US2305135A - Uncoupling system for toy railways - Google Patents

Description

Dec. 15,1942. N. 1..- CASE arm.

UNCOUPLING SYS'IBI FOR-TOY RAILWAY Filed June 12, 1941 3 Shuts-Sheet- 1 ATTORNEYS Dec. 15, 1942.

N. L. CASE ETAL UNCOUPLING SYSTEM FOR TOY RAILWAY Filed June 12.11941 3 Sheets-Sheet 2 olled Revem'mq Loco mot'l ve Speed a Direction Confrol Fig. ll

' ATTORNEYS Patented Dec. 1 5, 1942 UNCOUI 'L INQQSYS TEM FOR Noel L. Caseand Edward E. McKeige; Girard, Pa, assignors to Louis Marx &' Company, Inc; New

York N. Y. a corp'orationof New York This invention relates to toy railways, and more particularly to a remotely controllable uncoupling system for the same. L; i

The primary object of our invention is .togenwill not interfere with parts of the locomotive such as the gearing-"orjother relatively low structuralparts. "This'is done by making the ramp depressible or vertically movable for a limited erally improve toy railway systems, and more 5 distance; saidramp bing provided with a spring particularly electrically operated systems having normally urging the'sa'me to its upward position. a locomotive which may be reversed undenrev In accordance with a further feature and 0bmote control, a feature which is now common. 'ject' of the present invention, the ramp may also Toy railways have been m'ade'with couplers -be-u's e d with couplers of the type shown in the which automatically couple when cars are pushed aforesaid Ellis application, this feature being of together. Such railways have also" beenjprovalue in case a child has two trains, one with vided with a movable ramp on the track, and the older and the other-with the newer style a cooperating car-carried trip to uncouple the coupler. f cars. The ramp, if elevated'locally, lacksrealism, --To the accomplishment of the foregoing and because the operator'must'reach over to the'nn- 15 such other object's as will hereinafter appear, our coupling point, and if 'remotely contijolled' by invention consistsfin the toy railway elements solenoid operation, adds. considerably .to the exand their relation on'eto the other, as hereinafter pense'of the toy and complexityof the wiring aremore particularly'described in the specificaneeded for the system. This proves'particularly tion' and soughttobe'defined in the claims. The true when'using a considerable number of'ramps .20 specification" is accompanied 'by drawings, in located in several sidings and'in amain'lineyas which: is necessary for breaking and'making uptrains Fig. l' is a s'i'de elevation' showing cars being as desired. j 'unc'oupled'in' accordance with our invention;

Another important object isito devise an im- Fig; 2 is a'bottom plan view of the car ends proved ramp which will be applicable to a train 2 5 in coupled relation; having couplers'of the generalcharacter dis- Fig. 3 is anendi view of a car with its trip closed in our co-pending application Serial j No. moved by the ramp, this view being taken in the 335,610, filed May 16, 1940, and entit1ed C oudirection of the arrows 33' of Fig. 1; pling mechanism for toy railro'ad s Saidequ- .Fig. 4 isla similar view, but showing how the plers are characterized by the use of symmetrical vv ramp is moved by the trip when the car travels coupling bars at both ends of each car, saidbars in opposite direction; being oscillatable about their longitudinal, axes, Fig; 5 is a plan view of a ramp embodying feaand each having a trip which is moved sidewardly tures of our invention; or transversely of the car for uncoupling. Fig. 6 is a section taken in the plane ofv the Accordingly, one particular object oi ourjin- 3 linefififi of Fig.5; i vention is to provide. a rampwhich ,d'oesinpt Fig. .7 is 'asection taken in the plane of the require any external control means, andjwhich li'xieill of Fig. 2; is adapted to operate with couplers having a car- Fig. 8 is a plan view of a train being backed carried trip which moves transversely of'the 'car into asiding to uncouple the last two cars; to one side of its normal position in order to un'- :Fig. .9 is a similar view showing the cars sepacouple the couplers, said trip not being movable rated by forward movement of the locomotive;

