US1572564A - Train-control system - Google Patents

Description

Feb; 9,1926.

A. G. SHAVER ET AL TRAIN CONTROL SYSTEM Filed Dec. 18, 1922 'Patented F eb. 9, 1926.

UNITED STATES y 1,512,564 PATENT OFFICE.

ARCHIBALD G.. SHAVER, 0F CHICAGO, ILLINOIS, AND .ALLEN B. KENDALL, OF NI- .AGARA FALLS, YORK, ASSIGNORS TO THE REGAN SAFETY DEVICES COM- PANY, INC., O F NEW YORK, N. Y.,.A CORPORATION 0F NEW' YORK.

TRAIN- CONTROL SYSTEM.

Application led December 18, 1922. Serial No. 607,684.

. and State of New York, have invented certain new and useful Improvements in Train- Control Systems, of which the following is a specification.

T his invention relates to a train control system, and more particularl to improvements in a system for control ing the movement of trains; and has special reference to the provision of a system 1n whlch manual operation of the train by the engineman is coordinated with the operation of the train .by automatic control mechanism to provide for expeditious movement of trains under absolute safe conditions. l

A principal object o f the present inven- 'tion comprehends the provision of a system consisting ofan improvement onthe train control system described and claimed in the copending application. of lArchibald G.. Shaver Serial No. 292,548 `of April 25, 1919, in which the engineman is permitted to eX- ercise full control ofthe operation of the train so long as he is alert and acting in the proper performance of his duties; in which when the engineman is incapacitated or 1s remiss in the performance of his dut-ies he will betsupplanted by the automatic train control mechanism; and in which the engineman may modify the action of the automatic* mechanism under certain conditions to keep the train in motion provided he is alert, and provided further that the movement of the train has been reduced to a 'safe running speed.

A further and more specific object of the present .invention relates to the provision of a train lcontrol system in which the movement of the vehicle is controlled within the limits of three permissible sieeds including a maximum speed beyond w ich the vehicle cannot run, a medium speed under which the vehicle must'approach points of dan er and run in localities -wherea greater Spee would be unsafe, and a low spoed above which the Y vehicle cannot run in unsafe localities, as in blocks occupied by other trains. In accomplishing this object" of the invention, the design and contraction ot the system is such that the maximum and vmedium permissible speeds are automaticall controlled from the roadslde. without possi ility of interference by the engineman; and with low permissible.

speed is controlled by the combined -action of the automatic mechanism and the engineman on the train, the action of one supplementmg the action of theother to permit an expeditious train operation without sacrifice of safety. h

A still further objectof the present invention relates to the provision of a system of the nature referred to in-which manual operation of the train control mechanism is made impossible under those conditions of train operation which fall within the scope of control of the` automatic mechanism, manual control being made possible only when the activity of the engineman and the train control mechanism is desired under danger traffic' conditions.4

To the accomplishment of the foregoing and such other objects as may hereinafter appear, our invention consists in the elements and their relation one to'the other, asv hereinafter particularly described and sought to be defined in the claims, reference being had to theaccompanying drawings showing a preferred embodiment of 'our invention, and in which:

The ligure is a diagrammatic view showing the vehicle carried apparatus and circuits and the roadside apparatus, andy circuits cooperating therewith.

In the train control system of our present invention, for directly controlling the movement of the train there is provided an electro-responsive device for controlling the operation of the air brake system, the said elecair brake system and the enginemans brake i -69 and c shown in the ii mally occupies theinclined full line position l' valve 23, and being connected theretokbyi means of the piping 24 and 25 respectively,

- the said reservoir and brake valve 21 includf ing a reservoirvalve which under normal conditions permits the :free `fiow` of reservoir l air from the main reservoir 22 to ther enginemans brake valve 23, andwhich under unsafe running conditions of the, train is closed to cut olf the supply of air from the main reservoir to the enginemaiis brake'4 valve.

valve of the valve mechanism 21 is closed to i of the va ve 29 permitting the -free 35 reservoir air from the main reservoir 22 to prevent venting communication between the brakefpipe and the exhaust pipe 27, and under abnormal running conditions of the train the said valve is opened to effect intercommunication between the' pipes 26v and`27 for venting the brake pipe o apply the brakes. i. A

For the 'purpose of rendering the autov mat-ic train control mechanism inactive, as when it is desired to run the train without automatic-control, there is provided a bypass 2'8 connecting the pipes 24 and 25, lthe said bypass being ,controlledby a valve '29 which is normally closed and which is shown in closed osition in the figure, the o enin'g ow' of theengin'emans brake valve 23, irrespective of any operation of the combined reservoir and brake valve 21; and there. is 'also 'pro- Avideda cock inthe ppnv 26, the said cock vbeing normally open and control of the brake valve of the reservoir and brake valve 21.

