US546308A - Sail way teains - Google Patents

Description

(No Model.) 11 Sheets-Sheet 1.

A. L. DE LEEUW. SYSTEM FOR GONTROLLING RAILWAY TRAINS.

No. 546,308. Patented Sept. 17, 1895.

WHNESSES:

INVENTO %/54. 17 145 7 Q ma;

ATTURNEYS ANDRIW B GHANAM mumumoymsu INGTUMV D C.

(No Model.) 11 SheetsSheet 2.

A.,L. DE LEBUW.

I SYSTEM FOR CONTROLLING RAILWAY TRAINS.

No. 546,308. Patented Sept. 17, 1895.

ATTORNEYS WITNESSES: INVENTOR %d. 2M Y !:v, I 6% MM B 11 Sheets-Sheet 3.

(No Model.)

A. L. DE LEEUW. SYSTEM FOR CONTROLLING RAILWAY TRAINS. No. 546,308. Patented Sept. 17, 1895.

INVENTOR Mam $4 44 A TORNEYS WiTN ESSES:

ANDRLW B GRAHAMJNGTO Lmiu WASHINETONVDC (N0 Model.) 15 SheetsSheet 4.

A. L. DE LEEUW.

SYSTEM FOR CONTROLLING RAILWAY TRAINS.

No. 546,308. Patented Sept. 17, 1895 \NVENTOR BY f. q Maia.

ATTORNEY$ WITNESSES:

11 Sheets-Sheet 5.

(No Model.)

A. L. ,DE LEEUW. I SYSTEM FOR GONTROLLING RAILWAY TRAINS. No. 646,308. Patented Sept; 17,,1895.

S\ p Y: R;

WITNESSES: v iNVENTOB BY 64 W ATTORNEYS AIBRDN RGRNIAM. WO-UTHQWASWNGTON D C (No Model.) lfSheets-Sheet 6. A. L. DE LEEUW. SYSTEM FOR CONTROLLING RAILWAY TRAINS.

Patented Sept. 17, 1895.

WITNESSES:

\NVENTOR WflM ATTORNEY c J N m m m m 0 m m M A n u z 8 w. R a u A (No Model.) 11 Sheets-Sheet 7. L. DE LEEUW.

SYSTEM FOR CONTROLLING RAILWAY TRAINS.

No. 546,308. Patented Sept. 17, 1895.

MA/Maw ANDREW B.GHAHRMINGTO'USHQWASMNGWND C.

(N0 Model.) 11 Sheets-Sheet 8 A. L. DE LEEUW.

SYSTEM FOR OONTROLLINGRAILWAY TRAINS, No. 546,308. Patented Sept. 17, 1895.

ATTORNEY$ AN DRIIW BAR/mam. mow-mun. WAS HINGTGPLD C I WITNESSES:

(No Model.) 11 Sheets-8heet 9.

A. L. DE LEEUW. SYSTEM FOR GONTROLLING RAILWAY TRAINS Patented Sept. 17, 1895.

INVENTOR W CMW BY I J/Vg J ATTORNEYS WiTNESSES:

ANDRE" EGRAHAM PHm-L'THO.WASHIN6TON.9 C

11 Sheets-Sheat 10.

(No Model.) I K i A. L. DE LBEUW.

SYSTEM FOR CONTROLLING RAILWAY TRAINS. No. 546,308. Patented Sept. 17, 1895.

i lumm i mun g l I I 1 1 29224. I wg WlINES SES: I INVENTORI W V Wad/mm ATTORNEYS Y {Nu ModeL) 11 Sheets-Sheet 11.

A. L. DE LEEUW; v SYSTEM FOR CONTROLLING RAILWAY TRAINS. No. 546,308." Patented Sept; 1'7, 1895.

UNITED STATES" PATENT FFICE.

ADOLPII Li DE LEEUW, OF SPRINGFIELD, OHIO, ASSIGN OR OF ONE-THIRD TO PHILIP E. MONTANUS, OF SAME PLACE.-

SYSTEM FOR CONTROLLING RAILWAY-TRAINS.

SPECIFICATION forming part of Letters Patent No. 546,308, dated September 17, 1 895 Application filed January 25. 1894. Serial NQAQSJJBDt (No model.)

