US1556357A

US1556357A - Simplex train control

Info

Publication number: US1556357A
Application number: US578742A
Authority: US
Inventors: Alfred L Ruthven
Original assignee: Individual
Current assignee: Individual
Priority date: 1922-07-31
Filing date: 1922-07-31
Publication date: 1925-10-06
Anticipated expiration: 1942-10-06

Description

; Oct- 6, 1925.

A. L. RUTHVEN sIIPLsx TRAIN cou'r'non F1106 July 31. 1922 Patented ctf6', 1925i UNITED srn'ras PATENT oFFrcE,

ALrnpn L. nu'rnvnn, or noonnsrnn, NEW YORK.

SIMPLEX imam CONTROL.

Application filed July 31 1922, Serial No. 558,742. Renewed September 3, 1925. i

To all whom it may concern: Be it known that I, 'AnFnnoL. RU'rHvEN', a citizen of the United States, residing at.

"Rochester, in the county of Monroe and an improvement over the apparatus disclosed in my copending application Serial No,- 549305, filed April 5, 192% It lsthe objeet'of the invention'to provide a trainer vehicle controlling apparatus of the same generalkind as disclosed in said application with improvements, arrangements of the component elements and altersaid'application supra.

ations rendering theapparat-us more simple 'in construction, as well as increasing the utility and. efficiency 'thereof, the general objects of the present invention being substantially the same as. those"ment ioned in With the foregoing. and other objects in view, which will :be apparent-as ,the description proceeds, the invention resides v.in-

the construction and arrangements of parts, as hereinafter :described .and claimed, it being-understood that changes can be made within-the scope of what is-claimed, without departing from the spirit of theinvention, The invention is; illustrated in the accompanying drawing, wherein thefigure is a diagrammatical view .of the apparatus,

Theresponsive devices or impulse receiv- GI'STJf the vehicle equipment comprises the choke coils 7' and 8 whichlare wound on the respective cores. 9 and 10. Anon-mag- "netic section 11 is disposed in one rail 12 of .the I track at each controlling station,

-.by when the vehicle; is travel' rendering the rail non-magnetic. at, each and every controlling station, with the portions'iof the rail in the blocks or between the controlling stations of magnetic material. The choke coils or receivers of the vehicle equipment move closely over the rail where-' between controlling stations, themagnetic portion of the rail 12 substantially completesi the niagnetic circui-ts of the cores 9- and 10 the ends of said cores being extended tower and closely adjacent to the rail, whereas when I the coils move over the non-magnetic\rail assembled with the non-m .tion 11, being preferably app iedto andsupported from said rail section with their terinitials or poles directed upwardly 'closely' f section 11 the magnetic circuits are interrupted, the same as if a complete air gap existed between the terminals of the cores 9 and 10. .Two of the choke coils or receivers are employed at longitudinally spaced points inorder that. when passing non-magnetic crossings, frogs, switch points, and the like, i

only one of the coils, at the same time, w'ill pass over such non-magnetic portions of the rail," and the coils are so arranged that-they will only simultaneously move over the nonmagnetic rail section 11 and no othcr non-. Q

magnetic portions of the rail. This will lIVOld' false impulses or responses in the velncle equipment should nonmagnetic-portrollingstations.

dercd magnetic by placing .iron bars or bodies adjacent to the non-magnetic portions or by rendering the non-magneticpoh; tions magnetic in any other Way, as will be readily apparent to those skilled iii the "art.

' A predetermined condition of the vehicle equipment is obtained each and everytime the vehicle passes a controlling station, by the presenceof the non-magnetic section in thefirail, for producing danger or vehicle stoppingjcontrol of the vehicle, and controlling means are associated with the non-mag netic'rail section fdr ofi'setting bi modify;

ing the control established by the non-magtions be. used in the rail between the con- 1 Furthermore, such non magnetic portions of the rail in the blocks or between controlling stations can be ren:

netic rail section'to obtain caution, clear orfDO other modified conditions. Forj'this 'pur pose, magnetic cores or armatures 13 are adjacent tothe tread of the; rail,' "and, said the non-magnetic rail section at suitable oints. Coils 14 arewound on the intermcetic rail seccores '13 are spaced apart longitudinally of iate portions of the cores 13, and "are dis- 5, posed in circuits with the inductive r i ance. coils 16 and switches 17, and said switches are under the control of electro magnets 18 disp'osed in {the circuits-of thefjl iwayside' or i semaphore signal apparatus, wherebywhen the eIeetro-n'iag'nets '18 are energized, the switches 17 ateslib d losed;i c said sw1tc'hes dropping open wlien. themage. nets are deenorgized', fl he oontrolovr'the I r a magnets 18 and switches 17 forms no part of the present invention. It may be here noted that the track elements being assembled with and disposed below the rail do not constitute an objectionable obstruction on the track, and are'protectedby the red from being knocked-off, damaged, or the him. The choke coils or receivers of the vehicle bei disposed over the rail do not constitute m an 'jectionable obstruction on the vehicle 1 which would be apt to be knocked-d, damaged or damage-productive, thereby avo d-- ing the problem of clearances, and providing for a given uniform clearance between the vehicle and track devices by associating them with the rail.

