US1355054A - Electric train-reporting mechanism - Google Patents

Description

R. C. LEAKE.

ELECTRIC TRAIN REPORTlNG MECHANISM.

APPUCATION FILED NOV. 1:. 19:5.

1,355,054, Patented Oct. 5,1920.

INVENTOR M M 1 I av j n pw UNITED STATLEE fill'ENT OFFICE.

RICHARD C. LEAKE, OF ROCHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

ELECTRIC TRAIN-REPORTING MECHANISM.

Application filed November 11, 1915.

To all ill/07 it may concern Be it known that I, llicinuu) C. Luann, a citizen of the United States, and resident of the city of Rochester, in the county of Monroe and State of New York, have invented a new and useful Electric 'l'rain-Rcporting Mechanism, of which the following is a specification.

This invention relates to signaling systems for railroads, and more particularly to a train reporting equipment for use in cmineetion with telephone train despatching systems, so that the train despatcher may obtain, whenever he desires, an indication or signal reporting the passage of a train by some selected point along the railroad, usually an isolated place where there is no operator on duty, whereby the ties patcher is able to keep better track of the location of trains on his division and to despatch the trains to better advantage. This train reporting equipment is conveniently termed an O S equipment, the term 0 S being derived from the common practice in telegraph train despatching of reporting a train by sending in the Morse code the letters 0 and 5 followed by the train number.

()ne of the principal objects of this invention is to devise an arrangement and construction of parts in an automatic train reporting system by means of which a despatcher at the central station may ascertain when a train or car passes a particular place or way station along the railroad track.

A further object of the invention is an arrangement and construction of parts in a train reporting system such that the train dcspatcher may select a particular way station and place the apparatus at that way station in condition to report to him when a train next passes that particular way station, the train despatcher being informed by a suitable distinctive answer-back signal of the fact that the apparatus at said way Station has been placed in the condition to be operated by the passage of the next train.

A further object of the invention is to de vise an arrangement and construction of parts in a train reporting system such that the train despatcher may select a particular way station from among several which will be the one to report to him when a train next passes the way station selected.

A still further object of the invention is Specification of Letters Patent.

Patented Oct. 5, 1920.

Serial No. 60,886.

to devise a train reporting system such that the distinctive signal for telling the train despatcher that a train has passed the particular way station selected by him will be given continuously until stopped by the train despatcher.

A still further object of-the invention is to devise an arrangement and construction of parts in a train reporting system such that a train despatcher, after having selected a particular we station as the one which should report to im of the passage of a train, may, if he desires, restore the apparatus at the selected Way station to its normal condition so that said apparatus will not report the passage of a train, the train despatcher also being informed of the restoration of the parts of said apparatu to their normal condition by a distinctive signal.

A still further object of the invention is to devise an arrangement and construction of parts in a train reporting system such that the train despatcher may ascertain at any time whether or not the apparatus at any particular Way station is set or conditioned for sending a signal announcing the passage of a train thereby, without requiring any change in the condition of said apparatus.

Other objects and advanta es of the in vention will appear more ful y hereinafter the description of the invention progresses.

In describing the invention in detail, reference is made to the accompanying drawing in which is illustrated the preferred physical embodiment of the invention and in which is shown diagrammatically the parts and their controlling circuits of a train reporting system embodying this invention.

Referring to the accompanying drawing, the letter E indicates generally and in a simplified manner the equipment at the central station or despatchers office; and F the line circuit or telephone line which extends along the track from the despatchers oiiice to the various local oiliees. The track rails 104-405 of the railroad track are divided by insulated joints 106 into track sections. Several track sections ll, 27, j, k are illustrated side by side, but it should be understood that in practice there may be any number of track sections located at the desired points along the track. Associated with each track section or local way station, is the train reporting equipment embodying this invention, the equipment for only one way station at the track section H being shown in detail, those at the other way stations being indicated conventionally I, J and K. This way station equipment comprises a signal sending device or answer back mechanism, the parts of which are shown in two groups designated A and B. The. group A consists primarily of a code or answer wheel 1 and associated devices; and the group B consists of an electromagnetic device comprising the motor for operating the code wheel. At each way station is a selector, designated as a whole D. which is illustrated as being the type disclosed in the patent to M. F. Geer and R. C. Leake, 1,118,120, November 24, 1914. G is a relay of ordinary construction, shown conventionally and conveniently termed the O S relay; and C is a olarized relay, conveniently termed the selector or stop relay. N o attempt has been made to show the details of construction of the answer back mechanism, since it forms the subject matter of my copending application, Serial No. 16,863, filed March 25, 1915, and for the purpose of understanding the present invention, it will be suflicient to explain important features of construction and operation of this mechanism. In order to avoid confusion. the supporting frame and similar parts of the answer back mechanism have not been shown, and it should be understood that the parts illustrated are suitably supported, electrically connected or insulated, or otherwise adapted to perform the proper function, all in the manner fully shown and described in my prior application, Serial No. 16,863.