To all whom it may concern: engine and set the brakes on the train, this Be it known that I, ADOLPH L. DE LEEUW, mechanism being so arranged as to be coma subject of the Queen of Holland, (but havpletely out of the control of the engineer or ing made oath of myintention to become a citiany trainman. These respective devices are 5 5 zen of the United States,) residing at Springconnected electrically one with the other in field, in the county of Clark and State of Ohio, such a way that if the track is clear thelocohave invented certain new and useful Immotive passes over in the normal way; but

provements in Systems for Controlling Railin the event of a train on the same track way-Trains, of which the following is a speci- Within a certain distance, either in the front 60 IO fication. or rear of the moving train, then either or My invention relates to a system for autoboth of said trains will by the operation of matically controlling railway-trains. the devices composing the system automati- The object of this invention is to provide a cally be brought to a standstill. The same system by which accidents of the most comsystemalso includes in its application the 65 [5 men and destructive character on railways operation of drawbridges, switches, or other may be absolutely prevented, the primary devices of similar character, which under abfeature of the invention being found in the normal conditions would lead to serious acfact that under certain conditions which are oidents, so that in the event that a bridge or likely to lead to accidents of aserious nature switch isopen or any other similar abnorthe control of the train ceases to be dependmal condition exists in the track, then the cut upon human agency, the devices emmechanical devices of the system will posiployed in the system being of such a nature tively stop the train, these devices being inthat the controlling mechanism of the locodependent of the operation of signals or the motive attached to a moving train is posimanipulation of devices by human agency, 75 tively and automatically operated to stop the other than to see that the devices are in train by mechanical devices forming a part proper repair and working condition. of the system, as will hereinafter more fully In the accompanying drawings, Figure 1 is appear. a diagrammatic view of a single line of rail- A further object of the invention is to pro Way-track equipped with my improved anto- So 0 vide means by which at certain central stamatic devices. Fig. 2 is asimilar view of the tions the operation of the automatic devices same, showing the method of equipping and may be controlled when under the existing connecting the devices at a railway-crossing, a conditions of said automatic devices they line of double track being illustrated as crosswould prevent the trains from approaching ing a line of single track. Fig. 3 is a dia- 85 said central station. grammatic View showing similar connections A in! thcr object of the invention is to proin asingleline of track crossing a drawbridge, vide means for registering each movement of Figs. 4 and 5 being details of the same. Fig. the operator at the central station, which has 6 is a diagrammatic view illustrating the conlor its feature the changing of the normal nections of a single line of railwaytrack o condition of the automatic mechanism which branched into two branches. Fig. 7 is a diawould normally effect the stoppage of the grammatic view of the same, showing a moditrain, the registering mechanism being also fication. 'Fig. 8 isadiagrammatic view showadapted to register the exact time at which ing a single line of track having a side track the operation takes place. connected thereto. Fig. 9 is an elevation of 5 In carrying out my invention I equip the a locomotive, showing the equipment necesroad throughout at intervals with certain pesary to carry out thesystem as applied thereto. culiarly-constructed devices, which under Figs. 10, 11, and 12 are detailed views of porcertain conditions are adapted as a locomotions of the same. Figs. 13, lat, and 15 are tive passes over the same to set into operadetailed views of the devices which are artoo tion mechanism carried by the locomotive ranged in the track. Figs. 16 and 17 are dewhich shall shut off the steam supplied to the tailed views of similar apparatus modified for use at switches, drawbridges, and for similar purposes. lSis'a diagrammaticiview ofz' ters' and: tignresof reference throughout th ditions, the antoin'atic'portions of the systcmt;

Figslt: to 27, inclusivgare details ofthc' a revolving disk a having on its periphery same; Eig'ES' is a detail of the throttle-valve mechanism- Like parts are! presente'd'bysimilarlet several views. 2

'ln carrying out my inventionl'equip the entire line of roadto 'which'the system is. to be appliedwithwhat Ltcrm lockingebexes A A A it the, these boxes being placed, "preferably, between therailsiand'at any suits able interval apartF- as, for. example, ateach halfileof track -attic distanceat Whichthey Y are located apart being determined by the exigencies ofthe r oad'to-bie equipped.

locking-boxes A; each. contain a combination ofi electrical and mechanical :devicesadapted as alocomotive passesoverthe sameto cont'act'with an attachment on said locomotive,

the teeth of in; a yicldin movc nxentof the upperpartof S These the contactundera normal condition produceach lockin it, this yielding movement hes ing adaptedto produce electricallyachange ing and sttcceedi change *beingsueh will lock theupper por tion of the box and preventits yielding when brought intocontact'withthe locomotive at-:

tachmennthe result being that yielding movement'of the locomotive attachment will be produced, which through suitable me. chanical devices will effect the stopping of the motive power and the application of the brake-power to the train to which said motive power is attached. Electrical connections may be established, so that any suitable number of boxes in front and in the rear of the one operated may be affected thereby, the plan which lhave illustrated as exemplifying my system being to connect electrically each locking-box with four other locking-boxes, the boxes being adapted in the operation of the system and by the passing over the same of a locomotive to be alternately locked and unlocked.