As disclosedin the above mentioned` 'pat` ent to A. G. Shaver, in. the operation of the system the electroinagnet 20 is energized under safeL roadsideconditions, and is deenergize'd under e unsafe roadside` conditions;l

l 56 to effect the desired operations of the reservoir and -brake'valve mechanism 21. For directly controllin the operation of theelectromagnet 20, t ere is provided a train' carried circuit which is normally energized by a train'. carried source of energy such' as thebattery `35, the said circuit including the resistance r leading from lthe positive' terminal of the battery 35, conductors 36, 37 and38, a contact 39 vwhich is movable gto any of a plurality of positions such asa, b'

as shown in said ti'giireycontaet point 40, 'conductor 41, contact point Z, a speedlcircuit controller 42,.,connected to the kwheelsjoi the vehicle :and operated` thereby, .a conn being closed' when it is desired, to render inoperative the,l

mon contact point 43, conductor 44, the coil of the electromagnet 20 conductor 45, a contact point 46, a manually operable switch 47 normally makingcontact with said contact point 46, conductors 48, 49 and l50,- *to the negative terminal of battery 35. With this f construction, it will beseen that this controlling circuit isnormally closed for eecting the ener'gpization.- 'of the electromagnet 2O when the contact39 is in the full line posi# tion A as indicated, and when the circuit control-ler contacts Z and 43-are bridged by the circuit controller 42. The contact 39 is closed as hereinbefore referred to and as will be' described presently in detail, when the train is running under safe roadside conditions and the contacts Z and 43 .of the speed circuit controllery are so adjusted'as to keep this circuit closed when the train is 1 A running below a predetermined maximum speed, such for example as 60 or 70 miles an hour, and toopen the circuit when the speed of the train exceeds this predetermined To control the'behaviour of `thecontactv 39, there is provided cooperating train and roadside mechanism which 4functions to causethe said contact 39 to maintain or hold its full line position av under safe traffic conditions, and to cause the same to move tothe inclineddotted line position c under .ca'utin track conditions, and to assume the neutral vertical dotted line position b under danger trailic conditions. The train and i roadside mechanism for controllingthe action ofthe contact 39 includes the provision .of a roadside energy transmitting device which in the present form ofl our invention comprises a plurality of rain rails spaced along the roadside, a ramp rai such as indilcated at 51 being provided for each section or bioc-k of the track, the said ramp rail com- .prising means for transmitting energy to a train-carried shoe -mechanism 52 under safe-.ro ads1de conditions, lsuch `energy being transmitted toa translating device such as a relay 53. the action of which directly controls the behaviour of .the contact 39;

Under normali: running conditions of, the

train withfthe train'` running between ramp rails', the translatingdevice 53, which may comprisea-stick relay of the type disclosed in the co ending` application ofl Allen B. -Kendall rial No.- 414,375 otAugust 18, 1920, and 'which' includes an electromagnetic lockingr device 54 is energized by the train carrieflbattery35 through a local circuit including the said battery, the resistancel r," conductors 36 land-.55, contact 56 in full line position shown,conductorj57, contacts 58 andi59 normally bridged by a`switch element 60 attachedto for' movementwith the shoe 52, conductorl, the relay and relay lock normally bridged-.by a Switch element '65 l 53 and 54, conductor 62, contacts 63 and 64 also attached to for movement with-,the shoe 52, the conductor 66, relay contact 67`in the full line position shown, and lconductors- 68'and 50 to the negative pole of the battery 35. i i

W'hen the train 'passes a ramp under clear roadside conditions, the translating device or stick relay 53 is controlled by the cooperationv of the shoe 52 and the ramp rail 51, the cooperation being such that as the slice 52 rides over the ramp 51 the normally 'closed local train circuit for the relay 53 is opened' and another circuit substituted therefor, vwhich other circuit is operated in' response to .roadside or'traiic conditions.

