US1971259A - Automatic train controlling apparatus - Google Patents

Description

Aug. 21, 1934. J. P. GILLIGAN El AL 1,971,259

-. AUTOMATIC TRAIN' CONTROLLING APPARATUS Filed larch 29, 1929 2 Sheets-Sheet 1 5 FIIIIIIIIIIIIIIA III.

LLLJ i r/IIIIIIII/I/IIA I N V EN 7:0R5 James P G/'/// yan. Geo/ye W Edwards.

A TTORNE Y.

Aug. 21, 1934. J p 3 ET AL 1,971,259

AUTOMATIC TRAIN CONTROLLING APPARATUS Filed March 29. 1929 2 Sheets-Sheet 2 INVENTORS James P Gfl/gan.

A TTORNE Y.

Geogz Mfg Wards.

Patented Aug. 21, 1934 PATENT OFFICE AUTOMATIC TRAIN CONTROLLING APPARATUS James P. Gilligan and George W. Edwards, Toledo, Ohio Application March 29, 1929, Serial No. 350,915

3 Claims.

Our invention relates to automatic train controlling apparatus and has to do with the provision of a novel control'device which cooperates with the air brake equipment of the train and will not only be effective to stop the train under conditions of extreme danger and when the block indicates stop, but will also be effective to stop the train when the train controlling appa-'- ratus isout of order to such extent that the usual track side signal fails to indicate existing danger conditions.

Our invention has to do primarily with the provision of means for positively releasing the air in the air brake system so as to ensurea positive stopping of the train. This stopping of the train is accomplished by means of a very simple, compact and positively acting structure which comprises electrical control means carried by the train and operated by striking a ramp, third rail, or other object which is not energized, means for automatically energizing such third rail in the event that the track is safe and the train is to proceed, and solenoid control means for releasing the air brake pressure in the brake pipes of the train whenever the third rails are automatically de-energized or, if for any reason,

there is a broken circuit leading to the third rails or within the electrical system carried by the train. The third rails for controlling the stopping of the train are, under normal safe conditions, connected with a current supply'and such current supply is, preferably, only broken in case of danger to the train resulting-for instance, from the train entering an already occupied block or section.

One of the objects of our invention is the provision of an air brake valve, cylinder and piston structure for operating such valve, and solenoid control means for normally maintaining the piston structure in inoperative position of such construction that the movement of the pisston structure for opening the air brake valve to stop the train is entirely dependent upon the de-energization of the solenoid core.

A further object of our invention is the provision of automatically operating means for controlling the stopping of the train when going in one direction only and the provision of additional automatic stopping means for controlling the stopping of the train when going in the opposite direction. Each particular stopping device will not affect the progress of the train except when the train isgoing in one specificdirection or, in other words, when the train is going forward the third rails on one side of the track are only effective to stop such forward movement of the train, while the third rails on the opposite side of the track will only be effective to stop the train when such train'is going in a 4 rearward direction. Furthermore, we wish to provide a means whereby, when the forwardly or rearwardly moving train is positively stopped by the automatic stopping device, the trainman may, after descending from the locomotive and adjusting theair control valves, move his train 5 in the opposite direction without the train being stopped again by such particular automatic stopping device.

A still further object of our invention consists in the provision of an air brake control valve for 1'9 releasing the air brake pressure in the brake pipe system and balanced fluid and solenoid control means for moving and preventing the movement of the air control valve in one direction only. The construction is preferably such that the solenoid will normally prevent operation of the air control valves when energized but when the solenoid is de-energiaed the fluid control means will be effective to open the valve to stop the train. However, the fluid control means will not be effective 30 to close the valves which would permit the train to proceed. Neither will the re-energization'of the solenoid be effective to close the valve. Thus, the valve may be opened automatically but must be closed manually.