In Fig. l the boxes are illustrated in diagram, each of said boxes being connected electrically and in multiple arc to a battery or other suitable source of electric supply 2 through line-wires a; and y. Each of said boxes consists of an outer casing a and an upper movable platen a, supported on a central plunger-rod a and having at each end guide-rods a This plunger-rod a passes into the interior of the outer casing a, proferably through an ordinary gland or stuffingbox a, to insure the tight closing of the interior of said casing, the guide-rods a being adapted to operate in suitable guiding portions a formed on the side of said casing. The platen a is normally supported by a spring 666, one end of which rests against the p I tialre-rolu on otthetdisk, t in the meehanicalconnections of the prcced- I g boxes, this nenhanieai cuit with these respective conductors 10 to "bottom'ofth'e onter'oasingand the other against a collar a ert the rod cti this' spring being adaptedto yield-undera certaindetinite pressure, say from 'thrce'hundred to four hundred pounds, applied to the the platen a. Below and at one side of the plunger n is' a series of teeth afialternating with a series tion being suchthat when a spaceis'below a and when a 'tooth' d is under s id plunger- 'rod the platen 'is'held' rigidlyagainst th downward. movement. j Each ofthe boxes" fur an electromagnet'or solenoid a the armature c of which isconnected throughabel crank lever (d to a pnstnrod 65 the opposite therprovided with said plunger-rod the platen a, is'free tomove downwardly against the pressure of the spring end of-which is connectedto a pivoted frame cticarrying a pawltt fladapted to engagein.

the disk (1. rocation n such a manner that the recipie push-rod producesa pa The soleno a are eachfortnedirtth a multiple win ding-- thatis to say, a'nnmberof separate an dependent wires are wrapped together-and around 'acoreinsnch'a manner that anelecs triccurrent through either of said wires will atchetrwheel a, con nectcd to serve to magnetize the {core and produce a movement ofthe solenoid... A springn adapted tooperatein oppositionto the more 7 ment of the solenoid and serve to return the parts connected thereto to their normal positions when the core of said solenoid is demagnetized.

The plunger-rod a is provided with an insulated metallic contacting-face a, adapted as the plunger is moved downwardly to contact with an insulated metallic plate a ,preferably in the form of a spring, so as to establish an electrical connection from said metallic face to said metallic plate. These metallic parts a and a are included in an electrical circuit with line-wires 00 and y, the connections from said line-wires to the respective boxes being indicated by m as 0: y 3 1 the. The connection between one of the coutacting parts of each box is made direct to the battery-line (1;, as indicated, the other contacting-point of each box being connected, through the medium of the conductors y 3 &c., to auxiliary conductors z z' 5 800., which extend in opposite directions from the box containing the contacting devices, so as to include one or more locking-boxes on each side of the locking-box containing the contacting devices. From these auxiliary lines 5 .2", &c., connections are established through the conductors to w to &c., to the other batteryline y, one of the multiple windings of each of the solenoids being included in the cir- 10 the. The result of this construction is that each time the platen of one of the lockingboxes is depressed an electric connection is established from the battery or other source -of supply through the solenoids of a series of boxes arranged on opposite sides of the box operated, the connections in the diagram which I have used to illustrate my system' being such as will establish such an electrical connection through four boxes, two of which are in front and two in the rear of the box operated. Each time an electric current passes through one of the solenoids an impulse is given to its core, which, through the medium of the connections described, produces a partial revolution of the disk contained in the box, so as to bring eithera tooth or a space under the plunger of said box. Now, in the practical operation of the system, the first box from the terminal station from which the train is to be started is unlocked and the second box is locked. For instance,

in Fig. 1, a train starting passes first over box A, which is unlocked. The next box A, however, is locked before the train starts, the remaining boxes in the series being unlocked. As the train passes the box A an electricimpulse is sent through the solenoids of the boxes A A, which, through the mechanism described, results in unlocking the box A and locking the box A The box A is thus put into condition to permit the locomotive to pass over the same while the box A is locked. In passing over the box A the electrical impulse produced by the depression of the platen of said box unlocks the box A and locks boxes A and A In passing over A the electrical impulse unlocks boxes A and A and looks A and A, and so on through the series. The electrical impulse caused by the depression of the plunger in the box over which the locomotive is passing being directed through i'our boxes, two of which are at the front and two at the rear, results in the locking of two of said boxes and the unlocking of the other two boxes, one of the boxes thus locked and unlocked being at the front and the other at the rear of the operating box.

The upper part of the platen a of each box is beveled from each side toward the center, with the highest point thereof at the center. Upon each locomotive which operates in the system I employ a yielding contacting device I), preferably supplied with a roller 1), arranged in line with and adapted to contact with the respective platens of the lockingboxes. This yielding support I) is supplied with a spring U which is adapted to yield under a pressure five or six times greater than the pressure necessary to compress the spring a in the lockiug'box-say, for instance, under a pressure of eighteen hundred pounds. Now, if the looking-box over which the locomotive passes is unlocked, the yielding support h on the said locomotive produces a yielding movement of the platen of said box, with the result hereinbefore mentioned. It,

however, the platen of said box should be locked, as before described, then a yielding movement of the support b willbe produced, which, through the mechanism and connections herein to be described, will result in shutting off the motive power and applying the brakes to the locomotive and the train connected thereto. Forcarrying outthis part of my invention I preferably employ pnen matic pressure obtained from the ordinary pump and reservoir used in all locomotives of a modern type to operate the brakes, and I accomplish this by the employment of peculiar and novel connections in connection with a valve, which is adapted under certain abnormal conditions to establish a communication irom the train-pipe which supplies the brakes to the atmosphere, thus exhausting said train-pipe and applying the brakes in the usual manner, the said valve being further provided With a construction and connections which will at the same time establish a communication from the air-reservoir to an auxiliary cylinder arranged in proximity to and in connection with the throttle-lever in such a manner as to positively close the throttlevalve and thus shut off the steam from the engine-cylinders.

