US1162083A - Automatic train-controlling device. - Google Patents

Description

A. F. LACEY & WLJ. CLINGENPEEL.

AUTOMATIC TRAIN CONTROLLING DEVICE. APPLICATION FILED JANL13, 191

1,162,083. Patent-ed Nov. 30, 1915.

4 SHEETS-SHEET 1.

/afmeamem 1 coLuMnlA PLANOGRAPH c0, WASHINGTON. D. C

A. F. LACEY & W. J. CLINGENPEEL.

AUTOMATIC TRAIN CONTROLLING DEVICE. APPLICATION FILED JAN- I3, 1914.

1,162,083. Patented Nov. 30, 1915.

K 4 SHEETS-SHEET Z- *n I i A A. F. LACEY & w. J. CLINGENP EEL. AUTOMATIC TRAIN CONTROLLING DEVICE. 1,162,083.

APPLICATION FILED JAN. I3, 1914.

Patented NOV. 30, 1915.

l l l l l l l k A. F. LACEY & W. J. CLINGENPEEL. AUTOMATIC TRAIN CONTROLLING DEVICE. APPLICATION FILED JAN. 3. 1914.

Patented Nov. 30, 1915.

4 SHEETS-SHEET 4.

ABRAHAM r. LACEY AND WILLIAMJ. cmnonn'rnnn, or DES MOINES, IOWA; SAID rro onrncnnrnnr Assmnon' r0 PETER. rarras.

AUTOMATIC TBAIN-CONTROLLING DEVICE."

Specification of Letters Eatent.

Application filed January 13, 1914. Serial No. 812,320.

To all whom it may concern p Be it known that we, ABRAHAM F. LAOEY and WILLIAM J. CLINGENPEEL, citizens of the United States, and residents of Des Moines, in the county of Polk and State of Iowa, have invented'a certain new and useful Automatic Train-Controlling Device, of which the following is a specification.

The object of our invention isto provide an automatic train controlling device, having parts designed to be operated from a semaphore or other signaling device, and so arranged and constructed that when the stationary signal is in a certain position, the train controlling mechanism will be operated for throwing on the brakes in such manner that the speed of the train will be reduced to a certain predetermined rate.

A further object is to provide in such a device means whereby the speed of the train cannot be increased over the said predeten.

mined rate until the tram has traveled a certain predetermined distance;

Still a further object is to provide such a, device, so constructed and arranged that of a locomotiveor car into the space which is required by the ordinary rules or, regulations of railroads to bei'n the clear.

A further object is to provide a device of the class mentioned, so constructed and arranged that when the parts on the engine are in their normal position. the air line is held closed but when any of the parts get out of order, the air line is automatically opened and the brakes thrown on.

Our invention consists in certain details, in the construction, combination and arrangement of the various parts of the device, whereby the objects contemplated, are attained, as hereinafter more fully set forth, pointed out in our claims and illustrated in the accompanying drawings, in which:

Figure 1 shows aside eleyation of aloco motive equipped with an automatic train control and stopping device, embodying our mvention. Fig. 2 shows a sectional view through the valves for controlling the air. Fig. 3 shows a detail, sectional view, taken on the line 33 of Fig. 2. Fig. 4 shows a detail view, partly in section, of the means for holding one of the valves in its closed position. Fig: 5 shows a detail view of a part of the controlling mechanism. Fig. 6 shows a detail, sectional view of the part of the mechanism for throwing on the air brakes when the cautionary signal is dis- "played and for holding the valves in such position that the train is held down to a predetermined'speed for a predetermined distance. Fig. 7 shows a sectional detail view, taken on the line 7+7 of Fig. 6. Fig. 8 shows a front elevation of the semaphore, showing, the rod extending downwardly therefrom and the arrangement of the tcontact points thereon. Fig. 9 shows. a .diagrammatic view, showing the arrangement of the electric'circuits and showing alsov detailsofthe contact arms on the locomotive, and Fig. 10 shows a detail, sectional View through a portion of a rail, with the insulated contact track devices at the side thereof. o

In the accompanying drawings, we have used the reference numeral 10to indicate generally a locomotive traveling upon the rails 11. Alongside the rack are the'ordinary semaphores 12, one of which is shown 1n Fig. 8, having a semaphore arm 13to which is pivoted the downwardly extending rod 15, as clearly shown in Fig. 8.