A still further object of our invention is the provision of a means which will prevent the building up of pressure in the brake pipe system when such pressure has been been reduced to effect the apv plication of the'brakes of the train. This is ac: complished by a valve which is operated simultaneously with the brake pipe pressure reducing valve to positively cut off the connection between the air pressure reservoir and the brake pipe system. The provision or" such valve will have the further advantage of permitting a constant pressure to be maintained in the main reservoir without necessitating the continual working of the air pressure pump during the time that the brakes are applied. 0

A still furtherobject of our invention has to do with the provision of a pivoted trolley with contact members of unequal length carried by such trolley whereby, when the trolley is moved in one direction, the shorter portion of the contact memher will break'the circuit carried by the train and, when the trolley is moved in the opposite direction, the longerportion of the contact member will maintain the circuit carried by the train. Therefore, when the trolley is moved in one dinisrn is so constructed that, if for any reason the rection by striking a third rail, the current for energizing the solenoid will either be supplied by such third rail or the solenoid will be released to eiTect the stopping of the train. However, if the trolley is moved in the opposite direction, the longer portion of the contact member will be effective to maintain the. train circuit and to cause the solenoid to remain energized. I

Another object of our invention has to do with the provision of a switch or contact mechanism in connection with the regular track switch,

which is so arranged that the contactor for permitting electric energy to be supplied to the'third rail will remain in contacting position until it is positively moved by the track switch to non-contacting position. This switch or contact mecharails are spread in such manner as to permit a train traveling on the main track to go into a siding irrespective of manual movement of the track switch, the electric energy being supplied to the third rail will be immediately cut off to automatically effect stopping of the train.

Still another object of our invention has to do with the provision or" means for keeping the third rail clean at all times, regardless of weather conditions, to ensure positive electrical contact between the third rails and the-trolley structure for controlling the release of the solenoid core.

A still further object of our invention has to do with the provision of a cut-out valve equipped with electrical control means whereby any one of the train stopping devices on a plurality of locomotives may be rendered inoperative.

Many other features of our invention will be apparent as this description progresses and will be brought out in the claims appended hereto. The various objects of our invention are, preferably, obtained by the structure illustrated in the drawings wherein similar characters of reference designate corresponding parts and wherein:

Figure 1 is a diagrammatic side elevation of parts of a locomotive which is equipped with our automatic train stopping mechanism, also diagrammatically shown.

Figure 2is an enlarged detailed View of the trolley structure shown in Figure 1, showing the unequally spaced contact member carried by the trolley and the resilientmechanism for cleaning the third rail.

Figure 3 is a fragmentary horizontal crosssection taken on the line 3-3 of Figure 2, showing the means for insulating the trolley member against electrical contact with the locomotive.

Figure 4 is a diagrammatic plan and elevational view showing a switch structure for connecting a track switch with a third rail and a structure, controlled by a semaphore, for energizing or de-energizing another third rail.

Figure 5 is a diagrammatic perspective View showing thesystem of wiring used on a locomotive.

Figure 6 is a top plan view of the device shown in Figure 5.

Figure 7 is a detailed side elevation partly in section, of the valve structures and operating mechanism therefor of my apparatus, showing the valves in the positions which they normally occupy.

Figure 8 is a detailed side elevation, partly in section, similar to Figure 7, showing the valves in the positions they occupy when the brakes of the train are applied. 7

In the drawings, our automatic train stopping device is shown as comprising a valve 1 which controls the release of the air brake pressure in the brake system for stopping the train. This valve 1 is obviously carried by the locomotive but, in Figure 1, we have diagrammatically shown this valve with the air brake and electrical brake controlling mechanism of the locomotive.

As best shown in Figure 1, the air control valve is connected to a standard air brake pipe 2 of the locomotive. The valve is preferably provided with an operating cam element 3, the cam element being movable in one direction only by means of a suitable piston rod 4 that forms a part of the piston 5 which, in turn, reciprccates within a suitable air cylinder 6. The piston rod 4 is not connected with the valve cam element 3 but ismerely designed to contact with one face of such cam element to move the cam element and the valve to open position to release the air brake pressure from the train brake pipe.

