US1635584A - miller - Google Patents

Description

July 12, 1927. M. E. MILLER RUN-DOWN AND RESET LOCOMOTIVE CONTROL APPARATUS E um E MILLER July 12, 1927. M 1,635,584

RUN-DOWN AND RESET LOCOMOTIVE CONTROL'APPARATUS Filed Jan. 15,

1923 2 Sneets-Sheet 2 Patented July 12, 1927.

UNITED STATES PATENT, orrice,

MONROE E. MILLER, OF WASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR, BY MESNE ASSIGNMENTS, TO UNION SIMPLEX TRAIN CONTROL 00., INQ, OF ROCHESTER, NEW YORK, A CORPORATION DELAVARE.

RUN-DOWN AND RESET LOGOMOTIVE-CONTROL APPARATUS.

Application filed January 15, 1923. Serial No. 612,780.

The present invention relates to automatic apparatus for controlling the movement of locomotives, street cars or other self-propelled vehicles that travel along tracks, and

is more particularly an improvement in the run-down and reset type otcentrol, wherein means are provided for retarding or stopping the locomotive when it has travelled a predeterminedv distance unless such means are reset atdesignated intervals, thereby requiring impulses or indications from the track elements to keep the locomotive running.

The primary object of the invention is to obtain practically continuous control of the locomotiveaccording to track conditions, in order that the locomotive may be auto1natically slowed down or stopped while travelling in a block, and then permitted to proceed, With or without speed control, if traffic conditions permit, without waiting until the end of the block is reached for a clear or proceed indication, to facilitate trafiic and avoid congestion by unduly retarded movements. The present apparatus is a compromise between what is known as intermittent or block entrance initiated control" and continuous control, 1

naving advantages of both and eliminating certain disadvan tages of each of them.

Another object of the invention is the provision of a rundown and resetlocomotive control apparatus enabling several different conditions to be obtained while the locomotive is moving along the track, either in a block or from one block to another, such as the establishment of a caution condition and restricted speed control, in addition to a danger or locomotive stopping condition.

Another object is the provision of such an apparatus which enables a clear or free running condition to be obtained while proceeding under speed restriction, and while traveling in a block, so that if the locomotive is travelling under danger speed control a caution speed control condition can be estab lished, and if the locomotive is proceeding under either danger or caution speed control such speed restriction can be eliminated when the track is clear.

A further object is to provide such an apparatus using, at spaced distances or intervals along the track, suitable control elements for the responsive meansof the locomotive, said elements being differently energized or otherwise conditioned for different traffic conditions, such as clear, caution and danger, and the vehicle or locomotive equipment being controlled accordingly by the action of the responsive means in passing the control elements on the track.

A still further object is the provision o1" novel means for controlling the circuits of the electrical control elements of the track dependent on trafiic conditions; a further object being the obtainment of different conditions of the control elements when there are vehicles on the track different distances ahead, such as one condition when the track is clear when a certain number of blocks ahead are unoccupied, a caution condition when a certain block ahead is occupied and a danger condition when the next block ahead is occupied; and a still further object, in this connection, is to so arrange the circuits of the control elements of the track that electrical current is not used for such elements unless a vehicle is travelling in a block, and then the control elements of such block only use electrical energy, providing clearor caution conditions exist.

Another object is the provision of a novel and improved run-down device operable in a practical and eflieient manner.

A further object is the provision of a novel. and improved reset device for the run-down device.

A further object is the provision of a novel and improved clearing device for removing the speed control restriction when clear track conditions exist.

It is also an object of the invention to improve this type of apparatus generally as well as in its details, to provide a practical and operative organization of correlated elements and devices, and to adequately supply the needs and requirements for automatic locomotive or train control without the objections incidentto continuous and blocle entrance initiated control apparati and heretofore proposed.

ith the foregoing and other objects in Fig. 2 is a similar view of a variation or modification.

Normal remain-g circuit.

An electrounagnet controls an air valve or other device, so that when said magnet is deenergized the brakes are applied, the steam. electrical or other power shut off, or both, so that such magnet must be kept energized in order that the locomotive can proceed. The locomotive-stopping magnet 10 is therefore disposed in a normal running circuit including the generator 11 or other source of electrical energy, magnet 10, switch 12, contact 13, clear-maintaining electro-magnet 1 1 normally holding the switch 12 against the con tact 13, conductor 15, contact strip 16 engaged by a switch 17, a second contact strip 18 engaged by said switch 17, conductor 19, switch or brush 21, a contact strip 20 engaged by said switch or brush 21, and a conductor-2n leading from the strip 20 back to the generator 11. With this circuit closed the magnet 10 is energized so that the locomotive can proceed, and the clear maintaining magnet 14 is energized to hold the switch 12 against the contact 18, which is necessary it the train is to proceed without speed re striction, the magnet 14 when deenergized enforcing the speed control, as will hereinafter more fully appear.

Rim-down device.

The switch 17 is operated by a run-down device that will remove the switch 17 from the strip 16 and then from the strip 18 unless the device is reset. This run-down device, designated generally at 23, in the embodiment shown, comprises a pivotally mounted lever 24- to which the switch 17 is secured, and the lever 24 has a weight 25 so that the lever will gravitate when free to do so. A rod 26 is slidable through a guide 27 with which the lever is provided, and proiects beyond the end of the lever to engage ahelix 28, which, as shown, is concaved or curved lengthwise about the pivot 01 the lever as a cent r, in order that the terminal of the rod 26 may follow the helix in the downward swinging movement of the lever. The helix has an annular flange or landing 29 at its lower end, on which the rod 26 can come to rest when the rod has followed the helix down to the lower end thereof, thereby permitting the helix to continue revolving while the lever 24 remains in its lowermost position. The helix 28 is driven from a wheel 30 of the locomotive or other driving member which rotates in proportion to the speed and distance-0t travel of the locomotive, and any suitable reversing gear 31 is located between the wheel '80 andv helix 28, so that said helix-will rotate in the same direction when the locomotive. travels in.

either direction, this being essential in order that the helix will travel in thesame di rection even though the locomotive may be turned around with either end foremost. Thus, the projecting end or the rod 26 bearing on the helix 28 will follow said helix down, as the helix rotates, whereby the lever moves downwardly in proportion to the distance of travel of the vehicle, and the lever will move on down to its lowermost posimember 28 must be rotating it the governor.

