functions and prevent short eircuiting.

The equipment, comprising the shoe 83 and terminals 84 and 87, is used for the purpose ot opening and closing a local electric circuit on the cab of the locomotive.

MountecL at any suitable place on the loco- The track is dimotive is a local battery 90, from one side of which a conductor 91 leads to a second conductor 92 connected to the armature .72 of the relay 69. From the other side of the battery a conductor 93 leads to the coil 24 of the controller 23, and thence to the conductor 67, which leads to the terminal 63. The conductor 68, leading from the terminal 64, is connected with the terminal 74. The conductor 75, leading from the terminal 73, is connected, as shown at 86, with the switch member 84. A still further conductor 94, connected to the binding post 71 of the relay 69, is grounded, as shown at with the axle ot the vehicle and is connected to the battery 90 by a branch wire 9 connected to the conductor 93.

It will be understood that there is pro vided the usual continuous track circuit. This consists of therails 77 and 78, divided into blocks as usual, and insulated from each other, a track battery 97 (see Figure 4) and a traclr rrelay 98 havingthe terminals of its windings connected to both rails 77 and 78, and said relay being provided with a core 99. This relay controls a second circuit, closing the same when energized and opening such circuit when deenergized. The said second circuit includes a battery 100, one side of which is connected by a conductor 101 with anarmature 102 operated on by the relay 98, said armature moving into and out of engagement with a contact element 103 electrically connected, as shown at 104 with the signal rails 79 and 80. The other side of the battery is electrically connected to the rail 78 by a conductor 105.

The armature 102 is normally in ContactV with the element 103, inasmuch as the relay 98 is normally energized bythe battery 97. `Whenever a vehicle passes on to the rails 77 and 78, it forms a shunt circuit for the battery 97, as shown in Figure 4, and as this deenergizes the relay 98, the armature 102 will move away from the contact element 103 and open the circuit which includes the battery 100. It will thus be evident that the purpose ot this traclr equipment is to energize the home and distant signal rails 79 and 80 when the block ahead is clear and to deenergize such rails when the block ahead is occupied by a train or is otherwise in a danger condition.

lVhen the shoe 83 ot' the vehicle is on a signal rail 79, for instance as shown in Figure 3, the terminals 84 and 87 are separated and the switch is open. It the rail 79 is energized there will then be a flow of current from the battery 100 through the conductor 101, the armature 102, the terminal 1703, the conductor 104, the rail 80, the conductor 81 and the rail 7 9, and thence through 83 and 82 and conductor 89 to the relay coil 69 and conductor 94 to the vehicle axle, thence to the ground and to the opposite pole of the battery 100. The result is that the armature 72 is drawn into contact with the terminal 73 and the cab circuit from the battery 90 through the controller 23 remains open and the speed of the locomotive is not controlled. This condition of the cab circuit lis maintained as the shoe 83 passes oil of the signal rail 79, because the lever 82 drops by gravity and closes the switch by causing a contact of the terminals 84 and 87. rThis establishes a circuit from the battery 90 through the conductors 91 and 92, the armature 72, the terminal 73, conductor 7 5, terminals 84 and 87, lead wire 88, conductor 89, relay 69, and conductors 94, 96 and 93 back to the battery 90. rlhis therefore retains the armature 72 in contact with the terminal 73 and keeps open the cab circuit from the battery 90 through the controller coil 24.

Suppose now that the locomotive passes over a signal rail 79 which is deenergized, when the shoe 83 contacts with such rail, the lever 82 is lifted and the terminals 84 ceases to contact with the element 87, thus breaking the circuit from the battery 90 through the relay 69. This relay is no longer energized through the conductors 89, and 94 by the battery 100, inasmuch as the rail 79 is no longer energized. Therefore the armature 72 drops into Contact with the terminal 74, but no circuit is formed on the cab, including the battery 90 unless the terminals 63 and 64 are in contact, and no contact of these terminals will exist unless the speed of the locomotive is sutlicient to cause a rotation of the governor at such a speed that the flange 17 will contact with the lever 62 and lift the terminal 63 into contact with the terminal 64. If such contact has taken place then a circuit is formed from the battery 90 through the conductors 91 and 92, the armature 72, terminal 74, conductor 68, terminals 64 and 63, conductor 67, controller coil 24 and conductor 93. Ars a result the controller coil 24 will be energized, causing the core 25 to be drawn into the same, and thus effecting the engagement o1c the teeth 26 of said core with the threads 21. The controller '23 consequently begins to travel along the spindle, inasmuch as the spindle is in continuous operation from the motor 20, and this movement will be continued until said controller contacts with one of the lever arms 33. When this occurs, the mechanism already described is operated to shut otl the steam supply to the cylinders and operate the brakes. The circuit through the coil 24 is maintained after the shoe 83 has passed oil the signal rail, because the armature 72 continues in contact with the terminal 74 until the shoe 83 again. contacts with an energized rail which will cause a current to pass through the relay 69, as above described, and will lift the armature 72 from the terminal 7 4, or the reduction of the speed of the locomotive will cause the -lange 17 of the governor to fall sui'liciently to permit the lever' 62 to break the contact between the terminals 63 and (34.