The answer wheel 1, is a toothed ring revolubly held by rollers 2, engaging its inner track 3,'which has a notch 4, into and out of which ride two insulating rollers 5, 6, respectively secured to the free ends of two conductive arms 7, 8, pivoted to two binding posts 9, 10, fixed to a front frame plate not shown and which also fixedly carries an insulated conductive contact 11, disposed centrally within the wheel 1, and adapted for engagement by either of two elastic contacts 12, 13, carried by the respective arms 7, 8, and as determined by the riding of the respective arm rollers 5, 6, into and out of the wheel notch 4. The answer wheel has a series of peripheral teeth some of which are Gut away at the ends, and the full length and shorter teeth may be relatively arranged to provide for closing by the long teeth any desired series of electric circuits causing distinctive code clicks or sounds at the train despatchers telephone. As shown the wheel 1, when rotated once clockwise will assure three distmctive series of three-two" clicks and when rotated once counter-clockwise will assure three distinctive series of reverse order two-three clicks at the telephone. By varying the number and grouping of the long teeth, it is evident that the answer wheel may be constructed to transmit any one of a number of different code signals; and in practice the answer wheels at the several way stations have different arrange ments of long teeth so as to give distinctive code signals which can be readily distinguished from each other by the despatchcr and easily identified as coming from that particular way station. As the answer wheel rotates, its series of long teeth 33 depress an insulating roller 14, carried by a conductive arm 15, fulcrumed to a binding post. 16, on the front frame plate and carrying a conductive head-plate 1?, having contacts 18, 19, and an insulating roller 21). To respective binding posts 21, 22, 23, 24:, on the frame plate are secured elastic contact plates 25, 26, 27, 28, respectively carrying'contacts 29, 30, 31, 32. As the arm 15, and its plate 17 are together depressed by the long teeth 33, the three opposed pairs of contacts 1829, 19--30, til-32, are respectively closed to establish certain signal transmitting circuits, and as each long wheel tooth 33, passes beyond the roller 14:, the contact arm 15, and contact plates 25,26, 27, 28, resume normal positions against stops 34, and then the three pairs of contacts are separated to break said circuits. The short wheel teeth 35, pass the roller 14 without a circuit closing effect.

The answer wheel 1 is rotated step by step by two pawls 36, 37, which engage the wheel teeth 33, .35, and are pivoted to the upper end of anami'SS attached at its lower end to an arnfatnre 39 which is mounted for oscillation about its middle and is normally biased by'a suitable spring or weight (not shown) to the central or intermediate position shown. The ends of the armature 39 are arranged to be attracted by the L-shaped cores 40-41 of two electromagnets having windings 42 and 43. These electromagnets also operate a control armature 45, and to illustrate the relation of the parts, the armature 39 and portions of the cores -1U-41 have been shown twice in the two groups of parts A and B. The armature 45 is fixed to a shaft 44 supported in suitable bearings,

(not shown) so that the armature may oscillate, said armature being biased by its weight to the middle position shown. This control armature 45 is disposed with respect to the cores 40-41 so that. it will be rocked in one direction or the other whenever one or the other of the two windings =1243 is energized. Fixed to the shaft 44 is an arm 46, which is provided with an insulated head arranged to strike one or the other of two contact springs 47-l8 as the shaft 44 is oscillated from its middle position, thereby separating said springs from fixed contacts -i9-5() which are included in the respecting energizing circuits for the windings 4213. The control armature 45 and its associated parts constitutes in effect a slow-acting make and break device for the two elcctromagnets, so that when the energizing circuit for one of these magnets is established, it will be intermittently broken, thereby causing intermittent attraction of one end ofthe armature 39 and reciprocation of the corresponding pawl 36 or 37 to rotate the answer wheel 1 step by step in one direction or the other. To cause clockwise rotation of the answer wheel 1 the winding 42 is energized. This swings the control armature 45 counterclockwise, in the direction indicated by the arrow 0*, until the head of arm 46 moves contact. spring 47 from contact 49, thereby breaking said energizing circuit, which per- 'mits parts 45, 4:6, by gravity aided by the resiliency of contact 49, to resume normal central positions and thus remake this circuit which again is likewise broken, and so on intermittently until the wheel operating circuit is finally broken; and to cause the answer wheel to rotate counter-clockwise the other magnet 41, 43, is energized and swings armature 45, in direction of arrow y, until the head 46, moves contact 48 from contact 50, to momentarily break the energizing circuit and permit readjustment of parts i5, 46, to normal central positions to remake this circuit. This intermittent energization of either magnet attracts one end or the other of the armature 39, and actuates the pawls 36 or 37, to rotate the answer wheel step by step in one direction or the other. During clockwise rotation of the Wheel both contacts 12, 13, engage contact 11, for most of the time, but 12, alone is active while 13, is inert, and during counter-clockwise rotation of the wheel, the contacts 12, 13, likewise engage central contact 11, but now 13, alone is active while 12, is inert.

