US1561051A - Automatic train control - Google Patents

Description

3 Sheets-Sheet 1 J. BRQOKINS AUTOMATIC TRAIN CONTROL Filed llay 22. 1922 Nov. 19 1925.

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Nov.fl0, 1925'- .561.051

A. J. BROOKINS Au'roun'c TRAIN conflict.

Filed luv 22, 1922 3 Sheets-Sheet 2 Nov. 10, 1925., 1,561,051

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Patented Nov. 10, 1925.

UNHTE stares ANDREW (1' BROOKINS, OF CHICAGO, ILLINOIS.

AUTOMATIC TRAIN CONTROL.

Application filed. May 22, 19.22.

To all will out it may concern:

Be it known that I, ANDREW J. BROOKINS, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in. Automatic Train Control, of which the following is a specification, reference being had to the drawings accompanying and forming a part hereof.

This invention relates to train control apparatus which is actuated intermittently by mechanical and electrical contact with track side installations positioned at definite points along the trackway; the indications of. said actuation being retained between adjacent track side installations, and being made at each of said installations, whether said making repeats the last previous inclication or changes the same.

Among the objects of this invention are, to obtain a car carried installation comprising the hereinafter described apparatus, signals and electrical conductors,by means of which all the essential indications required are obtained upon the co-action therewith of track side installations whereof a ramp consisting of an ascending and a descend- "ing se-ation is an element; said descending section being insulated and arranged to remain de-ei'iergized or to be energized by an electrical current flowing therethrough in a selectively determined direction to corre spond with the condition. of pie-determined sections of the track way, on the contact therewith of a c0-acting member of said car carried installation; to obtain a car carried appartus which can easily be made inoper ative when the engine or motor which is equipped therewith is to be used for yard work, or for pushing on road work, to obtain means to direct air from the train pipe to register a plurality of audible signals; and to obtain a car carried apparatus whereof the member thereof which is adapted to co-act with a descending section of a ramp will be forced into close contact therewith, particularly at the time of its initial contact; and to obtain an apparatus of the kind described which is simple in construction, effective in operation, not liable to be broken or not out of order, and easily understood.

in the drawings referred to Fig. 1 is a diagram of track and t *ack side installations adapted to co-act with car carried appas ratus embodying this invention,

Serial No. 562,594.

'bodying the invention.

Fig. 4. is an enlarged vertical section of the mechanical. locking member and associated parts forming elements of the construction illustrated and hereinafter described.

Fig. is a top plan view of the lower part of the shell of the apparatus, showing the operable parts thereof.

Fig. 6 is a vertical section of the housing, showing in elevation a shoe and a vertically movable plunger and the associated parts, of an apparatus embodying features of the invention; said plunger illustrated in clear position.

Fig. 7 is a horizontal section, on line 7-7 of Fig. 6, viewed as indicated by arrows; showing operable parts in top plan view.

F ig. 8 is a vertical section of the shell of the apparatus, and of the plunger and asso ciated parts, viewed at an angle of ninety degrees from the view thereof illustrated in Fig. 6.

Fig. 9 is a vertical section of the plunger chamber, showing a portion of the plunger in elevation,-in caution position.

Fig. 10 is a similar view of the several members illustrated in Fig. 9, with said plunger in danger position.

A reference character applied to designate a given part indicates said part throughout the several figures of the drawings wherever the same appears.

In Fig. l a plurality of blocks of railway track are diagramed, said blocks being numbered 1, 2, 3 and 4c, and each block is provided with similar installations, the characters designating a member or element being provided with an index letter or numeral indicating the block in which it is situated.