The constructions which I have illustrated for carrying out this part of my invention are shown in Figs. 9 to 12, inclusive, and Fig. 28. In these figures, 0 represents the valve; (1, the auxiliary cylinder; 6, the air-reservoir, connected to the usual engineers valve for controlling the supply from the reservoir 6 to the train-pipe and thus operating the brakes in the usual manner, and f the throttle-valve lever. I provide the cylinder 61 with connections d and d at each end thereof and on opposite sides of a piston (i having a pistonrod d which is adapted to contact with the throttle-valve or valve-lever f. In order that the piston d shall remain whollyinactive under normal conditions and out of contact with the throttle-lever f, I establish a communication through the connection d to the trainpipe e. This communication being established through a port a in the valve 0, the pressure in the train-pipe is thus normally supplied through the connection (1 to the cylinder d, so as to hold the piston (i at one end of the cylinder and out of contact with the throttle-lever]; The connection d from the opposite end of the cylinder is normally in communication with a port a in the valve 0, a connection being established from the reservoir e to the valve cthrough the pipe e which is normally closed by said valve. The valve 0 is further provided with a port 0 which ex tends through the valve and is normally in communication with the atmosphere through an opening 6 Now the valve 0 is so constructed that a partial revolution thereof, bringing the respective ports to the position indicated in dotted lines in Fig. 11, accomplishes the following results: The train-pipe e is brought into communication with the port IIO 0 so as to establish a direct communication through said port from said train-pipe to the atmosphere. The port 0 establishes acommunication, through the connection (1, from the front end of the cylinder d to the atmosphere. The port 0 establishes a communition, through the connections .9 and d from the reservoir e to the rear end of the cylinder (1!. The exhausting of the train-pipe thus produced sets the brakes. The exhausting of the front end of the cylinder (1 and applying air-pressure at the rear end thereof produces a forward movement of the plunger which positively closes the throttle-valve, the constructions being such that these operations are positively performed and cannot be interfered with by operatives in thelocomotivecab. A connection is established through the plunger b to a handle 0 on the valve 0, so that an upward movement of the yielding arm or support I) produces the necessary movement of the valve to accomplish the function before described. The connection between the plungermod b and the crank arm dot the valve 0 is a loose connection, so that the valve 0 is moved by the upward movement of the plunger-rod, but remains in this position as the piunger-rod returns to its normal position, so that after the operation of setting the brakes and closing the throttle-valve is performed these parts cannot be returned to their normal condition until the valve 0 is operated by human agency. This valve 0 is preferably located under the locomotive, near the front thereof, and entirely out of reach of any person located on the locomotive, so that it becomes necessary, in order to place the train in its normal condition, that the valve 0 be returned to its normal position by some one not at the time on the locomotive or the train attached thereto. It will be seen, now, from the above description, that it becomes impossible for a locomotive, attached to a train or otherwise, to pass over a lockingbox which is locked at the time of passing without automatically stopping the said locomotive and train. Referring again to Fig. 1, and assuming a train passing from box A to box A and another train passing in the opposite direction from box A to box A, if the first-mentioned train reaches box A prior to the time the second train reaches A the operation of the box A will lock the box A and stop the second train at A. The passing of the second train over box A has locked box A so that the first train cannot pass A and thus the possibility of the trains approaching each other to' any dangerous degree is absolutely prevented. The same would be true if the trains were moving in the same direction. Assuming that the second train was passing from A to A, the passing over of box A locks A and prevents the first train from passing box A until the second train has passed A thus unlocking box A and locklng box A.

In a crossing, such as indicated in Fig. 2,

in addition to the connections so far described to the locking-boxes, I construct the locking boxes immediately on each side of the crossing and on all the tracks of the crossing with branch circuits from the circuit-closer. One of these operates in the system and in connection with the other boxes in the line of track to which it belongs, the same as before described. The other is connected to each of the boxes nearest the crossing in the other tracks which cross the line of track containing said boxes. Now, referring to the diagram in Fig. 2, a single line of track having boxes A A A tire, is shown crossing a double line of track having boxes B C B O B C the. In this case the boxes A A on one track and B B and G C on the other tracks each has its circuit-closer in circuit with the solenoids in the corresponding boxes in the other line of track. The result of this construction is that not only are the boxes in one line of track operated as before, but whenever a train approaches a crossing and passes the box nearest to said crossing, then the corresponding boxes in all the other lines of track crossing said track are locked, so as to prevent any train from approaching said cross ing in either direction until the train has passed said crossing and opened the box on the other side thereof, which restores said boxes to their normal conditions.