is in operation. The switch or brush 21 is carried by the governor, being insulated therefrom, so as to be raised and lowered, and it will be noted that the conductors 19 and 22 of the circuit of the magnet 10 are connected by the strip 20 and switch 21 when the governor is in operation. The strip 20 is suiiiciently short so that when the governor stops and gravitates, the switch 21 is removed from said strip, thereby disconnecting the conductors 19 and 22, which will open the circuit of the magnet 10 and stop the locomotive should the governor fail to operate while the locomotive is running. The ap between the strip 20 and switch 21 can bridged, however, when an intentional stop is made by the engineer or motorman. Thus, the throttle lover or power control member 34 can be used to bridge such gap when said member is moved to shut oil the power. As shown, the conductor 22 is connected to the lever or member 3 1, and a contact is connected to the switch or brush 21, so that the lever 34- in being moved to initial position to shut off the power, will engage the contact 35, thereby forming a bridge between the strip 20 and switch 21..

ed, the member 34 remains in engagement with the contact 35fora sutticient interval to enable the. governor to raise the switch 21 against the strip 26 beforethe member 34 is removed from the contact 35, but, when the power is applied fully and the member 34 removed from the contact 35, should the governor 32 fail to operate, the switch 21 not being returned to the strip 20, will open the circuit and deenergize the magnet 10, thereby preventing the locomotive from proceeding with the governor defective. hen the governor is in operation the helix 28 must be turning, for the operation of the governor is dependent on the rotation of the helix, and this assures of the lever 24 being moved downwardly. Not only is the lever 24 moved downwardly by gravity, but the rod 26 engaging the helix will force the lever downwardly, although it may have a tendency to stick.

. Resetting device.

The lever 24 of the run-down device must be reset or raised before the switch 17 is removed trom the strips 16 and 18, or speed restriction or stopping of the locomotive will be enforced by the mere travelling ot the locomotive a given distance without the resetting of the run-down device occurring. In this way, the run-down device is operable to produce an ultimate caution or danger condition, unless the run-down device is reset or restored at intervals. The run-down device thus controls the circuit of the magnet 10 to produce a locomotive retarding or stopping condition, without any responsive control between the vehicle and track, should the locomotive proceed without proper impulses or indications being received from the track that controls the resetting device.

In the embodiment shown, the reset ting device comprises a solenoid or electromagnet 36 having the core or armature 37 to be raised when the solenoid is energized, and said core is connected by a link 38 with a lever 39 fulcrumed to the lever 24. The link 38 is connected to one arm of the lever 39 and the other arm of said lever 39 is pivoted to the rod 26, so that when the core 37 is raised, the lever 39 is swung to retract the rod 26 from the helix 28. The lever 24 has stops 40 to limit the movementof the le ver 39 and rod 26 with reference to the 'le ver 24, and a suitable spring 41 is provided to yieldingly project the rod 26 from the lever 24 to engage the helix. Should the rod 26 be broken off or should. the spring fail to project the rod, the lever 24 can gravitate at once, as soon as the solenoid 36 is deenergized, to produce a danger condi tion, so that the presence of the rod 26 and helix 28 is necessary to support the lever 24 for downward movement in proportion to the distance of travel of the locomotive. When the solenoid 36 is deenergizech-the weight of the core 37 is imposed on the lever 24 to assist in moving the lever downwardly. When the lever is in any position and the solenoid 36 is energized, the core 37 being raised will first swing the lever 39 to retract the rod 26 from the helix 28, the spring 41 having only a slight tension, and the lever 24 is then raised back to its initial or starting position.

Caution speed control circuit.

The contact strip 16 is sutticiently short so that when the lever 24 ot the run-down de vice moves part way down, the switch 17' is removed from the strip 16, thereby opening the circuit through the clear maintaining magnet 14, so that the switch 12. drops and enforces a speed restriction or stopping of the vehicle. Supposing the lever 24 to have moved downwardly sufiiciently to remove the switch 1'? from the strip 16, with the switch 17 still on the strip 18, there will be estab lished a caution control circuit including the generator 11, magnet 10, switch 12, contact 42 engaged by rid switch when down, conductor 43, caution speed control contact strip 44, switch 45 carried by the governor 32, ground connection of the switch 45 to the helix 28, rod 26, lever 24, switch 17, contact strip 18, conductor 19, switch 21, contact strip 20 and conductor The strip 18 and switch 21 remain in the circuit of the mag net 10 when such caution speed control circuit is established. The switch 45 maybe grounded directly to the lever 24, but, in grounding the switch 45 to the helix 28, the current must flow from the helix through the rod 26, so that it said rod fails to contact with the helix, due to an accident in the mechanism, the circuit will be opened. The switch or brush 45 is raised and lowered by the governor, depending on the speed, and the strip 44 is of such length as to only be engaged by the switch 45 when the locomotive is travelling below a predetermined speed, say fifteen miles per hour, so that it such speed. is exceeded with the switch 12 down, the circuit will be opened between the strip 44 and switch 45. to deenergize the magnet 10 and. retard the locomotive until. tlie speed is reduced for the return of the switch 45 to the strip 44. Thus, the moment the switch 12 is released from the magnet 14 the speed restriction for caution conditions will. be established, requiring the locomotive to travel below the maximum speed for such condition. A caution condition in the ve hicle equipment is thus established when the run-down device has run down part way without being reset. The strip 18, and switch 21 and strip 20 are still in the circuit of the magnet 10, however, to break such circuit if the governor should stop or it the switch 17 is removed from the strip 18 by the further downward movement of the lever 24 resulting in a danger condition.

Danger speed controZ circuit.

Vihen the lever 24 moves downwardly to arry the switch 17 away from the strip 18, danger conditions are established in the vehicle equipment and a danger speed control circuit is established including the generator 11, magnet 10, switch 12, contact 42, conductor 43, caution speed control strip 44, switch 45, contact 46 engaged by the switch 45 when the governor has stopped, contact 47, normally gravitated switch 48, electro magnet- 49,- conductor 50, switch 51, conductor 19, switch 21, strip 20 and conductor 22. However, if the locomotive is in motion and the switch 45 is raised from the contact 46, said switch only engaging the contact when the governor has stopped, such circuit will remain open to require the stopping of the locomotive because of the magnet b0- ing deenergized. Now, when the locomotive .1 has been brought to a stop so that the switch 45 engages the contact 46, and the engineer or motorman closes the switch 51, such circuit will be established to energize the magnet 10 again whereby the locomotive can proceed, providing, under this danger condition, the engineer holds the switch 51 closed, thereby requiring him to be alert. Such circuit being closed will energize the magnet 49 and raise the switch 48 from the contact 47 into engagement with a contact 53, which is connected to a danger speed control contact strip 52 engaged by the switch 45 when the locomotive is travell ng at a predetermined slow'speod, say five or eight miles an hour or less. The strip 52 is suiiiciently short so that the switch 45 will be removed therefrom soon as such restricted danger speed is exceeded. The change of connection from the contact 46 to the danger speed control strip 52 is necessary to enable the locomotive to proceed, inasmuch as the switch 45 is raised from the contact 46 as soon as the vehicle moves. The circuit from the strip 44 to the conductor 50 now includes the contact strip 44, switch 45, contact strip 52, contact 53, switch 48 and magnet 49 holding the switch 48 raised. This enables the locomotive .to proceed but if the rest'icted speed is exceeded. the switch 45 being removed from the strip 52, will open the circuit and deenergiz-e the magnet 10. The magnet 49 will also be deene r'gized, letting the switch 48 drop into connection with the contacts 47 and 46, and the locomotive must again be brought to a stop before it can proceed further. A stop of the locomotive is therefore enforced whenever the maximum speed under danger conditions is exceeded, before the locomotive can move on. Also, the engineer must hold the switch 51 closed, so as to be alert, to proceed under danger speed control, and if he releases the switch 51, the circuit is opened and the locomotive stopped. This requires the alertness of the engineer while under danger control. I