The piston rod 4 is pivotally connected to one end of a lever 8 which is :fulcrumed on thelocomotive frame as at 9. The lower end of this lever 8 is preferably pivotally connected to a rod 10 whereby any oscillation of the lever 8 will be effective to move the rod 10 horizontally within its bearing supports or, in other words, the lever 3 may be oscillated about the fulcrum 9 while the rods l and 16 are horizontally reciprocable. Therod 10 is connected at one end to the solenoid core 11. This solenoid core 11 forms a part of a suitable solenoid 12. H

As best shown in Figure 1, the cylinder 6 is directly connected with the air brake pressure pipe leading from the main airpressure reservoir 14 by means or the pipe 13 and one face of the piston 5 is subjected to air pressure from the main reservoir 14 in such manner that the normal air pressure in the main reservoir will constantly be effective upon the piston 5,'tending to move the piston in one direction only. However, in the normal operation of our device, the electric current passing through the solenoid 12 will be effective to produce enough pull on the solenoid core 11 so that the tendency of the air pressure in the main reservoir to move the piston 5 will be overcome as long as the solenoid 12 is energized. It will be understood that air pressure taken from any source may be used instead of air pressure from the main reservoir with equal effectiveness.

At. the instant that the solenoid 12 is deenergized for any cause whatever, and the pulling force on the solenoid core 11 released, the main reservoir air pressure on the piston 5 will be efiective to move such piston and its piston rod 4, whereby the piston rod l contacting with the surface of the valve cam 3 will move the valve lever to open the valve 1. Opening of the valve 1 will release the air pressure in the air rake pipe 2 to the atmosphere thereby causing application of the train brakes to stop the train.

Our device is provded with a valve 1 operated by the rod 4% when the valve 1 is operated. The valve 1 is designed to be normally opened so that the air pressure contained in the main reservoir limay pass to the engineers brake valve but the operating arm of the valve 1 is so connected to the operating arm :of the valve 1 that the valve 1? is closed simultaneously with the opening of the, valve 1 to releasethe brake pipe pressure. This closing of the valve l will effectively prevent the main reservoir air from passing to the engineers automatic brake valve and from there into the brake pipes thereby possibly causing the brakes to be inadvertently released when they" should remain applied. This arrangement has the further advantage 'ofx'positively closing off. any escape of air pressure from the main reservoir 1.4 which will eliminate the necessity of. having the brake pipe. pressure pump constantly working in an effort to keep up pressure in the brake pipe pressure reservoir while the brakes are applied.

An independent brake valve 15 is also shown in Figure 1. This brake valve is manually operated by means of .a lever lfiand may be used independently of the automatic brake control.

In Figures 1 and 2 we have shown a trolley. 17 that'is pivoted preferably to the forward'part of the locomotive frame as at 18. This trolley is normally held in vertical position by means of the coil springs 19 which bear against opposite sides thereof as shown best in Figure 2. Such pivoted trolley is adapted, when in vertical position, to act as the contact armofa switch and is adapted to connect a contact 20 with a'contact 21. As will be seen by referring to the drawings, the contacts 20 and 21 are separated and the trolley 17 is provided with a member 22 that is adapted to make connection between these contacts.

The contacts 20 and 21 are preferably mounted on the locomotive frame and the contact 20 is constantly supplied with current from a battery 23, also carried by the locomotive, by meansof a wire 24 connected to a wire 30 which leads to the battery. The contact 21 is, in turn, connected to the solenoid 12 by means of'a wire 26 and a wire 25'. Such solenoid is grounded, for instance, to the locomotive frame, and when the trolley is in' normal'or vertical position, current will iiow from the battery 23 to and through the so-lenoidby way of the wires 30 and 24, contact 20, contact member 22 on the trolley'17, contact 21 and the wires 26 and 25, together with the ground wire leading from the solenoid. It will be apparent, therefore; that a break in the circuit from the battery 23 to and through the solenoid 12 will cause the solenoid to be de-energized'. Such deenergization of the solenoid 12 will permit the air pressure from the air brake line to be released to the atmosphere, thereby applying the brakes.