The direction of continuous rotation of the answer wheel is controlled by the polarized selector relay C, comprising two pole-pieces 52, 53, respectively having surrounding wire coils 54, 55. A pivoted armature 56, is attracted by either pole 52, 53. and has a stem adapted to engage either of two contacts 57 and 58. \Vhen the armature 56, attracted by pole 52, engages the contact 57, the answer wheel 1, is rotated clockwise, and when said armature 56, attracted by pole 53, engages the contact 58, the answer wheel is rotated counter-clockwise due to the different circuits set up, as hereinafter more fully explained.

0' The selector D, comprises two magnets respectively having wire coils 59, 60, connected in series at one end by a wire 61, and connected at their other ends to hereinafter named circuit wires. Energizing these respective coils reversely attracts an armature 62, which operates toothed segments con trolling movements of two plungers one of which is marked 63. and by' applying the proper number of positive and negative impulses to th" coils 596(). the position of the plunger 63 may be selected. and the insulated button on the end thereof pressed down to operate any one of three groups of contacts respectively marked S, A N, S T. The O S contact group comprises three resilient fingers 64, 65, 66, the one 64, being normally separated from fingers 65, 66, but engaging both when operated. The A N- contact group comprises three fingers including a finger 67, which normally engages a second finger 68, but is separated from a third finger 69, and when operated the tingers 67, 68, are separated and the fingers 67, 69, are engaged. The S T contact group comprises two fingers 70, 71, normally separated but engaged when operated. Each contact group of each selector D, is operative only by a certain combination of positive and negative impulses sent through the coils 59, 60, and these impulse combinations differ for the different selectors used to make or break certain electric circuits at diflerent local stations or places along a railway line. The selector contacts 64 to 71, are connected to hereinafter named circ wires.

The illustrated train despatchers equipment E, comprises va pole changer having two pivoted switches 72-73, coupled for movement together and adjustable to three contacts 74, 75, 76. A wire 77, connects contact 75, with the negative pole of a battery 78, the positive pole of which is connected by wire 79, to the contact 76, and a wire 80. connects the contact 74,-with the wire 79v The fulcrum of switch 72, connects by a wire 81, with the telephone line wire S2,'and the other line wire 83, is connected by a wire 84:, to the telegraphers key 85, making and breaking circuit at a contact 86, which is connected by wire 87, with the fulcrum of switch 73. The telephone receiver 88, is connected in bridge by wires 89, 90, to the respective wires 81, 84. in which are interposed impedance coils or devices 91, 92, subduing or minimizing at the receiver 88. the click sounds of the key 85, thereby avoiding disagreeable knocking at the train despatchefs ear. 'hen the switches 7273, are adjusted to the lei'thand as shown, electric impulses of one polarity may be impressed upon line wires 82, 93, from battery 78, by operating the key 85, and when the switches are adjusted to the right hand. impulses of opposite polarity thus may be impressed upon the telephone line. The pole changing switch 7273 and the key 85 have been shown as simple equivalent devices for performing the functions of the automatic calling keys which would be used in practice and which are disclosed, for example. in the patent to M. F. (.ieer and R. C. Leaks, 1,105,766, August 4, 1914.

The O S relay G, comprises a coil 93, by which three pivoted armatures 94, 95. 96. are attracted when the coil is energized, thus lifting the respective armatures to three front contacts 97, 98, 99, and when the coil 93, is 'deenergized the armatures 95, 96, drop and respectively engage back contacts 100, 101, thereby influencing electric circuits over wires hereinafter mentioned and including two wires 102, 103, respectively connected to the rails 104, 105, of the insulated track section H, with which the (l S relay G. coacts in manner hereinafter more fully explained. The like 0 S relays of the other similar station equipments indicated at I, J, K, are in like manner connected respectively by wires i i 7"-j lck with the above named track sections 2', j, is, with which they coact.

The electric circuits employed in operat ing the various above named mechanisms or appliances now will be traced, and for convenience numbered.