l A solenoid or electrmmagnetic translating device 19 is controlled by the choke coils and 8, and such translating device includes the vertically movable core or slide 20 which drops by gravity when the solenoid is deenergized. The solenoid is normally energized when travelling in the block, by means of an alternating or fluctuating current genorator 21, the coils 7 and 8 being connected in series with the solenoid. The circuit includes the generator 21, a condlictor 22, coil 7

conductors

24 and 25, coil 8, conductor 26 including the condenser or capacity reactance27, solenoid 19, conductor 28, contact 29, a slide switch 30 carried by a rod or stem 31 attached-to the core 20, and a conductor '32 connecting said slide switch 30 and the generator 21. The condenser 27 is ofksuch capacity and adjustment with referenbe to the coils 7 and 8, that when said coils are over the iron or magnetic portion of the rail, whereby the magnetic flux in the cores 9 and can flow freely therethrou h, the circuit of the solenoid 19 is tuned an said solenoid is energized to the maximum strength of the current, thereby supporting thecore in its elevated position as shown, Whereas when the choltecoils 7 and 8 both pass over a nonmagnetic portion or section 11, the magnetic circuits ofthe cores 9' and 10 being inter 'ru ted or broken, will resu'ltin a magnetic re uctan'ce in ,the cores 9and 10 and a choking'efiect established by the coils 7 and 8, thereby detuning the air-(suitor the solenoid .19, to sufiiciently deenergizdsaid solenoid to release the core 20 for downward 'movement. Such detuning action is ob= tained by the proper winding and location of the coils 7 and 8 and the proper capacity ,pnd adjustment of the condenser 27. when such ,decnergization of the solenoid is obtained in reaching a non-magnetic rail 1 section at controlling station, the dropping ofythe 001120 will immediately remove the v slide swi I i from the contact 29, thereby 'o'peningth circuit of the solenoid and prevent-ing 381d solenoid from being reenergized until the core or slide 20 has been re stero d -that is," the deenergization of the solenoid in emitting the core 20 to drop willnot enable the core to be picked up by the-solenoid without other actions occurring. The circuit of the coils 7 and 8 and solenoid 19 is so tuned, that when one coil 7" is over a non-magnetic portion while the other coil is over a magnetic portion of the rail, the circuit is not sufiiciently detuned to decnergize the solenoid to such an extent as to release the core 20.

When passing a controlling station, ,the responsive devices after having deenergized the solenoid 19, now control a solenoid or electro-magnetic device 33, constituting a secondary translating device operable for 8" obtaining caution and clear or other modilied coitions after a danger condition is established by the deenergization of the solenoid or primary translating device 19. The solenoid 33 controls a step by step ratchet 8 device 34 for obtaining caution and clear conditions in progressive succession, and includes awheel 35 having the ratchet teeth 36, such wheel being weighted or otherwise biased to turn, when released, to the normal position illustrated. A pawl 37 is pivoted to the core 38 of the, solenoid 33, and said core is projected by a spring 38' when the solenoid is deenergized to position the pawl for engaging one of the ratchet teeth 36. The pawl normally swings by gravity or otherwise away from the wheel 35, and an electro-magnet 39 is provided for picking up the pawl and swingin same into engagement with the correspon ing tooth 36. The

I solenoid 33 and magnet 39 are brought into circuit with the generator 21 and choke coil 7 when the solenoid 19 has been deenergized and the core 20 started on its downward movement, a contact 40being so arranged as to be engaged by the slide switch 30 the moment the core 20 starts downwardly. The circuit referred to includes the genera tor 21, conductor 22, choke coilv 7, conductor 44 including the-condenser or capacity reactance 45, solenoid 33, conductor 43, mag: net 39, conductor 41, contact 40, slide switch 30 and conductor It will be noted that whereas both coils 7 and 8' are connected I in series with the solenoid 19,-to avoid said solenoid being deenergized when in over non-magnetic crossings, frogs,s itch points, and the like, only the choke oi 7 is connected in series with the solenoid '3 the choke coil 8 being idle in'so far as solenoid 33 is concerned when assin the non-mag netic rail section, so tiiat on y the coil 7 is responsively cooperable with the track elements. The condenser-45 islof such capacity and adjustment that when the core 9 is over the non-magnetic rail section 11, the

solenoid 33 and magnet 39 are energized (the circuit thereof being tuned) siifiicicntl he pawl 37 and attract the core '38 to raise t for advancing the wheel v35 one step, such 3 equipment.

rug trem the core 9 through the core 13- will and impedingthe flow of magnetic flux both' in the core 13 and the core 9, resulting in a preliminary step of the wheelalways occurring, in any event,'when passing a controlling station and changing the control from the solenoid 19 to the solenoid 'It' the core 9 is over a core 13 with the corre} spending switch 17 closed, the result is the sct up an alternating current in the secondary coil 1% and circuit thereof, and the coils 1e and 16 will impede the fiow of current in the track circuit, thereby resisting choking eiiiact being obtained in the coil 7 and detuning of the circuit of the solen'oid' 33 and magnet. Aceordmgly,,the solenoid aid magnet 39 are deenergized sufiiciently, for a moment, to release the pawl;

37 and core 38, the pawl dropping away from the.wheel and the core; 38 being projected by the spring 38. As soon as the core 7 has left the core 13, the choking and detuning influencev is lost and the solenoid 8 -3 and magnet 39are again energized to raise the pawl 37 and attract the core 38, thereby advancing the wheel 35 a second step. The same action will. occur if the coil 7 passes the second core '13 with the corre-.

-' net {26 is broken, under different conditions,

spending switch 17 open, thereby providing for one or more 1IIlpHlSS.1I1 the vehicle equipment for turning'the wheel 35 the cor- .resnondin number of ste as which is for the purpose of setting'up caution oric'lear conditions after the danger condition hasbeen established in reaching the non-magnetic rail section. 7 1

- An electro-magnet 46 or other translating device controls the movement of, the vehicle, and, as shown, is normally energized toattract-and close a :switch 46, it beingunden "stood that the-magnet 46 being deenergize'd will release the switch 46" and in any suit.- able manner provide a vehicle stoppingsignal or condition such as by applying the air brakes, or the like. The circuit of-thmagfor retardingor stopping the, movement of thevehicle, .and:the normal closed circuit of the magnetincludes the battery 47. oi;

other source ofcurrentgiconductor 48,. magnet 40,; contact 49, switch 46 normallylengaging said contact; conductor 50,- contacts.

