US1549777A - Railway-traffic-controlling system - Google Patents

Description

Aug. 18, 1925.

M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM 2 Sheets-Sheet l MMM @Umm/umg Q NN Filed March 50 'Aug` w, w25.

M. H. .LOUGHRIDGE RAILWAY TRAFFIG GONTROLLING SYSTEM Filed March 30 1921 2 Sheets-Sheet 2 for an object Patented Aug. 18, 1925.

UNITED STATES PATENT OFFICE.

MATTHEW H. LOUGHRIDGE, OF BOG0`TA, NEW JERSEY.

RAILWAY-TRAFFIC-CONTROLLING SYSTEM.

Application led March 30, 1921. Serial No. 456,862.

To all whom t may concern.'

Be it knownk that I, MATTHEW H. LoUGH- RIDGE, a citizen of the United States, and a resident of Bogota, in the county of Bergen and State of New Jersey, have invented certain new and useful Improvements in Railway-Traffic-Controlling jSystems, which the following is a specilication.

This invention relates to a cab-signal and train-control system as used for controlling railway trains and among other things has to provide a system of this kind operated in a novel manner by electromagnetic induction for communicating a variety of ei'ects between the track and ,the locomotive Which may be applied to operate cab-signals and control the train, andv a particular object of the invention is to provide a system whereby a specially constructed magnet on the track will normally produce a stop or retarding effect upon the train and when this magnet is energized by alternating current a proceed effect is communicated to the train. Other objects of this invention Will be understood from, and are more particularly described in the following specification and drawings in which Fig. l shows an enlarged view of a portion of the track device, Figs. 2 and 3 show this device as it may be applied to a railway track,

Fig. 4 shows the locomotive device responding to the track device, Figs. 5 and 6 are sectional elevations taken on the central line of Fig. 4.-. Fig. 7 is an end View of a portion of Fig. 4:, Fig. 8 is a plan of the locomotive wiring that may be used with thisinvention, Fig. 9 shows the relation of the track devices to the locomotive wiring and Fig. 10 shows a `plan of the track Wiring for block signaling that may beI used in the application of lthis invention.

This invention consists in the use of a track magnet having elongated polekpieces extending parallel with vthe track and va means for energizing these pole pieces by permanent magnets which may be reenforced with direct current and `also vindependent means for'energizing these same pole pieces by alternating current controlled by the block system. These track devices I prefer to callramps as they preferably include a ramp construction at the ends inl order that they may otter as little obstruction as possible'on the roadway. Howeven the termv ramp does not imply that they make a mechanical contact with any device invention.

'l'he locomotive device consists of one or more members magnetically responsive to in the function which they perform in this the track magnet and capable of receiving invention, as is usually understood by the term shoe.

.The track member consists of a pair of magnetic ridges placed horizontally extending parallel with the track and having coils with a core placed between these ridges so that when the coils are energized a magnetic field is created in these ridges for the purpose of influencing .the locomotive shoe. In addition, these magnetic ridges are energized by a series of permanent magnets spaced along the ridges which are arranged to magnetize each ridge with the same polarity. arranged to influence a member of the locomotive shoe.

The locomotive shoe consists of a bracket supporting a magnetic yoke having enlarged pole pieces which pass over and in close relation to the magnetic ridges of the ramp, thus forming a path for the lines of force created by the magneticlield of the ramp. One magnetic yoke is provided with a polarized armature and is arranged to respond to the permanent magnets of the track ramp. The other magnetic yoke is provided with a coil connected Withran AHC.` relay and is arrangedl to energize this relay from the alternating current energizing the coils in the ramp, so that, in eliect, the coils ofthe track ramp become the primary of a transformer of which the coil of the magnetic yoke is the secondary. The Wiring on the locomotive is so arranged that the permanent magnets for direct current will produce These permanent magnets are thus A may have a plural number of magneticyoke's 12 placed on the ties or sleepers 11. On the Stringer 12 the angle bars 13 may be secured arranged to support a non-magnetic ridge 14 which may be constructed of manganese iron or other non-magnetic material. This ridge rises on a higher plane than the magnetic ridges 15 and 16 and thereby acts as a mechanical protection to these ridges and also prevents objects falling on the ramp from completing the magnetic circuit between ridges 15 and 16. This central ridge also acts as a support for the magnetic ridges 15 and 16 through the cores 17 of the magnet coils 18 spaced at intervals asl shown, between the ridges 15 and 16.

The magnetic ridges 15 and 16 are connected with a series of permanent magnets 19 which may be arranged in groups at intervals as indicated in Figs.,1, 2 and 3.

cally insulated at 16a and the magnets 19 for this section are turned around, having the south pole connected with magnetic ridge 16 as will be more fully explained in connection with the operation of the system.

The locomotive shoe is illustrated in Figs. 4, 5 and 7, in which 31 represents a portion of the locomotive frame to which the bracket 32 of the shoe is secured by bolts 33 engaging slotted openings in the bracket and held in position by the springs and bolts indicated at 34; the object of the springs is to provide a yielding attachment for the shoe in case it should be struck by some obstacle on the roadbed so that it may be thereby displaced instead of broken ott'.- The shoe consists of an element responsive to the per-v manent magnets 19 in the ramp, known as the D. C. shoe magnet and consisting as shown in Fig. 5, of the magnetic yoke 35 having pole piece 36 arranged to travel in the vertical plane of magnetic plate 15 and pole piece 37 arranged to travel in the vertical plane of magnetic plate 16, so that when this portion of the shoe travels over the ramp a path is provided for the magnetic lines of force between the magnetic ridges 15 and 16 through the air gap as shown. This induces a polarity into the pole pieces 36 and 37 which acts upon the polarity of the permanent magnet 38 which is pivoted in These magnets are arranged to magnetize..the yoke at 39. When the induced polarity the plates 15 and 16 which form pole pieces for the permanent magnets and as these magnets are placed with similar poles for each portion of the ramp engaging the same plate, it is apparent that plate 15 for instance, becomes an elongated pole piece for the series of permanent magnets 19 and energized with the same polarity as these magnets, while a similar condition prevails with relation to the pole pieces 16 and the opposite ends of the permanent magnets 19, the construction being such as to provide a magnet extending parallel with the track with elongated pole pieces energized by magnets, these pole. pieces being placed in arhorizontal plane to iniiuence a magnetic circuit on the locomotive.