to the other side- For t s p pose We p ovi Fig. 10 is a similar view showing how the train a p which is mOVably mounted for movem may again be. made up by backing the cars 01f toward one sidei'but which is P d with 5179? the ramp before proceeding ahead out of the means to prevent movement towardthe other Siding; slde' The .ramp -d f n i Fig. '11 is a horizontal section just over the angle relative ,to one another when viewed in shoe and is ex lanator of h th plan, and are so locatedthatthe trippomesjon f p h p y W e m? one Side of the ramp whenmgved in Qngdirec; unc ions when t e tram mOVBS lH forward d1- tion and moves the ramp, but isnot itself moved, 59 whereas the trip comes on the other side 'of the f eg 12 15 Seem taken in elevation Similar ramp when moving in the other direction and fiQf fib fi sh ng w t ramp may be therefore is unable to movethe ramp 1 1 instead depressed; f is itself moved to uncouple thelcouplersf." I Fig, 13 is a transverse section through the A other Obl nmrb imgiwm W 1 awn &0 .ei e dz a eiand taken an- Fig. 18 is a similar view, but showing a later stage with the ramp moved by the trip;

Fig. 19 is a transverse section taken approximately in the plane of the line l9l9 of Fig. 18;

Fig. 20 is a fragmentary plan view similar to Fig. 17, but showing the action when the trip approaches the ramp in the opposite direction;

Fig. 21 is an end view of the trip and ramp as the trip approaches the ramp;

Fig. 22 is a similar view showing a later stage as the trip rides over the ramp; and

Figs. 23 and 24 are schematic plan views explanatory of the relation between the first and second forms of the invention.

The ramp of our invention is here illustrated applied to the control of couplers of a type which may be described with reference to Figs. 1 through 4 and 7 of the drawings. The couplers are symmetrical, that is, the coupling bars at both ends of the car are alike. The bar [2 has bifurcated ends [4 and [6, the branch l4 being biased upwardly, and, the branch [6 being biased downwardly. One of the branches, in this case the upwardly biased branch 14, has a projection 18 struck downwardly therefrom, while the other branch I6 has a recess or hole 20 formed therein.

Similarly, the mating coupler bar 22 has upwardly and downwardly biased branches 24 and 26, the upwardly biased branch having a projection 28, and the downwardly biased branch a recess or hole 30. When cars are pushed together, the branched ends gather and come together with the projections engaged in the recesses, as is best shown in Fig. 2. To permit the coupling and uncoupling of the bars, they are mounted for oscillation on a longitudinal axis. This will be seen by comparison of Figs. 3 and 4. In Fig. 4,'the coupler bar I2 is in its normal horizontal position. In Fig. 3, it has been tilted about its longitudinal axis, thereby disengaging it from the mating coupler, the projection IS on branch I4 being lifted out of the hole in the other coupler, and the hole in branch l6 being lowered away from the projection of the other coupler.

Referring to Fig. 2, it will be seen that coupler bar [2 is provided with pivots 32 and 34 which are received in bearings 36 and 38 bent downwardly fromthe top wall, of truck 40, said truck having side walls 42 which carry the axles 44 and flanged wheels. With this construction, the coupler bar turns with the truck.

Referring to Fig. 3, the bearing 38 is provided with a step at 46, which step acts as a motionlimiting stop to prevent tilting of the coupler bar in the opposite direction. The coupler bar may move as far as its normal horizontal position shown in Fig. 4, and may be tilted in the direction shown in Fig. 3, but cannot be tilted in the opposite direction.

A ramp contact shoe or trip 48 depends from Figs. 2, 3 and 4. It will be evident that the trip moves transversely of the car, and that it can move to only one side of the normal position shown in Fig. 4. In the present case, it may move outwardly, as shown in Fig. 3, but it cannot move inwardly of the position shown in Fig. 4. The coupler and trip are urged to the normal position shown in Fig. 4 by suitable resilient means here exemplified by a hairpin spring 50, the shape of which is best shown in Fig. 7. Said spring is located offset from the axis of the coupler, as is shown in Figs. 2 and 4, and so tends to move the coupler against the stop 46 previously referred to.

. The general principles underlying this form of coupling, as well as the previous method of one side of the coupler bar, as is best shown in controlling the same, are set forth in our copending application Serial No. 335,610, previously referred to. The control mechanism there illustrated comprises a pair of cams or ramps mounted on a special track section and moved by a solenoid under remote control, the ramps being elevated to engage the coupler trip when it is desired to uncouple a car, but normally being lowered out of the path of the car-carried trips.