When the caution speed control circuit is established, as hereinbefore cescribed, the contact 13, magnet 14, conductor and strip 16 are replaced by the contact 42, conductor 43, strip '44, switch and ground to the lever 24, and when the danger speed control circuit is established, the switch 17 beingremoved from the strip 18, the contact 13, magnet 14, conductor 15 and strip 16, together with the lever 24, switch 17 and strip 18, are replaced by the contact 42, conductor 43, strip 44, switch 45, contact 46 or strip 52, switch'48, conductor and switch 51, the clear,'caution and danger circuits all leading through the conductor 19, switch 21, strip 20 and conductor 22 back to the generator 11.

Reacting circuit".

The cnergization of the solenoid or magnet 36 for resetting the run-down device is controlled by a suitable responsive elementor device carried by the locomotive or vehicle. In the embodiment as shown such responsive element comprises an armature 54 or other member ma netically responsive to magnetic fields created on the track, al-' though the impulses or indications from the track to the locomotive can be obtained in ny of the well known manners, there being litferentkinds of control and responsive ele ments available for accomplishing the same results. The armature 54 is carried by a weighted lover or switch 55, and when the arn'iature is attracted to a magnet on the track, the switch 55 is moved against acontact 56. This response of the responsive element or armature is used for energizing the solenoid 36 to reset the run-down device,

' and means is provided whereby the solenoid can be energized for a suiiiciently long interval to completely raise the lever 24, although, with fast moving locomotive, the armature may pass the track magnet in a very small fraction of a second, theraising of the lever 24, however, requiring but a very short interval of time so that the lever 24 returned quickly before the locomotive the contact strips 62 and 64, and the mag net.57 being energized, by the closing of the switch 55, even though for a slight instant, will pick up the switch 58 and remove it from the contact 59 to raise the switch against a contact (57 in the circuit of the solenoid 36. This closes the circuit ofthe solenoid including the generator 11, magnet 57, switch 58 held in raised position by the magnet, contact 67, conductor 66 including a solenoid 111 hereinafter described, solenoid 36, conductor 61 also connected to the solenoid, contact strip 62, switch 63, contact strip 64 andconductor 65. The response of the armature 54 will therefore first energize the magnet 57 to raise the switch 58 against the contact 67, which will close the circuit of the solenoid and such circuit will remain closed until the lever 24 is returned to its starting position, at which time the switch 63 being removed from the strips 62 and 64 will open the circuit. Thesolenoid 36 is deenergized and the magnet 57 is also deenergized to release the switch '58, thereby breaking the circuit at two points, and the lever 24 will be released to immediately start downward again. By this arral'igement, the solenoid 36 will remain energized until it raisesthe lever 24, but the raising of the lever is accomplished quickly, and with a slow moving train saidlever may be raised while the armature 54 is passing a track n'iagnet, while with afast moving train the armature 54 may have moved a short distance beyond the track magnet. before the lever is completely raised, such Variation,

however, not being sufficient to affect or interfere with the WOlliiDg of the apparatus, due to the latitude of distance control as heremafter pointed out.

Track circuits and control element's.

Disposed on the track at suitable spaced lntervals are the electro- magnets 68 and 69 which alternate with one another along the center of the track. These electro-niagnets are used for creating magnetic flux at the spaced points along the track for the attraction of the armature 54L, although said electro-magnets may be substituted by other electrically -operated or energized control elements or devices. Such electro-magnets or control elements are spaced apart a substantially uniform distance, there being an electro-magnet say every thousand feet or every few thousand feet, as may be decided upon when making the installation of the apparatus. Said magnets when energized produce magnetic fields in the path of the armature 54 which is responsive to the magnetic flux, so that the track control elements beingenergized will enable responses to be received by the vehicle equipment at intervals while the locomotive is moving along the track. The blocks may be of different lengths and the longer blocks would naturally include a larger number of electromagnets or control elements. As shown, the track is divided into the blocks A, B and C, and the rails are insulated between the blocks. An electro-magnet 70 has itsterminals connected to the opposite rails in each block, and a battery or other source of electrical current 71 is also connected to the opposite rails in each block, which magnets and batteries may be those of the signal circuits as well known. WVhen any block is occupied, the wheels and axles of a vehicle therein will connect the rails and produce a short-circuit, so that the corresponding magnet is deenergized. The magnets are designated 70, 70" and 70 for the respective blocks A, B and C. The magnet 70 controls switches 7 2 and 73, the magnet 7 0 controls switches 74: and 75, and the magnet 70 controls the switches 76 and 77 which are held raised when said magnets are energized.

The track circuits for each block are the same, and only the circuits for the block A will be described in detail, the circuits of the other blocks being duplicates thereof. The electrical energy for the track magnets or elements is furnished, as shown, by line wires 78 and 7 9 running along the track, and when the switch 73 is released, it will drop on contacts 82 and 83, the contact 83 being connected with the supply wire 78. The coils or windings of the magnets 68 of the block A are disposed in the conductor 80, and the coils or windings of the magnets 69 are disposed in the conductor 81, and those terminals of the conductors at the en trance end of the block (the direction of travel being toward the right as shown) are connected to the contact 82. l/Vhen the block A is unoccupied, so that the magnet 70 can be energized, the switch 73 is raised from the contacts 82 and 83, thereby disconnecting the magnets 68 and 69 from the source of energy, so that such energy is not consumed or wasted. However, when the locomotive enters the block A, and the blocks B and C are unoccupied, so that the magnets .70 and 70 are energized to raise the switches 747 5 and 76--77, the circuits of the magnets 68 and 69 of the block A are completed. One circuit includes the supply wire 78, contact 83, switch 73 (which has been dropped by the deenergization of the magnet 70 with the block A occupied), con.- tact 82, conductors and 81 in parallel, in cluding the coils or windings of the two sets of electro-magnets, contact 84, switch 7 1 in raised position, and conductor 85 leading to the feed wire 79. The other circuit in cludes the wire 78, contact 83, switch 73, con