A A A A, and B B B B represent rails in blocks 1, 2, 3, and 4, respectively. C, C, C, represent insulating material separating the rails of one block from those of an adjacent block. X X X represent batteries in blocks 1, 2, 3, respectively: Y Y Y if, represent track- ;side r y and A 13% a d Mt respw tively represent conductors from rails A, B, to electromagnets of the Y seriesand batteries of the X series: in the several blocks. The track side installations in said Fig- 1, comprise the ramp rails D ,--D D of blocks 1, 2, 3, each of said ramps consisting of an ascending section (d), and a descending section (6Z1). Said track side installations also include batteries Z Z Zfi movable conductors E2: F2) f i F3, 7 E47 6471M 7:

the conductors G 9 9 G 9 H k in, in, h; contact points 1 7: 1 I i, J j K K2 J j K k J, f, K*, M, and conductors L Z L Z L Z It is-to be understood that the movable conductors F F F, F*, f", are'armatures to relays, 3 3/, and 31*, and are controlled thereby, forming pole changers of the track side installations of which they are, respectively, elements; and further, that none of the installations or constructions illustrated in Fig. 1, (other than the ramps. of the D series), form elements of this invention, said elements being diagrammed and descr'ibcdt'o illustrate the manner in which the track and track side installations co-act with the apparatus-embodying the invention. 1

Omitt-ing recital of the index numeral which designates the block in which they are positioned, the L conductors electrically connect a descending section (d1) of a ramp of a given block and contact points (J, k), of the adjacent block; and the Z conductors electrically connect a rail (A) with contact points j, K, of the adjacent block. The G, 1, conductors electrically connect a battery (Z) to a movable conductor (0, 11],) of a given block, and the H, h, conductors electrically connect a contact point (I, z), to a movable conductor, (F, f), of'a given block;

M represents a conductor extending from battery Z tothe coil of relay 3 and m a conductor from conductor H to said coil of relay W; .M represents a conductor extendingfroin battery Z to the coil of relay and m a conductor from conduct-0r H to said coil of relay y c A lV", respectively represent a car or engine on blocks 1 and 4.

In Fig. 2 a. completed electric circuit isdiagrammed and lettered to correspond with Fig. 1, so far as the track side installation isshown, but witl'iout the index num'erals indicating blocks; and lettered to correspond with the cab carried elements as hereinafter described.

, From the foregoing descriptions of Figs. 1. and 2 it is evident that if the movable conductors E 0 and pole changers F f", are in the position indicated in block 2, Fig. 1, a partial electric circuit is formed, which, when completed by the shoe (N) of the car carried apparatus, hereinafter described, coming inco-ntact with ramp D, (as indicated in Fig. 2) is energized by battery Z direction; and if said pole changers F f-,

are in. the positionv of pole changers F, f", as 7 indicated in Fig. 1, (in block 3), upon the v completion of the circuit in the manner described, said current will flow in the opposite direction Referring to Figs. 2 and 6, N represents a shoe carried'by the car carried apparatus, S an electromagnen'a a conductor from shoe N to electromagnet S, O a car or truck wheel, and n a conductor from electromagnet S to said wheel 0';

Shoe N is illustrated in Fig. 6 as pivotally mounted on the housing (P) of the apparatus, by means of levers or links h, N Housing P is attached to the truck of a locomotive tender, or cab. f) (Fig 8) represents the upper part, or cover, of housing P.

drical chamber p and P 29 plungers which are longitudinally movable in said chamber. The walls of chamber p are represented as integral with housing P. p" represents an inlet to chamber 22 and the receiving end of said inlet is in communication with the train pipe of the air brake system of the train. P 317 respectively representoutlets from chamber 19. In Fi g. 6 outlet P is illustrated as in communication with'the bell actuating device ll, by way of pipe or conduit and the outlet p as in con'nnunication with signal W, by means of pipe or conduit ll, VF represents a bell, sounding whereof is controlled by actuating device ll. P" represents a 'manually operable valve, the movable plug uhere-ol: is provided with the passage way 79 Valve P is illustrated in Fig. 7 with said passageway p in axial. line withpassage way 12-, and is indicated by broken lines in said figure in position so that said plug; does not obstruct said passage way. P 39 respectively represent air retaining piston cups on plunger P said cups being separated by ring P, and held rigidly in place by nut p P P respectively represent glands or stuffing boxes to plungers P", 22 to prevent the flow of air from chamber 79 while permitting said plungers to move longitudinally. Plunger P is provided with a longitudinally extending cylindrical chamber, 79 in which the piston P is placed, and is longitudinally movable. P". 7), represent laterally extending passage ways which communicate with chambers 72 annular flange" on piston 29 which is adapted to engage said shoulder and prevent said piston, being forced out of chamber 2 in case of removal or breaking of shoe N.