For switches, drawbridges, and similar de- Vices I employ a peculiarly-constructed box,

switch-lever or locking-bar of the drawbridge, as the case may be, and electrically with the boxes in the track, the construction being such that when a switch is thrown a circuitcloser in the box locks certain of the locking boxes, which will prevent trains from moving except in the proper direction, the boxes in the track being in electrical connection with said switch-box, so as to automatically lock said switch and prevent it from being thrown when the throwing of said switch would endanger an approaching train. A box of this character is illustrated in Figs. 16 and 17, in which g represents a switch-rod. g is the disk, having teeth and spaces adapted to operate in connection with the collar 9 on said rod, so as to lock said rod or permit it to slide through said space, as before described, for the locking-box, a solenoid g being adapted to operate said disk, a circuit-closin g device consisting of the contacting parts 9 and 9 being adapted by the reciprocation of the rod 9 to open or close a circuit which extends in multiple are through such of the locking-boxes in the system as are to be operated by the opening and closing of the switch. In Fig. 3 I have shown such boxes placed at D D operating in connection with the lockingbars of a drawbridge, (represented at E.) The lockingboxes A A, 850., which are on opposite sides of the drawbridge,are adapted to send an impulse through the solenoids of the boxes D D, as well as through the other boxes in the system which is connected mechanically to the i to which they are connected, and thus lock the boxes D D whenever a train approaches the drawbridge in either direction, so as to' pass said boxes NM. The circuit-closers in the respective boxes D D are in turn connected to the respective boxes A A so as to lock said boxes whenever the locking-bar is moved to unlock the bridge. In Fig. 6 such a box D is shown in connection with the switchbar g, which operates a switch at a point whereasingle line of track branches in different directions. In this case the box A in either branch is locked by the turning of the switch whenever said switch is turned, so as to give the other track the right of way. At the same time, if a train approached so as to pass box A or either of the boxes A the box D is locked so that the switch cannot be operated. In Fig. 6 the circuit-closer in the switch-box D operates in connection with the ordinary box of the system.

In Fig. 7 I have shown a similar construction, in which I place auxiliary boxes F in the branch tracks, which are in circuit with the circui t-closers of the switch-box D, these boxes having nothing in common with the ordinary bowes A A 850., of the system, but being simply locked and unlocked by the throwing of the switch, one of said boxes being locked when the switch is thrown in one direction and the other being locked when the switch is thrown in the opposite direction. The looking of the switch-bar, however, is accomplished the same as before whenever a train approaches said switch so as to pass the regular locking-box of the system which is nearest to the switch on either side thereof.

In Fig. 8 I have shown the arrangement for a side track. D D represent switch-boxes operating in connection with the locking-bar g of the switches, as before. F F, &c., are special locking-boxes connected electrically to the box D on each side of the switch, and are locked whenever the switch is thrown,so as to prevent a train from approaching said switch in either direction. The box D is also in electrical connection with the boxes of the system which are nearest to said switch on the opposite sides thereof, so that the switch is automatically locked whenever the train passes the box nearest to said switch on either side. The boxes A and A in the side track have circuit-closing devices only and are not locking-boxes. These boxes simply serve to restore the regular boxes of the system to their normal conditions after the train has entered the side track and the switch is closed, as in the case of one train side-tracking for another train. As an illustration, a train passing from box A to A unlocks box A as it passes box A. At the same time it locks box A in the main track on the opposite side of the switch. Having passed A it unlocks A but looks A The train proceeds past box F, when the switch isopened and the train enters. Now, it the box A remains in this position it would be impossible for a train to proceed on the main track, even though the.

switch is closed. The box A therefore, with its circuit-closer, is adapted, as the train passes the same, to unlock the boxes A and A which were locked by the passing of box A. The same or the equivalent result is accomplished by passing the box A either by the train going oti from the side track ora train entering the side track.. If a train, having entered the side track, passing box A for instance, goes off the side track at the other end by crossing box A", then boxes A and A, being unlocked, are locked by an electrical impulse from box A thus shutting off the possibility of the approach of a train on the main track from either direction, and at the same time reestablishing the proper relations of the boxes in front and in the rear of the train on the main track. The same result would be accomplished if the train went off the side track in the direction from which it entered, as by recrossiug A boxes A and A will be locked, so that the train may proceed in either direction and maintain the uniformity of the system of locking and unlocking the boxes at the front and rear of it as it proceeds.