tact 82, conductor 80, contact 86, switch 75 in raised position, contact 87, conductor 89, contact 90, switch 76 in raised position, and

conductor 91 connected to the feed wire 79. The circuit of electro-magnets 68 therefore inclu es the switch 75 Controlled by the magnet 70 01 the next block ahead (block B) and the switch 76 of the second block ahead (block C), while the circuit of the magnets 69 includes the switch 74L controlled by the magnet 7 0 or the first block ahead without including a switch controlled by the magnet 70 of the block C. Consequently, it the blocks B and C are unoccupied, and the block A is occupied, the circuits of the magnets 68 and 69 in the block A will be closed and such magnets therefore energized. 11. the block C is occupied, so that the magnet 7 O is deenergized, the switches 7 6 and 77 are released, and this will disconnect the conductors 89 and 91, thereby opening the circuit of the magnets 68 in block A, so that such magnets are deenergized while the magnets 69 in such block remain energized. This produces a caution track condition with a vehicle in the second block ahead. Should the block B be occupied, the magnet 7 0 being deenergized would release the switches 7 1 and 75,'thereby opening the circuits of all or the r agnets 68 and 69 in the block A and producing a danger traflic'condition, there being a vehicle in the next block ahead. Therefore, with all of the track magnets energized, clear trafic conditions exist, the track being unoccupied sutliciently far ahead to permit of unrestricted speed; when alternate magnets are deenergized, a caution traf fie condition exists, with a block occupied ahead requiring the vehicle following to reduce its speed; and with all of the magnets deenergized a danger condition exists. Danger conditions will also exist if the circuits or current fail. Under clear or caution conditions, however, the current will not flow through the track magnets unless the particular block is occupied, thereby a'ftecting a. saving in electrical energy by not requiring energy for the track magnets excepting. for the occupied blocks, and then only it clear or caution traflic conditions exist. Such track circuits constitute part of the usual signal circuits, and it will be apparent that the track equipment may be used independent of or in connection with the wayside signal circuits.

Clearing device.

A clearing device is provided to return the switch 12 to the contact 13 when the rundown device has been reset and when successive track magnets are energized, requiring successive magnets 68 and 69 to be sup,

ductor 22. A clear restoring electro-magnet said slide engages, the contact 102, the circuit.

of the magnet 103 is closed including the generator 11, nagnet 10, magnet 103, conductor 108, slide 100, contact 102 and conductor 22. In order to step up the slide 100, it has the teeth 10% and 105 to be engaged by a dog 106 pivoted to a lever 107. The dog has an extension 108 crossing the lever and serving as a weight to swing the dog away from the slide, and the extension 108 is connected by a link 109 with the core or armature 110 of a solenoid or electro-magnet 111 disposed in the conductor 66 of the solenoid Stop pins 112 and 113 are carried by the extension 108 to limit the movements of the dog 106 relatively to the lever 107. When the solenoid 36 is energized to reset the rundown device, tie solenoid 111 is energized at the same time to raise the core 110. The raising of the core 110 will first swingthe extension 108 upwardly to move the dog 106 under the firsttooth 10 1 of the slide, and the stop 113 striking the lever 107, will then cause said lever to be raised, as indicated in dotted lines, to raise the slide one step. energized the core will drop, adding its weight to the weight of the dog 106 and lever 107 to swing the. dog away from the slide and to swing the lever downwardly. Therefore, the slide 100 will drop down un less held in its first step position.

When the solenoids 36'and 111 are de- Means is provided for supporting the slide 100 in its first step position providing the locomotive is travelling undercaution control. The slide 100 has a lug 11 1 to be engaged by a dog 115 having an armature 116 to be attracted and held by an electro-magnet 117. One terminal of the magnet 117 is connected to the conductor 19, and a conductor 118 connects the other terminal of the magnet with a contact 119 having the companion contact 120, and the contact 120 is connected to the conductor 15. An insulated bridging switch 121 is carried by the switch 12 to engage contacts 119 and 120 when the switch 12 is released from the magnet 14:, thereby closing the circuit of the magnet 117 when speed control is effective with the switch 12 down. The magnet 117 is simply in a shunt between the conductors 15 and 19, such circuit of the magnet 117 including the generator 11, magnet 10, switch 12, contact 12, conductor 13, strip 414, switch 45, ground through lever2 1, switch 17 contact strip 16, conductor 15, contact 120, switch 121, contact 119, conductor 118, magnet 117, conductor 19, switch 21, strip 20 and conductor 22. The magnet 117 will, when energized, attract the armature 116 and hold the dog 115 in a position to engage lie [ill

under the lug 114 when the slide is raised the first step, the lug 114 and dog being rounded to throw the dog away from the slide should the slide gravitate with the magnet 117 deenergized, even though the dog should fail to swing away from the slide by gravity. In other words, the dog 115 can only hold the slide raised with the mag net 117 energized. Suflicient resistance 122 is disposed in the conductor 119 in advance of the connection of the magnet 117 with said conductor, to compel sufiicient current to flow through the magnet 117 to keep said magnet energized, the resistance 122 and magnet 117 being in parallel in the circuit. Thus, with the locomotive running under caution control, with the switch 1 7 on the strip 16, the magnet 117 is kept energized to hold the armature 116 with the dog 115 in readiness to snap under the lug 114 should there be a response received from the track resulting in the energization of the solenoids and 111. If the switch 17 remains 011 the strip 16 and a second response is received, so that the'solenoids 86 and 111 are again energized, thetooth 105. being in the position where the tooth 104 is normally located, will result in the dog 106 engaging under the tooth 105 and raising. the slide a second step to bring the slide 100 against the contact 102 so that the magnet 103 will be energized for raising the switch 12, and with the switch 17 still on the strip 16, the circuit through the magnet 14 is reestablished, thereby restoring the normal running circuit. However, whenever the switch 17 is removed from the strip 16, the circuit through the magnet 117 is opened, thereby releasing the armature 116 and letting the slide 100 drop, so that there must be two successive responses of the armature 54 with the switch 17 maintained in engagement with the strip 16, to obtain the clearing action. The arrangement is such that if two successive track magnets are energized the vehicle equipment will be cleared, although by using more lugs 114 and teeth on the slide 100 and increasing the distance between the slide 100 and contact 102, it may require three or more actuations to establish clear conditions.