Q, Fig. 6, represents a. lever which is mounted on shaft 9. Q represents a head or flattened end of shaft 9, positioned in recess 9 on the end of the plug of valve P, (see Fig. 7). 9 represents a slot in lever Q, and Q a bolt in said slot. Bolt Q is secured in arm Q5, which is mounted on plunger P to make a rigid joining, (Fig. 8). By this arrangement the upward movement of the plunger turns lever Q and shaft 1, and in case the plug of valve P is manually turned to obstruct passage way p", said shaft (q) turns said plug to make said passage way continuous.

The arm Q is provided with recesses or notches g, which are well represented in Fig. 6. Q} represents a shoulder on the upper end of plunger P which is formed by the head of arm Q being of greater diameter than said plunger. R, 1", respectively represent pawls which are pivotally mounted on pins R 1*, and R o represent links which are pivotally connected to said pawls, respectively. B represents a permanent magnet, which is rigidly mounted on frame 7 and said frame is pivotally mounted on pin or bolt R R represents a standard on frame One end of each of the links R 1 is attached to standard R by pivot or pin 7-. By this arrangement the swinging of frame 1' on pivot R", moves pawls R, r, on their respective pivots R r so that the engageable ends of said pawls, one or the other thereof, is in the path of movement of the head of arm Q and engageable in the recesses g g one or the other thereof, depending on whether said movements of said pawls to the left or to the right, as viewed in Fig. 6. The frame 1' is pivoted on frame S1 by the recited pin or pivot R (see Fi 6).

g, Figs. 2, 3, 5 and 6, represents an electromagnet, S the pole piece thereof, and S the frame on which the electromagnet (and frame 1 are mounted.

B being a permanent magnet and mounted to form a polarized armature to electromagnet S, the flow of electric energy in one direction through the coil of said magnet, magnetizes said pole piece to attract one and to repel the other of the ends of said armature, turning said armature and frame (1' on pivot R", say into the position illustrated in full lines in Fig. 6, and when said flow is in the opposite direction it oppositely magnetizes said pole piece, to attract and repel said magnet oppositely, moving it and frame r in the opposite direction. The turning of frame a as recited, turns pawls R, 1, on their pivots R r? as described.

The movement of arm Q an upward direction, (by the upward movement of plunger P when shoe contacts with the ascending section of a ramp (D)), forces pawls R, r, back, (on their pivots) into a neutral position, that is, into a position where neither of said pawls is in the path of movement of arm Q to be engageable with the recesses 9 g, and said forcing of said pawls into said neutral position turns frame 1 on its pivot R so that the permanentmagnet, or polarized armature, R is in neutral position; and to retain said polarized armature in said neutral position, so long as the electromagnet S is not energized, I provide the neutral armature T, pivotally mounted on t, and having projection or nose T which is adapted to engage with recess t, in frame a (see Fig. 4). When electromagnet S is not energized, armature T will turn, by gravity, on its pivot 25, so that end or nose T is in recess t thereby locking and holding said frame and magnet R together with pawls R, 1", locked in neutral position. The foregoing is to prevent the jarring of said pawls R, 1*, into engage-able position with the recesses in arm Q when danger signal is required, (no current flowing at said time in either direction through the coils of electromagnet S).

When electromagnet S is not energized the pole piece S thereof is an armature which is attracted by either pole or end of magnet R and it follows that said permanent 'n'iagnet having been attracted and turned, together with frame 1 on pivot R to a given position, as before recited, said pole S tends to hold said permanent magnet in said position, until said permanent magnet is mechanically forced into neutral position by plunger P as described. It also occurs that in case of movement of the permanent magnet in a given direction. initiated by the energizing of the electromagnet S, said movement will be continued by the mutual attraction of said pole piece S and the end of the permanent magnet which is nearest thereto, without regard to the continuity of said energizing of the electromagnet.