First circuit is from positive battery L, Wires 107, 108, 109, 110, 111, S contacts 64, 65, wires 112, 113, 114, O S relay coil 93, and wires 115, 116, 117, 118, to negative battery L. The

Second circuit is from positive battery L, wires 107, 108, 109, 110, 119, A N contacts 67, 68, wire 120, front contact 97, O S relay armature 94, wires 121, 114, O S relay coil 93, and wires 115, 116, 117, 118, to negative battery L. The

Third circuit is from positive battery L, wires 107, 108, 109, 110, 111, S contacts 64, 66, wires 122, 123, magnet coil 42, wire 124, front contact 98, O S relay armature 95, and wires 125, 117, 118, to negative battery L. The

Fourth circuit is from positive battery L, wires 107, 108. 109, 126, contacts 11, 12, arm 7, post 9, wires 127, 128, resilient contact 47, contact 49, wires 129, 123, magnet coil 42, wire 124, front contact 98, S relay armature 95, and wires 125, 117, 118, to negative battery L. The

Fifth circuit is from positive battery L, wires 107, 108, 130, selector relay armature 56, contact 57, wires 131, 128, and thence as in fourth circuit, through resilient contact 47, contact 49, wires 129, 123, magnet coil 42, wire 124,

front contact 98, O S relay armature 95, and wires 12:"), 117, 118, to negative battery L. The

Sivrth circuit is from positive battery L, wires 107, 108. 109, 110.132, S T contacts 70, 71, wire 133, S relay armature 96, front contact 99, wire 134, selector relay coil 55, and wires 135, 118, to negative battery L. The

Seventh circuit is from positive battery L, wires 107, 108, 109, 126, contacts 11, 13, arm 8, post 10, wire 136, resilient contact 48, contact 50, wires 137, 138, magnet coil 43, wire 139, back contact 100, O S relay armature 95, and wires 125, 117, 118, to negative battery L. The

Eighth circuit Ninth circuit is from positive battery L, wires, 107, 108, 109, 110, 132, S T contacts 70, 71, wire 133, O S relay armature 96, back contact 101, wire 141, selector relay coil 54, and wires 142, 135, 118, to negative battery L. The

Tenth circuit is from positive battery L, wires 107, 108, 109, 110, 119, A N contacts 67, 69, wires 143, 138, magnet coil 43, wire 139, back contact 100, O S relay armature 95, and wires 125, .117, 118, to negative battery L.

There are two additional circuits directly assuring the answer back attests at the train despatchers telephone and including an Eleventh circuit from positive battery L, to wires 107, 144, the primary winding 145, of an induction coil, wire 146, post 22, plate 26, its contact. 30, contact 19, on head-plate 17, through plate 17, and its other contact 18, to contact 29, on plate 25, through plate 25, to post 21, and wire 147, to such negative portion of the battery L, aS shall assure passage of only so much of its energy as may be necessary for completing the answer back circuits to give clearly audible click attests at the telephone receiver 88, which is included in a Twelfth circuit induced by making and breaking the eleventh circuit and traced from the secondary winding 148, of the induction coil through wire 146, post 22, plate 26, contacts 30, 19. head-plate 17, arm 15, its fulcrum post 16, wires 145 1.30. to telephone line wire 83. and thence by wires 84, SN), to the telephone receiver 88, and by wires 89, 81, to the other telephone line wire 82. and thence by wires 151, 152, to post 24, plate 28. (Ufltm'tS 3Q, 31, plate 27, post :23. wire 153. condenser. 154, and wire 155, back to the secondary induction coil 148.

The selector wires 156. 157, are connected to the answer back circuit wires 150, 151, at points behind a lightning arrester 158, grounded at 159. (urrcnt thus is taken from the telephone line wires 82. 83, for energizing the selector armature operating coils 59, (50. for actuating the three groups 0 S, A N, S T. of selector contacts.

Operation: The parts of the equipment at the track section H are shown in the normal or inactive position. If the dcspatcher wishes to obtain an O S signal or report from the way station at which this track scrtion is located telling him of the passage of the next train thereby, he operates the switch 72 73 and the key 85 in a way corresponding, to the automatic operation of a calling key. so as to send out over the line wires 8283 a particular combination of positive and negative impulses. These impulses will of course pass through all of the selectors connected to the line circuitQbut only the selector at the particular track section in question will be operated by the final impulse to close the contacts designated 0 S. The contacts ti465 establish a circuit hereinbefore traced and called the first circuit, and this energized the O S relay G. When the relay (l picks up, it is stuck up by the stick or locking circuit, (the second circuit). ith the armature or contact finger 95 of the relay (it raised. the fifth circuit is established and energizes winding 42, thereby attracting armature 39, advancing pawl 36, and driving the answer wheel 1 one tooth in the (lOCkWlSQ direction indicated by the arrow r. The control armature -15 is rocked at the same tilne and opens this fifth circuit at contacts 47-l9; but the winding 42 is maintained energized by the third circuit, indc )endently of these contacts 47 19, until the S contacts 64-66 open. The purpose of this third circuit is to hold the answer wheel stationary and delay the transmission of answer back impulses until the O S contacts open and the line is cleared. in order that the current changes in the line circuit when these 0 S contacts open. will not mingle with the answer back impulses and cause confusion. W'hen the O S contacts 64 and $6 finally open. the winding 42 is de nergizcd, the control armature 45 and the armature 39 returned to the normal position, the fifth circuit again established at contacts 4T-l9, whereupon the armatures 39 and 45 a re again attracted, again released and so on, thereby rotating the answer wheel step by step in a clockwise direction.