In an effort to eliminate the need for solenoid operation with complex wiring extending from each uncoupling point to a suitable remote control point, the co-pending application of Carter D. Ellis previously referred to, suggests the use of stationary ramps which are fixedly'mounted on the track. Such a ramp would obviously not be satisfactory with the present type of coupler, because the trip would be operated with the train moving in either direction.

In accordance with our invention, we provide a ramp which is movable but which, however, requires no external control. Referring to Figs. 5 and 6 of the drawings, the ramp comprises a strip 52 which is disposed edgewise and which is movable toward one side but not the other. In the present case, the strip is disposed between power rail 54 and wheel-bearing rail 56, and is movable outwardly, that is, toward the wheelbearing rail 56, but is not movable toward power rail 54. Suitable stops 58 are provided, said stops preventing inward movement of ramp strip 52. Resilient means, here exemplified by hairpin spring 60, may be provided to normally urge the ramp against the stops 58.

The ramp 52 is disposed at a slight angle relative to the rails 54 and 56 when viewed in plan, this being clear from inspection of Fig. 5. The disposition of the ramp is such that the car-carried trip 48. comes on one side of the ramp when moving in one direction, but comes on the other side of the ramp when moving in the other direction. Specifically, in the present case, the trip comes on the inside of the ramp when moving in the direction of the arrow 62. The trip cannot move inwardly, but the ramp can move outwardly,'and consequently, the trip moves the ramp outwardly with no change in the coupling. In all normal cases, this would be the car-pulling direction. In the reverse direction, however, that is, in the car-pushing direction, the trip comes onthe outside of the ramp. The ramp cannot move inwardly, butthe trip can move outwardly, and consequently, continued movement of the car past the ramp causes an outward movement of the. trip with consequent uncoupling of the cars.

Of course, if the locomotive keeps pushing the cars, the coupling is not disturbed, because a basic characteristic of the couplers is that they automatically couple when pushed together.

However, if the train is stopped with the trip at the ramp, so that the coupling is open, the locomotive may then be run forward again, thus separating the train at the desired coupler.

It is convenient to mount the ramp for tilting movement about its lower edge, and for this purpose, the base 64 and the ramp 52 are provided with mating slots and tongues which provide the desired pivotal connection. Specifically, the base is slotted at 66 to receive projections 69 at the bottom of ramp 52, and these projections are themselves slotted at I to receive tongues or lugs 12 formed on base A. The ramp 52 is oscillatable from the broken-line position 52 shown in Fig. 14 to the angular broken-line position 52". Inasmuch as it is the upper edge portion of the ramp that is effective, the tilting movement corresponds to an outward movement of the ramp. The stops 58 '(Figs. 5 and 6) are lugs bent upwardly from base 64, and support the ramp in its normal upright position, the spring 60 servingto urge the ramp against the stops 58.

The operation of the invention may be described with reference to Figs. 8, 9 and 10 of the drawings. We there show the ramp 52 located in a siding M connected to main line by means of a suitable track switch located at 18. Siding I4 may, if desired, be terminated by a bumper 80. The train comprises a locomotive 82 and cars 84, 86, 88 and 90. The locomotive 82 is of the remotely controlled reversing type. It is controlled from a remote control point by any suitable means, schematically indicated at 92 in Fig. 10,

this ordinarily being a power supply transformer Which in turn may be connected to an ordinary household wiring outlet, as by means of a plug 94.

It is assumed that cars 38 and 90 are to be separated from the train and left in siding I4. In Fig. 8, the train has been backed into the siding until the trip for coupler 96 reaches and is acted on by ramp 52. The locomotive is then stopped, and is then run forwardly, asshown in Fig. 9, leaving the cars 88 and 90 behind. This separation may also be obtained by moving the train backward at appreciable speed, and then abruptly slowing the movement of the locomotive when the desired trip reaches the ramp, for then the rear cars will continue moving rearwardly under their own inertia, and so will be separated from the forward cars. This is not essential, however, because the train may simply be stopped over the ramp, and the locomotive then run forwardly, as previously described.