The last recited action between the pole piece S and the ends or poles of the permanent magnet produces certainty of proper: operation of the apparatus, in case of an intermittent electric contact of the shoe N on the descending side of a ramp.

To enable the engineer or other person in charge thereof to put the apparatus in inoperable condition, when on an engine or tender, the hub of arm Q previously re ferred to as of greater diameter than is the portion of plunger P which is adjacent thereto, the member U is mounted on pivot u, so that by pulling bolt U said member U may be forced against the plunger and, said plunger being manually raised, said member may be forced underneath said shoulder, or flange (Qfi). When the plunger P is thussecured in said raised position the cup p is above the outlet P and chamber p is sealed.

- positionthe engine maybe used in the yard and on the road precisely as'if the apparatus were not attached thereon, it being elevatedso high that the shoe N in going over a'ramp will not raise or otherwise affec said plunger, or the apparatus.

Vhen .two or more engines are: coupled together, or one is to be used as a pusher,

or for yard worlnand it is desiredto cut the apparatus out of service, the plunger P is moved upward, as recited, and locked in this position cup 19 cuts off, or obstructs, communication from lnletry) and outlets P p, and the cup P on piston p registers below the lower one of outlets or passage ways 79; but this position ofsaid cup P is immaterial, because'of said obstruction by cup 79 between the inlet p and outlets 79 ,2).

hen the apparatus is in operable. condition and the plunger P is in its normal or clear? position, the shoe N- will engage the ascending section, (d) of a ramp and raise plunger 29 before said last named plunger engages plunger P to raise t.

This arrangement is designed to prevent excessive shocks between the apparatus and the ramp rail. The upward movement of the plunger moves arm upward and turns lever Q, and shaft 9, by means of bolt Q in recess 9' and said upwardmovement of arm Qfi, (see Fig. 6), mechanically forces pawls R, r, back to neutral positions, and said movement of said pawls is transmitted, by links R 1, to frame T and polarized armature R (which is mounted on said frame), thereby turning said polarized armature to. neutral. position. The several last recited members are held in said neutral positions by noseor abutment T of neutral armature T, falling, by gravity, into recess t of frame J and there'remaining so long as electromagnct S is not energized.

Upon continued upward" movement of plunger P the air retainer P passes inlet 71'" allowing train line air to flow from said inlet into and through-chamber p (around spacingcollar P and throughconduit or outlet P and conduit W to actuate the bell ringer and warn the engineerthat a ramp (D) is being passed. At this time the air'retainer: or cup '79 prevents "air flowing into the outlet p.

In the last recited upward movement of the plunger as air retainer P pa ses the Vith the plunger in the last described r the plunger downward, with the added' inlet 9 air at train line pressure is trapped 1nchamber p between said cup and gland 1 adjacent thereto, and said'trapped air is.

compressed at the time shoe N is on the apex of the ramp, and as said shoe passes said apex said all" under'said pressure forces pressure of said compression to the train pipepressure, ensuring good electrical contact between said shoe and said descending section, upon their initial contact.

Should said descend ng SB/(3111011 of the rampbe energized the core S of electromagnet S is energized,-and the neutral armature T is attracted thereby, unloclnng frame 1, by removingthe'noseT? of Sitld armature from recess 19, and at the same time the polarized armature R is moved to the right or to the left, correspondingly to the direction of the flow of electricity through the coil of; said electromagnet;

the pa'wls R, '2", arecorrespondingly moved,

When the indication transmitted is clear the direction of flow of current from the road side battery through the coil of the, polarized electromagnet 'S will turn frame w and polarized armature R in a counter clockwise direction, as illustrated in Fig. 6. This pulls pawl B into engagement with notch g on arm Qj, thereby arresting the downward movement of the plunger. The retaining cup P is now in position to cut off communication between chamber 79 and the outlets. 19 p thereby preventing a flowof air from the train line. u r 7 When the indication transmitted is caution the direction of flow of current from the road side batteries through the coil of'electromagnet S will turnthe frame r and polarized armature R in a clockwise direction. This pulls pawl 0 into engagement with notch flfthereby arresting the downward'movement of the plunger. hile the plunger is in this position the cup P is below outlet P ,:thereby establisln ing communication between inlet 79 and 'way of conduit 1V which gives *a continuous caution indication until the next ramp is reached.