Operation.

then clear conditions exist in the block A, and when the locomotive enters such block A, the magnet 70 being deenergized and the switch 7 8 dropped will close the circuits of the electro- magnets 68 and 69 in such block for resetting the run-down device at each resetting point of the track where the magnets are located.

Supposing the armature 54 to be approaching the first magnet 68, with the lever 24 moving downwardly, the armature would pass over such energized first mag net 68, thereby bringing the switch 55 against the contact 56 and energizing the solenoid 36 to return the lever 24 to starting position. Now, as the armature 54 moves with the vehicle away from the first magnet 68 toward the first magnet 69, the lever 24 moves downwardly proportionately to the distance travelled. The distance D repre sents substantially the distance the vehicle must move before the lever 24 has moved downwardly sufficiently to remove the switch 17 from the strip 16, such distance being greater than the distance between the electromagnets 68 and 69, there being a sufficient latitude to assure of a resetting of the run-ddwn device occurring before the re tarding condition will occur. The distance D represents the distance of travel of the vehicle necessary before the switch 17 is removed from the strip 18 and such distance is-sufiiciently greater than double the dis tance between two adjacent track magnets, so that a resetting of the run-down device is assured, if proper, before a danger con dition is established.

Now, with the vehicle travelling from the first magnet 68 to the second magnet 69, the lever 24 is moving downwardly, and when the armature 54 passes the first magnet 69, the switch 17 is still on the strip 16 but is readyto leave said strip shortly after the armature 54 leaves the first magnet 69. The magnet 69 being energized will attract the armature 54 to close the switch 55, thereby again energizing the solenoid 36 to return the lever 24 to starting position again without the switch 17 having moved olf the strip 16. This same action occurs when moving from each track magnet to the next, and as long as the successive track magnets are energized, the run-down device is repeatedly reset to keep the normal running circuit closed, unless there is a failure of any of the circuits or other portions of the apparatus,

failures being on the side of safety. During clear conditions, therefore, with all of the track magnets energized, the run-down device repeatedly moves toward a vehicle retarding position, but will be reset each time a resetting point of the track is passed if the corresponding track magnet is energized. lVhen the normal running circuit is closed and the switch 12 raised, the switch 121 being removed from the contacts 119 and 120 will open the circuit of the magnet magnet (38.

117, so that the dog 115 is removed from the slide 100, and the slide 100 can be raised and lowered as the solenoid 111 is energized and deenergized with the solenoid 36. This Will keep the Working parts 01" the clearing device loosened up to avoid sticking or binding thereof.

Caution conditions.

Pith the block C occupied,caution conditions exist in the block A, inasmuch as the switch 76 being released to move away from the contact 90, will open the circuit of the magnets (38 in the block A, so that only every other magnet in the block A will remain energized. in other words, the magnets 68 in the block i are deenergized and the magnets 69 energized for caution conditions.

Supposing the vehicle to be entering the block A with the arn'iat-ure approach ng the first magnet (38 and the lever moving downwardly, when the armature 54 passes over the deenergizcd magnet 68, no response of the armature or responsive element is possible, and the run-down device istheretore not reset, so that the lever keeps on moving downward while p ssing the first hen the distance D has been travelled, the armature having been moved beyond the first magnet 68, the switch 1'? is removed from the strip 16, thereby opening the normal running circuit, which includes the magnet 14, and the magnet 14 is therefore deenergized to let the switch 12 tall down on the contact 42. A. caution condition is therefore established at once, including the caution speed control circuit. Such circuit comprises the generator 11, magnet 10, switch 12, contact 42, conductor 48, caution speed control strip 44, switch 45, ground connection through the lever 24, switch 17, strip 18, conductor 19, switch 21, strip and conductor 22. It the vehicle is travelling a )ove the maximum caution speed, with the switch above the strip 44, the circuit is opened and the mags net 10 deenergized to retard the movement, and when the switch 45 the strip 44, the circuit is closed to energize the magnet 10 so as to permit the vehicle to proceed, but the speed is limited to that allowed under caution control. Such caution control will continue as long as the switch 12 is down against the contact 42, but a danger condition is not established providing the magnets 69 are energized. With the vehicle moving from the first magnet 68 tothe first magnet 69 in the block A, the run-down device not having been reset in passing the first magnet 68, the lever 24 continues to move downwardly, but the armature 54 reaches the first magnet 69 before the switch 17 is removed from the strip 18. Therefore, it such magnet 69 is energized to attract the armature 54, the solenoid 35 will be energized to reset the run-down device before a danger condition is established. i Vhen the armature 54 moves past the second magnet (38, which is also deenergized, the lever 24 will again move to caution position, as

before, thereby repeating the caution producing etl'ect, and the armature 54 reaches the second energized magnet 69 before the switch 17 is removed from the strip 18. Therefore, although the caution condition is repeated when alternate magnets are deenergized, a danger condition is not produced, and the locomotive must therefore proceed under the caution speed control.

Danger conditions.

When the block B is occupied, so that the magnet 70 is d-eenergized, the switches 74 and 75 moving downwardly will open the circuits of all of the magnets 68 and 69 in the blocl: 4, thereby producing a dangerous traliic condition. The caution and danger coneitions in the vehicle equipment are ob tained in succession in passing two dcenergized track magnets. Thus, supposing the locomotive to be approaching the first magnet 68, which is deenergized, the armature 54 failing to respond will let the run-down device go to caution position after the armature 54 passes such magnet and has moved the distance B. The lever 24 continues its downward movement and after passing the next track magnet (first magnet 69), the locomotive having moved the distance D, the lever 24 moves completely down thereby remo ing the switch 17 from the strip 1 A caution condition is established as soon as a de-ener 'ized track magnet has been passed, hereinoetore described, thereby retarding the movement of thevehicle and constraining the speed below a predetermined rate, and when the second track magnet is passed while deenergized, the run-down device will go to danger position, the circuit of the magnet 10 being opened to compel the locomotive to come to a stop. i Vihen the locomotive has come to a stop, so that the switch 45 is brought against the contact 46, and the en gineer closes the switch 51 with the member 34 against the contact the magi'iet 10 will be reenergized so that the train can proceed. The circuit includes the generator 11. magnet 10, switch 12, contact conductor 43, contact strip 44, switch 45, contact 46, contact 47, switch 48, magnet 49, conductor 50, switch 51, conductor 19, switch 21, contact 35, member 34 in closed position against contact 35, and conductor 22. The lever 24 not being reset remains in its lowermost position while the train is running under danger control. The magnet 10 being rcenergizes will permit the vehicle to proceed, and the magnet 49 being simultaneously energized will raise the switch 48 away from the contact 47 against the 'contact'53 which is connected to the danger speed control strip 52 engaged by the strip 45. This will change the control, when a stop is made, from the stop contact 46 to the danger speed control strip 52. The vehicle can then in crease its speed, but not above the speed limit for danger control, because it'such speed is exceeded, :the switch 45 being removed irom the strip 52 willopen the, circuit of the magnet 10. Also, the magnet 49 being deenergized will release the switch 48 so that said switch will swing away from the contact 53 back against the contact 47, again compelling the vehicle to come to a stop before it can proceed. It is also necessary, when proceeding under danger control, for the engineer to hold the switch 51 close-d, thereby assuring that he is alert for making a stop immediately whenever necesthe others deenergized; and whenever two successive deenergized track magnets are passed a danger condition is established. buch conditions are established at any 1 point of the track, to obtain almost com pletely continuous control. The speed restriction for. caution conditions permits of higher speed than under danger control, to