For certain applications of the system, as will hereafter be morefully explained, in connection with the circuit diagrams, it is necessary to make the ramp in sections, each end of theramp as shown in Fig. 3 being energized by thecoils 18, while the central portion is energized alone by the magnets 19, or the magnets 19 and the coils 18 may be alternately spaced as shown in Fig. 2, andy the magnetizing inuence of the one superimposed upon the other on the magnetic plates of the ramp. A further condition is illustrated in Fig. 3 in which certain of the magnets 19 for a portion of the ramp have the north pole connect/ed to plate 16, while the central portion of the ramp is magnetiin 36 for instance, is similar to the polarity in the lower end of magnet 38, .this magnet is repelled and is attracted by the pole 37, thereby changing its position under the influence of the permanent magnets 19.

Magnet'38 is arranged to control certain electric circuits by its change of position as more fully explained in connection with the circuit diagram. The magnetic yoke 35 may be independently energized by coils 40 and 41, and magnet 38 may be energized by coil 42 from a source of current on the locomotive hereafter described in connection with the circuit diagram. This part of the locomotive shoe is enclosed in a non-magnetic housing 43 with a cover on the lower end indicated at 43a and exposing only the ends of the pole pieces to the influence of the track ramp. This housing is to protect the moving parts and the'circuit controllers associated withthis part of the mechanism.

The part of the locomotive shoe, responsive to the coils 18 and to alternating current inthe ramp, known as the A. C. shoe magnet, consists of a magnetic yoke 52 supported by a non-magnetic frame 51 adjustably secured to the wing 57 of bracket 32 by the bolt 56 and the adjusting screw 58. This yoke is provided with pole pieces 54 and 55 arranged to align with the magnetic ridges 15 and 16, as the shoe passes over the ramp and is provided with a coil 53. It will be observed that as the shoe passes over the ramp a magnetic flux is induced through the yoke 52 from the plates 15 and 16 due to the alternating current in coils 18 and this flux in '.turn, sets up a current in coil 53 as the secondary of a transformer owhich the coils 18 are the primary. The endsot' coil 53v are connected with an A. C. relay for operating the controlling circuits hereafter to be described.

The shoe is provided with a plurality of magnetic yokes 52 with coils 53 responsive to the A. C. in the track ramp and thus provides a means for increasing the eect communicated by electro-magnetic inductionbe` tween the ramp and the locomotive and due tothe indefinite length of the ramp this magnetic influence may be maintained for a considerable interval of time on high speed trains, thereby enabling the apparatus to be ruggedly constructed to stand the conditions to be met with ona locomotive.

As shown in Fig. 4, the shoe includes a D. C. shoe magnet` in the centre and an A. C.

v'shoe magnet on each side of the D. C. shoe magnet; this arrangement insures that an A. C. Shoe magnet shall always belast in leavingfthe ramp intluencewhen the locomotive runs either end first.

The locomotive wiring.

` The locomotive Wiring for use with this system as shown in Fig. 8, consists of a shoe similar to Fig. 4 on each side of the locomotive arranged to coact with ramps correspondingly placed on the track. Each shoe `operates a set of apparatus including controlling relays and these relays in turn cooperatively operate cab signals which may be provided in duplicate and train controlling merhanism in accordance with the requirements of the system.

The locomotive apparatus is operated by a source of electric energy as indicated by the battery 111 connected on one side to thethese signals are of the light type, giving ay green, yellow and redlight indication, indicated respectively by the letters G, Y and R as shownon the drawings.

1,02 is a block relay connected on. one side to the common wire and on the opposite side by wire 125 to contact 126 of the A. C. relay 103 and to battery Wire 110 so that when the A. C. relay is energized, the block.

relay is also energized. When this block relay is energized, it establishes a holding or stick circuit through contact 127, Wire 128 and contact 129 te battery Wire 110. The

contact 129is operated by the magnet 38 of the D. C. shoe magnet and When'in the position shown, this contact is closed and the block relay 102 remains energized.

The A. C. relay 103 is responsive to thc A. C'. shoe magnctconnected by wire 121 to coils 53 of the magnetic yokes 52 and by wires 122 and 123 from coils 53to the other side of the A. C. relay; This places the coils magnet shoes whichenergizes the A. C. re-` lay 103 and thereby picks up the block relay 102 which is held"energizedby .the contacts operated by the D. C. magnetic shoe as above referred to. 1

It will be noted that the engine apparatus operated by the shoe to the right is exactly similar tofthat described, having a block relay 102a corresponding to the block relay 102 and controlled by circuits indicated by similar reference characters. Also the A. C. relay 103 corresponds toA. C. relay 103 and is controlled by circuits similar to the control of relay 103. y y

When block relays, 102 and 102 are both energized, a circuit is set up from battery WireV through wire 113 to wire 112, thereby supplying energy to the green light of the signals. When block relay `102 is energized and 102a is deenergized, a circuit is set up from batterywire 110, Wire to wire 114, thereby lighting the yellow light of theA cab signals'.` Also when block relay 102 is deenergized and 102a is energized, a circuit is set up froml battery` wire 110, wire 116 to Wire-|114, also lighting the yellow light of the cabsignals and when block relays 102 and 102a are both deenergized, .aV circuit is setup from battery Wire 110, vthrough wire 115, to wire 117, illuminating the red light of the cab signals. ThisA feature is more fully explained and described in United States Patent, #1,299,595, issued April 8, 1919, to which reference should be hadrfor a more complete description.