The quantity of air flowing from port P y to actuate signal W2 is not sutlicient to bleed the train line through port 9 to causean application of the brake.

hen the indication transmitted is danger the circuit of the road side batteries, through the coils of electromagnet S is opened by'the road side control apparatus,

The descending section of the ramp will not be energized, and the lock T 25, will remain in engagement, the armature and the pawls will therefore remain locked in neutral position as the shoe moves oil the ramp, and the plunger will move to its downward limit of travel. The air retainer P is now below outlet 0*, thereby establishing communication between the train line and the atmosphere, through chamber p outlet p and passage way W and audible signal Vi, and said signal is sounded. It also causes an automatic application of the brakes, suflicient to bring the train to a stop.

After the train has been brought to a stop the engineer can, by dismounting from the cab, apply a wrench to and manually close the valve P. This will prevent further escape of train line air to the atmosphere. The train can then make a permissive movement through the danger block; but the caution signal is continuously sounding to give warning. When the next ramp is reached the valve P is automatically opened, on the upward movement of the plunger as the shoe ascends the ramp, by the flattened Q engaging lugs g 9 (see Fig. 7). The valve will remain in this open position until it is again manually closed, as last above described.

I claim;

1. In a train control apparatus, a cylindrical chamber provided with an inlet and with a plurality of outlets, in combination with a plurality of audible signals, and passage ways communicating with said outlets and said signals, a valve interposed in one of said passage ways, said valve manually operable to obstruct said passage way, and a plunger longitudinally movable in said cylindrical chamber and arranged to obstruct said outlets and movable to selectively establish communication between said inlet and said outlets.

2. In a car carried apparatus, a cylindrical chamber provided with an inlet and with a plurality of outlets, in combination with a plunger, also provided with a cylindrical chamber, a longitudinally movable piston in said last chamber, means to retain said piston in said chamber, said retaining means comprising a member co-actuable with said plunger and a road side installation.

5. In a car carried apparatus, a cylindrical chamber provided with an inlet and with a plurality of outlets, in combination with a plunger also provided with a cylindrical chamber, a passage way commnicating with said chambers, a longitudinally movable piston in said plunger chamber, means to retain said piston in said chamber, said retaining means comprising a member co-actuable with a road side installatlon to move said plunger in a determined direction, an air retainer positioned on said piston arranged to control communication between said plunger and one of said outlets, and a road side installation.

4:. In a car carried apparatus, a cylindrical chamber provided with an inlet and with outlets, a plunger longitudinally movable in said chamber, a plurality of air retainers mounted on said plunger in spaced relation, the upper one of said air retainers arranged to establish communication between said inlet and one of said outlets when said piunger is raised a determined distance, and simultaneously obstruct communication between said inlet and the other of said outlets, and when said plunger is raised an additional distance to obstruct communication between said inlet and both said outlets, and when said plunger is raised an additional distance, the lower one of said retainers arranged to obstruct communication between said inlet and both said outlets, and the upper one of said retainers arrangedto trap air in said cylindrical chamber and apply additional pressure thereto on the continued raising of said plunger.

5. In a car carried apparatus, a cylindrical chamber provided with an inlet and with a plurality of outlets, a plunger longitudinally movable in said chamber, air retainers on said plunger in spaced relation, the upper one of said air retainers arranged to control the establishment of communication, on the downward movement of said plunger, between said inlet and both said outlets, and said retainers arranged to successively control the establishment of said communication, on the upward movement of said plunger, in combination with electroresponsive means to selectively arrest said plunger on said downward movement, and mechanically retain said plunger 1n said selected position.