facilitate traffic, inasmuch as the most stringent speed restriction is not necessary under caution conditions as it is under danger conditions. Furthermore, the vehicle equipment can be restored, whenever passing an energized track magnet, from a. danger to a caution condition, and can be restored to clear whenever passing two successive energized track magnets, as will presently appear. T

Gleam-ing operation.

Supposing the locomotive'to be travelling under danger control with the lever 24 completely down and the switch 48 against the contact 53, as hereinbefore described, whenever the armature 54 passes an energized track magnet, the track must either be clear or under caution condition ahead. Therefore, whenever the armature 54 passes an energized track magnet, to close the switch 55, the solenoid 36 is energized to return the lever 24 to initial or starting position, and as soon as the switch 17 is returned to the strip 18, the danger controlcontact 46 and strip 52 are removed from the circuit of the magnet 10, and a caution condition is produced, the circuit of the magnet 10 ex tending through the switch 12, contact 42, conductor 43, strip 44, switch 45, ground to lever 24, switch 17, strip 18, conductor 19, switch 21, strip 20 and conductor 22. A caution condition is thus obtained when travelling under danger control past a single energized track magnet. If alternate magnets are energized and the others deenergized, the vehicle must proceed under can tion control, as hereinbefore described, the lever 24 being returned to starting position when passing the magnets 69, thereby keep ing theswitch 17 on the strip 18.

When proceeding under caution control, either by a stepping down from clear to caution, or by stepping up from danger to caution, the vehicle equipment is cleared automatically, but not unless two successive track magnets are energized to assure ot' the track being clear.

When proceeding under either caution or danger speed control, the switch 12 is down against the contact 42, thereby bringing the switch 121 against the contacts 119 and 120,

so that the magnet 117 is in parallel with the resistance 122, thereby energizing the magnet 117 and attracting the armature 116 to hold the dog 113 in the path of the lug .114. The circuit of the magnet 117, however, includes the short strip 16, so that the lever 24 must not move to caution position, or else the magnet 117 is deenergized to release the slide 100. This requires the successive responses of the vehicle equipment to two energized track magnets to obtain a clear condition, requiring the magnets 68 and 69 to be energized. Thus, when travelling under caution control, although the magnet 117 is energized while the switch 17 is on the strip 16, the switch 17 is removedfrom the strip 16 whenever passing a deenergized track magnet, thereby deener gizing the magnet 117 and preventing a clear condition being obtained because of a caution condition persisting. However, when the first track magnet is passed by the armature 54, with such magnet ener gized, the closing of the circuit of the solenoids 36 and 111 will return the lever 24 to starting position, thereby setting the vehicle equipment to caution condition if a danger condition existed, and if the armature 54 passes the next track magnet, with such magnet energized, the lever 24 is reset' to starting position again before the switch 17 is removed tromthe strip 16. Thus, with the track clear and all track magnets energized, the lever 24 will be returned twice in succession with the switch 17 rea maining on the strip 16 to keep the magnet 117 energized.

Supposing, therefore, that the lever 24 is returned twice, with the switch 17 remaining energized to hold. the dog 113 under the lug' llet, andthe tooth 1 will then be in the position originally occupied by the tooth 104. The solenoids 36 and 111 being deenergized when the switch 63 is removed from the strips 62 and G l, will let the dog 106 and lever 107 drop. lVhen the solenoids are energized the second time, the step-up operation is repeated, and the dog 106 engages under the tooth 105 so as to raise the slide a second step, thereby bringing the slide against the contact 102 which results inthe clearing of the vehicle equipment by closing the circuit of the clear restoring magnet 103 including the generator 11, magnet 10, magnet 108, conductor 103, slide 100, contact 102 and conductor 22 The magnet 1'03 raises the switch 12 against the contact 13, and the lever 24; being at least partly raised with the switch 17 on the strip 16, will restore the normal running circuit for clear conditions. The slide 100 will drop back to its lowermost position because of the deener gization of the solenoids 3t and 111, and the switch 12 being raised will opeiithe circuit of the magnet 17, whereby the dogs 106 and 115 will swing away 'lfroin the slide by gravity, or, when the solenoid 111 and magnet 117 are deenergized, the we ght of the slide 100 may be su'flicient to force the dogs out of engagement therewith should the dogsfail to swing away from the slide of themselves. I

Summing up the operation briefly it will be observed that when all of the track magnets are energized, the locomotive can procee-tlj without speed restriction; when a track mag net ispassed while deenergized a caution condition is immediately established, and such condition will be maintained with alternate track magnets energized and the others dc energized; when two successive track magnets are passed while deenergizedthe ve step up to caution control; and when under either danger or caution speed control and" two energized track magnets are passedin succession l3l18-V6l11Cl6 equipment will step up to a clear condition. Such conditions can be established while the locomotive i s moving-in' the block, in order to provide almost continuous control, for purpose vof safetyiin retarding or stopping the locomotive, even when it has entered block, when a cautionremoving the speedrestriction, even before 7 reaching the end of the block, when caution or cleartrack conditions ez-zist- Although the-' I present apparatus is not, strictly speaking,"

continuous control it hasthe advantages thereof to a marked degree, without the dis advantage of using asensitive detector for detecting alternating-or other electrical current flowing in the rails, or the. like. The apparatns, although somewhat intermittent in character, is not like the prevailing or known types of intermittent or block -Gl1l3It111C81111ltiated control apparati in whichthe several conditions can only be obtained at control. st tions; The present apparatus is therefore acompromise between the present known continuous control and the intermittent or block entrance initiated control having:advantages of both and eliminating disadvantages oi each of them. By using the indu'c-fi tive elements on the track and vehicle, contact devices are eliminated, although they may be used, so far as the control of the ve-; I hicle equipment is concerned, the switch 55 or its circuit being readily closed by dil? ieient mediums available in the prior art. The inductive means for control otthe vehicle equipment from the track, however,

is preferable, because of the elimination of contact devices which are subject tojars and shocks, breaking off and other accidents, as-

well as constituting. objectionable obstruc tions, while inductive devices between the track and vehicle can have clearances of several inches, without physical contact, and

may be removed suilioiently from the line of clearance between the track and vehicle so not to constitute objectionable obstructions, either on the track or on the vehicle.

rhodificatioh.