It should be noted, therefore, that the controller 23 is not set in motion unless a danger condition exists in connection Vith a speed above a pr'edetermined limit. lf a danger' condition exists when the speed is not above such limit, while it is true that the armature 72 will be in contact with the terminal 74, nevertheless, there will be no circuit through the controller coil 24 until the terminals G23 and Get ar'e brought into contact by reason of the movement of the governor upward due to a speed sulicient to lift it to that point.

Suppose that the engineer sees the contr'oller 23 begin to move and before it contacts with the lever arms 33, reduces his speed, the result will be that as soon as the flange 17 of the governor falls far enough to break the Contact of the terminals (5?) and 64, the circuit thr'ough the coil 24 will be br'oken and the 'controller 25 will be returned to its normal position. lf 'the engineer does not so act,vthen the controller will continue to move until it will contact with one of the bell crank lever arms '355, and thus put on the brakes and shut oii the steam. In that case, the speed will be reduced and when lowered to a predetermined rate, the iange 17 will fall, the terminals (i3 and 64 will separate, the controller' 23 will return to its normal position, the bell crank lever arms will be returned to their normal position by the spring 36, and the parts will be in operative condition, as be'tore. Should the engineer again increase his speed, while danger conditions exist, as soon as the predetermined limit is reached the movement of the governor' flange 17 will cause the terminals 63 and 64 again to contact, and the controller 23 will again be set into operation. It will be obvious that such actuation of the controller` will take place so long as danger conditions exist whenever a predetermined speed is exceeded.

It will be noted that the circuit through the terminals 63 and 64C is not established unless and until a predetermined speed arrived at. It is obvious, however', that a mere change in the position of thelever' 62, for instance, by the adjustment of the screws 61 and G4, will suiiice to reduce the predeter mined speed limit to a very low one, or' even to zero if desired. t will also be noted that the controller' 23 does not act upon the lever arms 33 until it has travelled a certain distance along the spindle 21, which distance is obviously a function of the distance travelled by the locomotive from the place where the speed limit was exceeded and the terminals 63 and (il caused to contact with by reducing the distance which the Harige 17 of the centrifugal governor must travel before it contacts with the lever' G2, the con` troller will begin to move as soon as or al most as soon as danger conditions exist, and by altering the relation of the controller and the lever' arms 33, as indicated, the controller can be made to actuate the steam supply eontr'oller' and the brake mechanism as soon as the speed limit is exceeded.

From the foregoing, it is thought that the construction, operation and many advantages of the herein described invent-ion will be apparent to those skilled in the art, without further description, and it will be understood that various changes in the size, shape, proportion and minor details of construction, niay be resorted vto without departing from the spirit or sacrificing any of the advantages of the invention.

Haring thus fully described my invention, what l claim as new, and desire to secure by Letters Patent, is

l. ln apparatus of the character set forth, the combination with a vehicle, of traffic controlling means, a normally inactive con` troller for ei'ecting the actuation of the traii'ic controlling means, an operating device on the vehicle for the controller, means on the vehicle for driving the operating device at a predetermined speed independently of the movement of the vehicle, and means dependent on the speed of the vehicle for causing the controller' to be moved by the operating device.

2. In apparatus of the character set forth, the combination with a vehicle, of traiiic controlling means,a normally inactive controller' for effecting the actuation of the tratlic controlling means, an operating device for the controller', means on the vehicle for driving the oper'ating device at a predetermined speed independently of the movement of the vehicle, and means for carsing the controller to engage and to be mechanically moved by the operating device, said means including wayside mechanism intermittently associated with the vehicle.

3. In apparatus of the character set forth, the combination with a vehicle, of traffic controlling means, a normally inactive controller 'for effec-ting the actuation of the trallic controlling means, an operating device for the controller, mea-ns on the vehicle for driving the operating device at a predeter'mined speed independently of the movement of the vehicle, and means for causing the controller' to be moved by the operating device, said means including wayside elements intermittently associated with the vehicle and also including elements on the vehicle dependent on the movement of said vehicle.