The relation of the track apparatus to the locomotive shoes will be understood by con sidering the relation of Figures Stand 9, in which 71 and 72 represent the track rails, 7 4 is a track relay connecting by wires 74a and 74h to the track rails forming part of the track circuit hereafterV to be described and used to determine when a portion of track is clear or blocked. VVh'en the relay 74 is energized, a circuit is established frin trans former 84, through contact 83, Wire 82, to

`the ramp on the lett lside of the track by alternating current. The coil 18a ot' the ramp on the right side of the track is energized by wire 85 through contact 86 of track relay 74 and wire 87 to a circuit through the next track relay as hereafter described.

It a locomotive equipped as shown, passes over the track ramps and track relay 74 is deenergized, thenthe coils 18 and 18a are deenergized and the permanent magnets 19 become eii'ective upon the D. C. shoe magnet. In this case, we may suppose that plate 15 is magnetized by north polarity and plate 16 is magnetized by south polarity and the pole piece 3G is, by induction, magnetized similar to the plate 15 and the pole piece 37 is magnetized similar to plate 16. This will cause pole 36 torepel the magnet 38 and cause the pole 37 to attract this. magnet, thereby swinging it into the opposite position, opening the contact 129 and closing contact 156. When contact 129 is opened the holding circuit of the block relay 102 on wire 128 1s deenergized and as there is no A. C. present to energize the A, C. magnet 103, the block relay remains deenergized, indicating a blocked condition.

The circuits for the D VC. shoe on the let't and right sides are identical and indicated by similar reference characters. Attention, however, is called to the tact that on the track ramps the north polarityis on the'outside of the track in both ramps and the operation of the circuit controllers by the magnet 38 is arranged to provide the conditions of safety when these magnets swing outward and a blocked condition when they swing inward, with the .result that if the locomotive turns around so that the' left shoe engages the right hand ramp and the right shoe engages the left hand ramp, the operation of the locomotive apparatus will function properly without any change or adjustment and the cooperative operation of the signal will correctly indicate block conditions.

It has been stated that when the A. C. energy is absent in the ramp, the permanent magnets 19 become effective to operate the D. C. shoe magnet producing the conditions of stop or retarding of the train. The permanent magnets 19 may be reenforced tor this purpose by battery 93, wire 91, coil on the magnet core as shown in Fig. 9, wire 92 and contact 9-1 ot track relay 74, which is closed when this relay is deenergized. It should be understood, however, that the permanent magnets 19 are placed suiliciently close and have sutlicient energy to move the magnet 38 into the opposite position without lheaid of the battery 93. This, in fact, sets up a permanent condition on the track tending at each ramp to operate the locomotive device into the retarding or stop position and is so arranged in accordance with the closed circuit principle.

New, suppose relay 7a is energized so that the coils 18 of the ramp are supplied by alternating current, when the left shoe comes under the influence of a ramp so energized, the alternating current relay 103 is energized during the time the shoe is passing over the ramp. rIhis relay in addition to picking up the block relay 102 sets up a circuit rom battery wire 110 through contact 132, wire 131, coil 40 of the magnet yoke 35, coil 42 of the permanent magnet 38 and Coil 41 of* the magnet yoke 35, to battery wire 100. The iniuence of -this current ,on the D. C. magnet shoe strengthens the magnet poles ot magnet 42 and establishes a polarity in the pole pieces 36 and 37 swingingthis magnet in the proceed position,closing contact 129 as shown. The infiuence of the circuit thus established is very much greater than the inductive inuence received from the track ramp tending to swing the magnet 38 in the opposite direction; hence it establishes the conditions of proceed and these conditions remain after the shoe leaves the iniuence ol the ramp due to the magnetism of magnet 38 holding the pole piece 36. The presence of alternataing current in the ramp, therefore, sets up a circuit on the locomotive which overcomes the tendency of the permanent magnets on the ramp to produce the retarding effect. Moreover, this current in the ramps, particularly where there is an air gap between the pole pieces of the magnetic yokes and the ramp, tends somewhat to neutralize the magnetic effects from the permanent magnet 19.

It will be observed that when the ramps are not energized by alternating current and the magnets spaced at intervals as shown in Fig. 2 there would be some tendency for certain portions of the ramp to be magnetized to a greater extent than others and a high speed train passing over such a ramp would have a tendency to produce an A. C. flux in the coils 53. This eect, however, is not suliicient to influence the A. C. relay 103. If such a condition were undesirable or to be guarded against, I would provide a ramp similarto Fig. 3 in which the end sections of the ramp include the A. C. coils exclu sively and the central section includes the permanent magnets exclusively and magnetically insulate these sections from each other, so that a shoe when engaging such a ramp if energized by A. C., would always leave the ramp with clear conditions established and it not energized by A. C. the central portion of the ramp would influence the D. C. magnetic shoe to produce a retarding effect on the train.