As the answer wheel thus rotates, its long teeth 33 intermittently close the eleventh and twelfth circuits by depressing the roller 14, thereby causing continuous series of threetwo clicks at the telephone 88, which notify the train despatcher that the O S contacts had rightly operated and had caused the intended energization of relay G, thereby adjusting or conditioning apparatus at the track section H to give the desired repoIt to him of the arrival of an approaching train. After said three-two click telephone attest is fully understood by the train despatcher he should stop it, which he does by operating the switch 72-73, and key 85, or equivalent selector key, to impress on the telephone line 82, 83, the necessary combination of positive and negative impulses to which only the S T contacts of the selector at the track section H, will respond, thereby closing the hereinabove named sixth circuit which energizes selector relay pole 53, and shifts the selector relay armature 56, from its contact 57 to its contact 58, thus breaking the fifth circuit at contact 57, but leaving the fourth circuit active to further rotate the answer wheel clockwise until the roller 5. next enters the wheel notch f, and finally disengages contacts 12,11, to break said fourth circuit, whereupon the wheel now stops and the three-two clicks at telephone 88, cease. The temporarily made sixth circuit is itself broken by automatic opening of the S T contacts.

A later additional and verifying attest of the adjustment or setting of the O S relay G, may be obtained by the same or a succeeding train despatcher by selectively causing another operation of the 0 S contarts at the way station in question, which again closes the third circuit and energizes the winding 42 to drive the answer wheel one tooth clockwise. This movement of the answer wheel raises the roller 5 out of the notch 4. this roller having been left in the notch when the answer wheel stopped, and closes the fourth circuit at contacts 1112. As the selector relay armature had previously been moved by the sixth circuit away from contact 57, the fifth circuit through 56, 57, is not made and therefore cannot urge the answer wheel notch 4, past the roller 5, after this roller again enters the notch. Hence, for verifying attest purposes the answer wheel will make only one complete clockwise revolution under influence of the fourth circuit and will stop when the roller 5 enters the wheel notch 4, and thus opens contacts 12, 11, to break said fourth circuit. This one clockwise revolution of the answer wheel gives three verifying three-two click answer back attests at the telephone 88, to reassure the despatcher that the relay G,

at the track section H. had been set as desired. If this one triple verifying attest be insuflicient the (J S contacts may again be operated to likewise cause another triple verifying three-two click answer back attest at the telephone.

As the arrived train, or car passes upon or over the short insulated track section H, the car wheels and axles sutliciently short circuit and decnergize the (J S relay G, to allow its three armatures 94, 95, 96, to drop away from their front contacts 97, 98, 99, and to engage armatures 95, 96, with the back contacts 100, 101, thereby breaking the existing second armature stick circuit. The dropping of contact finger 95 establishes the eighth circuit which energizes the winding 43 (the armature 56 of the stop relay C being now over against contact 58) and causes continuous rotation of the answer wheel 1 in a counterclockwise direction, indicated by the arrow L. This continuous counterclockwise rotation of the answer wheel causes its long'teeth 33, to intermittently depress the roller 14, thereby closing the hereinabove named eleventh and twelfth circuits and causing continuous series of reverse order or two-three clicks at the telephone 88, which distinctively attest to the train despatcher that the train had arrived at the track section H. lVhen this telephonic attest is fully understood by the despatcher he should stop it, which he does by again manipulating the switch 72-73, and key 85, or equivalent selector key, to impress on the telephone line 82. 83, the combination of positive and negative impulses to which the S T contacts alone respond so as to close the hereinabove named ninth circuit which again energizes selector relay pole 52, and shifts the selector relay armature 56, back again to its full line first described position at contact 57, thereby breaking the eighth circuit at contact 58, but leaving the seventh circuit active to further rotate the answer wheel counter-clockwise until the roller 6, next enters the wheel notch 4. and thus finally disengages contacts 13, 11. whereupon the wheel stops and the two-three clicks at telephone 88 also cease. The ninth circuit is itself broken by automatic opening of the S T contacts, and all hereinbefore named first to twelfth circuits now are broken, and all parts of the answer-back, and selector relay, and selector, and O S relay mechanisms or appliances at the station next the track section H, are restored to their original or normal condition, in readiness for operation from the distant train despatchers oliice when he next desires an O S report of any particular train passing said track section H, and which he may obtain in manner hereinbefore described.

