US1580970A - Automatic train-control system - Google Patents

Description

W. K. HOWE- AUTOMATIC TRAIN CONTROL SYSTEM April'13 1 26.

Original Filed April 1, 1916 2 Sheets-Sheet 1 INVENTOR I.

BY fiTTORNE April 13 1926, 1,580,970

W. K. HOWE AUTOMATIC TRAIN CONTROL SYSTEM Original Filed April 1, 1916 2 Sheets-Sheet 2 opera/ed by 0 O vvvvvwvwm FIG.

. z A TTORNEV Patented Apr, 13, 1925.

PATENT FI'CE WINTHROP K. HOWE, or ROoHEsTER, NEW YORK, ASSIGNOR To GENERAL BAI iiwAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

AUTOMATIC TRAIN-CONTROL Application filed April 1, 1916, Serial No. 88,365. Renewed'November 23, 1925.

To all whom it may concern:

Be it known that I, WVINTHROP K. I-IOWE, a

citizen of the United States, and a resident,

of the city of Rochester, in the county of Monroe and State of New York, have invented a new and useful Automatic Train- Control System, of which the following is a specification.

This invention relates to systems for automatically governing the movement of railway trains.

In the practical operation oi railroads there are conditions which make it desirable in designing an automatic train control system to provide for two kinds of control for trains, for the reason that at some parts of the railroad the purpose of the system is to prevent collisions between trains on the same track, whereas, at other parts of the railroad, such as at yards, crossings and the like, the purpose of the system is to prevent interference or collision between trains on converging or intersecting tracks. In one case where the trains are on the same track, practical operating conditions seem to be satisfied if a train is permitted to enter a portion of track which may be occupied by another train, providing the first train proceeds slowly and cautiously; or, in other words, it is permissible for a train to pass a signal indicating stop or danger where the danger consists in the likelihood of meeting some other train on the same track. On the other hand, when a train approaches a place 'where there are converging or intersecting tracks and the right of way has been given some other train, it should not be possible for the first train to pass the signal at stop which indicates this fact, otherwise said first train, even if it were proceeding slowly and cautiously, might cross the path of another train, which relying on the proceed indication given to it, might be moving fast. The distinction between two different kinds of control which may be termed absolute control and permissive control, has been recog nized in railway signaling for some time and is found in signaling systems as they are generally installed at the present day, in that so-called permissive signals when indicating stop or danger may be passed by an engineer after observing certain prescribed rules and regulations, whereas the so-called absolute signals indicating stop or danger located at portions of the track governed by an interlocking plant may not be. properly passed by an engineer without special permission. In automatic train control systems, however, this distinction has not been observed and followed, and in gen eral in theautomatic train control systems heretofore developed no distinction has been made between the kind of controlling effect which should be produced on a train at diiierent parts of a railroad; and furthermore, the means used for communicating information from the track to the train-has been of the same characteristics throughout the length of the railroad;

It is contemplated according to this invention to make suitable provisions for the two kinds of control above mentioned, and one of the principal objects of the invention is to devise an arrangement of devices and controlling circuits therefor which will ef- :ficiently and reliably afford the two kinds of control'at any required places along a railroad track without requiring the use of complicated apparatus.

Another object of the invention is to'devise a system for automatically controlling railway trains in which both the absolute and the permissive controls are accomplished by the cooperation of contact shoes carried by the train with ramps or contact rails located al ng the track.

Another object of the invention is to an range the absolute control of the train which acts to bring the train to an absolute stop so that, while this absolute control will be produced eflectively and reliably, it is not likely to occur accidentally.

Another object of the invention is to make provision for automatically displaying a distinctive signal on board a train when and so long as this train moves in the di-, rection opposite to the normal direction of trafiic, and to arrange the control of this signal such that it may be operated by the same ramps and contact shoes which are utilized for governing the movement of the train.

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

In the accompanying drawing, wherein I have illustrated a preferred physical embodiment of my invention, and whereinlike characters of reference designate corresponding parts through the several views, and in which:

Fig. 1 is a diagrammatic view of the parts and controlling circuits embodying this invention and constituting a system for automatically controlling railway trains, these parts being shown more with a view to make the functions and correlation of the parts controlling circuits clear than with a. View to showing the exact construction and arrangement of these parts; and Fig. 2 is a diagrammatic View of suitabletrackway circuits for assumed conditions suitable to illustrate the features and operation of the system.