- The application of this system to a portion of track will be understood by a consideration of the circuit lay-out shown in Fig. 10. 71 and 72 represent the track rails which are divided into blocks by the insulated joints 75; each track section or block is provided with a battery 73 and a track relay 74 at the opposite end of the block, connecting by Wires 74EL vand 74b to the track rails according to standard practice. At the entrance'to each block the track ramps 76 are placed on one side of the track and the track ramps 77 on the opposite side of the track. These ramps may beconstructed accoi-ding to the arrangement shown in Figs. l and 2, and are provided with permanent magnets similar to the arrangement shown in Fig. 9. The A. C. magnets 18 of .ramp 76 connect to common wire 80 by Wire 8l and on the opposite side by wire 82 connects to contact 83 of track relay 74, to transformer 84 so that when the block immediately ahead of the ramp is clear the A. C. magnets 18 are energized. The A. C. magnets 18a of the ramp 77 on the opposite side ot the track connect on one side to the common Wire 81 and on the opposite side by wire 85 and contact 86 of relay 74, connect to line Wire 87 and by contact 83 of the track relay for thel neXt succeeding block connect to transformer 84 so that the magnets 18L are controlled over the first and second succeeding blocks according to the` standard practice in railroad signaling. This condition is maintained throughout any portion of track.

In addition to the ramps at the entrance of a block, ramps may be placed intermediate the ends ot the block as indicated at 78. This ramp may be constructed according to the arrangement shown in Fig. 3 having A. C. coils 18b and 18c connected on one side to the common Wire 80 and on the other side by Wire 88 to the line wire 87, so that they are controlled by the track relay of the next block ahead. More than one ramp similar to 78 may be provided intermediate the block and similarly arranged so that at frequent recurring points, as a train passes through the block, it receives acommunication of the conditions of the block ahead.

The operation of the cab signal system will bey understood as followsrlf a locomotive,.equipped as shown in Fig. 8, encounters a track arranged as indicated in Figs. 9 and 10, and the first block ahead is not clear, then the track relay is deenergized and magnets 18 and 18a are deenergized so-,that the locomotive shoe comes under the influence of a ramp energized entirely by the permanent magnets 19. These magnets act on the polarized armature 38 ot the left shoe and the polarized armature 38 ot the rightshoe, causing them to swing to the opposite position from that shown, Where they are held by the magnetism of magnet 38, opening the holding circuit ofthe block relays 102 and 1028, whereby these relays are deenergized and a red signal indication is given indicating that the ,blockv is `not clear.

Now suppose that ramp 76 is energized by alternating current and the A. C. coils 18a ot ramp 77 aredeenergized, corresponding to the conditions of a train yin the second block ahead, then the lett shoe on engaging ramp 76 energizes A. C. relay 103 from the coils 18, thereby picking up relay 103 and preventing the block relay 102 trom being deenergized, While the block relay 102a is deenergized due to the influence ot' the permanent magnets in the :ramp 77, causing the display ot' a yellow or caution signal by energizing one of the block relays and deenergizing the other.

It both ramps 76 and 77 are energized by alternating current, then the A. C. relays 103 and 103a are picked up and the block relays 10Q-and 102 are energized, giving a green or clear signal. The operation of both inductive shoes is exactly alike and these shoes are arranged to cooperatively operate the cab signals so that the system operates when either shoe engages either ramp.

It a locomotive enters a block and the ramp 76 is energized by alternating current and the ramp 77 deenergized, this will produce a caution signal as in the manner previously described. When this locomotive proceeds through the block and encounters thecfirst intermediate ramp 78, if the conditions creating the caution signal have changed in the interval the coils 18b and 18c 'ot this ramp will be energized and the caution signal will be changed toa clear signal and, on the other hand, if these conditions have not changed or it the conditions producing a clear signal at ramp 77 have changed in the interval so that a caution signal should be displayed When the locomotive encounters an intermediate ramp, the A. C. magnets 18b and 18c Will be deenergized and the permanent magnets of this ramp Will establish the conditions of a caution signal, similar to the permanent magnets in the other ramps. Other functions performed by the intermediate ramp will be understood in connection with the train control apparatus.

The train control apparatus.

y The train control apparatus as disclosed in the present invention is arranged to give an audible signal when a caution signal is received and to secure an application of the train brakes at each intermediate ramp it the caution conditions remain. This application of the brakes is obtained through a graduated etl'ect which increases the braking force as the train proceeds through the block and in combination therewith each time that the braking system is operated the audible signal may also be operated. Each time the audible )signal is operated manual means are provided whereby its operation is suspended.- Y A magnet is provided controlling a. valve Q30 leading to a whistle or audible signal. This magnet is controlled by the block relays and becomes effective when either block relay is deenergized. Another magnet is provided indirectly responsive to the block relays and which may be manually controlled. This magnet controls a valve leading to a vent pipe in the train line, whereby the brake application is made. In additionto this` the latter magnet operates a stepping device whereby the audible signal is suspended and the apparatis brought into position for operating the train brakes at each succeeding operation of the D. C. magnetlc shoe. This operates '5.a graduated valve, whereby the train pipe may be vented lo a greater extent at each succeeding ramp as the train proceeds through the block.

This apparatus will be understood from Fig. 8 in which magnet 201 connects to the common wire 100 and by wire 202, contact 203 of block relay 102, wire 204 and contact 205 of block relay 102a connects to battery wire 110. This magnet is therefore deenergize'd when either or both block relays are deenergized corresponding to the conditions of a caution or stop signal. Magnet 201 cont-rols armature 223 which holds valve 222 closed shutting ott the air supply from pipe 221 to pipe 224. Nhen this magnet is deenergized, valve 222 is opened and a passage is set up from the air supply in pipe 221 through pipe 224, rotary valve 225 and pipe 226 to whistle 227, thus giving an audible signal. Armature 223, when magnet 201 is deenergized, also controls a stepping device 242 hereafter to be described.