From the above explanation it will be seen that the result of automatically preventing a train from moving on a track in the event of impending danger is accomplished by simply changing the condition of the locking-boxesthat is, by locking and unlocking said boxes the result of locking or unlocking being performed in exactly the same xnannerthat is, by sending an electrical impulse through the boxes so that if a box is locked an electrical impulse passing through the same unlocks it. If it is unlocked the same impulse will lock it. By having the boxes arranged so as to be alternately locked and unlocked at the front and rear of a train, a train proceeding clears its own way in the event of no unusual disturbances in the boxes. It can readily be seen that While this system will operate with perfect results on that portion of railways where there is no necessity for trains ever approaching each other except within certain limits, which may be prescribed by the dis tance at which the boxes are separated, yet such a system would materially interfere with the rapid movement of trains at terminal stations, or at such points where it is necessary that trains approach each other more nearly or follow each other in more rapid succession than could be accomplished by automatically opening and closing the boxes. For this purpose I have devised for use at such stations a system by which the conditions in the boxes near said station may be changed from locked to unlocked, or vice versa, by an operator at the terminal station, the system being such that a complete record is kept not only of the operation of said boxes, but of the exact time at which said operation takes place. This system is illustrated in diagram in Fig. 18.

1, 2, 3, 4, 5, 6, 7, 8, and 9 represent keys, any number of which may be used. Each of these keys is provided with a circuit-closer, (shown at 71,) which is adapted as the key is depressed to close an electrical circuit through the solenoid of a box which corresponds in number to the number of the key. The depression of any key, therefore, changes the condition of the box electrically connected to said key. If said box islocked, it unlocks it; if unlocked, it looks it. These keys, 1, 2, 3, &c., are further provided, something after the manner of any ordinary type-writer, with type-bars 7t, operated through suitable levers 72,2 from said keys to cause the outer ends of said type-bars to strike at a common point above a stationary platen 1'. These type-bars carry at their outer extremities numbers corresponding to the numbers of the keys, and a continuouslymoving tape j is arranged above said platen and below an inking-ribbon j, so that as the type-bars are forced down against said platen the number of said key is impressed upon the tape practically the same as would be accom plished by a typewriter. The platen t extends for a portion of the width of the ribbon only, and an impression made by the type-bar of any key is made on one edge of the tapej. Adjacent to this stationary platen 2' and below the tape j are two movable hammers 70, each pivoted at 70' and provided at its outer end with a spring k Immediately above the inking-ribbon] and above each of the hammers 7c 70 are what may be termed printing-wheels 70 said wheels being journaled independently on a common shaft located above the respective hammers lo 70, so that an upward movement of either hammer will cause an impression to be made on the moving tapej fromthe periphery of the printing-wheel corresponding to said hammer. The periphery of one of these printing-wheels is divided into spaces corresponding to the hours of the day, and is numbered from l to 12 or from l to 24, as preferred. The other wheel has on its periphery a series of long and short projections adapted to imprint on the tape a corresponding series of long and short marks. Sixty of these projections are placed on the periphery of the wheel, corresponding to the numberof minutes in an hour, every fifth mark being a long mark and thus indicating a space of five minutes. Each of said hammers 7c is adapted to be operated by the electromagnets 76 70 each included in an ordinary battery-circuit 70 70 with circuitclosers 713 70 These circuit-closers are operated by teeth on a revolving wheel 70, which wheel is connected by a train of gearing to a clock 70 The circuit-closer 7a is adapted to contact with teeth 7e of which there are sixty in the wheel 76, the circuit-closer 7r, being adapted to contact with a single tooth 70 on said wheel. This wheel 70 is adapted to revolve synchronously with the minute-hand of the c'lock,and makes one complete revolution at each hour. Every minute, therefore, an electrical impulse is sent through the circuit 7:7 and through the eleetromagnet 70 which results in compressing the spring 7.", which when released by the interruption of the current through the magnet causes the hammer 7a to fly upwardly and carry the tape against the wheel 75 and thus make an impression corresponding to the projection on said wheel. A pawllever 70, adapted to operate in a ratchet-wheel 70 causes the wheel 70 to move one notch at each movement of the hammer, so that the impressions from said wheel are imprinted upon the moving tape j in a continuous manner, everytifth impression making a longer mark than usual. Then the projection 7a contacts with the circuitcloser 70 a similar result is produced by the electromagnet 7.5 in connection with the printing-wheel 7%, a number corresponding with the hour of the day being thus imprinted upon said tape at a different point in the width thereof, the said Wheel being provided with a pawl 7t" and ratchet 7a to produce the necessary movement thereof, as before described. The tape j, as before stated, is moved continuously and uniformly from some suitable clock mechanism, preferably by means of operating-roller L L, between which the tape passes. The roller L is provided with a pinion L which is connected thereto through the medium of a pawland-ratchet device L which latter is adapted to permit the roller L to move forwardly at a greater rate of speed than the pinion. The pinion is connected to a gearwheel L which transmits motion thereto through any suitable clock mechanism. The roller is further provided with a ratchet-wheel L adapted to be engaged by a pawl L on the end of a reciprocating rod L", which is connected'to a pivoted frame L the front bar of which lies immediately under and is adapted to contact with the operating-levers h of the keys 1, 2, 3, the. The depression of a key, therefore, produces a reciprocating movement of the pawl L, which moves the ratchet L and turns the roller L, thus producing a sudden movement of the paper tape j immediately after the impression from the type connected to said key has been made. Now, the result of this construction is as follows: The tape passing uniformly and continuously over the respective hammers has imprinted thereon every minute a mark, every five minutes a longer mark, and every hour a number indicating the hour. If any of the keys are operated, the number of said key is also imprinted on the tape, and at the same time a space is formed between the marks corresponding to the number of keys that have been operated, the appearance of such a tape being shown in Fig. 27, in which the numbers 12 and 1 through the center of the tape indicate the hours of the day. The marks at the lower side indicate the minutes between said hours. The numbers on the top 23, 15, 23, and 42 indicate the keys which were depressed between the hours twelve and one. The spaces between the minute-marks indicate the exact time that the keys were de pressed, from which it appears that box 23 was operated at six minutes after twelve oclock, box 15 was operated at twenty-two minutes after twelve oclock, boxes 23 and 42 were operated at twenty-nine minutes after twelve oclock.