Referring to Fig. 1, 1 and 2 designate portions of the track rails of a railroad, which are supported upon ties in the'usual manner and which are broken away for the sake of clearness. To illustrate the characteristics and operation of a system embodying the invention, a single car or locomotive is shown diagrammatically in Fig. 1 as comprising a front pair of wheels 3-8 connected by the usual axle 4E and a rear pair of wheels 5-5 connected by the axle 6, it being understood that the axles 4 and 5 are in practice connected by a suitable frame (not shown). Communication be tween the track'and the vehicle is obtained by suitable contact shoes and ramps; and in the particular embodiment illustrated two contact shoes S and S are carried by the vehicle on opposite sides and at opposite ends, and since the construction of these contact shoes is the same, a. description of one will sufiice for both, the same reference characters being used for the parts associated with the shoe S as for those associated with the shoe S, with the distinctive exponent 1 added thereto; For simplicity each contact shoe is shown supported by a suitable bracket 7 assumed for simplicity to be of insulating -material, and each contact shoe comprises a foot or contacting portion, designated S which is pivotally connected to the lower ends of two angle levers 8 and 9, said angle levers being mounted upon the bracket 7 for rocking movement in a vertical plane. Attached to the end of the upper arm of the angle lever 9 but insulated therefrom is a contact piece 11. 'When the shoe is not in engagement with a ramp it is in the position shown in'Fig. 1, and the upper arms of the angle levers 8 and 9 extend substantially horizontally. Each contact shoe is designed not only to make electrical contact with the successive ramps with whichis engages, but also to.

sulating material, are slidably mounted in suitable supports or guides 14 and 15 secured to the bracket 7. The lower end portions of the rods 12 and 13 are reduced in diameter to form shoulders which strike the guides 14 and limit the downward movement of said rods. The rods 12 and 13 have a tendency, due to their weight, or aided by a spring or other means, (not shown), to move to their lower position as shown in Fig. 1; and are arranged one above each of the upper arms of the angle levers 8- and 9 so that, as shoe S is moved lengthwise of the vehicle and upward in one direction, one of saidrods is raised, while if the shoe is moved similarly in the other direction, the other rod is raised. Connected to the rod 12 are suitable circuit controlling contact fingers, designated 16, 17, 18 and 19, the contacts cooperating with said contact fingers being represented by arrows; and in the same way the rod 13 is provided with two contact fingers 20 and 21.

The ramps R for cooperating with the contact shoes S and S may be of any suitable construction and are shown as metallic members with sloping ends which are mounted adjacent. to the track rails 1 and 2 upon suitable insulating supports, it being understood that these ramps are arranged in the same plane as the contact shoes so that, when a contact shoe engages with a ramp, said shoe is moved rearwardly relatively to the vehicle and also upwardly and one or the other of the rods 12 or 13 is lifted by the angle lever 8 or 9. According to this invention it is contemplated that the ramps in most cases will be located upon one side of the track, which in the articular embodiment illustrated is the righthand side for the normal direction of traffic; except at the points where it is desired to be able to bring the train to an absolute stop, at which points a ramp is located on each side of the track. In some cases it may be found desirable to operate trains in both directions over a stretch of single track and this may be accomplished by placing the ramps on each side of the track and by arranging a suitable means, automatic or manually operated, whereby a certain difi'erence of potential is established between the ramps on one side of the track at all times while a train is passing through the stretch in the direction opposite to thedirection of traific governed by these ramps, and whereby the difference of potential between the respective ramps on the other side of the track is controlled by the track circuit sections of the stretch of track according to traffic conditions in the same way as more fully explained hereinafter. 7

The trackway circuits for controlling the difference of potential between the ramps and the track rails are not shown in Fig, 1,

and for simplicity it is assumed that this difference of potential is derived from a suitable alternating current generator G, to-

which is connected by wires 22 and 23 the primary of a transformer T and also to which is connected by wires 24 and E35 the primary of a transformer T The connections between the secondaries of the transformers T and T are the same in most respects and the same'reference characters are used for these connections of the transformer T as for the transformer T with the exponent 1 added thereto. One terminal of the secondary of the transformer T is connected by a conductor 29 to the track rail 2, and the other terminal. of said secondary is connected by a conductor 28, switch 26 and conductor 27 to the ramp R. The switch 26 is arranged so that it may break connection with the conductor 28 and make connection with a conductor 30 lead? ing to an intermediate point in the winding of the secondary of the transformer T When the switch 26 is in the position shown in Fig 1, a difference of potential equivalent to the entire voltage of the secondary of the transformer T is established between the ramp R and the track rail 2; whereas, when the switch 26 is moved to make contact with the conductor 30, a difference of potential equivalent to only part of the voltage of the secondary T is established between'said ramp and said track rail. The difference of potential between the ramp R and the track rail 1 which is derived from the entire voltage of the secondary of the transformer T will be hereinafter termed for convenience high voltage on the ramp R; whereas the difference of potential derived from part of said secondary will be hereinafter termed low voltage on the ramp R. The switch 26 may also be moved out of contact with both of the conductors 28 and 30, so that no difference of potential will exist between the ramp R and the track rail 2,- and this condition of the ramp R will hereinafter be referred to for convenience as no voltage on the ramp.