Masa -itch segment oflthe wieei 35Jnornie-ily engagingsaid contacts, conductor 53,

v T: -7 V 1- r? cont-a toe, shaesn itrn, carried by the-rod 31 normally engaging said. contacts 54 and conductor 56. The circuit of the magnet 46 can thus be broken by the movement of the wheel 35 two steps to remove the switch segment 52 from the con'tacts'51 or by the switch 55 a suiiicient amount to remove said switch 55 from the contact 54. f v

'lhe breaking-of the circuit of the magnet 46 by the switch 551s retarded, thereby requiring a predetermined distance of .travel of the vehicle, whenpassing a controlling downward movement of the core 20 and slide station, before'the switch 55 leaves the con-' tact 54- to break the circuit of themag'net,

4,6 and apply the brakes. Thus, a finger 57 is pivoted to the rod or stem .31 to swing downwardly but not upwardly from its normal position, and said finger isarranged to drop into engagement with the worm 58 when the core 20 is released. Said worm 58 is mounted on a shaft 59 thatis driven from a wheel, axle'or other movable part of the vehicle, so that the worm is rotated according to the movement of the vehicle. The operative connect-ion preferably includes suitable gearing 6Q for rotating the worm 58 ,in the same direction when the vehicles moves in.

either direction. Thus, when the core 20 is released, the finger 57 dropping into engagement with the worm 58 will retard the downward movement of said core and the slide switches 30 and 55, in order to delay the movement ofthc coreand slide switches to the lowermost position until the vehicle has moved a predetermined distance and the coil 7-lias had an opportunity of passing the track elements. This will delay the com plete establishment of danger cr -vehicle stopping conditions until there has been an opportunity for establishing 'caution or clear conditions' In orderto restore the core 20 to normal position, after the non-magnetic rail section has been passed and the required predetermined distance'travelled, means is provided for the reenergization of the solenoid 19'.- Thus, a'contact 61 is connected to the con 'ductor 28 and is arranged to be engaged by the slide switch 30 when the core 20 reaches its lowermost position, thereby closing the circuit of the solenoid 19, said si itch 30 only engaging thecontact 61 when 1 e -coil's 7 and 8 have moved beyondthe rail se'ction 11. Such circuit includes the generator 21, conductor 22, coil 7,

conductors

24 and 25,

coil 8', conductor 26, solenoid 19, conductor .28, contact 61, slide switch 30 and conductor 82. order to maintain suchcircuit through the solenoid 19'closed while the core2Q and slide switch 30 are beingele\'ate.d,jthelslide sw tch 30 leaving the contact 61 in its'iip',

ward movement, aswit'ch 62 is providedf tiibe attracted to the solenoid.,.19 when 1 s a solenoid is energized by the engagenie 6f;

the switch 30 with the' contact GLwhiclithkg', m0

\ place after the coils 7 and 8 have moved past the rail section 11. Such switch 62-is connected by a branch conductor 63 with the conductor 32, and a weight 64 holds the switch 62 open unless attracted by the energization of the solenoid 19., A contact 65 is connected to the conductor 28 to be engaged by the switch 62 when it is closed. Thus, when the switch 36 engages the contact 61 to energize the solenoid 19, the switch 62 is attracted to the solenoid and brought against the contact 65. This closes a circuit including the generator 21, conductor 22, coil 7,

conductors

24 and 25, coil8, conductor 26, solenoid 19, conductor 28, contact 65, switch 62, conductor 63 and conductor 32. The switch 62 therefore shunts the switch 30 and keeps the circuit of the solenoid 19 closed during the upward nmvemcnt of the core 20 and slide switches. A pin 66' is carried by the rod 31 in order that when the core 20 is completely raised to bring the slide switch 30 into engagementagain with the contact 29, the pin 66 will engage the switch 62 and swing same open, as illustrated, thereby again providing normalconditions, the circuit of the solenoid lt) being completcd,:as in the first instance described, by way of the contacti29 and switch 36, whereby ilpon deenergization of the solenoid when a non-magnetic rail section is leached, the circuit of the solenoid 19 is broken the moment the switch 30 leaves the contact 29.

The wheel 35 is held in its first and second steps, against return movement, by means of a holding or detent clectro-magnet 67. The wheel 35 has armature horns or p ojections 68 and 68' to move adjacent tothe pole of said magnet 67 when the wheel is zulvanced one and two steps. respectively, and either horn or projection being broughtjad}acent to the pole of the magnet will be attracted thereto in order to prevent the wheel return- When the core 20 is released from the solei'ng unless the magnet is deenergi /ml. The circuit of'the magnet 67 is'normally open, and the pawl 37 being normally rem ved from the wheel 35, will permit said wheel to turn back to initial or normal position.

noid 19 in reaching a controlling station, the ma net 67 is energized so as to be capable of olding the wheel 35. For this purpose, a contact '75 is so arranged as to be engaged by the slide switch 55 the moment the core 20 drops, and the circuit of the magnet 67 would then include thebattery 47, conduetor 69, magnet 67, conductor 70, contacts 7-1 a switch segment 72 of the wheel 3 normally engaging'said contacts, conductor 73, conductor 74, contact 75, slide switch 55 Y which has started"downwardly, and conductor 56. When the magnet 67 is energized.

it attracts a shunt switch 76 connected to the conductor 70 and brings said-switch against a contact 77 connected to the conductor 74. Thus, even though the wheel 35 moves one step, to rem ve the switch segment 72 from the contacts 71, the contacts 71 are shunted by the switch 76, and instead of the circuit of the magnet 67 being completed by way of the contacts 71 and sigment 7 2, the current flows from the magnet 67 through the switch 76 and contact 77 to the conductor 74, thereby keeping the magnet energized. The switch 76 :thus replaces the switch segment 72 when the wheel 35 has been turned, to keep the circuit of the magnet closed, and said switch 76 is so arran ed that it can be manually moved against the contact 77, as will hereinafter a ppcar.