When it is desired to again pick up the cars 88 and 90, the train is backed into the siding, as

shown in Fig. 10, and pushes the cars 88 and 90 rearwardly at least far enough to move the trip 98 oif'the ramp. The locomotive may then be run forwardly, and the entire train will travel intact, trip 98 not being affected by ramp 52 when moving in a forward direction. This is illustrated in Fig. 11, which shows how the trip, shown in broken lines at 98, comes on the inside of the ramp 52 when moving in forward direction. When the trip 98 reaches the solidline position shown in Fig. 11, it has tilted the ramp 52 to the outward position shown in the drawings, and corresponding to the broken-line position 52" in Fig. 14.

' Itwill be understood that in backing cars 88 j and 90. off'the ramp 52, the train should not be moved an exact car length, for that might bring the next trip to the ramp. Any intermediate stopping point may be used,-or, if desired, the train may be backedall the way into the siding as far as the bumper 80, before proceeding forward.

, The base 64of the ramp mechanism is preferably detachably secured to any desired track section. This permits an uncoupling ramp to be located at any convenientpoint in the track system, and many such ramps may be used in sidings and on the main line at various suitable points. In the present case, the base is provided with upwardly turned tongues I00 at its side edges. One of these is clearly shown in Fig. 5,

where wheel-bearing rail I02 is broken away. 7

There are four such tongues, two of which are clearly shown in Fig. 13, the tongues being bent upwardly at the side edges of the base. These tongues are dimensioned so that they can be pushed into the divided web of the wheel-bearing rails 56 and I02, thus holding the plate frictionally in position. I

The plate is preferably depressed at the center, as is clearly shown at I04 in Fig. 13, thus insulating the same from the power rail 54.

While not essential, we prefer to make the ramp vertically movable for a limited distance, in addition to its regular intended outward movement. For this purpose, the slots 10 previously referred to in connection with Fig. 6, are made wide enough to permit depression of the ramp from the broken-line position 52' in Fig. 12, to the solid-line position 52, at which time the tops of slots I0 reach the lugs I2. The ramp is normally urged to its upward position by resilient means, and in the present case, the single spring 60 previously referred to, functions for two purposes, that is, to elevate the ramp as well as to tilt the same to its'normal upright position. The change from the broken-line position 52' to the solid-line position 52 is also shown in Fig. 14. The advantage of providing this limited vertical movement is in increasing the clearance for the rolling stock. The locomotive, for example, may have motor parts which are disposed quite low relative to the rails, and interference with such parts is avoided because they simply brush the ramp downwardly as they pass over the same. The action of the ramp on the trip, however, is not affected, because this depends on sideward movements of either the ramp or the trip. Incidentally, despite the provision for limited vertical movement, this ramp will work" successfully with the trip and coupling shown in.

arm I08 which is preferably integral with the coupler. In this way the coupler, the trip finger I00, the arm I 08, and the trip shoe 48, may all be formed out of a single piece of sheet metal. The sheet metal need be of only moderate gauge, be-

I cause the coupler is stiiiened and strengthened the other coupler to be received in the hook-like formation, for that would prevent uncoupling. Instead, the edge H2 of the part I8 acts as a projection for bearing against the holeof the other coupler, and the space between the part I8 and the bottom of the coupler is made less than the thickness of the other coupler. The improved construction of the present coupler bar avoids the need for such thick metal as is required when using the coupler shown in our copending application Serial No. 335,610.

The ramp and its base are preferably made shorter than the space between successive ties of an ordinary toy track section. With this construction, the ramp is adequate in length, yet the mounting of the ramp base on the track section is greatly simplified, there being no interference with the ties.

A modified form of the invention is illustrated in Figs. 15-22. The relation between the two modifications may be preliminarily explained by reference to the schematic showing in Figs. 23 and 24. Fig. 23 schematically represents the form of the invention previously described, it

constituting a ramp III disposed at an angle relative to the track rails, and a trip H3 disposed parallel to the track rails, so that the ramp and trip are disposed at an angle relative to one another and are so positioned that when the trip moves in one direction it comes on one side of the ramp, whereas when it moves in the opposite direction it comes on the opposite side of the ramp. It should be noted that in elementary form both the ramp and the trip may be simple upright surfaces, these being viewed edgewise in Fig. 23, the latter being a plan View.