It will be noticed that there is no preliminary answer-wheel locking circuit directly before operation of the wheel counter-clockwise, such as the third circuit prior to clockwise rotation of the wheel. This is because the eighth circuit is closed directly by passage of a train or car upon the track section H, which deenergizes the S relay G, and not by the despatcher operating the switch 7273. and key 85, or equivalent selector keys. hence no confusing sounds from selector operation are present in the telephone 82-5, and therefore the answer wheel need not be temporarily locked to delay giving the answer-back attest of a train or car upon track section ll. until after selector contacts open, and immediate closure of said seventh and eighth circuits assuring such attest is permissible.

This invention makes special provision for annulling a mistaken or ill-advised preparatory setting of any distant relay (1? to condition the S equipment at that particular track section for operation to report the passage of the next train. To do this, the despatchcr selectively causes operation of the A N contact group thereby breaking the existing second stick circuit by separating contacts 67, 68, and the S relay armatures 94, 95, 96, then drop away from their front contacts and thereby restore the parts to the normal condition. The dropping of the armature 95 on its back contact 100 closes the eighth circuit through the winding 43, contacts 4850, and contact 58 and armature 56 of the stop relay C, said armature 56 having been shifted to the dotted line position in the previous operation of stopping the answer back when the apparatus was conditioned to report a train. If the A N contacts 68-69 should not open before the armature 95 engages its back contact, the tenth circuit will also be set up, but this merely holds'the answer wheel stationary until said A N contacts open and the line is clear. The eighth circuit causes the answer wheel. 1 to be rotated counterclockwise in the manner previously explained, until the armature 56 of the stop relay C is shifted back to the full line position, whereupon the answer wheel will stop as soon as the roller 6 drops into the notch 4, the operation of these parts being similar to that already described.

One or more check or verifying signals, showing that a prior setting of the O S equipment has been annulled or that this equipment is in the normal condition, may be obtained by the despatcher causing selective operation of the A N contacts. With the parts of the O S equipment in the normal position as shown, operation of the A N contacts establishes the tenth circuit and advances the answer wheel one tooth, thereby raising the roller 6 out of the notch 4 in which it was left and closing contacts 1113. When the A N contacts open, the

answer wheel is rotated by the seventh circuit, thereby giving three series or repetitions of the three-two clicks in the train despatchens telephone receiver. This rotation of the answer wheel is automatically stopped after one complete revolution when the roller 6 again drops into the notch at and its contacts automatically open.

From the foregoing it will be understood that the train despatcher may set up or condition the apparatus at any one of the several way stations to report the passage of the next train, and will receive a continuous answer back signal in a code characteristic of that station whenthe apparatus is thus conditioned. This continuous answer back is stopped by operating a calling key which causes closing of the S T contacts at the station in question. \Vhen a train enters the track section at which the apparatus has been thus conditioned for operation, another answer back signal in a different code is transmitted over the line circuit to the despatchers ofiice, and this signal will likewise continue or persist, until stopped by the despatcher. It is desirable that this train re porting signal should continue until stopped by the despat/cher, since he may be away from his desk or engaged in other duties at the instant the train entered the distant track section, and if the signal were only of a short duration, he might fail to receive it.

If the despatcher wishes to check himself, or if another despatcher comes on dut and wants to check up conditions, a checli answer back signal can be automatically obtained from each of the Way stations by operating the appropriate calling keys. If the apparatus at a particular station is set up to report a train, the check answer back signal will be in the same code as was given when this apparatus was set up, but will antomatically cease after a triple repetition of this code. Likewise, if the apparatus at a way station is in the normal condition, the check signal will be in the same code as the signal given when a train reports itself from that station, but the check signal will be readily distin uishable because it stops automatically ai ter repeating the code three times. A signal of short duration is sufficient for checking purposes, because the checking operation is initiated by the desatcher and he is prepared and listening or the signal. Also, even if he misses the check signal the first time, he can easily and quickly have it repeated. If the despatcher should operate the wrong calling key at any time, he will. know his mistake by the signal which he receives. The answer back code signals for the several stations are distinctive and readily distinguishable, and likewise the signals for each operation or function of the apparatus at a particular station are distinctive.

Although I have particularly described the construction of one physical cmbodiprent 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.

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

1. In a train reporting system for railroads having a central station, one or more local stations, and a connecting line circuit, automatic apparatus at the local stations adapted to be conditioned from the central station for operation by a passing train, said apparatus acting to transmit to the central station a distinctive signal when thus operated by a passing train, and means whereby another distinguishable signal characteristic of the respective way station may be obtained at the central station when the apparatus thercat is conditioned for operation without requiring a change in such condition.