The permissive control of the movement of the train or vehicle may be obtained by any suitable device, preferably some device or apparatus which acts to control the speed of the train or Vehicle rather than to cause an immediate application of the brakes. Also, the device may be merely a signal to guide the operator of the vehicle, or it maybean automatic device capable of giving a delayed application of the brakes, subject to the intervention of the operator. Various kinds of speed control apparatus capable of performing the functions necessary for this invention are well known in the art, and it is considered unnecessary for the purpose of a clear understanding of this invention to show and describe in detail such a speed control apparatus, this apparatus for convenience and simplicity being shown conventially and'desig'nated SC. One such type of speed control apparatus is dis-closed in my prior application, Ser. No. 38,132,-filed July 6, 1915. The speed control apparatus SC is controlled by a control relay K having armatures 31, 32 and 33, represented according to established convention; and the control relay K in turn is controlled at times by an alternating current relay 34 having an armature 35, the relay 34 being preferably designed to be immune to direct current so that its operation will not be interfered with by the sources of direct current carried on the vehicle or by the current which may be used for propelling the vehicle.

F or thepurpose of explaining this inven- -tion it is assumed that the vehicle or train is equipped with pneumatic brakes of the ordinary type, which include a trainpipe designated in Fig. 1 as 120; and since the operation and construction of the pneumatic system of brakes is well known, it is considered to beunnecessary for the purposes of explaining'thisinvention, to show and describe in detail this system of brakes, it being merely necessary for a clear understandingof this invention to'knowthat the brakes are applied on the train or'vehicle when the train pipe 120 is vented. It iscontemplated according to this invention, although the invention isin no wise restricted to such on arrangement, that the speedcbntrol apparatus SC will control the brakes and cause the so-called service application of said brakes whenever the actual speed of the vehicle exceeds a permissive speed for the vehicle at that time, and that the absolute control, consisting infbringing the vehicle to an absolute stop, isobtained by causing an emergency application "of the brakes; In the particular arrangement illustrated diagrammatically in 'Fig. 1, a suitable electrically operated valve EB controls communication between thetrainpipe 120 and the outside air and is constructed. so that, when deprived of its normal energizing-current, said valve will be opened to such an extent as to vent the train pipe 120 sufficiently and rapidly enough to cause an emergency application of'the brakes.

The valve EB controllingthe emergency application of the brakes is controlled by a stop relay E having two armatures 36 and 37; and said stop relay E in turn is controlled at times by a-relay 38 having an armature 39. The relay 38 is similar to the relay 34 and is likewise preferably designed so as to be immune to direct current.

The relays 34 and 38 have controlling circuits so as to be responsive to current flowing from a rampv to a shoe, andv thence through the frame of the vehicle and its wheels and axle to the track rail; but in order to insure that direct current may not find its way to the relays 34 and 38from the ramps, transformers designated TS and TE for controlling the relay 84 associated with the speed control apparatus and the relay 38 associated with the emergency stop appa 'atus, respectively, are interposed in the connection between said relays 34 and 38 and the contact shoes.

It sometimes happens in the practical operation of railroads that it is necessary for a locomotive, motor car or entire train :to run over a track in the direction opposite to the'normal direction of trafiic, and in such "a case the vehicle or train making this against traffic move will generally have no signals to guide it. In order that the engineer or motorman of a train making a move against the normal direction of trail he may be constantly reminded of the fact that his train is making an abnormal movement, it is desirable to display before him a distinctive signal, designated in Fig. 1 as NS, which signal may be a. colored light, an illuminated sign, movable indicator or the like. The no-signal device NS is controlled by a relay N having two separate windings 100 and 101 and two armatures 114 and 121. The devices on the vehicle or train are supplied with current from any suitable source, as a battery F. The different conductors and electrical connections between the diflerent controlling devices will not be described in detail, since the different circuits set up during the operation will be fully described hereinafter. In describing the operation occasion will be had at times to refer to certain circuits which have already been traced; and in order to avoid unnecessary repetition, each of the circuits as it is traced will be given a designating.

number and will thereinafter be referred to by that number. In view .of. the number of circuits involved and their peculiar func tions, it seems expedient to give a brief statement in tabularform of the numbers of the circuits and their functions as follows:

Circuit number Function performed One Normally energizes the control relay K.