Our improved train control and stopping numeral 16. Mountedfon the frame of the engine, near the train line 16, is a suitable casing 17. Within the casing 17 is a cast ing 18, shown in Fig.2. The upper part of the casting 18 is provided with an opening or passage 19, which divides into passages 20 and 21. Thepassage19 is placed in communication with the ,train line 16 :by

means of a pipe or tube 22, which extends into the casing 17 and is screwed on to the casting 18.-

,Patenteol Nov. 30, 1915.

- Mounted in the casting 18, for controlling the opening 19 is a valve 23 with the passage in it arranged to communicate at one end with the passage 19 and at the other end with both of the passages 20 and 21, when said valve is open. The ste1n'24 ofthe valve 23 may bemanually controlled by a handle 25, outside the casing 17. By turning the handle 25 for closing the valve 23 our device may be made inoperative. The valve 23, however, is normally left open. In the casting 18 is a valve 26, for controlling he passage 21. In the passage 20 are two valves 27 and 28 for controlling said passage. The lower ends of the passages 20 and 21 are connected by a passage 29. (J0mmunicating with the passage 29 is a larger discharge passage 30, extending to the outside of the casting 18. Extending from the passage 30 through the wall of the casting 18 is a small passage 31, normally held closed by a slide valve 32, mounted in the passage 30. In the outer end'of the passage 30 is a screw plug 33. The valve 32 is provided with a stem 34, which is slidably mounted in the screw plug 33. Between the valve 32 and the plug 33 on the stem 34 is an extensible coil spring 35 for normally hold ing the valve 32 in position for closing the passage 31. Communicating with the passage 29 and extending to the outside-of the casting 18 is a smaller discharge passage 36 which may be controlled by a needle valve 37.

For normally holding the valves 27 and 26 in their closed positions, we have provided the following means: Suitably supported is a primary source of electric power, such as a battery 38. Suitably supported are magnets 39 and 40, which are connected by a current conducting wire 41. A current conducting wire 42 is connected with the wire 41, and with the battery 38. The magnet 39 is also connected with a wire 43 and the magnet 40 is also connected with the wire 4-4, which are both connectedwith a nected with the battery 38. Adjacent to the magnet 39 is one arm of a bell crank lever 46. On the other arm of the bell crank lever 46 is a catch member 47.

It will be understood that the arm of the lever 46 adjacent to'the magnet is of material capable of being attracted by the magnet. The bell crank 46 is centrally pivoted. Secured to the stem 48 of the valve 26 is a lever arm 49 designed to be engaged and held by the catch member 47 when the arm of the bell crank 46 is held up by the magnet 39 and when in such position the valve 26 is closed.

Secured to the frame of the casing 17 and to the lever arm 49 is a coil spring 50 designed whenever the catch member 47 shall release the lever arm49 to move the valve 26't0 open position. It will beunderstood that there is a constant current from thegibat wire 45, which is contery 38 through the magnets 39 and 40. It will therefore be seen that should there for any reason be any break in the current through the magnet 39, the catch member 47 will release the lever 49 and the valve 26 will be opened,thereby reducing the air in the train line and throwing on the brakes. @n the stem 48, outside the casing 17, is a handle 51 for manually rotating the stem 48 for returning the lever 49 to position in engagement with the catch member 47.

l Ve will now describe the mechanism for operating the valves 27 and 28 for throwing on the brakes in such a way as to bring the train down to a certain predetermined rate of speed and for so controlling the air line as to prevent the train from exceeding that rate of speed until it has traveled a certain predetermined distance. Rotatably mounted in the casing 17 is a shaft 52 which is operon which is a gear 54, operated from one of the engine wheels 55. It will be seen that the shaft 52 is constantly rotated while the engine is moving. Suitably mounted in the frame 17 is a countershaft 56 and similarly mounted is a driven shaft 57. Fixed on the shaft 52 is a small gear 58 in mesh with a large gear 59 on the shaft 56. On the shaft 56 is a small gear 60 in mesh with a large gear 61 on the shaft 57. Loosely mounted on the shaft 52 is a ratchet wheel Adjacent to the ratchet wheel 62 and arranged to coact therewith a pawl 63. is pivoted on the frame 17, to prevent the rotation of the ratchet wheel 62 in one direction.

