US1354254A - System for governing railway traffic - Google Patents

Description

W- K. HOWE.

SYSTEM FOR GOVERNING RAILWAY TRAFFIC.

APPLICATION FILED NOV. 16. 1915. 7

1,354,254. PaltentedSept. 28,1920.

2 SHEETS-SHEET I.

INVENTOR ATTORNEY W. K. HOWE.

SYSTEM FOR GOVERNING 'RAILWAY TRAFFIC.

APPLICATION FILED NOV-16, 1915.

m M 2. y H M T 9E R/L n 8 m/ m m M m M E am m 2 E. t n w m P one track rail 1 of the track is UNITED STATES PATENT OFFICE.

WINTHROP K. HOWE, OF ROCHESTER, YORK, 'AS SIGNOR T0 GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

SYSTEM FOR GOVERNING RAILWAY TRAFFIC.

Specification of Letters Patent.

Patented Sept. 28, 1920.

Application filed November 16, 1915. Serial No. 61,789.

To all whom 2'25 may concern:

Be it known that I, WINTHRoP K. HOWE, a citizen of. the United States, and a resident of the city of Rochester, in the county of onroe and State of New York, have in vented a new and useful System for Governing Railway Trafiic, of which the follow ing is a specification.

This invention relates to systems for governing railway traffic, and more particularly to electrically operated devices and controlling circuits therefor constituting a combined signaling and automatic train control system.

One of the objects of this invention is to devise a suitable system of the character specified which will accordance with traffic conditions, and which will govern the electrical condition of appropriate contact rails or ramps by means of which the train will be automaticaly governed in case these signals are disregarded.

Other objects and advantages will appear as the description of the invention progresses and the novel features of the invention will be particularly pointed out in the appended claims.

In describing the invention in detail, reference is had to the accompanying drawing, wherein I have illustrated a preferred phys ical embodiment of my invention, and wherein like characters of reference designate corresponding parts throughout the several views, and in which:

Figures 1 and 2 are diagrammatic views of a portion of a track, signalsfor governcuits, which embody this invention. These. 'two figures show adjacent portionsv of the track and are intended to be placed together end to end with Fig. 2 at the right.

Referring to the accompanying drawing, electrically continuous, the separate rails thereof being bonded together, and the other trackrail 2 is dividedby ins'ulating joints 3 into a series of track sections A, B, C, D and E. At the entrance to the track sections B, C, D and E, hereinafter-termedblocks, is a suitable signal for governing traffic in the direction indicated by the arrow X, said signals being give proper signals in designated S, S S and S These signals may be of any suitable construction, but are shown as so-called light signals, which eX- hibit different colored lights, such as red, yellow and green, as their indications. Located adjacent to each of said si nals is an insulated ramp, designated P, P, 2 and P These ramps are intended to cooperate with suitable contact shoes carried by the train and in some appropriate manner communicate the information concerning the traffic conditions to the train. The contact shoe and automatic train control apparatus may be of any suitable construction, it being merely essential for the operation of this system that the automatic train control apparatus be responsive to different potential differences between the ramps and the track rails, and in the particular arrangement of controlling circuits shown, it is assumed that an automatic .train control system of appropriate construction is used so that, when the train encounters a ramp between which and the track rail a high differenceof potential exists, the automatic train control apparatus will be restored to its normal or idle condition; that a medium difference of potential will cause the train control apparatus to be held in the position which it then occupies; that a low diiference of potential causes the automatic train control apparatus, so far as the controlzof the speed of the train is concerned, to be set into operation; and that no difference of potential causes the full braking force to be immediately applied. It is to be understood, however, that this selection of voltages is not compulsory and that with other typesof train control apparatus other voltages may be used.