This same result may be obtained while using a ramp which is disposed parallel to the rails ii the trip is disposed at an angle. Thus, in Fig. 24 the ramp H4 is disposed parallel to the rails,

while the trip H6 is disposed at an angle. It

will be evident that when the trip moves in one direction, it will come on one side of the ramp, and when it moves in the opposite direction, it will come on the opposite side of the ramp. The important thing, however, is the relative angular disposition of the trip and ramp so as to produce the desired result. Thus, in an intermediate case, the ramp might be given an angle relative to the rails, and the trip might also be given an angle relative to the rails. For example, the trip H6 of Fig. 24 may be used with the ramp III of Fig. 23. I

Moreover, it is not essential that the body of the trip or that the body of the ramp be disposed at an angle, and it is sufficient if the ends of the same are properly shaped or properly bent to achieve the desired purpose. Thus, in the specific arrangement illustrated in Figs. -22, the trip H8 has an intermediate portion which is substantially parallel to the rails, but one end I is cut away at an angle while the opposite end is bent upwardly, but is'also preferably biased at a slight angle, as is shown at I22. Except for this change in the shape of the trip, the car-carried coupling mechanism may be the same as that previously described.

The ramp I24 may also be similar to that previously described, except that it is preferably disposed parallel to the rails, as will be clearly seen in Figs. 17, 18, and 19. The ramp is similarly slotted and mounted on a base plate I26 which is like that previously described, except for the fact that the lugs carrying the ramp position the same parallel to the rails, instead of at an angle. The single spring I28 may be constructed and used for two purposes as previously described; first and mainly, to normally urge the rampto upright position against the motion-limiting stops I39; and second, to normally raise the ramp. f

The operation of this modified form of the invention will be clear from study of the drawings. Fig. 17 shows the trip H8 approaching the ramp I24 from the left, the trip moving in the normal forward direction of the train, this being indicated by the arrow I32 on base I26. The biased end I20 of the trip bears against the inside of the ramp and its continued movement tilts the ramp outwardly, this being clearly shown in Figs. 18 and 19 of the drawings.

However, when the trip I29 approaches the ramp I64 in the opposite or backward direction, the end I22 bears against the ramp, as is clearly shown in Figs. 20 and 21. The continued movement of the trip tends to turn the ramp inwardly, but this it cannot do because of the motion-limiting stops I30. The trip I20 can however move outwardly. The trip is thus moved from the initial vertical position shown in Fig. 21 to the tilted or angular position shown in Fig. 22, at which time, of course, the tilted coupler bar is disengaged from its mating coupler bar.

As before, the base I26 may be applied to any one of the track sections by the use of upwardly directed tongues I34 which may be forced between the double webs of the folded sheet metal rai s.

It is believed that the construction and operation, as well as the advantages of our improved toy train system, will be apparent from the foregoing detailed description thereof. It will also be apparent that while we have shown and described our invention in several preferred forms, many changes and modifications may be made in the structures disclosed without departing from the spirit of the invention, as sought to be defined in the following claims. In the claims we have, for convenience, referred to the ramp and the trip being disposed at an angle relative to one another, and it will be understood that this is intended to cover the modification of Figs. 15-22 as well as the modification of Figs. 1-14 and the modifications of Figs. 23 and 24. It is also intended to cover the use of a ramp and trip both disposed at any angle to the rails, in which case they may even be parallel to each other. Moreover, the statement in the claims that the ramp and trip are disposed at a relative angle is intended to include a case in which the body portion of the ramp and the body portion of the trip are disposed parallel to each other and even to the rails, but the ends of one or the other or both are so biased as to produce an effect equivalent to disposing them at an angle, the main result, of course, being that the trip is guided to and bears against one side of the ramp when moving in one direction, and is guided to and bears against the other side of the ramp when moving in the other direction;

We claim:

1. A ramp mechanism for use with a toy railway system having a car-carried trip movable transversely of the car to one side but not to the other .side, said mechanism comprising a ramp mounted for movement toward one side, stops for preventing movement toward the other side, and resilient means normally holding the ramp in position against the stops, said ramp and trip being mounted at an angle relative to one another when viewed in plan, whereby the carcarried trip comes on one side of the ramp when moving in one direction but comes on the other side of the ramp when moving in the other direction. 7