The gear wheels, hereinbefore described, are so constructed and arran ed as to gear down so that high speedof the shaft 52 is transmitted to the gear 61 at a much lower rate. Fixed on the shaft 57 is an eccentric sleeve 64. Mounted on the eccentric 64 is a collar 65, secured to which is a pawl 66, the free end of which is designed in certain positions'of the movement of said pawl to engage the teeth of the ratchet wheel 62. Loosely mounted on the shaft 57 is an arm 67, arranged parallel with the pawl 66.

Extending laterally fromthe free end of the arm 67 is a pin 68, shown in Fig. 7, and by the dotted lines in Fig. 6, which is extended through a longitudinally elongated slot 69, in the pawl 66, shown by the dotted lines in Fig. 6. Secured to the arm 67 and to the casing 17 is a contractible coil spring 70 designed to vieldingly pull on the arm 67 for drawing the pawl 66 toward engagement with the ratchet 62.

It will be seenthat if the pawl 66 were held against the ratchet 62 by the spring 70 at all times, the ratchet 62 would be constantly operated by the pawl 66 whenever the engine moved.v The collar 65, mounted on the eccentric 64 would give the pawl 66 a constantlyreciprocating motion, thereby atively connected with a flexible shaft 53 g sive teeth on the ratchet 62 and to rotate said ratchet.

In order to normally hold the arm 67 in position to hold the pawl 66 away from the ratchet 62, we have provided the following means: Mounted on the shaft 52 is a disk 71, spaced apart somewhat from the ratchet 62. Formed on the periphery of the disk 71 is a lug 72, one edge of which is cam shaped at 73. Pivoted to the support 73 are two arms 74 and 7 5, which are fixed with relation to each other. The arms 74 and 75 may be so pivoted, as shown in Fig. 6, that they extend in a general upward direction toward said shaft 52. Fixed to said arms 74 and 75 and extending downwardly therefrom and toward the arm 67 is a short arm 76. Pivoted tothe free end ofthe arm 76 is a link77 which extends past and adj acent to the arm 67. Formedon the arm 67 is a laterally extending lug 78 and formed on the link 77 is a catch device 79, designed to engage the lug 78 for holding the arm 67 in proper position for holding the pawl 66 away from the ratchet 62 in certain positions of the arms 74 and 75. Pivoted to the casing 17, near the magnet 40, is a bar 80, on which is a contact point 81 of suitable metal to be magnetized and attracted by the magnet 40. The bar 80 is normally held away from the magnet 40 by a spring 82. It will of course be seen that as long as a current is passing through the magnet 40, the contact point 81 on the bar 80 will be held aga inst the magnet 40. In the free end of the bar 80 is an elongated slot 83, in which travels a la erallv extending pin 84, on the end of the link 77.

l/Vhen the arm 76 is at that position of its movement where it is nearest the arm 67 and when the bar 80 is held down by the magnet '40, the lug 78 will be engaged by the catch device 79 for holding the pawl 66 away from the ratchet 62. 'lVhen the parts are in the position just mentioned, the end of the arm 74 rests adiacent to the lower part of the shaft 52, as shown by the dotted lines in Fig. 6, and the arm 75 is spaced from said shaft, as shown in said figure. For normally holding the arms 74, 75 and 76 in the'position just mentioned, we provide a coil spring secured to the casing 17 and to the arm 76. The spring 83 is so arran ed with relation to the arm 76 and its pivotal print that when the arms are in the position last above mentioned, the spring tends to yieldinqly hold the arm 74 toward the shaft 52 and to hold the link 77 in position for causing the catch member 79 to engage the lug 78. Said spring is, however, so arranged that when the arm 75 is moved over toward the shaft 52, the arm 74 is moved downwardly while at the same time the arm 76 is moved away from the arm 67,-

and the longitudinal axis of 'the'spring 85 passes the pivotal center of'the arm 76, after which said spring tends tohold said arm 76 away fromthe arm 67. On the disk 71, near the periphery thereof, is a laterally extending pin 86. The disk 71 and the ratchet- 62 are preferably mounted upon the same sleeve on-the shaft 52. The pin 86 is so located and arranged that when the disk 71 is rotated in the direction indicated by the arrow in Fig. 6, through the operation of the ratchet 62, the pin 86 will engage the arm 74 and swing it downwardly and away from the shaft 52. At a certain point in its movement, the spring 85 passes the pivotal center of the arm 76 and then suddenly swings the arm 74 farther away from the shaft 52 and swings the arm 75 toward said shaft.