Extending along the track are two wires 4 and 5, which are connected to a suitable -source of alternating current, asa generator 6, and which serve to supply the power for operating the signals and relays and energizingthe ramps. Since the controlling devices and controlling circuits associated with each of the signals S and the ramps P .are, with minor exceptions, the same, the

ing of the nature and tion to describe these relays further than to' the exit end, the secondary of a transformer 7 is connected by wires 8 and 9 to the track rails 1 and 2. Associated with each signal S are transformers 10 i and 11, the first serving to supply power for lighting the red,

green and yellow lights of said signal, the,

ondary having three taps, 16, 17 and 18 representing high, medium and low voltages,

respectively. A

To the end of each block, opposite to the end to which the transformer 7 supplies current, is connected a track relay T. These track relays T are shown according to established convention of the type comprising two separate coils or windings 20 and 21, the coil 20 being connected across the track rails 1 and 2, and the coil 21 benig connected at one terminal by conductors 22, 23, 24, and 25 to the middle tap 13 of the secondary of the transformer 11 and at the other terminal by conductors 28, 27 and 26 to one terminal tap 14 of the secondary of the transformer 11, marked positive. In order to energize the track relay T and cause its armatures 29, 30, 31, 32 and 33 to be raised it is necessary to supply current to both of its windings 20 and 21, and since one of said windings 21 ispermanently connected toa source of current, the energization or deenergization of the other windings 20 determines whether or not its armatures are raised or lowered.

Also associated with each signal S is a relay H, hereinafter termed the home relay, and a relay G hereinafter termed the distant relay, it being understood that these terms are chosen merely for the sakeof convenience and do not suggest any particular con- I struction orv functlon of the relays so des-- ignated. These relays H and G are shown of the type commonly known as three-position alternating current relays, and comprise two separate coils or windings. The construction and characteristics of this type of relay is well known in the art, audit is a clear understanddeemed unnecessary for scope of this invensay that it is necessary to have both of the separate windings of these relays energized in order to operate their armatures, and that the relative polarity at any given instant of the terminals of said windings determines the direction in which said armatures areoperated. The separate windings of the relay H are designated 34 and 39,. and the winding 34 is permanently connectedby conductors 35, 24 and 25, and by conductors 88, 37 and 36 to the negative and .neutral taps 12 and 13, respectively, of the secondary of the transformer 11, so that said winding 34 is energized at all times The controlling circuits for the other winding 39 of the relay H will be set forth fully hereinafter in the description of the operation. The armatures 40, 41, 42, 43 and'44 of the relay H are represented according to established convention and may occupy a position, shown in full lines in the drawing, to the left, this position for the relay H being hereinafter termed the normal position; a middle position, corresponding to the deenergization of the winding 39 and hereinafter termed the neutral position; and a position to the right of the position shown in the drawing, this position being hereinafter termed the reverse position.

The separate windings of the distant 'relay G are designated 46 and 47, the winding 47 being permanently connected by con ductors 53, 54, 55, 23, 24 and 25, and by conductors 59, 58, 57, 56, 37 and 36 to the neutral and negative taps 13 and 12, respectively, of the secondary of the transformer 11, so that said winding 47 is energized at all times. i The armatures 48, 49, 50, 51, 52 of the distant relay G have three different positions indicated and designated the same as the three different positions above mentioned of the home relay H.

Also associated with each signal S is a relay 60, hereinafter designated the stick relay, having two armatures 61 and 62, which are connected by and arranged to be operated by a push button 63 or other suitable manually operable device. The circuits controlled by the armatures 61 and 62 of the stick relay 60 will be pointed out fully hereinafter.

Extending the full length of the track is a common wire 100, which is connected by a conductor 99 to the neutral tap 13 of the secondary of each of the transformers 11, and for convenience and'clearness some of the operating circuits set forth hereinafter Will be traced from the common wire 100 at one point back to the common wire 100 at another point, it being obvious that the commonwire serves to complete the circuits thus traced.

Operation-The operation of the signals S will be consideredfirst, and it will be assumed that a train commences at the block A, and as it passes along the track, the difdifferent circuits and different signals set up behind it will be traced. at length. When the train enters the block B its wheels and axles shunt the winding 20" of the track relay T and cause the armatures 'of said track relay to drop. The dropping of the armatures 30 and 31 of the'track relay T causes a reversal of the armatures of the home relay H by reason of the fact that the polarity of the winding 39 of said home tors 25, 24, 23, 55 and relay is changed. To illustrate, the circuit for normally energizing the winding 39,-

when the track relay T is energized, is as follows:

CIRCUIT NUMBER ONE.