6. In a car carried apparatus, a cylindrical chamber provided with an inlet and with a plurality of outlets, a plunger longitudinally movabl in said chamber, means to lock said plunger in an inoperable position, in combination with a plurality of air retainers on said plunger arranged in spaced relation, the lower one of said retainers disposed to obstruct communication between the inlet and said outlets when said plunger is locked in said inoperable position, and theupper one arranged to trap air in said chamber when said plunger is in inoperable position.

-7. In a car carried apparatus, an electromagnet, a polarized armature responsive to said magnet, said magnet arranged to be normally tie-energized, a movable plunger, an arm rigidly mounted on said plunger and provided with ahead provided with recesses, and pawls, in combination with a pivoted "frame on which said polarized armature is mounted, and links joining said pawls and said frame, said frame provided. with a recess and said electromagnet provided with a neutral armature arranged to co-act with said recess, to lock said frame in a determined and neutral position when said magnet is de-energized, upon said head on said arm forcing said pawls and frame into inoperable and neutral position.

8. In a car carried apparatus, a pivotally mounted lever, a plunger, an arm rigidly mounted on said plunger, recesses in said arm, and a connection between said arm and said lever, in combination with movable pawls, links pivotally mounted on said pawls, a pivotally mounted frame, said links also pivotally joined to said frame, an electromagnet and a polarized armature to said magnet, said armature mounted on said frame, all arranged to control the position of said pawls by the electrical condition of said magnet.

9. In a car carried apparatus, a pivotally mounted lever, a plunger, an arm rigidly mounted on said plunger, a head on said arm and recesses on said head and a connection betweensaid lever and said head, and a movably mounted frame, in combination with movably mounted pawls, links connecting said pawls and said frame, an electromagnet, and a polarized armature to said magnet mounted on said frame, all arranged to control the position of said pawls by the electrical condition of said magnet, said head forming. mechanical means tov move said pawls and polarized armature to neutral positions, means t lock said polarized armature in neutral position, and a neutral armature to said magnet, said neutral armature arranged to control said locking means.

10. A movably mounted arm having a head provided with recesses, on the free end thereof, a movably mounted plunger and a connection between said plunger and said arm, in combination with pawls arranged to be selectively engageable with said recesses, an electromagnet, a polarized armature to said magnet arranged to con trol said pawls,sa-id free end of said arm arranged to mechanically force said pawls from said engagement, and electroresponsive means, arranged to co-act with said magnet, to lock said polarized armature in neutral position when said magnet is not energized.

11. In a train control system, road side members alongside of a track way at spaced intervals, a car carried apparatus comprising a chamber provided with an inlet and with an outlet, a plunger movably mounted in said chamber, an air retainer mounted on said plunger, means adapted to co-act with said road side members to. move said plunger in a determined direction, and said plunger adapted to be manually additionally moved in said direction, in combination withmarr ually operable means to retain said plunger in said additionally moved position, said air retainer arranged to obstruct communication between said inlet and said outlets when said plunger is retained in said last named position.

12. In a train control system, road side members at spaced intervals along a track way, in combination with a car carried apparatus having a movable member, a plurality of locking members arranged to selectively co-act with said movable member, means arranged to co-act with said road side members to move said locking members in neutral position, an electromagnet, a neutral armature and a polarized armature, a connection between said polarized armature and said locking members, means to lock said polarized armature in a neutral position, and a connection between said neutral armature and said means to lock said polarized armature in said neutral position.