The pin 84 and the slot 83 are so arranged that should the current through the magnet 40 be broken, the spring 82 will raise the bar 80, thereby drawing the catch device 79 out of engagement with the lug 78 and permitting the pawl 66'to operate on the ratchet 62. Pivotally mountedon the shaft 56 is a bell crank lever 87, on the end of one arm of which is a roller SSnear the disk 71. Secured to the frame of the device and to the other arm of the bell crank 87 is a coil spring 89, designed to hold the roller 88 against the periphery of the disk 71. Fixed to the stem 90 of the valve 27 is an arm 91. Pivoted to the arm 91 and to the arm of the bell crank 87 to which the spring 89 is secured, is a link 92.

The valve 27 and the parts connected therewith are so arranged that when the roller 88 engages the periphery of the disk 71, the spring 89, yieldingly operating upon the bell crank 87 and therethrough upon the link 92, the arm'9l and the valve 27, holds said valve open. When, however, the disk 71 is rotated until the lug 72 engages the roller 88 and'forces the same outwardly away from the shaft 52, then the link 92 and arm 91 are operated to close the valve. Assuming then that the parts are in the position shown in Fig. 6, with the roller 88 held away from the shaft 52, by the lug 72, and the valve 27 held closed, and that a circuit is established through the magnet 40, thereby holding the arm 80 down against said magnet and holding the link 77 in position to hold the pawl 66 in inoperative position, if, for anv reason, the circuit through the magnet 40 should be broken, the spring 82 will raise the arm 80, thereby releasing the arm' 67 from engagement with the catch device on the link 77 and the spring 70 will draw the pawl'66 into engagement with the ratchet 62. If the engine is moved the parts hereinbefore described will cause the pawl 66 to rotate the ratchet 62. The roller 88 will be drawn to Ward the Per ry of the disk 71, thereby opening the valve 27. lVhile this operation is going on, it will be seen that the lug 78 will be below the link 77 and between the catch device 79 and the arm 76. As the ratchet G2 and the disk 71 are rotated, the pin 86 will engage the arm 7% and move it downwardly, thereby moving the arm '76 away from the arms 67 until the spring 85 passes center on the pivotal point of said arm 76 and moves the arm 76 away from the arm 67, drawing the arm 77 with it until the catch device 79 passes the lug 78. -At the same time the arm 75 will be drawn down toward the shaft 52.

The free end of the arms 75 is curved outwardly at 93 so that when the arm 75 is adjacent to the shaft 52 and the rotation of the disk 71 continues,said curved portion 93 will be engaged by the pin 86, which will gradually mo e the arm 75 outwardly away from the shaft 52. The parts are so arranged that when the disk 71 has made a rotation and the lug 72 once more engages the roller 78 for moving the same away from the shaft 52, thereby closing the valve 27, the arm 75 is moved to position where the spring 85 passes center and the arm 76 is suddenly jerked toward the arm 67, caus ing .the catch device 79 to engage the lug 78 and to suddenly move the pawl 66 away from engagement with the ratchet 62. Assuming that the current has once more been established in the magnet 40, the parts will then remain in their positions last mentioned.

The gearing devices hereinbefore described are so-arranged thatthe train travels a certain predetermined distance, as for in stance, one mile, during one rotation of the disk 71. lttherefore appears that the valve 27 will be open during the travel of the train for said distance and will then be closed when the lug 72 engages the roller 88 if the current has been reestablished through the magnet 40. It will be seen that even if the valve 27 is open, the brakes will not be thrown on unless the valve 28 is also open.