Tn 2 there is illustrated a modified arrangement by means of which caution or danger conditions can be established imately when passing a reset point of the track with the track magnets "dc energized accordingly, and also providing for the immediate clearing of the vehicle equipment when passing a single reset pointof the track with the track magnets energized accordingly. Thus, instead, as in the first form, of stepping from clear to caution and" then to danger, the second form can step from a clear condition to either caution or danger and can step back from a danger condition to either caution or clear, requiring only one step for any change o'fconditions. This is-obtained by using, in lieu of the step-up clearing device of Fig. 1,, two responsive elements orarmatures 54 and 54", spaced transversely ofthe track, with the electro-magnets 685 and 69" on the track arranged 1n pairs spaced apart transversely.

The magnets and armatures may be located 1 between the rails, as shown, or outside of the rails. The track circuits are substan tially the same as in Fig.1, the circuits of all magnets 68 and 69 in block A being opened when the magnet is deenergized by the occupancyof block B, whereas when block Cis occupied, the switch 76 opening will open thecircuit of the magnets 69 in block A but the circuit of the magnets 68 will remain closed, both circuits, or the single circuit, only being closed when the block A is occupied to release the switch 73. However, instead of the track magnets being alternated as in Fig. 1, they are arranged in two longitudinal series side by side inv pairs, requiring two magnets at each reset point of the track. In this arrangement as shown, the magnets 68 and armature 54 are for caution conditions, and the magnets 69 and armature 54 are for clear conditions, danger conditions existing when all track magnets are deenergized. This general idea is the same as in Fig. 1, wherein all track magnets are deenergized for danger conditions, part deenergized and the rest energized for caution conditions, and all magnets energized for clear conditions.

A caution condition is established by the response of the armature 54" to an energized magnet 68 without the armature 54 moving while a clearing condition is obtained by the response of both armatures 54 and 54" to a pair of energized magnets 68 and 69, the

i clear restoring magnet 103 being controlled by the response of the armature 54, and the circuit of the clear maintaining magnet 14 being-broken by the response of the armatn're 5 The operation is, in general respects, the same as with the first form of apparatus, and a brief description will no doubt suflice.

The normal running circuit includes the generator 11, magnet 10, switch 12, contact 13, magnet 14, conductor 15, blade 92 of a reversing switch, contacts 16" bridged by the arn'iature 54", another blade 94 of the reversing switch, conductor 95, ground through the helix 28 and lever 24, switch 17,

contact strip 18, conductor 19, switch 21,

strip 20 and conductor 22.

The vehicle must travel the distance D, that isgfrom one pair of track magnets beyond the nextpair, before the lever 24 moves completely down to remove the switch 17 from the strip 18. i A danger condition is only established when the lever 24 moves completely down to move the switch 17 away from the strip 18, and, if the vehicle moves past a pair of track magnets, both of which net 49, conductor 50, switch 51 held closed by i the engineer, conductor 19, switch 21, strip 20 and conductor 22. The same speed control'is therefore obtained as in the first form under danger conditions, the Vehicle being permitted to proceed slowlyafter having come to a stop.

Under clear conditions, the blocks B and C unoccupied, and the vehicle travelling in the block A, the magnets 68 and 69 in block A are all energized, and both armatures 54 and 54 are attracted when passing a pair of energized track magnets. The armature 54 being moved away from the contacts 16 will break the circuit of the magnet 14 momentarily, but the switch 55" of the armature 54being moved against the contact 56, will energize the magnet 103 while the magnet 14 is deenergized, to hold the switch 12 against the contact 13, inas-' much as the removal of the switch 12 from the contact 13 would result in speed control being enforced. Thus, with both armatures attracted by the track magnets, there is closed a circuit including the generator 11, magnet 57, switch 58, contact 59, conductor 60, blade 96 of the reversing switch, contact 56", switch 55" ot the armature 54", conductor 61 connected to both switches 55 and 55", strip 62, switch 63, strip 64 and conductor Another circuit includes the generator 11, magnet 57, switch 58, conductor 97, magnet 103, conductor 98, blade 99 of the reversing switch, contact 56, switch 55, conductor 61, strip 62, switch 63, vstrip 64 and conductor 65. There is suiiicientresistance 124 in the conductor 60 to compeh part of the current to flow through the magnet 103, when both armatures respondt'o the track magnets, to assure of the magnet 103 holding the switch 12 while the magnet 14 is momentarily deenergized, so that when the armatures 54 and 54" return, after passing the track magnets, the circuit of the magnet 14 will be restored at the contacts 16 with the switch 12 ren'iaining against the contact 13. The magnet 57 being energized will attract the switch 58 and moveit against the contact 67, thereby closing the circuit of the solenoid 36, the same as in the first form, to return the lever 24 to starting position, and the removal of the switch 63 from the strips 62 and 64 will open the circuit of said solenoid and magnet 57. Clear conditions are thus preserved when passing a pair of. energized track magnets, and the run-down device is reset for a repeated operation.

WVhen caution conditions exist, with the block C occup1ed, and the vehicle moving in block A, the circuit of the track magnets 69 in'block A is opened, so that only the mag-- nets 68 in such block are energized.

switch 55 to move against the contact 55'.

The rundown device is reset, but the magnet 103 not being energized when the arma-' ture 54 is removed trom the contacts 16 will let the switch '12 drop from the contact 13 against the contact 4 2. This preduces a caution condition. and, as hereinbetore stated, if neither armature of tie vehicle equipment responds to an energized track magnet, then the solenoic 36 1s not cner-' gized andthe run-down device will go to danger position.