To provide against the possible failure to secure a record in the event that the paper tapej should become broken or exhausted, I employ a circuit-breaker in the circuit between the battery 2 and the battery-line m, which furnishes the circuit to the circuitclosers under the respective keys. This I acco mplish by providing a movable arm m, having a roller an operating against the under side of the tape, said arm being held in this position by a weight m sufficient tension being applied to the tape to hold the arm on in its normal position, in which a circuit is closed through said arm from the battery ,2 to the respective circuit-closers under the keys. In the event that the paper tape should become broken or exhausted, the weight m moves the arm at and breaks the circuiteoac and closes a circuit through a magneto-bell m which sounds an alarm. The contacting devices for accomplishing this result are shown in Figs. 21 to 24, inclusive. The arm at has near the center a long contacting-face m*, which lies adjacent to metallic contactingplates m m m Of these m is connected to the circuit-closing keys, m to the battery, and m to the alarm-bell. The contacting-face m on the arm normally rests against the plates m m and establishes a circuit from the battery through so a: to the circuit-closing keys. If the paper should become broken, the weight m causes the arm at to make a partial revolution, so as to move the contactface m away from the plate m and in contact with the plate m thus breaking the connection to the circuit-closing keys and establishing a circuit to the alarm-bell m means being thus provided by which the failure to produce a record is obviated, since the boxes cannot be operated unless the paper tape is intact.

In Fig. 28 I have shown means for disconnecting the throttle-lever f, so that it may be moved by the piston in the cylinder cl in the event that said throttle is supplied with the usual holding device for holding it in any position of adjustment. This consists of an extended arm f having a cam-face), adapted to bear against a stud f connected to the usual springbolt which secures the throttlevalve, so that the first movement of the piston-rod cl disconnects said spring-bolt, leaving the throttle-valve lever ffree to be moved by said piston-rod.

In illustrating my invention I have shown devices of the simplest character for carrying out my system. It is obvious that they may be modified in various different ways. I do not, therefore, in any way limit myself to the constructions shown; but

I claim, broadly, as my invention- 1. A system for automatically controlling railway trains, a series of stations arranged at intervals in the railwaytrack, each of said stations consisting essentially of a moving part, and an intermittently moving mechanism for alternately locking and unlocking said moving part, an electric contacting device connected to said moving part, and electrically operative mechanism for moving said locking device, and an electrical connection in multiple are from each of said contacting devices to the electrically operated mechanism of two or more stations arranged on opposite sides thereof, substantially as specified.

2. In a railway, a series of boxes each having a yieldingly supported platen, a rotating holding device having alternately-arranged spaces and projections which successively engage and disengage said platen, electrically operative mechanism for rotating said holding device by an electrical impulse, an electrical contacting device in each of said boxes adapted to be moved by said platen, and an electric circuit between the circuit breaker of one of said boxes and the electrically operative mechanism in two or more other boxes arranged on opposite sides thereof, substantially as specified.

3. The combination in a line of railway, of moving contacting devices, and an electrically operated locking device therefor, and an electrical connection from said contacting devices to the electrical operative looking device in two or more other boxes which are connected in multiple are, substantially as specified.

4. In a system for controlling railway trains, a series of boxes arranged at intervals in a line of railway track, each of said boxes be ing connected in multiple arc to two or more of the other boxes, and mechanical devices in each of said boxes adapted, by an electrical impulse, to change said box from its normal condition to an abnormal condition,and means in each of said boxes for sending an electricalimpulse through the other boxes connected thereto by a passing car, when said box is in its normal condition, a' yieldingcontact device on said car adapted to operate said box when in its normal condition, and to be operated thereby when the box is in an abnormal condition, and a connection from said yielding contact device to mechanism for controlling said car, substantially as specified.