Forcontrolling the valve 28 in such a manner as to partially open it and there fore partially apply the brakes for holding the train downto a predetermined speed during the time the valve 27 is opened, dur ing a predetermined distance of'trave], the following mechanism has been provided: A shaft 9% is arranged at right angles to the shaft On the shaft 91 is fixed a beveled gear 95 in mesh with the beveled gear 96' on the shaft 52. Slidably mounted on the shaft 94 is a bracket 97 which is yieldingly held away from the gear 95 by means of a spring 98. Suitably mounted between the gear 95 and the bracket 97 are governor balls 99. The shaft 94 is preferably mounted in vertical position below the shaft 52 so that the eigh o th e -19" m y assietin old g the bracket 97 at the lowermost position of its movement. Pivoted between its ends to the casing 17 at 100 is a lever 101, one end of which is pivoted to the bracket 97 by means of bifurcated arms 102, traveling between the guides 103 on said bracket. Fixed to the stem 103 of the valve 28 is an arm 10%, shown by the dotted lines in Fig. 6. Pivoted to the arm 101 and to the end of the lever 101, opposite the bracket 97, is a link 105. The parts just described are so arranged that when the bracket 97 is at the lowermost position of its movement, the valve 28 is held closed. When, however, the engine is traveling at a high rate of speed or any speed above a certain predetermined rate, the centrifugal action of the balls will raise the bracket 97, thereby operating the parts connected therewith for opening the valve, thereby throwing on the brakes. When the speed of the train is reduced, the bracket 97 moves downwardly and the valve 28 is thereby closed.

Suitably mounted on the frame of the engineare arms106 and 107, which depend downwardly and rearwardly and carry in their lower ends rollers 108 and 109. Arranged at proper places along the track are contact tracks or bars 110 and 111, designed to be engaged by the respective rollers 108 and 109. Connected with the wire -11 at a point between the wire 42 and the mag net 40 is a current conducting wire 112, which is also connected with the arm 110 and through it with the roller 108.

It will be understood that the arms 106 and 107 are properly insulated from the frame of tne engine and that the contact plates or bars or tracks 110 and 111 are properly insulated from the track or other adjacent metallic parts. Connected with the wire 15 is a current conducting wire 118 which is also connected with the axle 114: of

the engine and therethrough with the wheel 115 and the rail 11. It will be seen that the wire 113 is the ground wire.

Connected with the wire 11 between the wire 12 and the magnet 39 is a current con ducting wire 116, which is also connected with an arm 107 and through it with the roller-109. A current conducting wire 117 connects the bar'15 with the rail 11. The

lower portion of the bar 15 slides adjacent to a plate 118. On the plate 118 are insulated contact points 119 and 120. A cur rent conducting wire 122 connects the point 119 with the bar Q conducting wire 123 connects the point 120 with the plate 111.

The parts of the semaphore are so ar-' ranged that when the arm 13 drops part way down to the caution position, the contact point 121 on the bar 15 engages the contact point 119. It will be understood that the lower. part .ofthe bar 15 is of proper mate-' or plate 110 and a current rial for conducting electricity. When in the caution pcs;tion it will readily be seen that a current is established through the.

wire 42, a portion of the wire 41, the wire 112, the arm 106, the roller 108, the bar 110, the wire 122, the bar 13, the wire 117, the rail 11, the wheel 115, the axle 114, the wire 11.3, and the wire 45. This, of course will occur only when the engine is near the semaphore and when the roller 108 is in contact with the bar or track 110. The bars 110 and 111 are preferably placed near the semaphores with which they are electrically ccnnected. The effect of the establishing of a current or circuit, as just described, will be to short circuit the current through the magnet 40. The bar 80, not then being held down by the magnet 40 will'be raised by the spring 82, thereby raising the link 77, and releasing the lug 78 from engagement with the catch device 79. The spring will then draw the arm 67 and the pawl 66 to positionwhere the latter engages the ratchet 62. The constantly rotating shaft 52 through the gears 58, 59, 60 and 61, rotates the shaft 57. The eccentric 64 and the collar 65 cause a reciprocating motion of the pawl 66, whereby the successive teeth of the ratchet 62 are engaged and the ratchet 62 is slowly revolved.

It will be remembered that the ratchet 62 and the disk 71 are fixed on the same sleeve and that the slee e is loosely mounted on the shaft 52. Assuming that the movement of the ratchet 62 started when the lug 72 was in position to hold the roller 88 away from the periphery of the disk 71, it will be seen that as the disk 71 is rotated until the lug 72 pass the roller 88, then the spring 89 will draw crank 87 downwardly, thereby throwing the roller 88 against the periphery of the disk 71. At the same time, through the link 92 and the arm 98, the stem 90 of the valve 27 is operated to open said valve.