13.. In a train control system, road side members installed at spaced intervals alongside a traclrway, in combination with a car carried apparatus comprising a movable member, a. plurality of locking members arranged to ce-act with said movable member, means comprising said movable member arranged to co-act with said road side members to move said locking members into neutral position, an electromagnet, a movably mounted member controlled by said magnet, a connection between said movably mounted member and said locking members, and means controlled by said magnet to lock said movably mounted member in neutral position. i

14. In a train control system, roadside members at spaced intervals along a track way, a car carried apparatus. comprising a plunger, a member arranged to co-act with said roadside members to move said plunger in a determined direction, an arm rigidly mounted on said plunger, a plurality of locking members, said arm arranged to move said locking members to neutral position on said movement of said plunger, a movably mounted armature having permanent pole pieces of opposite polarity, a connection between said armature and said locking members, means to. lock said arma ture in neutral aosition, and a neutral armature .arranget to control said locking means, all combined as set forth.

15.. In a train control system, roadside installations at spaced intervals along a trackway, in combination with a car carried apparatus comprising a chamber, a plurality of passage ways at spaced intervals in said chamber, one of said: passage ways in communication with the air brake system of the train and the other of said passage Ways communicating with signal control devices, a plunger movably mounted in said chamber, a plurality of air retaining means on said plunger adapted to control communication between said passage ways and said chamber and to trap air in said chamber and simultaneously obstruct communication between said inlet and said outlet passage Ways, and a plurality of locking members, and electroresponsive members arranged to co-act and to selectively arrest movement of said plunger in a determined direction.

16. In a train control apparatus, a movably mounted plunger, means whereby the position of said plunger controls the giving and selection of signal indications, in combination with a plurality of mechanical locks adapted to arrest said plunger in a selected position and magnetically controlled means to mechanically maintain said mechanical locks in inoperable position.

17. In a train control system, roadside members at spaced intervals along a track way, a movably mounted plunger, means whereby the position of said plunger controls the giving and selection of signal indications, in combination with a plurality of mechanical locks adapted to arrest said plunger in a selected position and to maintain said plunger in said selected position between road side members.

18. In a train control system, roadside members at spaced intervals along a track way, a movably mounted plunger, means whereby the position of said plunger controls the giving and selection of signal indications, electromechanical means to arrest said plunger in a selected position, said road side members arranged to co-act with said plunger to move said electromechanical means to an inoperative position and magnetically controlled means to mechanically maintain said electromechanical means in an inoperable position, all combined as set forth.

19. In a train control system, roadside members at spaced intervals along a track way, car carried apparatus comprising a movably mounted plunger, means whereby the position of said plunger controls the giving and selection of one of a plurality of signal indications, electromechanical means to arrest said plunger in a selected position, said road side members arranged to co-act with said plunger to move said electromechanical means to inoperative positions, in combination with electroresponsive means to lock said electromechanical means in said inoperative positions.

20. In a train control system, a car carried apparatus comprising a chamber provided with an inlet and a plurality of outlet passage ways, a plunger movably mounted in said chamber, said plunger provided with air retaining means adapted to control communication between said passage ways, in combination with an electroresponsive device comprising a movably mounted member connected to a plurality of mechanical locks, said movably mounted member adapted to respond to the direction of flow of an electric current, and said mechanical locks arranged to selectively arrest movement of said plun er in one direction, and a road side member arranged to co-act with said plunger to mechanically move said locks to a neutral position and magnetically controlled means to mechanically lock said electromechanical means in said neutral position.

21. In a train control system, a movably mounted plunger, signal indications, means whereby the position of said plunger controls a signal indication, electromechanical means operable to arrest and maintain said plunger in a selected position, in combination with road side members at spaced intervals along a track way arranged to co-act with said plunger to move said electromechanical means to inoperative positions and magnetically controlled means to mechanically lock said electromechanical means in said inoperative position.

22. In a train control apparatus, an electromagnet in combination with a permanent magnet, one thereof movably mounted, magnetically responsive means to mechanically lock said movable magnet in a neutral position the pole of said electromagnet arranged to selectively attract and repel, by the direction of flow of electrical energy through the coil thereof, the poles of said permanent magnet, and said poles arranged, said coil being de-energized, so that the pole piece of said electromagnet is attracted by the pole of the permanent magnet which is nearest thereto.

ANDREW J. BROOKINS.

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