CIRCUIT MBER TWO.

Commencing at the neutral tap 13, thence as in circuit number one to the armature 30 of the track relay T, thence by conductor 71 to the armature 31 of the track relay T in its lower position, and conductors 72, 57, 56, 37 and 36 to the negative tap 12.

When the armatures of the home relay H are reversed, the armature 40 closes a stick circuit for the winding 39 of said relay as follows:

- CIRCUIT NUMBER THREE.

Commencing at the neutral tap 13, conduc- 64, winding 39, conductors 65 and 73, armature 40 reversed, conductor 74, armature 32 of the track relay T in its lower position, and conductors 75, 56, 37 and Y36 to the negative tap 12.

By reason of this stick circuit number three the armatures of the home relay H will be held in their reversed position so long as the track relay T is denergized, that is, so long as any portion of the train occupies the block, B. To understand the controlling eifect'produced on the signal S by the reversal of the armatures of the home relay H, it seems desirable to trace the circuit for the green lamp G, which is n0rmally closed, said circuit being as follows:

CIRCUIT NUMBER FOUR.

When the armature 44 of the home relay H is reversed it interrupts the circuit for the green lamp number four hereinbefore traced, and closes a circuit for the red lamp as follows:

CIRCUIT NUMBER FIvE. Secondary of the transformer 10, conductor 76, armature 44 reversed, conductor 83, red lamp R and conductors 84 and 82 back to the secondary of the transformer 10.

From the foregoing it can be seen that when the train enters the block B the green lamp in the signal S is extinguished and the red lamp lighted, thereby changing the aspect ofthe signal S from proceed to stop.

As the train proceeds and enters the block C it causes the deinergization of the track relay T and the dropping of the armatures 30 and 31 of the track relay T causes a reversal of the armatures of the home relay H in the same way as hereinbefore described in connection with the home relay H, and thereby causes a redlight to be displayed at the signal S Likewise the stick circuit for the home relay H analogous to circuit number three for the home relay H, is set up, so that this red light is maintained so long as any portion of the train remains in the block C.

The armature 29 of the track relay T interrupts a circuit for normally energizing the winding 46 of the distant relay C, said circuit being as follows:

CIRCUIT NUMBER SIX.

Commencing at the common wire 100, conductors 99, 24, 23, 55, 54 and 85, winding 46, conductor 86, armature 29 of the track relay T in its upper position, conductors 87 and 88 armature 42 of the home relay H normal, conductors 89 and 26 positive tap 14 secondary of the transformer 11 neutral tap 13 and conductors 25 and 99 'back to the common wire 100.

i The denergization of the winding 46 of -the distant relay G causes the armatures of said relay to assume their neutral position,- and the armature 49 of said distant relay (i interrupts the circuit number two which at that time is holding the armatures of the home relay H reversed, whereupon said an matures of said home relay H move to their neutral position, providing the train has en tirely left the block B. The dropping of the armature 40 to its neutral position breaks the circuit number three, but the armature 44 in its neutral position does not interrupt the circuit number five'for the red lamp R, since the contact coiiperating with the arma ture 44 is constructed so as to make contact with said armature in both its reversed position' and its neutral position.

From the foregoing it can be seen when the train has entirely passed from the block B into the block C a red light is displayed at the signal S and also at the signal S As the train proceeds and enters the block D it causes a denergization of the track relay T and the dropping of its armatures.