2. In a train reporting system for railroads having a central station, a local station and a connecting line circuit, automatic apparatus at the local station adapted to be conditioned from the central station for operation by a passing train, said apparatus acting to transmit to the central station distinctive code signals when thus conditioned for operation and when operated by a train respectively, and means whereby other dis- 100 tinguishable code signals may be obtained at the central station corresponding with the existing condition of said apparatus and without changing that condition.

3. In a train reporting system for rail-7 ,05 roads having a central station, local stations and a connecting line circuit, automatic answer back mechanism and control means therefor at each local station, said mechanism being operable to transmit over the 110 line circuit to the central station a number of distinctive signals characteristic of the corresponding local station, train responsive means at each local station automatically operating the corresponding answer back 5 mechanism when that mechanism is in a predetermined condition, and selective signaling equipment for controlling said answer back mechanism to set up or annul said predetermined condition at any selected local station, 120 or obtain a checkin signal corresponding to the existing con ition at such stations, said mechanisms acting to trapsmit distinguishable si als corresponding to each function per ormed.

4. In a train reporting system for rail roads having a central station, local stations and a connecting line circuit, a selector at each local station, calling equipment at the central station for selectively operating said 130 selectors, automatic answer back mechanism at each local station operable to send over the line circuit to the cent 'al station any one of a number of distinguishable signals characteristic of that station, and control means for each answer back mechanism governed by the corresponding selector and effective to cause that mechanism to send a signal reporting the passage of a train, or a check signal corresponding to the existing condition of its control means.

5. In a railway signal system, in combination: a receiving station and a plurality of way stations; and code signal sending means at each of said way stations selectively controlled from said receivin station and adapted to he placed in condition from said receiving station to send a distinctive and characteristic signal to the receiving station when a train passes the way station selected.

6. In a railway signaling system. in combination: a track provided with insulating sections: a signal sending device associated with each section; means responsive to the presence of a train on the corresponding section for controlling said signal sending device; and means controlled from a central station for selectively controlling said signal sending devices to place them respectively in condition to be controlled by the corresponding first mentioned means, each signal sending device operating to send a distinctive signal to the central station characteristic of that device upon being so conditioned and also to send another difi'erent signal to said central section when a train enters the corresponding section.

7. In a railway signaling system, in combination: a receiving station and a plurality of way stations; an insulated section of track at each way station; a distinctive code signal sending means at each way station; a relay for controlling said signal sending means; selectors at said way stations adapted to be selectively controlled from said receiving station; a circuit controlled by said selector at each way station for changing the normal condition of said relay; and means whereby the presence of a train on the corresponding section of track causes an operation of the signal sending device when said relay is in its changed condition.

8. In a railway signaling system, in combination: a receiving station and a Way station; an insulated section of track at the way station; a distinctive code signal sending means at the way station; a relay for controlling said signal sending means, said signal sending means being set into operation to cause a signal to be sent to the central station when the condition of said relay is changed; a selector at the way station controlled from said receiving station for governing said relay to change the condition thereof; and means associated with said insulated section of track for also indepcndcntly controlling said relay.

9. In a rail ay signaling system. in combination: a receiving station and a plurality of way stations; an insulated section of track at each way station; distinctive code signal sending means at each way station responsive, when conditioned for operation, to the presence of a train on the corresponding insulated section of track; and a selector at each way station controlled from saidcentral station for governing the corresponding signal sending means, said signal sending means being adapted to be conditioned for operation by its selector and to send a signal characteristic of that means to said receiving station upon being so conditioned for operation.

10. In a railway signaling system, in combination: a central station; a way station; an insulated section of track at said way station; a signal sending device at the way station having two different conditions, said signal sending device being adapted to send to said central station a distinctive signal when its condition is changed according to which change of condition is produced; means controlled from said central station for changing said signal sending device from one particular condition to the other condition.

11. In a railway signaling system, in combination: a central station; a way station; an insulated section of track at said Way station; a signal sending device at the way station; a relay for controlling said signal sending device, said signal sending device being adapted to send to said central station a distinctive signal when the condition of said relay is changed according to which change of condition is produced: a selector at the way station controlled from said central station and adapted to change said relay from either condition to the other condition, said selector being also adapted to operate said signal sending device without changing the condition of said relay; and means associated with said insulated section of track for changing the particular condition of said relay to the other condition.

12. In a railway signalin system, in combination: a central station: a plurality of way stations: an insulated section of track at each way station; a signal sending device adapted. when having a predetermined condition, to be responsive to the presence of a train on said insulated section of track and to send a signal to said central station when a train enters said section of track; means controlled from said central station for governing said signal sending device to cause it to assume said predetermined condition, said signal sending device being adapted to send a continuous signal to said central station upon assuming its predetermined condition; and means controlled from said central station for stopping said continuous signal.

13. In a train reporting system, local station equipment comprising, answer back mechanism operable to give two distinctive code signals, a stick relay selecting the signal given by said mechanism, and a selector controlling said relay.