Assuming that the train is running at a high rate of speed, the balls 99 will be traveling in wide orbits and the bracket 97 will be held atthe upper position of its movement. The bracket 97 holds one arm of the lever 109 up and the other arm is therefore held down, whereby the link 105 and the arm 104 are held in position to hold the valve 28 open. It is, of course, understood that during the travel of the train, the valve 28 is held open at all times by the method just mentioned.

WVhen the valve'27 is open, the air from the train line is released through the passages 19, 20 and 29, and the discharge passages 36, 30 and 31. On account of the arrangement of the valve 32 and'the discharge openings, a too sudden release of the air is prevented. \Vhenever the train is reduced below a certain predetermined one arm of the bell speed, the action of the governor balls 99 is such as to close the valve 28 by the operation hereinbefore described, permitting the pressure in the train line to be increased again and thereby allowing an increase in the speed of the train. The speed of the train is then maintained at approximately the predetermined rate insomuch as the air is constantly'reduced or increased by means of the mechanism hereinbefore described. The link 79 simply rests above the lug 78. As the disk 71 rotates, the pin 86 engages the arm 74 and swings it away from the shaft 52. At the point where the arm 74 is held farthest away by the pin 86 the spring 85 passes center and jerks the arm 76 away from the arm 67. The arm 75 is at the same time drawn to the shaft 52. The ratchet 62 is of such size and the gearing device so arranged that when the train has traveled a certain predetermined distance after thepawl 66 has been drawn to operative position with relation to the ratchet 62, then the lug 72 once more engages the roller 88. The pin 86 is so located that just when the lug 72 reaches the point where it holds the roller 88in position for clcsing the valve 26, said pin moves the arm 75 to position in which the spring 85 passes center. The arm 76 is thereby swung toward the arm 67, cansing the catch device 79 on the link 77 to engage the lug 78. It will, of course, be understood that as soon as the train passes the track or plate 110, a current is reestablished through the magnet 40. The parts will therefore be in position for holding the pawl away from engagement with the ratchet 62 and in position set for another operation.

When the train passes a semaphore and the arm of the latter is in its lowered or danger indicating position, the bar 15 is in such position that the contact point 124 thereon engages the contact point 120. A current is 1 then established through the wire 42 and part of the wire 41, the wire 116, the frame 107, the roller 109, the track 111, the wire 123, the bar 15, the wire 117, the rail 11, the wheel 115, the wire 113 and the wire 45.

At the same time the current through the magnet 39 is short circuited. The short circuiting of the current through the magnet 39allows the bell crank 46 to drop and the spring 50 then draws down the arm 49, thereby movingthe stem 48 of the valve 26 to position for opening the valve, whereby the air in the train line is released, and since said valve 26 remains open the train is brought to a full stop. The parts arereset by a manual operation of the handle 25, whereby the arm 49 is brought up against the beveled lower edge 130 of the catch device 47.

In the cab are electric lights 130 and 131.

' The light 130 is electrically connected'with the wire tlby means of a wire 132, and is electrically connected with the wire 41 by means of the wire 133, contact point 13%, the arm 80 and the wire 135. The contact point 134 is so located that when the arm 80 is released by the magnet 40 and drawn upward by the spring 82, one end of said arm 80 engages the contact point 134, thereby establishing a circuit through the light 130. The light 131 is electrically connected with the wire 116 by means of a Wire 136. It is also connected by the wire 137 with the contact point 138 adjacent to one arm of the device 416, which contact point is so located that when the device 46 drops away from the magnet 39 it engages the contact point just mentioned. The device 16 is connected with the wire 18 by means of a wire 139. It will therefore be seen that when the circuit through the magnet 89 is broken a circuit will be established through the light 121.

The advantages of a device of this kind are largely obvious from the foregoing description. In addition to the accuracy and attentiveness of the engineer, the safety of the train is further secured by the automatic operation of our device, whereby the train is brought to slow speed or to a full stop, depending upon the nature of the signal displayed by the semaphore.