4. In apparatus oct the character set forth, the combination with a vehicle, ci traiiic controlling means, anormally inactive ccntroller for eiiecting the actuation of the traic cont-rolling means, an operating device on the vehicle for the controller, a motor on the vehicle for continuously driving the operating device at a predetermined speed, and mechanism for causing the controller to be moved by the operating device, said mechanism comprising an electric circuit open at a plurality of points, a source of electrical energy included in the circuit means including wayside mechanism for closing the circuit. at one point, and means dependent on the Speed oi the vehicle for closing the circuit at another of the points.

5. The combination with a locomotive provided with an air brake system, of a device for shutting` oit' the steam and simultaneously putting on the brakes, comprising a threaded shaft, means on the locomotive for operating the shaft independently of the movement of the locomotive, a threaded travelling controller normally held out of engagement with such shaft, and means for automatically causing such engagement whenever the locomotive being in a danger zone, exceeds a predetermined speed.

6. An apparatus for controlling the speed of a moving vehicle provided with propelling and retarding mechanism, comprising a control device adapted to be moved in one direction, a connection with the propelling and retarding mechanism adapted to be actuated by the control device after the latter has moved a predetermined distance, whereby when so actuated the speed of the vehicle is reduced, and means including a motor and an actuating device driven thereby, adapted automatically to move such control device whenever the speed of the vehicle exceeds a certain limit and other danger conditions exist.

7. The combination with a vehicle, of propelling and retarding mechanism, a controller for operating the same to reduce the speed of the vehicle, and means for moving the controller to an operating position, including a rotating threaded spindle, means on the vehicle for rotating the spindle independently of the movement of the vehicle, and a solenoid secured to the controller and provided with a toothed core adapted to engage the spindle threads when the solenoid is energized.

8. The combination with a vehicle, of propelling and retarding mechanism, a controller for operating thel same to reduce ,the Speedf the Yehle and meansfor moving the controller to an operating position, including a rotating threaded spindle, a motor on the vehicle for actuating the spindle independently of the movement of the vehicle, a solenoid secured to the controller and provided with a toothed core adapted to engage the spindle threads when the solenoid is energized, and means for energizing the solenoid, consisting of a local circuit on the vehicle normally open at two places, means for closing the circuit at one place, including an electrical device on the vehicle, and trackside mechanism for intermittently energizing the device, and means for closing the circuit at the second place, including a speed governor on the vehicle.

9. In apparatus of the character described, the combination with a vehicle having running gear and propelling and retarding means, of a spindle rotated from the running gear ofthe vehicle and carrying a governor, a second spindle, means for rotating the second spindle independently of the first spindle, a connection to the propelling and retarding mechanism of the veiicle including a lever and a controller adapted to slidably move along the second spindle to Contact with said lever, and means controlled by the governor for governing the movement of the controller.

10. In apparatus of the character described, the combination with a vehicle and tralic controlling means, of a normally inactive controller for the traffic controlling means, an actuating device for the controller, means for operating the actuating device at a predetermined speed independently of the movement of the vehicle, and mechanism for causing a mechanical en, gagement between the controller and the actuating device to effect the operation of the former by the latter.

ll. In apparatus of the character described, the combination with a vehicle and traflic controlling means, of a normally inactive controller for the traffic controlling means an actuating device for the controller, means for operating .the actuating device at a predetermined speed independently of the movement of the vehicle, and mechanism for causing a mechanical engagement between the controller and the actuating device to eect the operation of the former by the latter, including an electrically operated device operating on the controller, a source of electrical energy, a circuit including the device and source ot electrical energy, and automatic means for controlling such circuit.

l2. Speed controlling apparatus for vehicles, comprising speed responsive means on the vehicle, means on the vehicle varying in accordance with the lapse of time, electrp-responsive means on the vehicle for governing said last mentioned means, and traffic controlling means on the vehicle controlled by said two first mentioned means.

13. (Qontrolling apparatus 'for railway vehicles, comprising .means on the vehicle varying with the lapse of time; a relay on the vehicle `governing said means; means for controlling said relay; a speed-respon sive device on the vehicle olieratively connected with the running `:rear ofi' the vehicle means ilor coi'itrolling the vehicle controlled by the co-operation of the time varying` means and the speed responsive device.