2. A ramp mechanism for use with atoy railway system having a car-carried trip movable transversely of the car to one side but not to the other side, said mechanism comprising a ramp mounted for limited vertical movement and for movement toward one side, stops for preventing movement toward the other side, and resilient meansnormally holding the ramp in position against the stops, and for urging the ramp to its upper position, said ramp and trip beingmounted at an angle relative to one anotherwhen viewed in plan, whereby the car-carried trip comes on one side of the ramp when moving in one direction but comes on the other side of the ramp when moving in the other'direction.

3. A ramp mechanism comprising a ramp formed by an elongated strip of material disposed edgewise, means mounting the same for tilting movement about its lower edge toward one side, stops for preventing tilting movement toward'the other side, said mounting means further providing for a limited edgewiseup and down movement of the ramp, independently of the tilting movement, and resilient means so disposed and so directed as to normally hold the ramp in position against the stops, and to normally urgethe ramp upwardly.

4. Aramp mechanism for use with a toy railway system having a car-carried trip movable transversely of the car to one side but not to the other side, said mechanism comprising a ramp'formed by an elongated strip of material disposed edgewise, means mounting the same for tilting movement about its lower edge toward one side, stops for preventing tilting movement to 'Ward the other side, and resilient means normally holding the ramp in position against the stops, said ramp and trip being mounted at an angle relative to one another when viewed in plan, whereby the car-carried trip comes on one side of the ramp when moving in one direction but comes on the other side of the ramp when moving in the other direction.

5. A toy railway system comprising cars having couplers arranged to automatically couple when pushed together, a car-carried trip for uncoupling the couplers, said trip being movable to one side of the normal position in order to uncouple the couplers but not being movable to the other side of the normal position, and a track-carried ramp mechanism disposed at a desired uncoupling point, said mechanism comprising a ramp, means mounting the same for movement toward one side, stop means to prevent movement toward the other side, resilient means normally urging said ramp to normal position against the stop means, said ramp and trip being disposed at an angle relative to one another when viewed in plan, and being so located that the trip comes on one side of the ramp when moved in one direction and moves the ramp but is not itself moved, whereas said trip comes on the other side of the ramp when moving in the other direction, and therefore cannot move the ramp but instead is itself moved to uncouple the couplers.

6. A toy railway system comprising cars having couplers arranged to automatically couple when pushed together, a car-carried trip for uncoupling the couplers, said trip being movable to one side of the normal position in order to uncouple the couplers but not being movable to the-other side of the normal position, and'a trackcarried ramp mechanism disposed at a desired uncoupling point, said mechanism comprising a ramp, means tiltably mounting the same for tilting-movement toward one side, stop means to prevent tilting toward the other side, resilient means normally urging said ramp to normal or upright position against the stop means,lsaid ramp and trip being disposed at an angle relative to one another when viewed in plan, and being so located that the trip comes on one side of the ramp when moved in car-pulling direction and tilts the ramp but is not itself moved, whereas said trip comes on the other side of the ramp when moving in car-pushing direction and therefore cannot tilt the ramp but instead is itself moved to uncouple the couplers.

7. An electrically operated toy railway system comprising a track having wheel-bearing rails and an insulated power rail, 2. train comprising an electrically operated locomotive and cars operable on said track, said locomotive being of the remotely controlled reversing type, a remote direction control means for the locomotive, a car-carried trip which is movable to one side of its normal position but which is not movable to the other side of its normal position, and a track-carried ramp mechanism disposed at a desired uncoupling point, said mechanism comprising a ramp, means mounting the same for movement toward one side, stop means to prevent movement toward the other side, resilient means normally urging said ramp to normal position against the stop means, said ramp and trip being disposed at an angle relative to one another when viewed in plan, and being so'located that the trip comes on one side of the ramp when moved in one direction'a'nd moves the ramp but is not itself moved, whereas said trip comes on the other side of the ramp when moving in the other direction and therefore cannot move the ramp but instead is itself moved. 8. An electrically operated toy'railway'system comprising a, track having wheel-bearing rails and an insulated power rail, a train comprising an electrically operated locomotive and cars operable on said track, said locomotive being of the remotely controlled reversing type, a remote direction control means for the locomotive, said cars having couplers which automatically couple when pushed together, a car-carried trip which is movable to one side of its normal position to uncouple the couplers but which is not movable to the other side of its normal position, and a track-carried ramp mechanism disposed at a desired uncoupling point, said mechanism comprising a, ramp, means mounting the same for movement toward one side, stop means to prevent movement toward the other side, resilient means normally urging said ramp to normal position against the stop means, said ramp and trip being disposed at an angle relative to one another when viewed in plan, and being so located that the trip comes on one side of the ramp when moved in one direction and moves the ramp but is not itself moved, whereas said trip comes on the other side of the ramp when moving in the other direction and therefore cannot move the ramp but instead is itself moved to uncouple the couplers.