-The armatures 30 r and 31 cause a reversal of the armatures of the home relay H in the same way ashereinbefore described, and I the armature 32 establishes the stick circuit, analogous to the circuit number three, for the home relay H The reversal of the armatures of the home relay H extinguishes the green lamp Grand lights the red lamp R at the signal S in the same way as before explained. The armature 29 of the track relay T interrupts a circuit analogous to circuit number six, for the distant relay G and causes its armatures to assume their neutral position, with the same effects as hereinbefore described in connection with the distant relay G, principally the moving of the armatures of the home relay H to their neutral positions. \Vhen the armature 41 of the home relay H moves to its neutral position and the train has entirely left the block C, so that the track relay T is energized, a circuit for energizing the winding 46 of the distant relay G of apolarity opposite to its normal polarity, is established as follows:

CIRCUIT NUMBER SEVEN Commencing at the common wire 100, conductors 99, 24, 23, 55, 54 and 85, winding 46 of the distant relay G, conductor86, armature 29 of the track relay T conductors 87 and 90 armature 41 in its neutral position, conductors 91 and 86 negative tap 12 of the secondary of the transformer 11 neutral tap 13 and conductors 25 and 99 back to the common wire 100.

It can be seen that the last traced circuit is of different polarity than the circuit number six for normally energizing the winding 46 of the distant relay G, and, consequently, the armatures of said distant relay G are reversed. The armature 49 in its reversed position contacts with conductor 94, which is connected to conductor 66, and since the track relay T is energized, the normal circuit number one for ener izing the winding 39 of the home relay lished, and the armatures of said home relay H are moved to their normal position, as shown in the drawing. The armature 44 of the home relay H interrupts-the circuit number five for the red lamp R; and, remembering that the armature 48 of the distant relay G is in its reversed position, a circuit for lighting the yellow lamp Y is established as follows:

CIRCUIT NUMBER EIGHT.

Secondary of the transformer 10, conductor 76, armature 44 normal, conductor 77, armature 48 reversed, conductor 92, yelloinlamp 18 estabcaution signal and two danger or stop signals, this arrangement being known in the art as aone block overlap.

Next, assume that the train proceeds into lay H and since the block C is not occupied and the armature 30 of the track relay T is in its upper position, this circuit is completed and causes the armatures of the home relay H to assume their normal position, as shown in the drawing. The movement of the armature 41 of the home relay H to its normal position breaks the circuit number seven for energizing the winding 46 of the distant relay G with current of a polarity opposite to its normal polarity, and closes the circuit number six for energizing said winding 46 with ourmatures of the distant relay G are restore to their normal position, thereby breaking the circuit number eight for the yellow lamp Y of the signal S and closin circuit number four for the green lamp of the signal S. e

From the foregoing description, taken in rent of the normal polarity, so that the arconnection with the circuits illustrated in the drawing, the operation of the signals will be apparent to one skilled in the art of railway signaling; but it is also contemplated according to this invention to provide ramps suitable for governing an automatic train control system so as to enforce obedience to these signals, and this invention further contemplates in controlling the electrical condition of these ramps by means of the1 same relays used for controlling the signa s.

To enable a clear understandin of the controlling circuits for the ramps it will be assumed that a train occupies the block D, having passed through the blocks A, B and C and having placed the armatures of the different home and distant relays in position to display two stop signals and a caution signal behind it. At the si al S the armatures of the home relay 2 at this time are reversed and the armatures of the distant relay G are normal. At the signal S, the armatures of both the home relay H and the distant relay G are neutral. At the signal S, the armatures of the home relay 'H are normal and the armatures of the distant relay G are reversed. Assume that a following train is in the block A and is about to enter the block B. Before the first pair of wheels and axle of this following train enter the block B, the contact shoe, carried by that train engages the ramp P. At this time a high difference of potential exists between the ramp Pand the track rail 1 according to the following circuit.

, CIRCUIT NUMBER NINE.

Commencing at the ramp P, conductor 101, armature 33 of the track relay T in its upper position, conductor 102, high voltage tap 16 of the ,transformer 15 and conductor 19 to the track rail 1.

When the first pair of wheels and axle of the following train enter the block B the track relay T is shunted and its armature 33 drops, thereby interrupting the circuit number nine; and, remembering the positions of the a-rmatures of the home and distant relays and G, a circuit for creating a low difference of potential between the ramp P and the track rail 1 is established as follows:

CIRCUIT NUMBER TEN.