It will be noted that the contact member 22 has arms of unequal length on opposite sides of the trolley 17 and that, when the trolley is in normal vertical position, a greater portion of the contact arm 22 overlaps the contact 21 than overlaps the contact 20. The longer arm of the contact me n ber 22 extends rearwardly of the trolley 17 with respect to the normal direction of travel of the train, as best shown in Figures 1 and 2.

In the event that the trolley strikes a: third rail when the train is moving forwardly, such trolley will be moved in the opposite direction as shown in Figure. 1, thereby breaking the connection between the contacts 20 and 21 and causing a break in the circuit from the battery'23 to and through the solenoid 12 thatwas hereinbefore described. Such break in the circuit will cause the solenoid to become cle-energized and permit move ment of the piston 5 to open the valve 1 and set the brakes. However, in the event that the train is moving backwardly and the trolley strikes a third rail, thetrolley will be moved in a direction opposite that in which it would be moved if the train were following its forwardly or normal direction of travel. In thisinstance, the longer arm of the contact member 22 will still maintain a connection between the contacts 20 and'2l thereby causing the circuit from the battery2S to-and through the solenoid to. remain unbroken'whereby thev solenoid will remainenergized and prevent movement of the piston 5. tov open the valve 1; and set. the brakes.

.The trolley li'is adaptedtocontact with suita ble third rails 27 as indicated" in. Figure land, as shown in this. figure, the third rails. 27 have a relatively steep incline at; their rearward end and are then gradually inclinedtowardsi their forward end. In the operation of. our device, the third railsr27 are energized.andide-energized in accordance with the conditionof the trackas regards trains thereon or the operation of a block signal system and such energization and de energization. is controlled by a track relay and the. movement of. semaphore signals whichresult from electrical impulses through such track relay. The energi- Zation and de-energization of the third rails.2.7. will be hereinafter described in detail.

In order to control the stopping of. a trainwhen the train is traveling in a reverse direction from its normal direction of travel, we have provided a trolley structure on the opposite side of the locomotive as shown in Figures 5: and 6. This trolley structure isthe exact duplicate of. the trolley structure just described, with the exception that the entire structure is reversed, and is connected in series withthepreviously described. trolley structure. For example, the trolley structure above referred to comprises atrolley 17 conetacts 2G and 21 and a contact member 22 carried bythe trolley. However, the relative p.osi-' tionsoi the contact 20 and 21 are reversed from that position which the contacts 21'). and 21 occupy with relation toeach other andthe contact member 22 is reversed with relation to the trolley 1.7. I As shown in Figures 5 and 6, the trolley structures on each side of the engine are connected in series with the battery 23 and the solenoid 12 and, at the same time, the battery 23 may have direct connection with the solenoid if desired. In the normal operation of the. device, electrical current flows from the battery 23 through the wires 30 and 24 to the contact member 20, thence through. the contact member 22, contact 21, wire 28, contact 21, contact member 22., contact 20 and wires 31 and 32to the solenoid 12. However, electric current may flow from the battery 23 and wires 30, 31 and 32. direct to the solenoid 12 without passing through the contacts 20, 21, 20 and 21'. This will take place when the contacts of the switch structure 63' (see Figure 5) are. connected.

Since the trolley structures are on opposite sides of the locomotive, connected in series with the same battery and solenoid and the position of the trolley structure parts are reversed with relation to each other, the trolley structure on one side of the locomotive will be effective to disconnect the contacts 20 and 21 to break the circuit from the battery to the solenoid on striking a third rail when the train is moving backwardly' but will maintain a connection between the contacts 20 and 21 on striking the same or a similarthird rail when the train is moving forwardly. The reverse will be true of the trolley structure on the opposite side of the locomotive, it being effective to break the circuit on striking a third rail when the train is moving forwardly but ineffective on striking a third rail when the train is moving backwardly.