The substituted circuit comprises a partialv roadside vcircuit which is connected to the -ramp 51 and a partial train carried circuit which isv connected tothe shoe 52,.the two partial circuits 'combining to form a completed' circuit for .operating the relay 53. Iny the present-construction the partial roadside circuit includes essentially a roadside source of energy such as the battery 69, a pole changer including the movable contacts 70 and 71 under the. control of a relay magnet R, a circuit make and brealrfdvice 72v also under the control of the relay R, and

one o-tlietrackrails T, the said circuit being traced from the ramp 51 by theY conductor,73 the make and `break Contact 72, the conductors 74 and 75, contact 71 in fullline position shown, .conductors76 and 177-', bat# tery 69. conductors 78 and 79,="contact 70v in full line position shown, conductor 80re.- sistance 81` conductor 82, a switch means 83 y ^controlled by the operation of. -the roadside ductor 86', contact 87 which is connected to y kthe'corltact ,59 by means r'of the switch element 60 bridging the same lwhen the shoe52 signal 84-aswill be described presently, and

ak conductor 85 electrically connected toor'ie Vfof the'railsT. The partial cooperating ve'-l hicle circuit may be traced from the shoe 52 which contacts the ramp 51 through the conf is raisedby engagement with the ramp 51, the contact'59, .conductor 61, stick relay and vloc'k'therefor 58 and 54, conductor-.62, con-y tact 63, a contact .88 connected thereto` "by means of the switch element 65 which bridges these contactsu'pon elevation of the-'shoe'52,

and' conductor 89 connected tothe `frame-` rWork of the` vehicle With this construction vand arrangement, vit will be evident that. when the shoe 52 lengages a ramp'l the'y relay 53w`ill be controlled by a circuit which is completed by ,they engagementof` the shoe and the ramp and the electrical connection between the .vehicle framework and the Vtrack rail T. Under normal running conditions of .the -vehicle,`the contacts 70 and 71 of the roadside pole changer are in the po sition shown inthe figure, making circuit at their front contact points, and under this condition the cooperatngvehcle and roadside kpartial circuits fforma completed closed circuit for energizing the stick relay 53 with current of a given direction or polarity to hold or vmaintain the relay contacts vsuch as 56, 67 and 39 in the full line position shown in vthe drawings. With this construction, it will furthermore be apparent that as the slice 52 leaves the ramp 51 under clear roadside conditions, the localor ve.-v 1

hicle circuit for controlling the relay 53 willl be re-substituted-for the combined roadside and vehicle partial circuit for energizing the. said `relay to'maintain the contacts tliereod 1n the normal full line position. x

As heretoforere-ferred to, oneV of tliepring cipal objects of the .present inventionrelates` to the. provisionl `of a train control system in which the train is underk the .control of a plurality of permissible speeds such as maxi# mum, medium and lowspeeds, and in which the 'maximum f and medium .permissible speeds are 'controlled- 'automatically by* the roadside mechanism without possibility of interference by. the`en`gineman, and theslow'permissible speed is 'controlled byk the combined action of the automatic mech'a- .nism and vthe engineman on the.' train, the l.

action ofone supplementing ,the action of the other to permitan expeditioustrainoperationwithout any sacrilice oLs'afety.- To

accomplish this obgect of our invention, trie line position c under caution trafiic condi-i tions, and the vertical orneutral dotted line position b under danger traic conditions,v `movement of-` the contact to the position .c being veil'ective for automaticallyplacing the` contact 39 is caused to assume 'the dotted' Y ioo :train controlling electromagnet 20 `under the controlof the speed of the train',- movement f the contact to the neutral osition b' being eii'ective for deenergizing tii magnet'QO to apply the brakes, instrumentalities. being provided operablemanually by thel engineman and only nndersuch danger traiiic conditions for eifectingthe re- Aenergization of the electromagnet 20 under v safe running conditions of the/train.`