moving the switch segment 52 from the contacts 51', said segment 52 in this case moving forward to bridge a pair of contacts 73, and anotherpair of contacts .91, which'at'e normally insulated apart,'are also bridged by the wheel 35 in this second step position of. said wheel. A conductor 79 connects one contact 78 with the magnet 46 between said magnet and the contact 49, and a conductor 80 connects the other contact 78 with a'fcon tact 81 arranged to be engaged by the. slide switch 55 the moment the core 20 starts to drop. Thus, while passing the controlling station with the core 20 down, and the wheel 35 advanced a second step, the magnet 46 is kept energized until the predetermined distance of movement of the vehicle. defined by the worm 58, has been made, 'lliecircuit of the magnet 46 will then include (the thereby premexming the immediate application of the brakes and ivng an opportunity for a clear'condition inp: established before the predetermined distance of travel of the vehicle has been accomplished. However, when such distance hasbcen travelled resulting in the solenoid 19 being reenergized and the core20 iaised to remove the slide switch 55 from the contact 81, the circuit of the magnet-16 is broken. the segment 52 having been remoi'ed from the contacts 51 the circuit of the magnet 46 is opened at the switch 46', and the switch 55 having been raisedabove the contact 81 is open e the circuit of the magnet 46 at this point also. Therefore, unless the circuit ot the magnet 46 is closed at some other Thus,

point, the brakes will be up lied for retardv ing the vehicle. Under tiese conditions, 1

speed below the permissible speed, and the 1,556,357 I i B to be bridged by aswitch S4 operated by .a

speed governor 85 that is mounted on the s aft 59, said switch'bridging the contact stripsqvhenth-e vehicle is travelling at a switch leavingthe strips when such speed isexceeded; The strip 82 is connected to "fitheconductor 80, and aconductor 86 con-' I 1 5 nectsthe stri 83 and'thecoiidnctor 56.

Therefore,-wit the wheel 35 in itssecond step position and the core restored. the circuit of the magnet 46, when the vehicle is stri tacts 78,- switc travelling below the speed limit, is closed byway ofthe switcli 84, the switch 84 being in engagement with the

strips

82 and 83 when sthe' veh'icle is travelling under caution speed.

Such circuit includes the battery 47, conductor 48,,ma 'net 46,- conductor 7 9, consegment 52 in its'sccond -position,condu'ctor 80, strip 82', switch 84. 83, conductor 86 and conductor 56, Sai circuit onl remains closed when the vehicle is trave ling at a slow speed, and

1- s'hould the speed limit be exceeded the switch I wheel in its second or caution position 84 in being removed from the contact strips SWitchQSS Lback against the contact strips.

' The circuit of the magnet 67 is broken 82 and 83 will opep the circuit resulting in the magnet 48 being deenergized' and the vehicle 'stopping'condition established, until the vehicle speed is reduced to bring the by the movement of the wheel to'fi-ts third position .or step, and-also under caution conditions, by the vehicle re aching the end of I the block, in order that the wheel 35 can return: to normal or initial positiom- When "the wheel; 35 is in its second position, the

slide-switch havingbeen raised away ,from'th'e contact 7 5,1the circuit of the mag-- I net 67. now includes the battery 47, conductor .-69,1magnet- 67, switch-76, contact'77, con

ductor 74, branch conductor 87, one of the pa r off'contacts; 88, switch 89 normally engaging .said contacts, conductor'DO leading from the other contact 88, a pair of contactsl9l, the wheel 35 bridging said contacts 91 in thesecond position of the wheel, a

conductor 92 leading from the second contact 91, a switch 93, a contact 94 normally engaged by said switch 93, and a conductor 95 leading back to the battery 47. Thus, in

the second position of' the wheel 35, with the switch 55 raised, the circuit of the magnet 67 is completed through theswitch- 89.- contacts 91, wheel 35 and switch 93.

The switch 89 is opened-b? the movement ofthe wheel 85 the'thirdfs e H 893s pivotal-1y mounted adjacent to an,

2. 3o andghas an arm 96 'disposedbe- I'utho p. Thus; the switch I vcanbe manugliye' closed against a contact 105 d -.person, The contact 105- 'tween a pair of

pins

97 and 98 on the wheel 35. A spring 99 engages the switch 89 to throw it to either position when the switch is moved beyond intermediate or neutral posltion and to hold the switch in either positiom When the wheel 35 is moved the third step, thepin 98 strikes the arm 96 and of themagnet 67 is thus broken, to release the wheel 35 and it will immediately turn back to initial position. The pin 97 strikes the arm 96 when the wheel has returned to initial position, thereby swinging the switch 89 to closed position, assisted by the spring 98 which holds the switch against the eon tacts 8'8. v

The caution terminating switch 93' is 10- bated adjacent to the solenoid 19 so as to be held closed when the solenoid 19 is energized, in travelling through the block be-- tweencontrolling stations. Thus, assuming that the'wheel 35 is inits second position with the switch 89 closed and the contacts 91 bridged-by the wheel 35, thecircuit of the magnet 67 will remain energized to attract and hold the armature horn or projection GBT of the wheel "35; to keep said through theiblock, thereby placing the con-' -trol of the magnetffi on the speed restrictive-switch 84. When the trainreaches the end of the block where a rail section 11 is located, the choke coils 7 and 8,'as hereinbefore described, in passing over the non-magnetic rail section will result in thesolenoid 19 being deenerg'ized. Consequently, the switch 93 is released, and will open, thereby :opening the circuit of the magnet 67 and permittin the wheel 35 to retur'n'to initial position-t e moment the core 20 is released, and before the coil 7 passes the track coils 14. The 'caution control-is thus terminated at the end of the block as "soon as the non. magnetic section is reached.