With the use of the two trolley structures hereinbefore described, it will be necessary that third rails. be placedon both. sides of. the. track and nected to th that these third rails be reversed. That is, the highest points of the third rails on one side of the track would be at the rearward end thereof while the highest pointsof the third rail on. the opposite side of the track would be at the forward end thereof with respect to the normal direction of travel of the train. Further, the third rails on the respective sides of the track would necessarily be inclined in opposite directions for reasons hereinafter apparent.

In the operation of this part of the apparatus, it will be seen that the solenoid is normally maintained energized throughthe circuit just described and that a break in the connection between either the contacts 20 and 21 or the contacts 20' and 21' will cause a break in such circuit and the consequent de-energization of the solenoid 12. With the third rails that are placed on opposite sides of the track having their highest points at opposing ends and being inclined in opposite direction with respect to the normal direction of travel of the train, connection between the contacts 20 and 21 will be broken when the trolley 17 strikes a third rail as the train is moving forwardly and connection between the contacts 2c and 21 will be broken when the trolley 17 strikes a third rail as the trainis moving rearwardly. It will thus be apparent that while one trolley structure will be effective to .cause de-energization or" the solenoid when the train is moving forwardly, the trolley structure on the. opposite side of the locomotive will be efiective to cause de-energization of the solenoid 12 when the train is moving rearwardly.

As previously stated, the third rails 2'7 are energized or de--energized in accordance with the condition of the track asregards trains thereon or the operation of a block signal system and such energization and deenerg'-ization is controlled by a track. relay and the movement of semaphore signals which result from electrical impulses through such track relay. It will be understood that, in the usual block signal system, the signals are usually operated from a main station at some point along the track and relays,

one at or near each individual signal.

In Figure 4 of the drawings, one semaphore signal and its means for controlling the energizaticn-or de-energization of a third rail 2'7 is diagrammatically shown. As shown in this figure, a semaphore signal33 is provided with a switch structureS l, the contactor 35 of which is connected to the signal arms 36 and adapted to be operated by movement thereof. A relay 37 that may or may not form a part of the usual trackside signal operating relay (not shown) is located adjacent the semaphore signal 33. It is well understood in the art, that the position of the semaphore signal arms 36 is controlled by electrical energy either shorted out, transmitted the relay to a third rail 27. Another wire 44 leads from the relay 3? to one contact 45015 the semaphore signal operated switch 34 and the other contact of the switch is connected to the contactor arm 3'7 of the relay by a wire 47. The battery, third rail and switch are connected and electrical energy s through the relay 3'? that mayor may not form a part of the trackside signal operating relay (not shown) which con-' 1 trols the position of the semaphoresignal arms 36.

relay 37 and a wire as leading from.

toenergize the third rail 27 when the contactor 37' of the relay 37 is inthe position shown.

'CIn'the operation of this part of the apparatus, namely, the control of the energization or deenergization of the third rail 27, complete circuit to the third .rail 27 is made when the semaphore 'signalarms 36 are in safety or proceed position and the contactor arm 37 is in contacting position with relation to the main body of the relay 37. With thecontactor 35 and the contactor arm 37' in the above positions, current will flow from the battery 42,.through the relay 37, wire 47, contact 46, contactor 35, contact 45, wire 4.4, relay 3'? and wire 43 to the thirdrail 2'7. The connection between the contactor 35 and the semaphore signal arms 36 is such that the same circuit will be also maintained when the semaphore signal arms 36 are in such position as to indicate to proceed with caution. However, when the semaphore signal arms 36 are in danger indicating position, the contactor 35 will no longer connect the contacts 45 and 48V and the above circuit will be broken, resulting in the third rail being (ls-energized.

As the circuit on the engine is broken by the trolley 17 striking the highest point on the third rail 27, the contactor 22 will be moved away from the contact 20 and the trolley 1'1 will pick up the current from the third rail 2'7.v This current will flow through the solenoid 12, which is grounded to the engine frame by way of the contact 21 and wire 26' to hold the core 11 in the normal closed position. However, when the trolley 17 strikes a de-energized third rail, due to the semaphore switch being in danger position, the contactor 22 wvill be moved out of contact with the contact 25 and the circuit on the locomotive will be positively broken. Therefore, the solenoid 12 will be-- matic brake valve 63.