Normally energizes the speed control apparatus SC.

Partial circuit associated with the shoe S including the primary of the transformer TS for energizing the relay 34.

Energizes the control relay K when the relay 34 is energized.

Partial circuit on the vehicle associated with the shoe S including the primary of the transformer TS for energizing the relay 34.

Normally energizes the valve EB and is controlled by stop relay E..

control relay K is energized. Normally energizes the stop relay E when the shoe S is in its normal position. Normally energizes the stop relay E when the shoe S is in its normal position.

Auxiliary circuit for energizing the valve EB when the Circuit number Function performed Ten Partial circuit associated with shoe S and including the primary of the transformer TE for energizing the relay 38. Eleven. Energilzcs the stop relay E when the relay B8 is onergize Thirteen.

Before considering the arrangement of circuits along the track as shown in Fig. 2 for properly controlling the vehicle in accordance with traffic conditions, the operation of the parts of the system on the vehicle will be considered first. Referring to Fig. 1, the parts are shown in their normal position, and disregarding for the moment the manner in which these parts are placed in their normalposition, assume that a vehicle equipped with the parts constructed as shown in Fig. 1 is running over a stretchof track where it is only necessary to control the speed of the vehicle.

Operation of the speed control apparatus.

When the parts are in their normal position the control relay K is energized by current supplied from the local battery F on the vehicle by a circuit which may be traced as follows:

Uz'z'cuz't Number One.

'the speed control apparatus SO which, ac-

cording to the. construction preferably employed for said speed control apparatus, retains this apparatus in its idle condition, the circuit for accomplishing this result being traced as follows:

Circuit N umber Two.

Commencing at the battery F, conductors 40,41, 42, 43, 52 and 53, apparatus SC, conductor 54, armature 33 of the control relay K in its upper position, and con ductors 55, 56, 57, 58, 59 and 5l back to the battery F.

Assume that a vehicle having its control relay K energized and its speed control apparatus SO in its normal condition, approaches a ramp R on the righthand side of the track traveling inthe normal direction of traffic indicated by the arrow X. When the righthand shoe S engages the ramp R it is swung to the left as viewed in Fig. 1 and upward, and the angle lever 3 raises the rod 12 and lifts the several contact fingers carried by said rod, The lifting of the contact finger ,18 breaks the Circuit Number One and thereby deprives the control relay K ofthecurrent normally supplied to it from the battery F, so that unless the control relay K is supplied with current along some other circuit its armature 33 will drop and set the speed control apparatus SC into operation. The control relay K is supplied with a substitute current by the operation of parts and controlling circuits as follows:

When the shoe S is operated, the contact finger 19 is raised and completes a partial circuit terminating at the shoe S and the axle 6 and including the primary of the transformer TS, said circuit being traced as follows:

Oircm't N umber Three.

Commencingat the shoe S, conductors 60 and 61, contact finger 19 in its upper closed position, conductors 62 and 63, primary of the transformer TS, and conductors 64 and to the axle 6.

When alternating, current flows in the primary of the transformer TS alternating current is induced in the secondary of said transformer, as will be apparent to those skilled in the art, and thisinduced current flows alongconductors 66 and 67 through the relay 34. The relay .34 is constructed so that it is responsive to currents of different intensities; but since relays capable of performing this function are well known in the art, it is/deemed unnecessary to illustrate and describe in detail the construction of the relay 34. If the switch 26 is in the position shown in Fig. 1 and the entire voltage of the secondary of the trans former T is established across the ramp R and the track rail 2, the currentflowing in the primary of the transformer TS induces sufficient current in the secondary of said transformerto energize the relay 34 sufiiciently to raise its armature 35 from its lower position. If the switch 26 is in con tact with the conductor 30, however, so that only a medium voltage exists between the ramp R and the track rail 2, the current supplied to the relay 34 is not sufficient to raise the armature 35 from its lower position, but is sufiicient to hold said armature in. its upper position if it is already there. Obviously, if the switch 26 is disconnected from both wires 28 and 30 and no current is supplied to therelay 34, the armature 35 of said relay will remain in its lower position.