el said electrot For effecting the movement'of the .contact y '39 to the inclined position c under caution track conditions, .the relay l53. vis energized by a; current having a directionopposite to that of the normal energizing current, therelay.,licoinprising. to this end a threeposition relay of the typel where`wit'h' cur- Under caution track conditions the relay 53 is energized by current of an opposite direction or polarity when the shoe 52 contacts the ramp 51, the combined circuit formed bythe partial vroadside vehicle circuits controlling the action of the relayl being energized from the roadside battery 69 with current flowing in a direction opposite to the normal flow thereof, this reversal of direction ot' current being accomplished by movement of the contacts and 71 of the roadside pole changer, effecting the opening of the front contact points thereof and the closing of the'b'ack contact'l points so as to connect the contact 7 0 to the positive terminal of the battery 69 by means of the conductors 77 and 90, andtoconnect the contact 7l to the negative terminal ot the battery 69 by means of the condnctors 78 and 91,'this operation being accomplished by the energization of the relay R with current having a direction o posite to the normal flow of current in sai relay as disclosed for example in the patent to A. G.- Shaver 1,505,062 of August l2, 1924. When the shoe 52 leaves the ramp 51 under these caution conditions, the relay 53 remains energized by a current of opposite polaritytliis relay being controlled by the battery 35 and energized by means of the circuit including the resistance 1', conductors 36, 37 and 38,l contact 67 in dotted line position, conductor 66, contacts 64 and63, conductor 62, relay lock and relay 54 and 53, conductor 61, contacts 59 and 58, conductor 57, contact 56 in dotted line position, conductors 92, 68 and 5.0. to the negative terminal of the battery 35.

When the stick relay 53 is thus energized, the contact 39 assumesthe ,position c for placing the operation of theA electromagnet 20 under the control of the ,speed of the vehicle. This is accomplished by means of a circuit controlled by the contact 39, the said circuit including train batteryT 35, resistance 7', conductors 36.437 and 38, contact 39 in the position c, conductor 93, speed Contact Y open when the speed of the train exceeds a predetermined medium limit and closed by the speed circuit controller 42 when the speed of the train is at or below the said predetermined limit, contact 43, conductor 44, electromagnet 20, conductor 45,- contact' 4G, manual control switch-'47, conductors 48, 49 and 50 to the negative terminal ot the battery 35. With this construction it will therefore be seen that the existence of cani tion track conditions will effect an auto? matic. application of the brakes if thel speed of the train is above. a predetermined medium limit such as will cause the opening of the' 'contact Y, and if the train is running below the said predetermined medium speed limit when the train passes a caution ramp the caution indication will be impressed upon the train by the movement of the contact 39 so that if the speed of the train thereafter exceedsthe predetermined limit, an application of the brakes Will take place, the construction being therefore lsuch that the train is automatically controlled under caution trailic. conditions without permitting intervention on the part of the engineman.

As hereinbeforedescribed, the contact 39 is caused to assume the neutral position b under danger trafiic conditions, and it will be noted from a consideration of the said ligure that when the .said contact assumes the position b, the mam controlling; circult andthe speed controlling circuit for the electromagnet20 are both opened so as to j tions,'we provide means operable `for forestalling a full stop, the said means being manually operable by the engineman, and

-being rendered operative only after the stop eil'ect has been initiated by the opera- Y' tion of the automatic mechanism and after a predetermined stage of said stop etl'ect of the vehicle has been reached which corresponds to a safe running condition of the vehicle under danger7 tratlic conditions. l

The forestalling means of our present invention is furthermore so `designed that a mis-operation thereof, as under clear and caution roadside conditions, will not affect the running operation-of the vehicle, the Said forestalling mechanism being rendered oper.- able only under danger trailic conditions. More specifically, the forestalling means of our present design includes the provision of mechanism for controlling the movement of the vehicle by a predetermined low speed of the vehicle, a low speed control circuit for the electromagnet 20 being provided to this end, the said-speed control circuit comprising the train battery 35, resistance 1', conductors 3,6, 37, 94 and, 95 contact point 96,

a normally open manually controlled con# tact 97, conductor 98, speed circuit controller contact X corresponding to a predetermined v.

96 and X, the formerv requiring a manual operation of the engineman, and the latter requiring a reduction in the speed of the vehicle to or below a predetermined low and safe limit.