Providing the trolleyl'? strikes a charged third rail while the train is traveling forwardly, current from the energized third rail will flow to the solenoid 12 as long as the trolley 17 is in contact with the third rail but, as the train passes forwardly, the trolley will be gradually returned to normal position in passing over the sloping portion of the third rail so that contact will be made between the contacts 20 and 21 before the trolley 17 leaves such third rail and still maintain the solenoid 12 energized. The same will be true of the trolley 17 and the'contacts'20. and 21' in the event that the trolley strikes an energized third rail when the trainis backing up.

The trolley mechanism is preferably insulated against electrical contact with the locomotive frame in the manner best shown in Figure 3. Any preferred form of insulating material may be used to insulate the trolley pivot 18 and the spring carrier 47 but it is preferred that they be insulated as shown at 48, 49 and 50.

The forward end of the locomotive frame is provided with a casting 51 in which reciprocates a spring pressed rod 52. The lower end of this spring pressed rod is provided with a brush 54, made of some suitable non-conducting material, designed to resiliently contact with the third rail 27 just in front of the pivoted trolley 17. The object of this brush structure is to provide a means for keeping the third rail" 27' clean at all times so as to ensure positive electrical'contact between such third rail and the trolley.

A brush 55, made of some current conducting.

material, is supported by the casing 51 by means of a spring pressed rod 56. The rod 56 is insulated as at57 and the brush 55 is connected to the contact 21 by means-of the wire 58. The brush structure 55 is placed directly behind the trolley 17' and makes a connection between the third rail 27 and the contact 21 in the event the trolley 17 is broken or fails to function properly.

In instances where it is necessary to employ a plurality of locomotives equipped with our automatic train controlled apparatus, such devices on any one of the locomotives may be rendered inoperative by moving the arm 59 to move the contactor 66 into contact with the contacts 61 and 62. By reference to Figure 1, it will be apparent that the contacts 61 and 62 are connected to the solenoid 12 and the battery 23 by the wires 25 and 25 respectively, and that, when the contacts 61 and 62 are connected, electric energy is carried directly to the solenoid 12 from the battery 23 through the wire 30, switch structure and wire 25, irrespective of any movement on the part of the trolley 1'7. In this way the solenoid core is held in closed position and the automatic train stopping device is prevented from operating. The same effect may be had by using the switch structure 63 (see Figure 6) to complete the circuit from the battery 23, through wires 30, 31 and 32, to and through the solenoid 12.

As hereinbeiore stated, the third rail 27 whose energization is controlled by the semaphore operated switch 34 is connected to the relay 37 by the wires 44 and 47. The relay 3'7 is, in turn, connected to the battery 42. As a locomotive passes over an energized third rail, the electric current is picked up by the trolley 1'7 and is transmitted to the solenoid 12 by the means hereinbefore described.

With reference to Figure 4, we have shown therein a track side circuit associated with the ramp 65 that is designed to be interrupted when the rail points of the switch are aligned with the side track or spur. Thus, when the switch is open, the ramp 65 will be deenergized, thereby protecting the trafiic approaching such switch from entering the same when open.

The track side circuit preferably consists of a battery 72, lead 71, contact 69, contact bar 68 associated with the switch lever 67, contact 69' and lead '70 to the ramp 65. The negative pole of the battery '72 is connected to one of the rails of the main line, preferably the one that is negatively charged by wire '71.

In operation, assuming that the rail points of the switch are aligned with the main line, the circuit to such ramp will be completed through wire '71, contact 69, contact bar 68, which has been moved into contact with each of the contacts 69 and 69 by the closing of the switch, wire 70 to the ramp 65. When the trolley of the locomotive circuit intercepts the charged ramp 65, current will flow through either of the brush 55 to the wire 26 and 25 and thence to the solenoid 12, or will pass through the trolley arm to the contact 22, through contact 21, wires 26' and 25, solenoid 12, through the ground to'one of the track rails, the circuit being completed by the wire '71 extending from the negative pole of the battery 72 to the track rail.