Commencing at the ramp P, conductor 101, armature 33 of the track relay-T in its lower position, conductors 103 and 104, armature 51 of the distant relay G reversed, conductors 105 and 106, low voltage tap 18 of the transformer 15 and. conductor 19 to the track rail 1.

This low difference of potential between the ramp P and the track rail 1, in accordance with the characteristics of the automatic train control system which is assumed to be used with the trackway circuits shown and hereinbefore described, causes the speed of the following train to be controlled in any appropriate way,so as to be brought to a stop, or to a safelow speed, by the time it reaches the end of the block B. The signal S indicates stop, but gineer of the train for some reason fails to bring the train to a stop and said train enters into the block C. At this time, the track relay T being denergized and its. armature 33 in its lower position, there will exist no difference of potential between the ramp P and the track rail 1, since the armature 51 of the distant relay G is in its neutral position, and interrupts the circuit analogous to the circuit number ten, and since the armature 43 of the home relay H is in its neutral position. Consequently, in accordance with the characteristics of the automatic train control system, the emergency brakes will be immediately applied when the following train attempts to enter the block C contrary to the stop indication of the signal S To bring out one further feature of the controlling circuits shown and hereinbefore described, it is assumed that a train is in the block A and about to enter the block 13, and

assume that the en CIRCUIT 'NUMBER ELEVEN.

Commencing at the ramp P, conductor 101, armature 33 of the track relay T in its lower position, conductors 103 and 107, armature 52, normal, conductor 108, medium tap 17 of the transformer 15 and conductor 19 to the track rail 1.

Incidentally, it may be noted that a circuit analogous to this circuit number eleven -1s establlshed when a train passes from the block G into the block D, while another train occupies the block D; but this condition is hypothetical, since the following train could not pass the danger signal at the signal S without being automatically stopped, and

hence could not get as far as the signal S while the block D was occupied.

According to the characteristics of the automatic train control system which is assulned to be used with the particular arrangement of circuits shown and described,

this medium voltage holds the parts of said train control system in the positions that they then occupy.

It sometimes happens that two or more motor cars or locomotives, each equipped with the automatic train control apparatus,

.are included in the same train; and it is preferable to connect the train control apparatus on these different cars or locomotives by a continuous conductor or bus so that theapparatus on these different cars will be restored simultaneously to their normal positions. It may also happen that such a train will be longer than a block, and that while the contact shoe of one locomotive is in contact with one ramp, the contact shoe of another locomotive is in contact with another ramp in the rear. There is a serious difficulty which arises under such conditions, and itis the purpose of the circuit shown and described to remedy this difliculty.

nals S and S being at danger and the signal S at caution for the reasons hereinbefore set forth; and assume that another train, which is longer than the block B, approaches the signal S and for some reason fails to observe this signal and enters the block C.

' this position when the following train en- I run over the trackway. To explain how this tered the block B, and since they are held in the reverse positionby the stick circuit number three. With the armatures of the home relay H and the distant relay G in the positions just described,a low difference of potential exists between the ramp P and the track rail 1 according to a, circuit as follows: Commencing at the ramp P, conductor 101, armature 33 of the track relay T in its lower position, conductors 103 and 107, armature 52 of the distant relayG neutral, conductor 122, armature 43 of the home relay H reverse, conductors 123 and 106, low voltage tap 18 of the-transformer 15 and conductor 19 to the track rail 1. This low difference of potential is suflicient to energize the bus and prevent the emergency application of the brakes.

The wiring connections associated with the block C between the signals S and S illustrate those which are used when a block is shorter than the length of trains such as arrangement of circuits prevents a ramp, as

P being energized when a train, attempts,

to enter a block, as the block'D, With the next block ahead, as E, occupied, assume a train passes into blocks B and'C and for some reason enters block D, this train being long enough so that its rear end is opposite ramp P Under these conditions, the armatures of the distant 'relay and that the armatures of the home relay H are reversed; Under these conditions the partial circuit for the ramp P is as follows: Commencing at the ramp P conductor 101 armatu 33 of the track relay T conductors 103 and 107 armature 52 of the distant relay Gr neutral, conductor 109 armature 43 0f the home relay H reverse, conductor 110 conductors 111 or 1.12 armature 45 of the home relay H normal or reversed, conductors 113 and 106 low voltage tap 18 of the transformer 15 and conductor 19 to the track rail 1.