Magnet 211 connects on one side to the common wire 100 and is controlled by wire 212, contact 214 of stick relay 151, wire 215 and contact 216 of stick relay 151a to battery wire 110, so that when stick relays 151 and 151a are energized, magnet 211 is energized and when either of these relays is deenergized, magnet 211 is deenergized. Mag- 'net 211 controls the armature 233 operating the valve 232, leading from the train line 231 to the pipe 234, connecting through the rotary valve 225 to pipe 235 and to the vent 236. A connection 237 may be made between pipes 226 and 236 operating the whistle 227. In the normal position as shown, the connection between pipes 234 and 235 is closed at the rotary valve 225. When, however, this valve makes one step the first small opening 238 aligns with the opening in pipes 234 and 235, thereby establishin a connection between these pipes and w en valve 225 advances another step, .a larger oppning is provided between these pipes and w en it advances still 'further a still larger opening is provided between these pipes,- thereby providing a greater orice for venting` theV train line and a greater brake action. Devices 'may be used in connection with vent pipe 236 which will regulate the alnount of reduction in the train line pressure for each progressive step but these, however, are not shown in the present invention.

The armature 233 contains a detent 241 arranged to engage the stepping wheel 242 with which the rotary valve 225 is rigidly connected for rotation. Each time, therefore, that magnet 211 is energized and deenergized, valve 225 is rotated one step setting up a new condition in the train control apparatus and this remains eective aslong as magnet 201 is deenergized and armature 223 engaging the stepping Wheel 242 retains it in the position to which it has been moved by armature 233.- When, however, magnet 201 is energized, armature 223 is released from the stepping wheel 242 and coil spring 243 restores the stepping mechanism to the starting position.

Consider now the operation of the stick relays 151 and 151f. These relays connect to the commonwire 100 and relay 151 is controlled by wire 152, contact 153 of block relay 102 to the battery wire 110 and relay 151?L is similarly controlled by wire 152 and contact 153 ot block relay 102a so that when the block relays are energized, these stick relays are also energized. A holding circuit is provided for these relays, including contact 154, wire 155 and contact 156 controlled .by magnet 38 of the D. C. magnet shoe to battery wire 110, so .that when the magnet 38 engages pole piece 37 the holding circuit for stick relay 151 is established and a similar circuit with corresponding reference characters is provided for stick relay 1512*.y

The arrangement of the controlling circuit on the right shoe, however, for this stick relay, shows an arrangement that may be used when the D. C. magnet shoe is used in duplicate and in which a second polarized armature 38EL operates between a second magnetic yoke similar to 35 but not shown in the drawings. The contacts controlled by this armature are connected in series with the contacts controlled by armature 38 from wire 155, contact 1563, wire 155, contact 156 to battery wire 110. The objects of introducing the D. C. magnetic shoe in duplicate are to provide more reliable operation and also to takeadvantage ot' the fact that the armatures on these two shoes, although coming under the influence of the same ramps, will not move exactly at the same time so that armature 38,y for instance, will break the contact 129 and deenergize the vblock relay 102 before armature 38a changes position to establish the holding circuit for relay 151, This guards against the possibility of a slowly acting stick relay failing to open before the holding circuit is established. If desired. the holding circuit for the block relay 102 can also be controlled in series by armatures 38 and 38 although this has not been shown in the drawings.

Each time that the magnet 38 changes from poleI piece 36 to pole piece 37, the block relay `is deenergized which deenergizes the stick relay 151 and this relay remains deenergized until it is picked up from `some exterior source. One source provided for this purpose consists of the push buttons 153 arranged to establish a circuit between wire 152 and battery wire 110 so that by the manual operation of the push button, relay 151 may be energized and a similar arrangement is provided Ain connection with relay 15P. These stick relays, therefore, are energized, first, when the b lock relays are energized and second, when the push buttons 153 `are operated. Also theseV relays, when the block relays are. deenergized and it energized by the pick-up circuit above referred to, are maintained energized through the magnet 38 in the controlling position.

Considering the operation et the train control apparatus it will be observed that when a caution signal is received the blockv relay 102 is deenergized. This deenergizes magnet 201 whichropens valve 222. there-by applying air to the whistle 227 and giving an audible signal, and also deenergizes magnet 211 due to the fact that stick relay 151 is deenergized. In order to stop the whistle the engineman presses the push button 153 which picks up stick relay 151 and thereby energizes magnet 211, causing the detent 241 to move the rotary valve 225 around one step. This action shuts the passage between pipes 224 and 226, thereby stopping the whistle and at the same time establishing a assage .between pipes 234 and 235. However, fit magnet 211 remains energized the valve 232 is closed, closing the orifice of the tiain lineA 231.

It has been stated that the stick relay 151 is held in the energized position by contact 156, and as long as the armature of the D. C. magnetic shoe remains in this pbsition there will be no change in the operation of the train control system. In order ,to secure an effect at each intermediate ramp encounteredA I provide van arrangement which during the transit ofthe shoe overa portion'of the ramp changes th` armature 38 to the proceed position, an changes it again tothe control position' nless itis infiuenced by. the presence of C. in the ramp. ThisI secure by arran ing the ramp asshown at 78, Fig. 10 and lsoas shown in Fig. 3, with an insulatedv c ntral portion having the poiles of the per anent magnets `reversed so that this centr lyportion of the ramp will swing the armature 38 into the proceed position, thereby opening the holdin of stick rela 151. However, as t e train moves over t e ramp the adjoining portions circuit v in effect, for each intermediate ramp encountered, the armature of the D. C. magnetic shoe is momentarily changed from one position to the other' with the object of re leasing the stick relays and bringing the train control .apparatus again into operation. This deenergizes magnet 211, thereby establishing a passage from train pipe 231 l to pipe 234' and to vent pipe 236, also to whistle 227 operating the train brakes and sounding the audible signal. In order to release this effect, the push button 153 is again operated 'which energizes magnet 211 and steps around the rotary valve 225 to a new position to be again operated when the next intermediate ramp is encountered. This condition is maintained until the block relay 102 is energized and magnet 201 isthereby energized, releasing the stepping wheel 242 which is restored to the starting position by spring 243 and the system is in position to repeat the operation f the audible signal and train control on encountering another caution signal. It will be noted that any intermediate ramp which is energized will energize the block relay and thereby restore the train control apparatus to the starting position. The operations just explained have reference to the left shoe and the aparatusy'on the left side of the diagram. .Ioweve`r, the right shoe is arranged in a' similar manner. By .compelling the engineman to operate the push button on encountering each ramp, his attention is drawn to the fact that the train is proceeding under contol and should be operated at a caution spee Having thus described my invention, I claim:

1. In a'railway traffic controlling a track, a vehicle thereon, a device on said track having pole ieces, a plurality of permanent magnets or energizing these pole pieces, also' a source of current for energize ing these pole pieces and a device on said ver hicle responsive to. said-.track device.

2. In a railway traiic controlling system, aitrack, a vehicle thereon, amagnetic device located on said track having pole pieces, a plurality of permanent magnets and magnet, coils placed transversely between said pole pieces, similar poles of said magnets engagmg each pole piece and a device on said vehicle responsive to said track device.

In a railway tratic controlling system,

a track, a vehicle thereon, amagnetic device located on said track having'el plurality of' system,

insulated sections with pole pieces, a plurality of permanent magnets extending transversely between said pole pieces and a device on said vehicle responsive to said track device.

4. In a railway tratiic controlling system, a track, a vehicle thereon, a. magnetic device located on said track consist-ing of a. plurality ot insulated sections having pole pieces, a plurality of permanent magnets extending transversely between said pole pieces, similar poles ot' said magnets engaging the pole piece for each section, said poles being ieversed for adjacent sections and a. device on the vehicle responsiveto said track device.

In a railway tratlic controlling system, a track, a vehicle thereon, a magnetic device located on said track, consisting of a plurality of pole pieces, a plurality of magnets eX- tending transversely between said pole pieces and establishing a polarity therein, a plurality ot magnet coils also connected between said pole pieces and means for energizing said coils and a device on said vehicle responsive to said track device.

G. In a railway tratiic controlling system, a track, a vehicle thereon, a magnetic device located on said track, consisting ot' a plurality of pole pieces, a plurality ot' magnets eX- tending transversely between said pole pieces with their similar poles placed in the same direction, magnetic coils spaced between said pole pieces, asource of alternating curient for energizing said coils and a device on said vehicle responsive to said track device.

7. In a railway traffic controlling system, a track, a vehicle thereon, a device located on said track consisting of two parallel magnetic plates with a ,non-magnetic plate between said magnetic plates, a plurality of horse-shoe magnets with their poles connecting the underside ol said magnetic plates and a device on said vehicle responsive to said magnets.

8. In a railway traffic controlling system, a track, a vehicle thereon, a magnetic device located on said track, said device energized by a plurality of permanent magnets, means for superposing the iux Jfrom an alternating current on said device and a device on said vehicle responsive to said track device. l

t). ln a railway tratiic controlling system, a track, a vehicle thereon, a magnetic device an said track having` extended pole pieces parallel with said track, a plurality ot permanent magnets placed adjacently in groups transversely between -said pole pieces magnet coils spaced between said groups and a device on said vehicle responsive to said track device.

10. In a railway traffic controlling system, a track, a vehicle thereon, a magnetic device locatedfon said track having pole pieces,

permanent magnets spaced at intervals placed transversely between said pole pieces and magnetic coils spaced intermediate said permanent magnets between said pole pieces and a device on said vehicle responding to said track device.

11, In a railway tratiic controlling system, a track, a vehicle thereon, a magnetic device on said track having pole pieces parallel with said track, permanent magnets placed transversely between said pole pieces, a device on said vehicle consisting ot a continuous magnetic yoke arranged to travel in a plane over said pole pieces and an independent armature operated by said magnetic yoke.

12. In a r-ailwa traffic controlling system, a track, a veliicle thereon, a magnetic device on said track having pole pieces parallel with said track, permanentI magnets placed transversely between said pole pieces, a device on said vehicle having a continuousrinagnetic yoke arranged to travel in a plane over said pole pieces and a polarized armature associated with said magnetic yoke responding to the polarity of said pole pieces.

13. In a railway traffic controlling systeni, a track, a vehicle thereon, a magnetic device having pole pieces located on said track, a device ony said vehicle having a magnetic yoke arranged to travel in the plane of said pole pieces, a magnet pivoted to said yoke and arranged to swing between the poles of said yoke in response to the inductive iniiuence from said track device.

14. In a railway traic controlling system, a track, a vehicle thereon, a magnetic device located on said track, having pole pieces, a plurality of permanent magnets placed transversely between said pole pieces and having similar po les in the same direction, a device on the locomotive having a continuous magnetic yoke with poles arranged to move in the plane of said pole pieces and a polarized armature arranged to swing between said poles.

15. In a railway traffic controlling systeni, a track, a vehicle thereon, a magnetic device located on said track, consisting ot magnetic pole pieces, a plurality of magnets placed between `said pole pieces, means on the track for impressing a flux on said pole pieces, a device on said vehicle consisting of a magnetic yoke traveling in the vplane of said pole pieces and having an armature responsive to said magnets and another magnetic yoke traveling in the plane of said pole pieces inductively responsive to'said flux.