W'hen proceeding under caution control, the switch 17 remains on the strip 18, the run-down device being reset at each reset point of the track, and the switch 12 is against the contact 12, and when proceeding under danger control the switch '12 is against the contact 12, the switch 17 removed from the strip 18, and the switch engaging the strip 52 with the switch 18 against the contact 53. A caution condition is preserved when passing the track magnets with the magnets 68 energized and the magnets 69 deenergized, and a danger condition will continue with all track magnets dead. i

The vehicle equipment can be cleared when proceeding under either caution o danger control, when passing a pair of track magnets which are both energized, the vehicle equipment moving with one step to clear condition from either caution or danger condition. Thus, when both armaturcs 5 1 and 54- respond to the two energized track magnets, the solenoid 36 is energized to return the lever 24 to starting position, thereby assuring of the switch 17 being in engagement with the strip 18, and the magnet 103 is energized to pick up the switch 12 and return it to the contact 13. This will restore the normal running circuit, the armature 54- being returned to the contacts 16 when the armatures have passed the track magents, so that the circuit of the magnet 14 is closed at the contacts 13 and 16 when the switch 55 is removed from the contact 56 to de-' energize the magnet 108, the magnet 14:

holding the switch 12 when the magnet 103 becomes deenergized. WVhen the locomotive isturned around so as to travel with its other end, forward, the

connections with the armatures 54' and 54: and their switches are reversed. The reversing switch blades 92, 94, 96 and 99 are connected to the reversing lever 128 of the locomotive, and when such lever is moved to reverse the locomotive, the blades 92 and 9 1 connect the conductors 15 and 95 with the contacts 16 engaged bythe armature 541", and the'blades 96 and 99 will connect the conductors and 98 with the contacts 56 and 56", respectively, so that the armature 54 now controls the circuit of the magnet lt while the switch 55 controls the circuit of the magnet 103.

Having thus describedthe invention, what is claimed as new is 1. Vehicle controlling apparatus comprising in combination with a track divided into blocks; two sets of control elements in each block and each including a series of. control elements located at intervals along the track in the block; means controllingisai-d control alements of each block and controlled by traffic conditions for rendering both sets-0f control elements operative under clear conditions, one set operative and the other set inoperative "for caution conditions, and both sets inoperative for danger conditions; the control elements of the two sets being associated throughout each block; a vehicle-carried run-down device operable Whenever the vehicle is in motion .tor obtaining danger vehicle conditions when the vehicle has travelled a distance greater than the distance between the control elements of one set; and vehicle-carried means controlled by said control elements and controlling said run-down deviceand operable when responding to control elements with both sets operative to reset said run-down device and maintain clear vehicle conditions, and operable when responding only to the control elements of the operative set, with the other set of elements inoperative, to reset said run-down device and maintain caution vehicle conditions.

2. Vehicle controlling apparatus according to claim 1 wherein the lastnamed means has provisions from changing from danger to caution or clear vehicle conditions or from caution to clear vehicle conditions depending on passing the control elements of both sets with one set or both sets operative.

3. Vehicle controlling apparatus comprising in combination with a track divided into blocks; two sets of control elements in each block andeach including a series of control elements located at intervals along the track within the block, with the control elements of the two sets associated throughout the block, means controlled by traflic conditions and controlling said control elements of each block for rendering both sets of elements operative for clear condltlons, one set operatlve and the other set inoperative for caution conditions. and both sets inoperative for danger conditions: a vehicle-carried ri'zndown device operable whenever the vehicle is in motion for obtaining a danger vehicle condition whenever tl 3 v hicle has travelled a distance greater than the nistance between the control elements of one set; responsive means on the vehicle cooperal'ile with and controlled by said control elements; and means controlled by said responsive means and controlling said run-down device for resetting said device and maintaining clear vehicle conditions when passing control elements with both sets operative, and for resetting said device and maintaining caution vehicle conditions when. passing the control elements with one set operative and the other set inoperative.

4. Vehicle controlling means according to claim 3 wherein the lastnamed means has provisions from changing from danger to caution or clear vehicle conditions or from caution to clear vehicle conditions depending on passing control elements of both sets with one set or both sets operative.

5. Vehicle controlling apparatus including a run-down device on the vehicle operable whenever the vehicle is in motion for obtaining an ultimate vehicle condition, control elements located at intervals along the track, means on the vehicle cooperable with said elements, means controlled by said firstnamed means when passing successively operative control elements for intermittently resetting the run-down device to maintain an? other vehicle condition, means controlling said elements and arranged for rendering alternate control elements operative and others inoperative for one track condition, and means operable, when said firstnamed means successively passes alternately operative and inoperative control elements, to establish another vehicle condition.

6. Vehicle controlling apparatus according to claim 5 and also including in the combination, means operable, while the vehicle is proceeding under the firstnamed or lastnamed vehicle condition, and when the firstnamed means passes two operative control elements in succession, to reestablish the secondnamed vehicle condition.

7. Vehicle controlling apparatus including a run-down device on the vehicle operable whenever the vehicle is in motion for obtaining an ultimate danger vehicle condition, control elements located at intervals along the track, means on the vehicle cooperable with said elements, means controlled by said firstnamed means when pass ing successively operative control elements on the track for intermittently resetting the run-down device to maintain a clear vehicle and arranged, tor rendering 8. Vehicle controlling apparatus according to claim and also including in the combination, means o ierable, while the vehicle is pl'iafQfit l'lfj under the danger or caution vehicle co diticn, and when the firstnamed A s two op tive control elements in succession, to reestablish the clear vehicle condition. I

9. Vehicle controlling apparatus including a rundown device on the vehicle operable whenever tle vehicle is in motion, control elements located at intervals along the tiaclt, means on the vehicle cooperable with said elements, means controlled by said firstnamed means when same passes successively operative control elements for intermittently resetting the run-down device to maintain one vehicle condition, means controlling said elements and arranged for rendering alternate elements operative and the others inoperative tor one traclrcondition, to let the run-down device run down farther than when all control elements are operative, said run-down device being arranged to obtain an ultimate vehicle condition when the firstnamed means has passed two inoperative control elements in succession, and means for establishing another vehicle condition when said device runs down only part way when passing the control elements with alternate elements operative and the other ele ments inoperative.

10. Vehicle controlling apparatus according to claim 9 and also including in the combination, means operable, while the vehicle is proceeding under the firstnamed or lastnamed vehicle condition, and when the firstnained means passes two operative control elements in succession, to reestablish the iirstnamcd vehicle condition.

11. Vehicle controlling apparatus including a run-down device on the vehicle operable whenever the vehicle is in motion, control elements located at intervals along the track, means on the vehicle cooperable with said elements, means controlled by said firstnamed means when same passes successively operative control elements for intermittently resetting the rundown device to maintain a clear vehicle condition, means said elen'ients and arranged for alternate elements operative and the others inoperative for a caution track condition, to let the run-down device run down farther than when all control elements are operative, said run-down device being arranged to obtain an ultimate danger condition when the firstnamed' means has passed two inoperative control elements in succession, and means for establishing a caution vehicle condition when said device runs down part Way when passing the control elen'lents with alternate elements operative and the other elements inoperative.

V 12. Vehicle controlling apparatus according to claim 11 and also including in the combination, means operable, While the Vehicle is proceeding under danger or caution vehicle condition, and when the firstnamed means passes two operative control elements in succession, to establish the clear vehicle condition.

MONROE n: MILLER;

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