From this last traced circuit it can beseen that the low difference of potential between the ramp P and the track ,rail 1 is controlled by the home relay H as well as by the home relay H and the distant relay G and under the particular conditions as- G are neutral train, wishing to pass button 63 and raises the armatures sumed, that is, with a train in the block E and where the emergency application of the brakes should be given when the following train attempts to enter the block D, the last above traced circuit is interrupted at the armature 45 of the home relay H since the armatures of this home relay H are in their neutral positions. This latter state ment may not be obvious, and to explain, reference is made to circuits numbers one, two, three and six. From analogy to these circuits it can be seen that the armatures of the home relay H were reversed when the train now assumed to be ahead in the block E passed the signal S by breaking circuit number one and establishing circuit number two, that when the armatures of said home relay H were reversed they were held in their reverse position by the stick circuit number three, and that as soon as the train left the block "'D, said stick circuitwvas interrupted and the' home relay H placed under the control of the distant relay G In this way, low difference of potential is cut off from the ramp P so that this low difference of potential cannot interfere with the proper emergency application of the brakes, in case a train attempts toenter the block D while the block E is occupied by another train.

It may happen that an engineer will wish, for some reason, to pass a danger signal Without having the automatic train control apparatus set into operation, as. for instance, because of the failureof the signal;and for this purpose the push button 63, the relay 60 and its armatures 61 and 62 are provided. Assume that a train occupies the bloclg C and that another train is in the block A about to enter the block B. Then; for the reasons hereinbefore explained, the red lamp Rat the signal S will be displayed, and as soon as the train enters the block 13 no difference of potential willexist between the ramp P and the track rail 1. Also, the armatures of both the home and distant relays H and G are in their neutral positions; The engineer or motorman of the following the signal S, presses the push 61 and 62 to their upper position. The armature 62 in its upper. position establishes a circuit for ener izing the winding'39 of the home relay tures of said home relay to be moved to their reverse position, said circuit being as follows CIRCUIT NUMBER TWELVE.

position, conductors 116 and 117, armature 50 of the distant relay G neutral, conductors which causes the arma-' to the negative tap CIRCUIT NUMBER THIRTEEN.

Commencing at the ramp P, conductor 101, armature 33 of the track relay T in its lower position, conductors 103 and 107, armature 52 of the distant relay G neutral, conductor 122, armature 43 of the home relay H reverse, conductors 123 and 106, low voltage tap 18 of the transformer 15 and conductor 19 to the track rail 1.

It should be noted that this last traced circuit number thirteen is not established until the track relay T is denergized; and also that the reversal of the armature 40 of the home relay H, which ordinarily would establish the stick circuit number three, does not establish this stick circuit until the track relay T is denergized. The train, however, is still in the block A and can only enter the block B, without being automati- 'cally stopped, while the armatures of the home relay H are reversed. It is contemplated that the re-set button 63 will be disposed at some convenient point along the trackway in such position that the motorman or engineer may gain access to it by breaking a seal or operating a lock without leaving the cab; and with this location of the re-set button it is necessary to hold the re-set button raised, after it has once been raised, while the train proceeds and enters the block B, whereupon the dropping of the armature 32 of the track relay Tcloses the stick circuit number three. This holding of the re-set button 63 is accomplished by the stick relay 60 and the armature 61; and when the armature 61 is raised, the relay 60 is energized and holds both the armatures 61 and the armatures 62 in their upper positions, the energizing circuit for the stick relay circuit being as follows:

CIRCUIT NUMBER FOURTEEN.

Commencing at the positive tap 14 of the transformer 11, conductors 26, 27 and 70, armature 30 of the track relay T in its upper position, conductors 69 and 121, relay 60, conductor 120, armature .61, conductors 119 and 117, armature 50 of the distant relay G in its neutral position, conductors 118, 58, 57,56, 37 and 36 to the negative terminal 12 of the transformer 11.