For manually closingthe contact 97, there is provided circuit means including a stick relay 99 and its stick contact 100, a normally open make and break device 101 which comprises a special contact under the control of the stick relay 53, and a manually operable switch 47 heretofore referred to, this circuit being open under clear and caution operating conditions at the contact 101, the said contact 101 assuming the nonclosing positions a and o under clear and caution conditions, and the circuit closing position b-b2 'when the relay 53 is deenergized in response to danger traflic conditions. The contact member 101 and its contacts are merely diagraniinatically illustrated and comprises in constructiona fork member, the forks of which are resilient and normally engage contact points in the positions b and b2. When this fork contact member is urged in one direction one contact position, for example b', is opened, and when urged in the opposite di rection the other `contact position b2 is opened. lVhen an operation for an application of the brakes takes place undery danger trafiic conditions with the contact f b-b2 in circuit closing position, the stick v17. and conductors 48. 49 and relay 99 is in a condition to be energized, and will be energized upoinpushing of the switch 47 by the circuit comprisingY battery4 resistance r, conductors't, 37, 94 and 10Q, make and break contact b-b2 closed, conductor 103, clectromagnet 99, conductor 104, back contact point 105, switch contact iVitli this circuit arrangement it will be noted that only under danger ,operating .conditions will this circuit be iii a condition to be closed by operation ot' the manual switch 47. 4and when this manual switch is accidentallaY closed under clear and caution operating conditions this circuit will not be closed to change the operating status of the other vehicle circuits. v

Upon the closing of this circuit under the prescribed conditions, the contacts 100 and` 97 controlled by the relay 99 are closed, the contact 100 forming a stick contact for the relay 99 so that'when the circuit is in a condition to be closed-the iiianualswitch 47 may be released and thev circuit held closed by the shunt provided by the contact 100 and conductor 106. lVith the circuit devised, it will be furthermore seen that when the make and break Contact b-b2 is again opened as when the same is moved either to I the position a or c', tlie stick circuit will open at the contact 100 so that a further operation of the manually controlled switch 47 will'aga-inbe necessitated to forestall a subsequent sto-p.

Thus when a stop eiiect of the train is produced in response to danger traffic conditions, the operation of the switch 47 manually by the engineman will permit the.

forestalling of a full' stop by the closing of the contact 97, such forestalling being, however, only rendered effective when the vehicle speed has been reduced to or below al safe low limit controlled by the speed circuit controller contact X, expeditious traink haviour of the signalling apparatus. Totliese ends there is provided a detecting cir` cuit. for the roadside ramp 51, the said detecting circuit including the conductor 107 connected to the ramp, a relay 108cwliich controls the operation of the signalling apparatus S4, a conductor 109, Contact 110 under the control of relay ll, conductor 80, pole changing contacts and 71, battery v(39, and the conductors associated therewith,

conductcr74, contact 72 and conductor. 73 back to the ramp 51. For-reflecting the behaviour of the signalling apparatiis'84 in the ramp 51, there is provided the movable switch element 83 heretofore referred to, the said switch element being connected for movement. with the signal 8l. the -said switch element S3 maintaining the circuit i controlled thereby closed through an arc 1.12 closed from 43 to 90o so that when the signal S4 indicates clear and caution the circuit. to the ramp 51 is closed. and when theV said signal indicates danger, the said circuit is opened to transmit a danger indication to the vehicle carried mechanism.

The operation of our improved train control-system will in the main be full, apparent from the above detailed description thereof. lt will be apparent that under clear and caution roadside lconditions Vthe stick relay 53 will bev operated by a flow of current in normal land opposite directions respectively to effect the operation of the 'train carried mechanism to produce under normal and clear roadside conditions the continued energization of the eleetromagnet 20, energization ot this electro-magnet-being furthe-r undei the control of a maximum speed limit of the vehicle and the contact Z` of the speed circuit controller 42, and under A caution track conditions to'place the opy stalled eration of the electromagnet under the control of a medium speed limit of the veafter the speed of t ie train has een reduced l' ,to a low controlling speed, which may for example be from 10 to 15 miles an hour, the

operation of the vehicle under danger. traiic conditions vbeing therefore under the combined control of the automatic mechanisin and the engineman to produce expedi-l tious train mover-nent.

While we have shown our device in the .preferred form, it will be obvious vthat many changes and modifications may be made in the structure disclosed without de arting from the spirit lof the invention. de ed in the following claims.

We claim: y

1. In a train control system, in combination, an electricallyoperated vehiclel control device, a vehicle circuit therefor for normally ener izing the same, provisions including ma ide mechanism active for opening the said circuit to eect deenergization of said device, and vehicle provisions for re-energizing the said device comprising circuit means including a makie and break device closed upon the opening of the first circuit,

a speed controlled contact device closed when the trainreaches a speed-below a predeter mined limit, anda normally open switch means closed by a manual operation of the engineman and openable only by a break in the circuit at -the said make and break device.