16. In a railway trai'ic controlling system, the combination of a track, a vehicle thereon, a magnetic device located on said track having pole pieces parallel with said track, permanent magnets connected bellt) tween said pole pieces and means on the track for impressing an A. C. flux upon said pole pieces, a device on said vehicle consisting of a magnetic yoke traveling in the plane of said pole pieces with an armature responsive to said magnets and a second magnetic yoke also traveling in the plane of said pole pieces, including a coil and an inductive relay, saidrelay connected with said coil.

17. In a railway traffic controlling system, a track, a vehicle thereon, a magnetic device located on said track having pole pieces extending parallel with said track, means for impressing an A. C. flux on said pole pieces, a device on said vehicle consisting ot a plurality of magnetic yokes, with coils, said yokes arranged to travel in the plane of said pole pieces and said coils arranged to inductively operate a circuit on said vehicle.

18. In a railway tratiie controlling system, a track, a vehicle thereon, a magnetic device located on said track with poles parallel to said track, an A. C. flux impressed upon said poles, a device on said vehicle consisting of a plurality of magnetic yokes traveling in the plane of said pole pieces. said device inductively responsive to said A. C. finit and operating a device on said vehicle. i

19. In a railway traffic controllingsystem, a track, a vehicle thereon, a magnetic device located on said track, said device energized by magnets and also energized by an A. C. flux, a device on said vehicle having a magnetic yoke traveling in the 'plane of said track device and responsive to said magnets, also a magnetic yoke traveling in the plane of said track device responsive to said A. C. flux, a circuit controlled by the A. C. flux for moving the vehicle device into a definite position.

20. In a railway traiiic controlling system, a track, a vehicle thereon, a magnetic device located on saidtrack, having pole pieces, permanent magnets connected between said pole pieces and means for iinpressing an A. C. .fiux on said pole pieces, a device on said locomotive consisting of a magnetic yoke traveling in the plane of said -pole pieces, an armature controlled by said yoke and responsive to said magnets, a second magnetic y"yoke traveling in the plane ot said pole pieces having a coil. a circuit connected with said coil, means t'or establishing one condition from said A. C. flux and means for establishing a ditl'erent condition on said vehicle from said armature.

21. Ina railway trafiic cont-rolling system. a track, a vehicle thereon, a magnetic device located on said trackhaving pole pieces, magnets' extended between said pole pieces, a source of A. C. flux on said track device, a device on said locomotive including a magnetic yoke traveling in the plane ott said pole pieces and having an armature responsive to said magnets, a second magnetic yoke having a coil responding to said A. C. flux, a relay connecting with said coil, said relay controlling a circuit clfccling the operation ot said armature.

22. In a railway tratiic controlling systeni, a track, a vehicle thereon, a magnetic device on said track having` pole pieces, magnets placed transversely between said poles, means't'or impressing an A. C. ilux on said poles, a device on said vehicleconsisting of a magnetic yoke traveling in the Aplane of said poles and having an armature responsive to said magnets also responsive to conditions on said vehicle and means operated by said A. C. tlnX for setting up said vehicle conditions.

23. In a railway trattic controlling system, a track, a vehicle thereon, a controlling device on said vehicle having a retarding and a non-retarding condition, a magnetic device on said'tack having' pole pieces, magnets placed transversely between said poles, means for impressing an A. C. tlux on said poles, a device on said vehicle consisting of amag-netic yoke traveling in the plane ot' said poles and having an armature responding to said magnets to produce said retarding condition on said vehicle and responding to said A. (7. flux to produce said non-retarding condition on said vehicle.

24. In a railway tratticl controlling system, a track, a vehicle thereon, a magnetic device located on said track having pole. pieces, magnets connected between said pole pieces, a device on said vehicle consisting ot a magnetic yoke traveling in the plane otvsaid pole pieces, a polarized arinature controlled by said yoke and means on said vehicle 'for energizing said polarized armature. y

2:". In a railway tratlic controlling system, a track, a vehicle thereon.A a magnetic' device located on said track, pole pieces extendingl parallel with said track and having magnets placed transversely between said pole pieces, aplnrality ot magnetic devices traveling in the plane of said pole pieces, each device having an armature controlled by the polarity ot' said pole pieces and eacharmature independently operating a circuit controller arranged to control the saine circuit.

26. In a railway trafl'ic controlling systeni, a track, a Vehicle thereon a controlling device on said vehicle having a retarding and a non-retarding condition, a magnetic device located on said track. said device having pole pieces extending parallel with said track and permanently magnetized, means for impressing an A. C. fini: on said pole pieces, a device on said vehicle responsive to the magnetism of said pole pieces and arranged to produce a retarding effect on said vehicle and an independent device on said vehicle responsive to said A. C. iux, arranged to produce a non-retarding effect on said vehicle.

27. In a railway trafiic controlling system, a track divided into blocks, a`vehicle thereon a controlling device on said vehicle having a retarding and a non-retarding condition, a magnetic device located on said track extending parallel with said track and having pole pieces permanently magnetized, means controlled b v said blocks for impressing an A. C. flux on said pole pieces, a device on said vehicle consisting of a magnetic yoke traveling in the plane of said pole pieces and having an armature responsive to said magnetism and a second yoke traveling in the plane of said pole pieces controlling a 'circuit responsive to said A. C. flux, said circuit moving said armature into position to establish a non-retarding condition on said vehicle.

28. In a railway traffic controlling system, a track divided into blocks, a vehicle thereon a controlling device on said vehicle having a retarding and a non-retarding condition, a magetic device located on said track andpermanently magnetized, means controlled by said blocks for impressing an A. C. iiuX upon said device, a device on said vehicle responsive to said magnetism tor establishing a retarding condition and a device responsive to said A. C. flux for establishing a non-retarding condition.