9. An electrically operated toy railwaysystem comprising a track having wheel-bearing rails and an insulated power rail, a train comprising an electrically operated locomotive and cars operable on said track, said locomotive being of the remotely controlled reversing type, remote means to control the starting, stopping, and reversing of the locomotive, said cars having couplers which automatically couple when pushed.- together, a car-carried trip which is movable to one side of its normal position to uncouple the couplers but which is not movable to the other side of its normal position, and a track-carried ramp mechanism disposed at a desired uncoupling point, said mechanism comprising a ramp, means tiltably mounting the same for tilting movement toward one side, stop means to prevent tilting toward the other side, resilient means normally urging said ramp to normal or upright position against the stop means, said ramp and trip being disposed at an angle relative to one another when viewed in plan, and being so located that the trip comes on one side of the ramp when moved in car-pulling direction and tilts the ramp but is not itself moved, whereas said trip comes on the other side of the ramp when moving in car-pushing direction and therefore cannot tilt the ramp but instead is itself moved to uncouple the couplers.

10. A ramp mechanism for use with a toy railroad, said mechanism comprising a base plate having upwardly projecting tongues dimensioned to be frictionally received in the webs of the wheel-bearing rails, said plate being depressed at the center to void contact with the insulated power rail, a ramp comprising a strip disposed edgewise, means mounting the strip on the base plate for tilting movement about its lower edge, stop means to limit tilting movement of the ramp in one direction, and resilient means normally urging said ramp against said stop means.

11. A ramp mechanism for use with a toy railroad, said mechanism comprising a base plate having means to secure the same to a toy track, a ramp comprising a strip disposed edgewise, said strip and base plate having interlocking lugs and slots for loosely mounting the strip on the base plate for tilting movement, stops to limit tilting movement, of the ramp in one direction, and resilient means normally-urging said ramp against said stops.

12; A ramp mechanism for use with a toy railroad, said mechanism comprising a base plate having upwardly projecting tongues dimensioned to be frictionally received in the webs of the wheel-bearing rails, said plate being depressed at the center to avoid contact with. the insulated power rail, a ramp comprising a strip disposed edgewise, said strip and base plate having interlocking lugs and slots for loosely mounting the strip on the base plate for tilting movement and vertical movement, stops bent up from said base plate to limit tilting movement of the ramp in one direction, and resilient means normally urging said ramp against said stops and also urging said ramp upwardly.

13. A ramp mechanism for use with a toy railroad, said mechanism comprising a base having means to secure the same to a toy track, a ramp mounted on said base for movement toward one side, stops for preventing movement toward the other side, resilient means normally holding'the ramp in position against the stops, and means on said base to indicate the correct normal trafiic direction over the ram-p.

14. A ramp mechanism for use with a toy railroad, said mechanism comprising a base plate having upwardly projecting tongues dimensioned to be frictionally received in the webs of the wheel-bearing rails, said plate being depressed at the center to avoid contact with the insulated power rail, a ramp comprising a strip disposed edgewise, said strip and base plate having interlocking lugs and slots for mounting the strip on the base plate for tilting movement, stops to limit tilting movement of the ramp in one direction, resilient means normally urging said ramp against said stops, and an arrow on said base plate indicating normal trafllc direction.

NOEL L. CASE. EDWARD E. MCKEIGE.

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