14. Controlling apparatns for railway vehicles, comprising means ou the vehicle varying with the lapse of time; a relay on the vehicle adapted to govern said means; means for controlling said relay; a speed responsive device on the vehicle operatively connected With the running gear of the vchicle and traffic controlling means on the vehicle controlled by said rst mentioned means and said device.

15. Controlling apparati'is forrailway ve hicles, com rising means on the vehicle variable lWit the lapse of time; a speed responsive device on the vehicle operatively connected with the vrunning gear of the vehicle; traffic controlling means on the vehicle controlled bythe first mentioned means and the speed responsive device; a relay on the vehicle determining .vhether or not such control Will exist and means on the trackvvay for controlling said relay.

16. In a train control apparatus, in combination: a trackway; a vehicle; means for retarding the vehicle; means comprising a` time interval device and an actual speed. device for controlling the means for retarding the vehicle and means comprising a relay on the vehicle operative from the trackvvay for enabling said time interval device to be op erative to control.

17. A. track, a train thereon, and a speed controlling device on the train comprising one member movingatconstant speed and another member coacting therewith and moving at a speed dependent upon the speed of travel of the train.

18. A track, a train thereon, and a speed controllingr device on the train comprising one member constantly moving at constant speed and another member coactingtherewith and moving constantly at a speed dependent upon the speed of travel of the train.

19. Railway traffic controlling apparatus comprising means on a vehicle controlled from the trackway :tor permitting maximum speed under clear traffic conditions in ailvance and for applying the bra-lios if the vehicle exceeds a fixed sub-maximum speed limit under restrictive traffic conditions in advance, and slow-acting means on the we hcle fset into operation when an indication.

of restrictive trafiic conditions is received for preventing operation otl said brake-applying means .for a variable distance oit vehicle travel depending on the speed of the vehicle.

20. lailivay traffic controlling apparatus comprising` means on a 'vehicle controlled from the trachway for applying the brakes if the vehicle exceeds a` fixed sub-maXimum speed limit under restrictive trafllic conditions, and slo 1-actingnieai'is on the vehicle set into operation when re. ictive indicaH tion is received for preventing operation of said bralre-applying .means for ay variable distance of vehicle travel depending on the speed ot' the vehicle.

21.. Railway tra'tiic controlling` ai'iparatus comprisingmeans on a vehicle controlled trom the traclrway and operative when a. restrictive indication yis received to determine a fixed sub-maximum speed limit', a bralre application device controlled by said means and set into operation if the vehicle excce s said speed limit, and apparatus interiiiosed between said meansand said device tor proventing` application of the brakes for a variabie distance of vehicle travel depending on the speed ot the vehicle.

22. llailvay traffic,controlling apparatus comprising means on a vehicle controlled from the tracl'rivay for determining ya fixed sub-maximum speed limit under restrictive traffic conditions, slew-acting apparatus set into action when a restrictive indication is received on the vehicle and requiring for its operation a variable distance of vehicle travel depending onthe speed of thervehicle, and a device on the vehicle for applying the brakes when the operation of said sloivactapparatus is completed if the speed of the vehicle then exceeds said fixed limit.

Q3. In a speed control device for moving vehicles, trafiic controlling means, an element driven in accordance with the distance travelled by the vehicle, another element driven in accordance with time and means for actuating the trafiiccontrolling means to reduce the speed of the vehicle When the speed of the vehicle exceeds a predetermined limit.

2li. In a speed control device for moving vehicles, a vehicle adapted to move along a trackway, traffic controlling means on the vehicle, an element driven in accordance with the progress of the vehicle along the traclvvay, another element driven in accordance with time, and means for actuatingthe tra'flic controlling means to reduce the speed of the vehicle when the speed of the vehicle exceeds a predetermined limit.

25. In a speed control device for moving vehicles, a vehicle adapted to move alongr a trackivay, traffic controlling means on the vehicle, an element driven in proportion to the progressof the vehicle along the track (lll Way, another element driven in proportion to time, and means for actuating the traffic controlling means to reduce the speed of the vehicle when the speed of the vehicle exceeds a predetermined limit.

26. lnV a speed control device for moving vehicles, tratlic controlling means, an element driven in accordance with the speed ot the vehicle, another element driven in accordance With time, and means for actuating the tratlic controlling means to reduce 'the speed ot' the vehicle when the speed ot. the vehicle exceeds -a predetermined limit.

27. In a` speed control device 'for movingl vehicles, tratlic controlling` means, an element driven by the Wheels of the vehicle, another element driven by a clock mechanism, and means for actuating the traliic controlling means to reduce the speed of the vehicle when the speed of the vehicle exceeds a predetermined limit.