In order that the vehicle can proceed, a-fprovided for establishing'caution conditions ter'having been stopped, a starting means is terdan'ger conditions have been established and the vehicle brought toa stop. Thus, a pain of contacts 101 Is arranged to be bridged by the switch 84 when the-governor 85 is stopped by the stopping of the vehicle, said switch being removed from said contacts when the vehicle is in motion. One contact 1.01 is connected by a conductor 102 with the battery conductor 48, andtheother Y oontactJOl. is connected by a conductor 103 with a-permis'sive starting switch 104 that noid 107 and the other terminal of the 'solenoitl is connected by a conductor 108 with the battery conductor Sh"). Thus. with the vehicle at rest and the switch H-l on th contacts 101. the switch 104 can be ('loFcll for closing the circuit of the solenoid WT including the battery 47, conductor 10;. contacts 101 and switch R4. conductor 1023. switch to when closed. conductor 106. solenoid WT. and conductors 108 and The ene'rgization ol the solenoid 107 is used for advancing the wheel 35 to caution position. hot the same as if it were advanced by the operation of the pawl 37 when the vehicle equipment receives a caution signal or impulse t'rom the track. Thus. the core 10!) of the solenoid is coniiected by a flexible element lh'l with the wheel 35, whereby when tbecoro is attracted into the solenoid. the flexible element 11o pulls'the wheel 35 to its second or caution 'positioinlmt no't'u'rther. said elem nt ll l not interfering with the rotation ol' the wheel in any other wavl It requires the vehi le to be at rest with the 'sw itch H-l'on the contacts 101 ,and the switch 104 to be closed by hand in order to energize the solenoid 107 to turn the, wheel 35 to caution position. Thus. when the vehicle has been stopped by a danger signal, with the switch :35 moved do\vn .\'ardly away from the contact :34 and the magnet 46deenergizecl to release the switch 46', said switch remains open to stop the vehicle. and

the vehicle is compelled to come to a full stop because of the magnet 46 being de nergized and the switch 46 remaining open even though the core and slide switches and 55 have been restored after the movement of the vehicle the required distance past. the rail section 11. Now, by closing the switch 104 the solenoid 107 is energlzct'l' to turn the wheel to caution position,

thereby bridging the contacts 78 by the segment 52 and closing the circuit of the magnet 46 by way of the conductor 79, contacts 78, seizment'fifl, conductor 80, contact strip 82, switch 84. contact strip 83, condiu-tm' 86 and conductor 56. This will attractthe switch 46' to closed position, permitting the vehic e to proceed; but the, vehicle controllin; magnet 46 is under restricted speed controlt as under caution conditions. ina lmH'h as the ii-i'uit ol' the magnet it; is completed through the restrictire speed "lt 'li S4. The

wheel 35 having been moved t its second position, the circuit of the mag'nctf'tdh is closed by way of the switch S5). contacts 91 and wheel 35 and swit h il ah hcreinhel'ore inscribed: 'uudci' caution contlj ione. so that when the cud of the blot-kw: rem-hell, the

cauti n control ie"elimi.'n,1ted as hereinl'iein; the track elements: are Set i'or clear at the controll ng station at the'end ofsnch hlocl: and at the entrance to"thc"ne$;t block.

l nder dancer conditions. both magnets l are deenergized and the switches 17 open.

ell'ect or impulse. '(loneequenllv. as, nsual whenever reaching a controlling stalion, the choke coils T and 8 passing over the nonmagnetic rail section will resultin a chokin; action in the circuit of the FOltfliQltl l5) whereby said solenoid-is decnei' ized Suiticiently to release the curt-2U. and the m) ment the core is released the switch 30 leaves the contact 2!) to keep the ciljouit ol' the solenoid opcii. The tingerfi T drops on the worm '58 wherein the core 2 0 and iritcl eg 3t) and 53 move ilm nitill'dl" in proportion to the movement ol' the vehicle, requirii'ig a p'redeternlined ditance to he travelled by the vehicle before the switch 55 is removed. l'rom the c 'mtact- 5- At flthe same time. the switch v3t) bein; reiiioi'etl front the contact J immediatclvengages the contact and connects the'coil 7 in circuit with the eolenoid 3;, and magnet. 31), as usual wheneverpassinga controlling station. suchcircuit including the genei 'ator Z1. cohductor'fli. it, solenoit 3-"3, conductor 5. n'ni g'net '39, conductor 41, contact 4), switch 3) and c nductor :32. The closing of such circuit will energize, the solenoid 3 and magnet 31!) to raise thc'pawl 37 and more said pawl for advancing the wheel 35cm: step. the pawl engaging the first. tooth iitiofeuid wheel! This action alwaysi occurs "inpass ing a controlling station to provide a prelin'iin aiy step of the wheel 3:) that is: required. thuscoiulitioning' the vehicle equip- .ment for receiving: caution '01- clear conditions when the danger producing means has been set into motion, The switches 17 being'closed will resulfiimthe coil 7 passin; the coils 14 without disturl'iingth energization of the eolenoid'i'ii i' and magnet :39. and'the wheel 35 therefore remains'in its liret step position with the armature projection U8 adjacent to and held by the magnet (37. As hereinbefore described. "when the wheel 35 moves onestep. the magnet 67 will remain energized. d'lhus, when the core 20 is released the switch imn'iedh ately engages the contacts 7;") and 81. and the circuit ol'. the 't'nan net (i7 is loeed'nt once. such circuit including the battery $7, conductor ht). nihgnet ($7. conductor 70, contacts 71. segment 73. comhictorsi' 11mm, contact 75. switch and conductor 56, The switch 76 is therefore closed by the magnet 67. and vthenvhcel 35 tnov'ing ine step removes the segment 72 from 'thect'vm Ull c nne tion between 'the conductors I and ii, to keep the magnet (57 energized while the switch is in its downward movement. 'Such conditions continue until the required distance of travel of the vehicle has been made. the finger 57 reaching the lower end of the worn'1..58' and the switch leaving tbc-contact 54, which will open the circuit of the magnet 46 and release the switch 4-6. Said switch 46 opens and thus establishes a danger or. vehicle stopping .con-

dition, requiring the vehicle to be' broughtto a stop.- Just after. the switch 55 leaves the contact 54, the switeh 30 engages the contact 61, and the coils 7 and 8 having moved beyond the non-magnetic rail section are again connected in circuit with the solenoid 19 for energizing said solenoid. hen the. switch 30 engages'the contact 6 1, the eileuit'of the solenoid 19includes the generator 21, conductor 22, coil7, ,conductors 24- and 25, .coil 8, conductor 26, snlenoid '19, conductor 28, contact 61, switch 30 and conductor 32.- The'coils'7 and'8 being over I ain'agnetic portion of the rail will result in the solenoid 19 being energized, and during the upward movement of the core 20, the