2. In .a train control system, in combination, an electrically` operated vehicle control device, i vehicle circuit therefor for non mally energizing the same, provisions including roadside mechanism active for opening the said circuit to effect deenergization of said device, and vehicle provisions for rfa-energizing the said device comprising a circuit means including a make and break device'closed upon theo erung ofthe first circuit, 'a speed control ed contact device closed when the train reaches a speed below a predetermined limit, and a normally open switch means closed by a manual operation vof the engineman including instrumentalif ties for holding the switch means closed only vwhen -the said y make and break device is closed. .l

3. In a train control system., in combination, an electrically operated vehicle control device, a vehicle circuit therefor for normally energizingthe same, provisions including roadside mechanism active for opening the said ycircuit to ei'ect deenergization of said device, and vehicle provisions for re-energ'izing vthe said device comprising a circuit means including a make and break device closed upon the opening` of the vfirst cuit to change the condition of the said def vice, and vehicle provisions for returning the said device to its normal condition comprising cirhuit control instrumentalities including a make and break device closed upon the operation of the said circuit, a speed controlled vcontact device controlled by the fspeed of the train, and a normally open switch means closed only by a manual oper ation and held closed only when the said make and break device is closed, whereby the said vehicle control device after an automatic operation thereof may be restored'to its normal condition-when the train reaches a speed below a predetermined limit and after thel engineman operates the switch.

5. In a train control system, in combination, an electrically operated vehicle control device, a vehicle circuit therefor for nor-v mally maintaining the said device in a given condition, provisions including roadside mechanism active for operating the said circuit to change the conditionl of the said device, and vehicle provisions for returning the said device to its normal condition comprising circuit control instrumentalities in# cluding a make and break device closed upon the operation of the said circuit, a speed controlled contact device controlled by the speed of the train, and a normally open switch means closed only by a manual operation and openable automatically by the opening of said make and break device, whereby the said vehicle control device after an automatic operation thereof may be restored to its normal condition when the train reaches a s eed below a predeterminedlimit and after t e en ineman operates the switch.

6. In a vehic e control system, in combination, a vehicle control device, a normally closed vehicle circuit therefor for normally energizing the same, a second normally o en circuit therefor including a speed contro ed contact means, provisions including'r'oadside mechanism active for automatically open` ing the `first circuit and automatically closlng the second circuit under caution track'conditions to place the 'device under a vehicle speed control and for opening the 1` firstv circuit without closingthe second cir-` cuit under danger track conditions to deenergize the said device to bring the'vehicle to a stop, and vehicle provisions for re-ener gizing the said device toforestall the stop, the said provisions being inoperative under normal conditions and being rendered opera'- tive only after the said first mentioned circuit has been opened.

l. In a vehicle control system, in .combination, a vehicle control device, a normally closed vehicle-circiiit therefor for normally .energizing the same, asecond normally open circuit therefor including a speed controlled contact means, rovisions including. roadside mechanism vactive for automatically opening the first circuit and automatically close' ing the second circuit under caution track conditions to place the device under a vehicle speed controland for' opening the first circuit ivithou't closing the secondcircuit under danger track conditions to deenergize the said devicek to bring the vehicle to a stop, and vehicle provisions Ifor re-energizing the said device to forestall the stop, the said circuit therefor including a speed controlledcontact means,` provisions including a vehicle carried shoe mechanism and a, roadside 'amp mechanism active for opening the first I circuit and closing the second circuit under caution track conditions to place the device under a vehicle Speed control and for opening the first circuit Without closing the second circuit under danger conditions to deenergize the said device to bring the vehicle to a stop, and vehicle provisions for re-energizing the said device to forestall the sto the said provisions being inoperative un er normal conditions and being rendered operative only after the said first mentionedv circuit has been opened.

9. In a vehicle control nation, a vehicle'control device, a normally operative vehicle circuit therefor for normally maintaining said device inma iven condition, a second normallyiinactive circuit therefor including a speed controlled contact means, provisions including roadside mechanismactive for automatically render ing the first circuit inoperative and the second circuit active under caution track conditions and for rendering the first circuit system, in combi-y inoperative withoutv rendering rthe second c irciut active .under danger track conditions` to change conditions of the said vehiclecontroldevice and maintain the same changed, and vehicle provisions for again returning vsaid device to its said given condition, the said provisions .being normally inoperative `and being rendered operative only afterv said lirst mentioned circuit has been rendered 'inoperative.