29. In a railway trafiic controlling system, a track divided into blocks, a vehicle thereon a controlling device on said vehicle having a retarding and a non-retarding condition, a magnetized device located on said track, an A. C. current controlled by said blocks and magnetizing a track device, a device on said vehicle responsive to said magnetism for establishing a retarding condition and a device responsive to said A. C. current for establishing a non-retarding condition.

30. In a railway traffic controlling system, a track, a. vehicle thereon a controlling device on said vehicle having a retarding and a non-retarding condition, a magnetized device located on said track, an alternating current impressing a fiux on said device, a device on said vehicle responsive to said magnetized device to produce a retarding effect and responsive to said A. C. fiuX to produce a non-retarding effect on .said vehicle.

31. In a railway trafiic controlling system, a track, a vehicle thereon, a magnetized device located on said track, an alternating current impressing a flux on said device, a device on said vehicle responsive to said magnetized device and means responsive to `said A. C. flux preventing said vehicle device trom responding to said magnetism.

32. In a railway trafiic controlling system, a track, a vehicle thereon a controlling device on said vehicle having a retardingfand a non-retarding condition, a device on said track permanently magnetized, an alternating current impressing a flux on said device, a device on said vehicle responsive to said magnetism and an independent device responsive to said A. C. flux, and means whereby said retarding conditions are produced byvsaid magnetism and said non-retarding conditions are produced by said A. C. flux.

33. In a railway trafiic controlling system, a track, a vehicle thereon, a magnetizcd device on each side of said track, a device on said vehicle having a polarized armature, said vehicle device operated inductively by either of said track devices and each ot said track devices arranged to produce a similar efi'ect on said vehicle device.

34. In a railway traffic controlling system, a track, a vehicle thereon, a magnetized device on each side of said track, with poles similarly arranged with respect to the centre line ot said track, a device on said vehicle having a polarized armature, said vehicle device operated inductively by either ot said track devices.

35. In a railway trafiic controlling system, a track divided into blocks, a vehicle thereon a controlling device on said vehicle having a retarding and av non-retarding condition, devices spaced on said track controlled by said blocks, a stepping device on said vehicle progressively establishing said rctarding condition and inductive means for operating said vehicle device to the retarding condition by said track devices.

36. In a railway traflic controlling system, a track divided into blocks, a vehicle thereon a controlling device on said vehicle having a retarding and a non-retarding comlition, devices spaced on said track controlled by said blocks, a device on said vehicle progressively establishing said retarding condition and inductive means for establishing a retarding and a non-retarding condition on said vehicle by said track devices as said vehicle proceeds through the block.

37. In a railway traic controlling system, a track divided into blocks, a vehicle thereon, a train controlling mechanism on said vehicle, devices on said track, a device on said vehicle inductively responsive to said track devices, a stick relay held energized by said inductive device in one position and a second stick relay held energized by said device in another position.

38. In a railway traffic controlling system, a track divided into blocks, a vehicle thereon, a train controlling mechanismen said vehicle, devices on said track, a device lll.;

llO

-on said vehicle inductively` vresponsive to said track devices, a stick relay controlled by said inductive device in oneposition, a .second stick relay controlled =by the first stick relay and also controlled by said inductive device in another position.

39. ln a railway wtrafic controlling system, a track divided into blocks, a block system, a vehicle on said track, a mechanism on said vehicle having a retarding condition and a non-retarding condition, devices on said track spaced in said blocks and controlled by said block system, a device on said vehicle iiiductively responsive to said track devices and operating saidnechanism, means operating independently oi" the running gear ot' said vehicle whereby a rcta-rding condition is progressively established at each succeeding track device in the block when the block is not clear, and means whereby a non-retarding condition is established at any trackdevice controlled by a clear block.

40. In a railway `traliic controlling system, a track, a block system dividing said track into blocks, a vehicle thereon a controlling device on said vehicle having a retarding and a non-retarding condition, a device on said track, a portion ot' saiddevice controlled b said blocks, and a central portion of said evice arranged to ablish a non-retarding condition on said vehicle.

41. In a railway traffic controlling system, a track, a vehicle thereon, a device on said track permanently magiietized, ay relay on said vehicle, a plurality of magnetic devi'ces'on said vehicle having armatures re-' Sponding to said track device, 'said armatures each controlling tliecircuit of saidv relay in series. s

42. In a railway traiiic controlling system, :i track, a block vsystem dividing said track into blocks, a vehicle thereon, a device on said track permanently magnetized by a plurality of magnets, a device on said vehicle inductively responsive to said track said permanent magnetic member to a sclected position, the pole of said electro-magneic kmember arranged to form, when deenergized, tlie armature of said permanent magnetic member, to `Vmaintain it in said selected position and a circuit for inagnetizl ing said permanent magnet.

44. In a train controlling mechanism, the con'ibination of a track with a vehicle thereon having a controlling mechanism, an eloi'igated magnet on said track, energized by alternating current, a plurality of coils on said vehicle independently responsive to said magnet, said coils operating said controlling mechanism. y

45. In a "railway trailic controlling systei-inthe combination of a track with a vehicle thereon,V a controlling mechanism onsaid vehicle having a retarding and a non-l ietarding condition, a device on said vehicle operating said mechanism to produce a retardiiig condition and another device operating said mechanismto produce a nonretaiding condition, a device on said track (zo-operativelyy operating said vehicle devices inductively, said vehicle device pro-` ducing the non-retarding condition arranged to move the device producing` the retarding condition away from the retardin position.

igned at New York in the county of New York and State of New York, this 26th day of March, A. D. 1921.

MATTHEIV LOUGHRIDGE.

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