' I solenoid 33 and magnet 39 will remain energizedbecause no choking eflectinithe coil 7 is obtained. The moment the solenoid 19 is neenergized, the switch 62 is 1 attracted by the solenoid and brought against the contact 65, the pin 66 being lowered position,- and the switch- 62 will therefore shunt the switch 30 between the

conductors

28 and 32, to keep the circuit of the solenoid 19 closed during the upward movement of the corev and switch 30. However, as soon as the. switch '30- engages the contact 29 to close the normal circuit of" the solenoid 19, the pin'66 strikes theswitch 62 and .swi'ngs said switch 62 open and,

thereafter the switch 62 will remain until the core QOlis lowered and the solenoid l9 teenergized subsequently. Thus, even though the switch 30 leaves the contact 61,

the circuit of the solenoid 19 is kept closed by the switch 62 sufliciently long to enable the core 20 and switch30 to be restored,

,the' finger 57. swinging dowmyardly and dragging across the threads of the worm.

'lhe'vebicle is thus brought to. a stop andthe core 20 and-slide switches 30 and restored to normal raised position. Furthermore, the switch .30 being r hoved from the contact will open. "the circuit of the solenoid 33 and magnet 39 whereby the pawl'37 is restored to normal position..

0' The switch having been raised away from the contact'7 5 will also open the circuit of themagnet 67, thereby releasing the wheel 35 which will returnth; initial posi- I tion. The switch 46,'.however,; will remain down to require the. stopping ofithe vehicle, although the ol1er ;:idevices have all been returned to normal position.

The vehicle may be started under caution control after having reached a coi'npietc stop, with the'switch 84 on the contacts 102,

by closing the permissive starting switch .bridges the contacts- 78, and the wheel". 35 bridges the contacts 91. No mattenfi libw long the switch 104 is closed or how'many times it is closed, the solenoid 107 is only operable to turn the wheel 35 toits second or caution position and the vehicle equip ment cannot. be placed in clear condition by operating the switch 104., The control vof the magnet 46 is now placed on the restfrietive speed switch 84 to compel the slow movement ot'v the vehicle through the re mgiinder of the block. The circuit of the niii'gnet' 46 includes a conductor 79, contacts 78, segment-'52bridging said contactsin the second position of the wheel 35, con- In this position of the ductor 80, contact strip 82, switch 84, contact strip 83,- conductor 86 and conductor 56. Therefore, the circuit of the magnet 46 through the switch 84 is closed as long as the vehicle observes the speed liinit, and

the switch 46 is raised to permit the Vehicle to proceed, but when the speed limit is ex; vcecded, the switch 8% being removed from the contact strips 82 and 83 will open the circuit of the magnet 46 and apply the brakes. The circuit of the magnet 67 includes the battery 47, conductor (39. magnet 67, switch 70 (which has been closed by hand when the switch v104- is closed), contact 77, conductor 74. conductor 87. contacts 88, switch 89, conductor contacts 91'. wheel 35 in its second position. conductor 92, switch 93, contact 94-, and conductor 95.

This completes the caution iuaintaining circuit of the magnet 07, and the circuit of .t-he' solenoid 107 is broken imu'iediately when the vehicle is started by the removal of the switch from the contacts 101, releasing the core 109 and flexible element 110' so as not-to interfere with the return movement of the wheel 35 should the magnet 67 become deencrgined. This 'caution condition will-continue tor the remainder of the block, and when the vehicle reaches the next coi'itrolling station, the deeniirgi- Zation of the'solenoid 19 will not only re lease the core 20, but will also release the caution holding .or maintaining switch .93. and said switch 93 in dropping open will open the circuit of the magnet 67', thereby permitting the wheel 35 to return to'initial;""

position. ;This restores the normal cirtiuit of the magnet 1-0 including the contact/149;- $1. switch 16, conductor'50, contacts 51, switch segment 52 in normal position, conductor 53, contact 54, switch 55 and conductor 56. The ma et 61 in being deenergized will release t e switch 76, and the circuit, of the magnet 67 between the conductors and 74 is therefore not closed until the segment 72 returns into engagement with the contacts 71 in the initial position of the wheel 35. The core 20 may carry a springpressed dog 111 to positively open the switch 93 when the core 20 drops, so as to terminate caution control, but said dog 111 can beomitted. If such dog is used, it must be such that the core 20 can complete its downward movement without interference, when the switch 93 strikes its stop,

The arrangement of the contacts 51 and 78 and the segment 52 is preferably such that when the wheel 35 is turned forward to .the second step position, the segment '52 opens the circuit between the contacts 51 slightly before said segment closes the circuit between the contacts 7 8 in changing to caution or restrictive speed control. Thus, although in making the change, the switch 46' may be released for an instant, said switch will be picked up at once again by the closing of the circuit of the magnet $6 through the contacts 78, whereas should the magnet {37 he deenergized by the breaking, shorting orgrounding of the circuit of the magnet, under caution control, the segment 52 moving back away from the contacts 78 will break the circuit of the magnet 46 and release the switch 46' so that when the segment 52 bridges the contacts 51 the switch 46 will remain open, requiring the stopping of the vehicle. Therefore, should the caution maintaining circuit of the magnet (37 fa l, the return of the wheel 35 under such condition would result in a danger or vehicle stoppingcom dition because the switch 40' being released by the movement of the segn'ient 52 away from the contacts 78 would not permit said switch 46' to be picked up cven though the switch segment 52 returns to thc'contacts 51.