' v19.111 avehicle control system, in combinatioma vehicle control device, a normally operative vehicle circuit therefor for noi'-l `mally .maintaining said device in a given condition, a second normally inactive circuit therefor including a. speedcoiitrolled vcontact means, provisions. including road? side mechanism 4active for automatically rendering the first circuit inoperative and,

the second circuit active underI caution track conditions and for rendering the first i circuit inoperative without rendering the second circuit active under danger track conditions to change the conditions of the said vehicle control device and maintain the .saine changed, and vehicle provisions for again returningsaid device to its said given u condition, 'the said provisions being normally inoperativefand being rendered o era-' tive only-@when both of said circuits iave 'been rendered inoperative,

11. In a vehicle control system., in combi nation, a vehicle control device, a normally Y v closed vehicle circuit therefor for normallyA l energizing the same, a second normally open circuit therefor including a medium speed controlled" contact means, provisions including roadside mechanism active for automatically opening' the first circuit and closing the second circuit under caution,track conditions to place the device under a vehicleinedium speed control and'for opening the first `circuit without closing the second circuit under danger track conditions to dcenergize the said deviccto bring the ve- -hicle to a stop, and vehicle provisions for re-cnergizingthe said device to forestall the stop, the said vehicle provisions being rendered active only after the device has been deeuergized forefiecting the stop and after the speed of the train has been reduced below a predetermined low speed.

12. In a vehicle control system, in combi-` nation, a vehicle control device, a normally closed vehicle circuit therefor for normally energizing the same, a second normally open circuit-,therefor including a rmedium speed controlled `contact means, provisions inc ing roadside mechanism active for opening the first'circuit and closing the second cir-- cuitl under caution track conditions to place the device under a vehicle medium speed control and for opening the first circuit without closing the second circuit under danger track conditions to deenergize the udi said device to bring the vehicle to a stop, and vehicle provisions for reenergizing the said device to forestall the stop comprising a third circuit including a 10W speed controlled contact device and a normally open make and break device capable of being closed only when the vehicle control device is operated under danger track conditions, and manually operated means for effecting the closing of said make and break device.

13.' In a vehicle control system, in combination, a vehicle control device, a normally closed vehicle circuit therefor for normally energizing the same, a second normally open circuittherefor including a medium speed controlled contact means, provisions including a vehicle cai'ried shoe mechanism and a lri'iadside ramp mechanism active for opening the first circuit and closing the second circuit under caution track conditions to place the device under a vehicle medium speed control and for opening the first circuit without closing the second circuit under danger track conditions to deenergize'the said device to bring the vehicle to a stop, and vehicle provisions for re-energizing the said device to forestall the stop comprising a third circuit including a low speed con- -trolled contact device and a normally open make and break device capable of being closed only when the vehicle control device is ope 'ated under dangei track conditions,

l and manually operated means for effecting .the closing of said make and break device.

l-f. ln a vehicle control system, in combination, a vehicle control device, a normally operative vehicle circuit therefor for noriiially maintaining the said device in a given condition, a second normally inactive circuit therefor including a medium speed controlled contact means, provisions including roadside mechanism active for renderiner the first circuit inoperative and the second.l circuit active under caution track conditions and for rendering the first circuit inopera-\ change the condition of the said vehicle control device tov bring the vehicle to a stop,l

and vehicle provisions for returning the said device toits said given/condition to forestall tlie stop comprising a third circuit including a lou7 speed controlled contact means and a normally open make and break devce capable of being closed onlyy when the vehicle control .device is operated under danger track conditions, and manually circuit to produce a train stoppin" effect in' the train control device, and vehicle provisions for forestalling a full train stop comprising a second circuit for said train control device including a normally open lmake and break device and a speed controlled contact device closed when Vthe train reaches a predetermined low speed, and a manually controlled means for effecting the closing of said `make and break device rendered operative onlyivhen the train control device is operated in response to danger track conditions.

Signed by the said ARCHIBALD G. SHAVER at Niagara Falls, in the county of Niagara and State of New York, this 28th day of November, A.. D. 1922.

ARCHIBALDv e. SHAVER.

Signed by thesaid ALLEN B.'KiiNnALL at Niagara Falls, in the county of Niavara and State of New York, this 28th day o Novembei', 1922. A

ALLEN B. KENDALL.

sis

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