With such an arrangement, it will be impossible for a locomotive to enter an open. Switch,

inasmuch as spreading of the rail pointslby the lever 67 automatically interrupts the circuit and deenergizesthe ramp 65 which resultantly deenergizes the solenoid 12 of an approaching locomotive and effects the stopping of the train in a manner set out hereinbeiore. V

We have provided a novel means for prevent,- ing the building up of pressure in the brake pipe system when such pressure has once been reducedto effect an application of the brakes. This is accomplished by placing the valve l between the independent brake valve 15 and'the usual engineers emergency brake valve 63. As hereinbefore described, this valve 1 is operated by and simultaneously with the valve 1 which opens the" brakeipipe 2 to the atmosphere to release the pressure therein. The valve 1 is so constructed. as to be positively closed when the valve 1, is open and to be open when the valvel is closed. It will be apparent that by closing the valve 1 all'com munication between the main reservoir 14 and the brake pipe 2 is cut off. This will have the added advantage of permitting a constant pressure to be maintained in the main reservoir 14 without the necessity of continual working of the usual air pressure pump during the time that the brakes are applied.

It will be apparent that we provide an automatic train stopping device which, when a signal is in danger indicating position or the rail points of a track switch are in dangerous position, will be eiiected to deenergize the corresponding third rail. This third rail causes the trolley 1'? to move rearwardly, thus breaking the circuit between the battery 23 and the solenoid 12 which will permit release of the air brake pressure to stop the train. Furthermore, since the automatic train stopping device is caused to operate as a result of a deenergized third rail, in the event that the current wires leading to such third rail are grounded or broken the train will be automatically stopped irrespective of the position of the semaphore or track-side switch.

It will further be apparent that our novel train stopping apparatus is so constructed that operative relation between the third rail and the trolley structure will be assured under all conditions of speed, weather, wear, oscillation or shock. The trolley will always strike the third rails irrespective of whether or not such rails are energized I25 and, if for any reason a trolley should stick in its oscillated position after passing an energized third rail, the train will be automatically stopped until the trolley is moved to its normal position in which it connects the contacts '20 and 21. will further be apparent that the brake pipe pressure releasing valve 1 and the cam element 3 are moved in one direction only by the piston rod 4, and that, in order to close the valve 1 after it is once open, it will be necessaryto manually move the valve to its closed position before the train may proceed.

Having thus described our invention, what we claim is:

1. Train control apparatus comprising a brake pipe system, an air reservoir for supplying air under pressure to said brake pipe system, valve means for controlling the supply of air under pressure delivered from said air reservoir to said brake pipe system, a valve in said brake pipe system for venting the air under pressure in said brake pipe system, mechanical means for connecting said valves together to produce simultaneous operation thereof, means cooperating with said mechanical means for effecting the' opening of one of said valves and the closing of the other of said valves, said means being moved in one direction by a fluid motor and in the opposing direction manually.

2. -Train control apparatus comprising a brake pipe system, an air reservoir for supplying air under pressure to said brake pipe system, a valve for controlling the supply of air under pressure delivered from said air reservoir to said brake pipe system, a valve in said brake pipe system said means being-inefiective to return said valves to their original positions.

3. Train control apparatus comprising a brake pipe system, an air reservoir for supplying air under pressure to said brake pipe system, a, valve for controlling the supply of air under pressure delivered from said air reservoir to said brake pipe system, a valve in said brake pipe system for venting the air under pressure in said brake pipe system, mechanical means for connecting said valves together to produce simultaneous operation thereof, means cooperating With said mechanical means for effecting the opening of one of said valves and the closing of the other of said valves, said means being moved in one direction by a fluid motor and in the opposing direction manually, and solenoid control means for normally preventing operation of said fluid motor.

- JAMES P. GILLIGAN.

GEORGE W. EDWARDS.

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