14. In a train reporting system, the combination with an insulated track section, of a stick relay dei nergized by the entrance of a train into the track section, and a signal sending device controlled by said stick relay.

15. In a train reporting system, a signal sending device capable of giving two dis tinctive code signals, electromagnetic means governing the operation of said device and selecting the signal to be given thereby, an insulated track section, a selective signaling system for controlling the cnergization of said means, and means whereby a passing train dcencrgizes said means.

16. A train reporting system comprising a selective signaling system including calling equipment at the central station, a line circuit, and selectors at a plurality of way stations, signal sending devices at the Way stations operable to transmit over the line circuit any one of a number of distinctive code signals characteristic of the respective stations, an insulated track section at each way station, and means under the control of said selectors for governing the signal sending devices and thereby select any station to render a report of the passage of a train, change that selection, or check the selection without changing it.

17. A railway signaling system, a central station, a plurality of way stations, an insulated track section at each way station, a signal sending device at each way station operable to transmit distinctive code signals over the line circuit to the central station, and means selectively controlled over the line circuit from the central station for rendering the signal sending device at any selected way station responsive to the entrance of a train into the corresponding track section, said means being operable to change the selection of way stations at the will of the o erator.

18. In a signaling system for railroads, a plurality of signal sending devices adapted when set into operation to transmit a distinctive code signal over a line circuit to a central station and to continue such transmission until stopped, and a selective signaling system for placing said devices into condition for such operation or for stopping the continuous signals transmitted thereby.

19. In a railway signaling system, a railroad track provided with a plurality of insulated track sections, a central receiving station, a line circuit extending from the re ceiving station to the several track sections, a signal sending device associated with each track section and operable electrically to send a code signal over the line circuit to the receiving station which is distinctive from the similar signals of all of the other devices, means rendered effective by the shunting action of the wheels of a train on the corresponding track section for causing operation of the signal sending device when it is in a particular condition, and means selectively controlled over the line circuit from the receiving station for placing said signal sending devices respectively into condition to be operated by said means.

20. In a railway signaling system, a railroad track provided with a plurality of insulated track sections, a central receiving station, a line circuit extending from the receiving station to the several track sections, a signal sending device associated with each track section and operable to send either of two signals over the line circuit to the receiving station which are distinctive from each other and from the like signals of all of the other devices, means rendered effective by the shunting action of the wheels of a train on the corresponding track section for causing operation of each signal sending device to transmit one of its signals when that device is in a particular condition, and means selectively controlled over the line circuit from the receiving station for lacing said signal sending devices respectively into said particular condition, each signal sending device when thus conditioned acting automatically to transmit its other signal.

21. In a railway signaling system, a railroad track provided with a plurality of insulated track sections, a central receiving station, a line circuit extending from the receiving station to the several track sections, a signal sending device associated with each track section and operable electrically to send persistently a code signal over the line circuit to the receiving station which is dis tinctive from the signals transmitted by all of the other devices, means rendered effective by the shunting action of the wheels of .a train on the corresponding track section for causing operation of the corres onding signal sending device when that evice is in a particular condition, means selectively controlled over the line circuit from the receiving station for placin said si nal sending devices respectively into sai articular condition, and means controlled mm the central station for stopping the operation of each signal sending device.

22. In a railwa signaling system, a railroad track provi ed with a plurality of insulated track sections, a central receivin station, a way station associated with eac track section, a line circuit extending from the receiving station to the several way stations, an electrically operable signal sending device at each way station and adapted to send persistently either of two series of code signals which are distinctive from each other and from the like signals of all of the other devices, train controlled means having its effective action dependent upon the presence of a train on the corresponding track section, means selectively controlled over the line circuit from the receiving station for placing said signal sending devices respectively into condition to he set into op eration by said train controlled means, each signal sending device when thus conditioned for operation acting automatically to transmit one of'its characteristic signals and also being rendered responsive to the control of said train controlled means to transmit its other characteristic signal, and lllt'tlnS controlled from the receiving station for stopping the operation of each signal seinling device.

23. In a railway signaling system, a rail road track provided with an insulated track section, a central receiving station, a line circuit, an electrically.operahle signal sending device located adjacent to said track sec tion and adapted to be operated to send per sistently either one of two distinctive signals over the line circuit to the receiving station, controlling circuits and apparatus for ini tiating the operation of said signal sen wig device and for deterininin which of the two signals will he transmitted thereby, said circuits and apparatus being adapted to he controlled over the line circuit from the rc ceivin station to send one signal and being thereby rendered responsive to the shunting action of the wheels of a train on said track section to send the other signal, and means associated with the signal sending device and controlled over the line circuit from the receiving station for stopping the tlHllbmlS' sion of signals Irv said device.

RICHARD O. LEAKE.

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