In this way, the armature 62 is held in its raised position, after it has once been raised. by operating the re-set key 63, until thetrain enters the block B and causes the deenergization of the track relay T and the breaking of the circuit number fourteen for the stick relay 60. From the foregoing it can be seen that an. engineer or motor man may key by a stop signal; but the special arrangement of circuits shown is such that the entire control of the train is not restored to the engineer; but, on the contrary, the train is placed under the control of the speed control apparatus which operates to bring it to a stop at the end of the block into which the engineer has just keyed.

The system embodying this invention has been shown as designed to be operated by alternating current, thereby deriving the advantage of having the system unaffected by stray direct current; but it is to be understood that simple changes, obvious to those skilled in the art of rallwaye signaling, can be made whereby direct current may be used as the operating medium for this system. Various other changes in the particular arrangement of the controlling circuits. may be made without departing from this invention, and the system shown may be combined with the features of other systems; and I do not wish to be restricted to the details of the circuits shownand de scribed.

Although I have particularly described the construction of one physical embodiment of my invention, and explained the operation and principle thereof, nevertheless, I desire to have it understood that the form selected is merely illustrative, but does not exhaust the possible physical embodiments of the idea of means underlying my invention.

What I claim as new and desire to secure by Letters Patent of the United States, is:

1. In a system for controlling railway traflic, in combination: a plurality of electrically isolated track circuited blocks each having a track relay; an insulated ramp at the entrance to each of said blocks, a source of electrical energy for establishing a (11 1 ference of potential between each of said ramps and the track rails; means governed by the track relay of the block next in advance of the block corresponding to a ramp for interrupting the connection between the corresponding source and that ramp; and manually operable means for establishing a connection between said ramp and sald source independently of said means and for maintaining such connection until a passtraffic, in combination: a plurality means for controlling the aspects of said signal and for making and breaking the connection between said sources and said ramp, said means being governed by the track relays of one or more of the blocks succeeding said signal and ramp and causing different controlling conditions of said ramp and different aspects of said signal depending on the number of unoccupied blocks in advance thereof.

3. In a system for controlling railway of electrically isolated track circuited blocks, each having a track relay; an insulated ramp at the entrance of each of said blocks; a source of electrical energy for creating a difference of potential between each of said ramps and the track rails; and means for controlling the connection between said source and said ramp governed by the track relays associated with the next two blocks in advance of the corresponding block.

L'In a system for controlling railway traffic, in combination: a plurality of track circuited blocks, a signal at the entrance to each block; a polarized relay for selectively controlling the caution and clear. aspects of said signal; an energizing circuit'for said relay; means controlled by ,the track circuit of the next block in advance of the corresponding block. for controlling the continuity of said circuit, and means controlled trolling the by a track circuited blocks;

circuit on the second block in advance of the corresponding block for determining the polarity of said circuit.

5L In a system for controlling railway traflic, in combination: a plurality of track a signal at the entrance to each block; a polarized three position relay for selectively controlling the stop aspect and proceed aspects of said signal, a circuit forcontrolling said relay; means controlled by the track circuit of the corresponding block for determining the polarity of said circuit, and means controlled by the track circuit of the next block in advance for concontinuity of said circuit.

6. In a system for controlling railway traflic, in cbmbination: a plurality of track circuited blocks; an impulse device associated with each block and adapted upon the entrance of a train into the corresponding block to have its controlling condition changed from a safety condition'to either of two distinctive train controlling conditions; and circuits and controlling apparatus for governing the controlling conditions of each impulse device, said circuits and apparatusacting when'a train is present on any one of said blocks to place the impulse device of the next block in the rear in one of its distinctive. train controlling conditions and theimpulse device of the second block in the rear in its other distinctive train controlling condition.