( IN/H071 (Ovid/firms,

'hen the track devices or waysidc signals are set for caution, one of thc magnets 18 is energized and the other (ll-energized. so that one switch 17 is open and the other closed. \Vhen the vehicle rea hes the nonmagnetic rail Section, the choking cli'ect-in the coils 7 and 8 is established as hereinbcfore described, resulting in the solenoid 19 being deenergizcd and the core 20 mov.- ing downwardly, thereby connecting the solenoid 33 and magnet 39 with the coils? and moving the wheel'35 one step'as usual under all conditions. Vhcn the coil 7 passes the coil 14 whose switch 17 is open, the

the corresponding core 15, but the flow of the ma etic flux in opposite directions alternatefi is impeded or resisted by the ac tion of the corresponding coils 14 and 16, thereby creating a choking etfect in the coil 7 and detuning the circuit of the solenoid 33 and magnet 39 sufliciently to release the pawl 37 whereby it drops away from the wheel 35 and moves away from the solenoid 33 under the influence of the spring 38'. As soon as the coil 7 has passed the coil 14 with the switch 17 open, the choking effect is removed, whereh the solenoid 33 and magnet 39 are again energized, the pawl 37 taking hold of the second tooth 36 and moving the wheel 35 to its second or caution position. Although the armature projection 68 is attracted by the magnet 67, the torque due to the pawl 37, in rotating the wheel 35-, is greaterthan the attractive force of said magnet 67. The armature projection 68' is brought adjacent to the magnet (11 to hold the wheel 35, and the segment 52 is ,cmoved from the contacts 51 and brought against the contacts 78, while the wheel 35 now bridges'the contacts 91, the same as when the wheel'35 was set to caution position by the solenoid 107 as hereinbefore described 'lhe magnet 46 is'now controlled by the restrictive speed switch 84, requiring the vehicle to 'travel at reduced speed through the block, as understood from the foregoing. The caution' control is terminated at the end of the block by the opening of the switch 93 when the solenoid 19 is (lo/energized. During the time that the vehicle is passing the controlling station and moving in the predetermined distance of travel determined by the worm 58, the switch 55 being lowered engages the contact 81, whereby the switch 55 shunts the restrictive speed switch 84. delaying the reduction in speednntil such distance has been travelled .by the. ehiclel after which, the

solenoid lilibelilg -'eene gized to raise the core 20 will removethe switch 55 from the contact 81 and thus bring the switch 84 into control. Vi'hen the switch 93 is opened at the/end of the block, the magnet 67 is dcencrgized and the wheel 35 turned back to initial position. llndcr caution control, with the wheel 35 in its second step position, the vehicle must travel belowthe permitted speed or the switch 84 will open the circuit of the magnet 46. thus retarding thevehiclc until it is slowed down to the required restricted speed. I

in clear conditiohs', both magnets 18.are

impulses are tranilmittcd' refine, vehicle equipment. Thesolenoid 19 isdeenergized; magnetic flux from the core 9 passes through by the choking effect in the coils 7 8 engages t when the non-magnetic rail section is reach ed, thereby starting the solenoid 20 on its downwardjourney, and the solenoid 33 and magnet 39 are simultaneously connected with the coil 7, and the wheel 35 moved the initial or preparatory step. In passing the first coil 14, a choking effect is obtained in the coil 7, to release the pawl 37, and when the coil 7 has moved past the first coil 14, the choking effect is terminated and the solenoid 33 and ma net 39 are reenergized, to actuate the pawl 37 and move the wheel 35 a second step, to obtain caution conditions, butthe swltch engaging the contact 81 bridges the switch 84 to prevent the ma et 46 being deenergized even when traveling at a high speed in passing the controlling station during the required distance of travel of the vehicle. When the coil 7 passes the second coil 14 the solenoid 33 and magnet 39 are again deenergized and then reenergized, whereby the pawl 37 in being actuated moves the wheel 35 a third step. This action occurs before the switch 55 is removed from the contact 54, and the pin 98 striking the arm 96 will swing the switch 89 open, thereb opening the circuit of the magnet 67 as erembefore described, it being noted that in the second step position of the wheel 35, the circuit of the magnet 67 includes the switch 89, contacts 91 and wheel 35 and switch 93. This opening of the switch 89 will deenergize the magnet 67-and permit the wheel 35 to return to initial position.

The magnet; 67 being deenergized releases the switch 76 so that said switch opens,

and 'the circuit of the magnet 67 is then3 broken at the switch 76 and also at the contacts 71 until the wheel 35 is restored to initial osition when the segment 7 2 again lie contacts 71. This will assure of the magnet 67 remaining deenergized when the armature proiections 68 and 68 move past said magnet in t ereturn movement of the wheel 35. en the wheel 35 returns to initial position, the pin 97 striking the arm 96 will again close the switch 89.

When the vehicle has moved the required distance in passing the controlling station, so that the core 20 and switches 30 and 55 are restoredby the engagement of the switch 30 with the contact 61, as hereinbefore explained, normal clear conditions are restored, the wheel 35having been released and returned to initial position and the magnet 46 having been kept: energized by the failure of any of its circuits being broken as established by the movement of the wheel 35 and switch 55. Thus, when passing the controlling station, the switch 55 engaging the contact 81 keeps the circuit of the magnet 46 closed under caution conditions with the wheel 35 moved two steps, thereby preconductor 53, contact 54, switch 55,- conductor 56, battery 47 and conductor 48, so that if the wheel 35 is not advanced to its sec 0nd step or caution position, the switch 55 in moving downwardly away from the ,contact 54 will deenergize the magnet 46 and require the stopping of the vehicle: The wheel 35 always makes one step in passing a controlling station, but the circuit of the magnet 46 in the first step position of the wheel 35 is the same, the segment 52 remaining in engagement with the contacts 51, and although the magnet 67 is energized by the engagement of the switch 55 with the contact 75, the control of the magnet 46 is the same. In the second step position of the wheel 35, the segment 52 is removed from the contact-s 51 and contacts with the contacts 78, and durin the movement of the vehicle in the requlred distance of travel when passing a controlling station, the circuit of the magnet 46 includes the conductor 79, contacts 78, segment 52, conductor 80, contact 81, switch 55, conductor 56, battery '47 and conductor 48. The switch 55 thus, in

the secondposition of the wheel 35, keeps the circuit of the magnet 46 closed. However, when the required distance of travel has been made by the vehicle and the core 20 is restoredto remove the switch 55 from the contact 81, with the wheel 35 in its caution position, the circuit of the magnet 46 now includes the conductor 79, contacm 78, segment 52, conductor 80, contact strip 82, restrictive speed switch 34, contact strip 83, conductors 86 and 56, battery 47, and conductor 48. This brings the control of the magnet 46 under the restrictive speed switch 84 requiring speed control to be observed.