The parts are so constructed that any defeet therein whereby the currents through either of the magnets should be reduced or short-circuited, would result in the stopping of the train until the defect is remedied.

It will be understood that a great variety of changes may be made in the details of the construction of our device. we have in fact worked out a number of different constructions for many of the parts'and a great variety of arrangements for the parts and it is our intention to cover by this application any such changes in the construction which 7 may be included within the scope of the following claims.

We claim as our invention:

1. In a device of the class described, the combination of a car having an air brake system including a train line, a valve for controlling the discharge of air from said train line, means tending to open said valve, a signaling mechanism adapted to stand on a roadway over which said car travels, and capable of standing in different positions, means for holding said first means in inoperative position and thereby holding the valve closed, said means comprising a magnet, an electric circuit including said magnet, an arm adapted to stand adjacent to said magnet, a gearing device, means for operating said gearing device when the train is in motion, a second gearing device, means for operatively connecting the first and second gearing devices, said means including a ratchet wheel, a reciprocating arm adapted to coact therewith, and means for holding said reciprocating arm away from said ratchet wheel, said means being controlled by said first described arm so that when the first arm is attracted by said magnet, the reciprocating arm will be held out of engagement with the ratchet, and when said circuit is broken said reciprocating arm will be moved to position for engagement with said ratchet.

2. In a device of the class described, a car having a' brake system including a train line, a valve for controlling the discharge of air from said train line, a gearing device, means whereby said gearing device is operated when the car is in motion, a second gearing device, means operatively connected with said second gearing device whereby when said second gearing device is in one position of its movement said valve is held closed and whereby when said second gearing device is in other positions of its move ment said valve is held open, a signaling de vice adapted to stand along a roadway and to assume a variety of positions, and coacting means on the car and on the signaling device, whereby when the car passes the signaling device and the latter is in one position of its movement said gearing devices will be moved into operative relaticn with each other, said gearing devices including an automatic governor adapted in different positions to move part of one of said gearing devices into or out of operative position.

3. In a device of the class described, a car having an air brake system includinga train line, a valve for controlling the discharge of air from said train line, a gearing device, means whereby said gearing device is operated when the car is in motion, a second gearing device, means operatively connected.

with said second gearing device whereby when said second gearing device is in one position of its movement said valve is held closed and whereby when said second gearingdevice is in other positions of its movement said valve is held open, a signaling device adapted to stand along a roadway and to assume a variety of positions, coacting means on the car and on the signaling device, wherebywhen the car passes the signaling device and the latter is in one po sit-ion of its movement said'gearing devices will be moved into operative relation with each other, and means whereby, after said gearing devices have been operated together while the train goes a predetermined distance, they will be automatically disconnected.

1. In a device of the class described, a car havingan air brake system, including a train line, a signaling stand along the roadway traveled by the car andadapted to assume a variety of positions, abody having a passage in commudevice designed to nication with said train line and having branch passages communicating with said first passage, and having a discharge passage communicating with said branch passages, valves in said branch passages, co-

acting means on said car and on said signaling means, whereby when said car passes the signaling means when the latter is in one position of its movement oneof said valves is opened, and whereby, when said ear passes said signaling device when it is in another position of its movement, an other of said valves is opened, said means being so arranged that when the car passes the signaling device when the latter is in athird position of its movement, neither of said valves is affected and additional means regulated by the speed of the train for controlling the flow of air through one of the branch passages. Q y

5. In a device of the class described, a car having an air brake system, including a train line, a signaling device designed to stand alongthe roadway traveled by the car and adapted to assume a variety of positions, a body having a passage in communication with said train line and having branch passages communicating with said first passage, and having a discharge passage communicating with said branch passages, valves in said branch passages, coacting means on said car and on said signaling means, whereby when said car passes the signaling means when the latter is in one position of its movement, one of said valves is opened and whereby, when said car passes said signaling device when it is in another position of its movement, another of said valves is opened, and means operatively connected with one of the car wheels whereby a valve in one of said branch passages is automatically opened or closed depending upon the speed of the train at the same time that another valve in the same passage is opened.