5. In a railway system, a series of contact ing devices arranged in the railway track, an electrical connection in multiple are from each of said boxes to two or more of the other boxes, and contacting devices in each of said boxes adapted, under normal conditions, to send an electrical impulse to the other boxes connected therewith, a moving car adapted to operate said boxes when in their normal conditions and thus effect a change in the other boxes connected thereto, and means, substantially as described, for controlling said car by contacting with a box in its abnormal condition, and a central station electrically connected to said boxes so as to send an electrical impulse through either of them, and thus change the condition thereof, substantially as specified.

6. In a system for controlling railway trains, a series of sub-stations arranged at intervals, and an electric connection in multiple are from each of said stations to two or more of the other stations, contacting devices at each of said stations adapted to be operative by the passing of a car to effect a change in the other stations connected thereto from its normal condition, and mechanism connected with said car to automatically stop the same when the car contacts with an abnormally changed station, and a central station electrically connected to each of said sub-stations, and means, as described, for sending an electrical impulse from said central station through either of the sub-stations so as to change the condition thereof, substantially as specified.

7. In a railway, a series of contacting devices, and a car adapted to travel on said railway having mechanism to engage successively with said contacting devices, means connect ed with each of said contacting devices for changing one or more of the other contacting devices when said contacting device is operated by the passing car, and a central station electrically connected to each of said contacting devices, and means at said central station for ettecting a change in either of said contacting devices, substantially as specified.

8. In a railway, a series of boxes each having a yieldingly supported platen, a locking device in each of said boxes for holding said platen in a rigid position, and electrically operative mechanism for controlling said locking device, a circuit closer in each of said boxes connected in multiple arc with the electrically operative mechanism in two or more of said boxes, in combination with a moving car having a contacting device to engage said platen and mechanism connected therewith for stopping said car, substantially as specified.

9. The combination, in a railway and with a moving car, ofa series of boxes each having a yieldingly supported platen, an electrical circuit closer connected therewith so as to close an electric circuit by a movement of said platen, a locking device for engaging and disengaging said platen, and electrically operative mechanism for operating said locking device, the electrically operative mechanism in each of said boxes being connected in multiple arc with the circuit closer in two or more of the other boxes, substantially as specified.

10. The combination with a movable platen, a spring for supporting the same, and a moving disk adapted to lock or unlock said platen, electrical contacting devices adapted to be operated by a movement of said platen, and an electro-magnet, the armature of which is connected to said disk, the contacting device of said platen being connected to one or more of the electro-magnets of adjacent platens, substantially as specified.

11. In a railway, and in combination with a movable car thereon, a box having a movable spring supported platen with electrical contact devices connected thereto, a revolving disk having a series of alternating teeth and spaces adapted to alternately come under a projection on said platen, a pawl and ratchet device connected to said disk and operated by an electro-magnet in said box, contacting devices for said car to engage with said platen, and means, as described, for sending an electrical impulse through said box to lock or unlock said platen, substantially as specified.

12. In a railway having a movable track section, a moving bar for holding said track, and a box connected to said bar containing look ing devices for looking or unlocking said bar, an electro-magnet connected with said looking devices and adapted to operate the same, a contacting box arranged in the railway and locking devices in said contacting box, and electrical connections from said contacting box, and means, as described, for looking either of said devices when the other is operated, substantially as specified.

13. The combination with a series of substations in a railway track, of a central station having an electrical connection to each of said sub-stations, a common continuously moving time recording device, and means connected with said device for operating said sub-station for recording the number of said sub-station on the common recording devices when said station is operated, substantially as specified.

14. The combination with a series of substations in a railway track, and a central station, a series of contacting devices in electrical connection with the respective sub-stations, and time recording devices at said central station, and mechanism connected with each of said contacting devices adapted, when operated so as to operate a sub-station, to record the number of the station operated and to produce an unusual movement of the time recording devices, substantially as specified.

15. The combination with a series of substations in a railway track, of a central station having an electrical connection to each of said sub-stations, and time recording devices adapted to electrically record the time on a moving strip, as described, and means, as described, for breaking the electrical connection and thus preventing the operation of a sub-station in the event that the strip is broken, substantially as specified.

16. The combination of a central station with a series of contacting devices connected to a series of sub-stations, printing devices connected to each of said contacting devices adapted to imprint a character corresponding to said sub-station when said sub-station is operated, a moving strip to receive said im- ICC ITO

print, and electrically operating devices to automatically mark said strip at uniform intervals of time, and means, as described, for destroying the electrical connection to each of said devices and thus prevent the operation of any of the sub-stations, substantially as specified.

In testimony whereof I have hereunto set my hand this 236. day of December, A. D. 1893.

ADOLPH L. DE LEEUW.

Witnesses:

PAUL A. STALEY, FRANK W. GEIGER.

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