In order to prevent the magnet 46 being deenergized while the wheel 35 is returning to initial position and the switch 55 is being raised, under clear conditions, the arm 96 of the switch 89, when said switch is moved by. the pin 98, bridges a pair of contacts 112, one contact being connected by a conductor 113 with the conductor 79and the other contact 112 being connected by a conductor 114 with the conductor 95. Consequently, when the wheel 35 is moved the third step to remove the switch 89 from the contacts 88, the

arm 96 bridges the contacts 112 until the wheel 35 is'returned to initial position, and

the circuit of the magnet 46 is held closed by way of the conductor 79, conductor 113,-

a I tacts 112,- althoughthe'circuitof the magnet -46 :is now'closed-byi'way 5. ment 52 and switch 55.

It willbe noted that whent'ne solenoid 33 and magnet 89 are resolenoid 33, will hold energized aft-er passingthe second coil 14 with the corresponding switch 1'? open, the pet-W137 being held tothe wheel 35 by the magnet 39 and beingattracted toward the the wheel 35 against return movement, until the required distance has been travelled, so

, of the switch seg-p" that'the core 20 and;

' 2-es'w1tchesi30 and are restored, in which eventth-ei solenoid andmagnet: 39 being from the contact-lO will release. the wheel k arm,:96 is removetl' time: i v

., E Havingthus described the invention,

. \vhat is'claimecl as newis v 235.; Therefore, beforethew'heel 35 is re,

turned: to initial restored to the contact 54,1and the switch arm 96 keeping the position, the switch 5 5 is circuit of the magnet 46 before theswitch 1. Vehicle controlling apparatus inclnclmg atranslatingilevlce having a rundown member for obtaining a predetermined condition of vehicle control, a second trans obtaining 80, f responsive den device and for on 1 lating device operable for averting such con dition and obtaining other conditions during the run-dcwnlmovczncnt of'said member, a responsive device controlling the firstnamccl translating device to start the runclown movement of said member, iLIlCl means for changingthe control by said responsive device from the filstnafmed t the second-\ namedtranslating device. a

2. Vehicle controlling apparatus inclutlmember for obtaining a predetermined con-- dition of vehicle control, a second trans lating device for averting such condition other conditions during the rundown movem at of said 'niemb er, a re-- sponsive device, means for-normally establishing cii ing a translating device having a run-down t the clown movement of said member and, to

g magnet 46 energized will 7 thus result in the. completion of elections between the stna'rl etl translat ig 1 sponsive removal of the switch s 30 a the original;

from"the contacts 112 restoreclto initial posi-' translating device.

ondnaineol translating .anol other means. at the controlling station n ary are, 'r v essee? connect the responsive device w device; 1 3. Vehicle controllingapparatus including a primary translating "device having a run-down member for obtaining apredetermined vehicle controllingcondition, a secondary translating device for aver ting such condition and obtaining othrhconditions during the" run-down ,inoveinent; of said member, a responsive devicenoign ally controlling the primary transl device, means atlhe co trollin a for affect 'ing said responsive devic t the rundown movement of saidinember, means for changing the control-of the-responsive device, when said member has startecl'its rundown movement, to "control the secondary responsive device,

ith the sectranslating device by said for affecting the responsive ole ice the secondary translating'clevice 4. Vehiclecontrolling'apfiaratus including a primary 't-ran'slatingfl as} having a run-down member; a secondary? translating device, a" responsive device, means fongnoranally connecting the'responsiv .device with 'the primary translating device,ancloperable, when saicl member starts its r mclown movement; for connectingjthe responsive device with the secondary, translating "de ne; and vmeans at the controlling station for aficct ing'the responsive device to start said memher in its'run-downmovement,ancl-tocontrol the responsive device when con ect s to the secondary translating device.-

5-. Vehicle controlling apparatusinclucling a primarytranslatingdevice having a run-down member, a "secondary translating device, means whereby to control action, and controlled means at Qth'e'jfs' tation for selectively affecting the responsive (levice afterc it obtains control of thefsecondai'y 6w Vehicle centrolling'app rams including a primary translating device,-

c'ondary translating device, a non-megn'etlc section in a rail of the track at the centre ng station, a responsive device inductively responsive to said rail ancl n0i=n1llj1 o trolling the primary translating device s secondai was said neaenon, and] magnetic rail section for afiecting said responsive device to control the secondary translating device.

7. Vehicle controlling apparatus includinga primary translating device, a secondary translating device, anon-magnetic section in a rail of the track at the controlling station, a responsive device inductively responsive to the rail and controlling the pri-' mary translating device for starting said device into operation when the responsive device reaches the non-magnetic rail. section, means for changing the control of the responsive device from the primary to the ing a movable member, responsively controlled means for advancing said member step by step, means for establishing restrictive-speed conditions in one advanced position of said member, means forholding said member in such position, means controlling said holding means for releasing said-memher for return movement, and means operable in order that the advance movement of said member beyond such position will control the holding means to release said member for return to initial position.

9. Vehicle controlling apparatus including a primary responsively-controlled translating device for obtaining a predetermined condition of vehicle control, a secondary translating device including a movable member and. intermittently operated means for moving said member step by step, means operable when said member is advanced to one position for averting the aforesaid controlling condition and obtaining a restrictive speed condition, means for holding said member in such position, means controlling said holding means for releasing said memberfor return -movement when the yehicle reaches a" predetermined position of the track, and means operable in order that the advance movement of said member beyond said position will control the holding means to release said member for return to initial position and to avert both of said conditions. In testimony whereof I hereunto afiix my signature.

ALFRED L. RUTHVEN.