6. In a device of the class described, a car having an air brake system, including a train line, a signaling device designed to stand along the roadway traveled by the car and adapted to assume a variety of positions, a body having a passage in communication with said train line and having branch passages communicating with said first passage, and having a discharge passage communicating with said branch passages, valves in said branch passages, coacting means on said car and on said signaling means, whereby when said car passes the signaling means when the latter is in one position of its movement, one of said valves is opened, and whereby, when said car passes said signaling device when it is in another position of its movement, another of said valves is opened, and means whereby said second valve, it opened by the signal, is automatically closed after the car has traveled a certain predetermined distance; V I

7. In a device of the class described, the combination of a car, having an air brake system, including a train line, a casting having a passage communicating with the train line and having a discharge opening, a valve in said passage, means tending to open said valve, a signaling mechanism designed to stand in various positions, means thereon designed to engage the first means and move it to operative position when the car passes the signalim mechanism, when the latter is in a certain position, a yielding device for closing said discharge opening, said casting being formed with an auxiliary discharge opening, and a valve for controlling said last opening, said yielding device and last described valve being designed to limit the air discharge and to give the operator a chance to control the mechanism before the train pipe is exhausted.

8. In a device of the class described, the combination of a car, having an air brake system, including a train line, a valve for controlling discharge from the train line, yielding means tending. to open said valve, means for normally holding the valve closed,

a signaling device capable of standing in diiierentpositions, coacting means on said car and said device for moving said second means to inoperative position when the car passes the device when the latter is in one position of its movement, and means for returning said second means to operative position after the train has traveled a certain distance.

9. In a device of the class described, the combination of a car, having an air brake system, including a train line, a casting hav- 7 ing a passage communicating with the train line and having a discharge opening, a valve in said passage, yielding means tending to open said valve-means for normally holding the valve closed, a signaling device capable of standing in different positions, coacting means on said car and said device for moving said second means to inoperative position when the car passes the device when the latter is in one position of its movement, means for returning said second means to operative position when the car has traveled a certain distance, a second valve in said passage, and means operated from a wheel of the car for opening it when the car travels above a certain speed and for closing it when the car travels below said speed.

10. In a train controlling device, an air brake system having a train line, a valve for controlling discharge from the train line, means tending to open said valve, means for holding the valve closed, comprising a lever operatively connected with the valve and having a contact point, a magnet adjacent to said point, an electric circuit including a source of electrical energy and said magnet, a partial circuit including said source and excluding said magnet, said partial circuit having as terminals the wheel of a car and a contact device adapted to contact with stationary contacts on the roadway, stationary contacts, a partial circuit having as its terminals said stationary contacts and a rail, a signaling device capable of movement to various positions, and arranged to complete or break said last described partial circuit in different positions of its movement, and means for returning said second means to operative position when the train has traveled a certain distance.

11. In a train controlling device, an air brake system having a train line, a casting having a passage communicating with the train line and having a discharge opening, a valve in said passage, means tendingto hold the valve open, a shaft, means for operatively connecting the shaft with a car wheel, a disk loosely mounted thereon having a lug on its periphery, gearing devices between said disk and said shaft, a lever pivotally. mounted and having one end adjacent to the periphery ofsaid disk and the other end operatively connected with said valve, means for yieldingly moving said lever for closing said valve and holding the first arm of the lever adjacent to the disk, said parts being arranged so that when said lug engages and moves the lever against said yielding means, the valve is opened.

12. In a train controlling device, an air brake system having a train line, a casting having a passage communicating with the train line and. having a discharge opening, a valve in said passage, means tending to hold the valve open, a shaft, means for ope 'atively connecting the shaft with a car wheel, a disk loosely mounted thereon having :1 lug on its periphery, gearing devices between said disk and said shaft, a lever pivotally mounted and having one end adjacent to the periphery of said disk and the other end operatively connected with said valve, means for yieldingly moving said lever for closing said valve and holding the first arm of the lever adjacent to the disk, said parts being arranged so that when said lug engages and moves the lever against said yielding means, the Valve is opened, and a stationary signaling device designed to stand in various positions, and in one position to engage said second means, causing it to move to operative position.

Des Moines, Iowa, December 8, 1913.

ABRAHAM F. LACEY. \VILLIAM J. CLIN GEN PEEL.

Witnesses:

S. ROBINSON, M. l/VALLACE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.

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