28. In a speed control device lc'or moving vehicles, an electrical circuit on the vehicle, an element driven in accordance with the speed of the vehicle, another element driven in accordance With time and means for causing an electrical change in the circuit when the speed of the vehicle exceeds a predetermined limit.

29. In a speed control device for moving vehicles, traffic controlling` means, an element driven by the Wheels of the vehicle, another element driven by a clock mechanism, and means for actuating the tratlic controlling means to reduce the speed of the vehicle When the speed ot the vehicle exceeds a predetermined limit.

80. In a device for controlling the speed of moving vehicles, traffic controlling means, a speed element, a time element, and means tor actuating the traffic controlling means to reduce the speed ot the vehicle when the speed ot the vehicle exceeds a predetermined limit.

3l. 1n a system of vehicle control, in combination, a vehicle and a trackway divided into blocks, a track circuit for each block including a track relay, clear and danger signals conditioned for operation from said track circuit and in accordance with the condition thereof,4 means carried by the vehicle and subject to manual control for eliiecting an automatic application ot the vehicle brakes, said means including an element Which controls the application ot the brakes and a circuit self contained in the vehicle and normally in inoperative condition With respect to said element, means arranged at intervals along the tracktvay independently thereof and adjacent each block for conditioning said automatic means for operation if the signal be danger and for non-operation if the signal be clear, said last named means being correlated to said track circuits, and vehicle carried means cov operative with said last named means and with said automatic'mcans, the vehicle carried elements which participate in the operation of said automatic means requiring a definite period ot time for their cycle ot operations and having such cycle subject to the exercise in such period of manual control optionally in substitution for thc operation of' said automatic means.

32. in a system ot vehicle control, in co1nbination,A a vehicle and a trackway divided into blocks, a track circuit Yfor each block including a track relay, clear and danger signals conditioned 'for operation from said track circuit and in accordance with the condition thereof, means carried by the vehicle and subject to manual control tor ettecting an automatic application of the vehicle brakes, said means including an element which controls the application of the brakes and a circuit seit1 contained in the vehicle and normally in inoperative condition with respect to said element, and means correlated to said track circuits tor conditioning said automatic means for operation if the signal be danger and for non-operation if the signal be clear, the vehicle carried elements which participate in the operation of said automatic means requiring a denite period of time for their cycle ot operations and having such cycle subject to the exercise in such period of manual control optionally in substitution for the operation of said automatic means.

33. In a system of vehicle control, in combination, a vehicle and a trackway divided into blocks, a track circuit lior each block including a track relay, clear and danger signals conditioned for operation from said track circuit and in accordance with the condition thereof, means carried by the vehicle and subject to manual control tor el fecting an automatic application ot the vchicle brakes, means arranged at intervals along the trackway independently thcreoic and` adjacent each block for conditioning said automatic means for operation it the signal be danger and for non-operation it the signal be clear, said last named means being correlated to said track circuits, and vehicle carried means (to-operative With said last named means and with said automatic means, the vehicle carried elements which participate in the operation ot said aute-Y matic means requiring a deiinite period of time :tor their cycle otl operations and having such cycle subject to the exercise in such period of manual control optionally in substitution for the operation of said automatic means.

34. In a syst-em of train control, in combination, a trackxvay divided into blocks, each having a standard track circuit including a relay, electrical receiving means arranged intermittently along the and independently thereof and adjacent each block, said means being variably conditioned in accordance with the condition of the corresponding track circuit, a vehicle, a normally closed circuit self contained in the vehicle, a relay in said vehicle circuit variably operable according to the clear and danger conditions and normally operated by said vehicle circuit to give clear7 the armature of said relay normally engaging the front contact, means on the vehicle for (zo-operation With said receiving means and said vehicle circuit to condition the latter from the former for clear or danger indications, the armature of said relay always dropping un der danger conditions, a braking system carried by the vehicle, and means automatically operative, subject to manual control, for causing the operation of said braking system upon the lapse of a detinite period of time when the vehicle circuit is conditioned for danger.

35. In an automatic train control, in combination, a trackway, a car on the trackway having a braking system, means on the trackway conditioned by trackway condi tions ahead, means on the car put into operation by said means on the trackway and including'a normally closed circuit self contained in the car for automatically operating the braking system upon the lapse of a definite period ot time and also including means whereby the operator of the train may prevent the automatic application of the brakes after the means on the car have been put into operation but before the brakes are actually applied.

In testimony whereof I ailix my signature.

PAUL JOHN SIMMEN.

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