.7. In a system circuited blocks for controlling railway traffic, in combination: a plurality of blocks each provided with a normally closed track circuit and a track relay; an impulse device associated with each block and encountered by a passing train prior to its entrance into that block; a high voltage source of current associated with each block; a circuit for energizing each impulse device including the corresponding high voltage source and controlled by the front contact of the track relay of the corresponding block; a lower voltage source of current associated with each block; a second circuit for energizing each impulse device, including the corresponding lower voltage source and controlled by the back contact of the track relay of the corresponding block; a relay for controlling said second circuit; and an energizing circuit for said relay controlled by the track relay of the next block in advance.

8. In a system for controlling railway traflic, in combination: a plurality of track circuited blocks each having a track relay; an impulse device located adjacent to the entrance end of each block; partial circuits for determining the controlling condition of each impulse device and each including a back contact of the track relay of the corresponding block; a relay for selectively controlling said partial circuits; and a circuit for energizing said relay including a front contact of the track relay of the next block in advance of the corresponding block.

9. In a system for controlling railway traflic, in combination: a plurality of track x vehicle; circuits associated with each impulse tranmitting means for determining the nature of the controlling impulses transmitted thereby; a polarized three- 0 sition relay for controlling each of said circuits; a. circuit for controlling said relay; and means governed by the track circuits of the blocks for rendering the continuity of said circuit dependent on the presence or; absence of a train in the next block in advance of the corresponding block 1 5 and its polarity on the presence or absence of a train in the second blpck in advance of the corresponding block.

10. In a system for controlling railway traflic, in combination: a plurality of track a ramp located adjacent to the entrance end of each block; sources of current of different potential associated with each ramp; partial circuits associated with eachmamp and each including one of said sources; and relays and controlling circuits governed by'said track circuits for opening and closing said partial circuits selectively, said 'relays and controlling circuits causing the potentials applied to a ing said source for placing each impulse device in condition to permit a train to pass without being stopped; a relay controlled by the track relay of the block next in advance of the block corresponding to each impulse device for controlling the corresponding circuit; and manually controlled means having its initial operation dependcut on said relay being deenergized for establishing an auxiliary circuit for said impulse device including said source, said means also acting to maintain said auxiliary circuit established until the track relay of the block corresponding to the associated impulse device is energized.

12. In a system for controlling railway trafiic, in combination: a railroad track; impulse devices located at intervals along the track; trackway circuits and apparatus for rendering the controlling condition of each impulse device dependent upon the extent of unoccupied track in advance thereof; each impulse device when a train is within a predetermined distance'in advance thereof being caused to assume a stopping condition; and manually controlled means associated with each impulse device and capable of being operated whenthe corresponding impulse device is in its stopping condition for governing said circuits and apparatus to change the controlling condition of the corresponding impulse device from its stopping condition to another proceed controlling condition, said means aftereach manual operation being automatically maintained in its operatedcondition until a passing train has advanced a certain distance.

18. In a system for controlling railway traific, in combination: a railroad track divided into blocks; a trafiic controlled impulse device associated with each block; an auxiliary circuit for energizing each impulse device; a manually operable circuit controller along the track for establishing said auxiliary circuit; an electromagnetic device adapted when energized to maintain said circuit controller closed; said circuit controller automatically opening when released unless maintained closed by said device; and a circuit governing said device and controlled by the track relay of the corresponding block.

l l. In a system for controlling railway trafic, in combination: a railroad track divided into blocks; a traffic controlled impulse device associated with each block;'a source of current and a circuit for energizing each impulse device; a relay for controlling said circuit; a manually operable circuit controller along the track; an energizing circuit for said relay including said circuit controller; and a stick circuit for said relay including a back contact of the track relay of the corresponding block.

15. In a system for controlling railway traffic, in combination: a railroad track divided into blocks; a'traflic controlled impulse device associated with each block; an

auxiliary circuit for energizing each impulse .device; a relay for controlling said cuit controller along the track; an energizing circuit for said relay including said circuit controller; and a stick circuit for maintaining said relay energized after it has been initially energized until the-passing train has advanced a certain distance.

WINTHROP K. HOWE.

auxiliary circuit; a manually operable cir-

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