From the foregoing it can beseen that the armature 35 of the relay '34 may be raised, held in its upper position if it is already there, or not raised, accordingto. theintensity of the difference of potential existing betweenthe ramp R and the track rail 2. The manner in which these differentvoltagesare supplied to the ramps in accordance with traflic conditions will be pointed out more fully hereinafter in connection with the. description of the trackway. circuits shown in Fig'.2. I

hen-the armature 35 of the relay 34 is in its upper position, the control relay K is en ergized by a circuit traced as follows:

Circuit Nmnber Four.

Commencing at the battery F, conductors 40, 41, 42, 43 and 44, control relay K, conductors 45 and 68, armature 35 of the relay 34 in its upper position, and conductors 69, 58, 59 and 51 back to the battery F.

In this way, when the shoe S engages the ramp R to which high voltage is supplied, the control. relay K is maintained in its energized condition, and continues to be energized, although the voltage on the ramp R is laterreduced to the medium voltage, since this mediuinvoltage is sufficient to hold the armature 35 of the relay 34 in its upper position after it has once been placed there. Likewise, if the control relay K is deenergized at the time the shoe S engages a ramp R having a high voltage supplied thereto, the control relay- K will be energized to restore the parts of the speed control apparatus to their idle condition; and said control relay will remain energized even though the voltage is later reduced to themedium volt age. When the high voltage on the ramp R is later reduced to no voltage while the con tact shoe S engages said ramp, the control relay K is deenergized and the speed control apparatus set into operation; and if there is medium voltage or no voltage on the ramp R when the contact shoe S first engages said ramp, the control relay IQ will be deenergized or will remain deenergized as the case may be The armature '31 'of the control relay K is included inthe Circuit Number One for normally energizing said control relay, so that after this control relay has become deenergized, this armature 31 drops and prevents the re-establishment of the Circuit Number One by the movement of the contactfinger 18 back to its lowerposition as the result of theshoe S leaving engagement with the ramp R.

It may happen that the locomotive or motor car equipped with the system shown in Fig. 1 may be turned around on the track with its other end foremost, that is, be headed in an opposite direction from that shown in Fig. 1, andbe traveling at the same time in the normal direction of traflic indicatedby the arrow X. In this case, the shoe S would become the righthand shoe and would engage with the'ramp R on the right-hand side of the track; and this en gagement would serve to swing the shoe S to the right, as viewed in Fig. 1, to lift the righthand rod 12 and raise the contact finger 18 thereby interrupting the Circuit Number One in. the same ,way as the operation of the shoe S interrupts said circuit. Likewise, when the rod 12 of the shoe S is raised and the contact fingerl9 is in its upper position, a partial circuit is'established between the shoe S and the axle 6 and including the primary of the transformer TS, which circuit is similar to the Circuit Number Three hereinbeforo traced, and may be traced as follows 2' Circuit Number Fire.

Commencing at the shoe S conductors and 71, contact finger 19 in its upper position, conductors 72 and 63, primary of the transformer TS, and conductors 64 and 65 to 1tihe axle 6.

' rom the foregoing it is apparent that the shoe S can be used to accomplish the same controlling functions as the shoe S if the locomotive or motorcar is headed in the other direction and is traveling in the normal direction of traffic.

Operation 0/ the absolute stop mechanism.

When the parts are in their normal position as shown in Fig. 1, the valve EB controlling the emergency application of the brakes is normally energized by a circuit traced as follows:

Circuit Number I came Number Seven.

Commencing at the battery F, conductors 4-0 and 7 3, valve EB, conductors 74 and 7 8, armature 32' of the control relay K in its upper position, and conductors 56, 57, 58, 59 and 51 back to the battery F.

The stop relay E is normally energized when the shoe S in its normal position by a circuit traced as follows:

Circuit Number Eight.

Commencing at the battery F. conductors 40, 41 and 79, stop relay E, Conductors and 81, armature 36 of relay E inits upper position, conductors 82 and 83, contact piece 11 closed, and conductors" 84,85, 57,58, 59 and 51 back to the battery F. i

In a similar way the stop relay E is ener gized when the shoe S is in its normal posi tion by a circuit traced as follows:

Circuit Number Nine.

Commencing at the battery F, conductors 40, 41 and 79, stop relay E, conductors 80 and 81, armature 36 of the relay E in its upper position, conductors 82 and 86, contact piece ll 'closed, and conductors87, 85, 57, 58. 59 and 51 back to the battery F.

It can be seen from the two circuits last traced that the stop relay E is energized wheneither of the shoes S or S is in its normal position and is deprived ofcurrent only when both of said shoes are operated. When both of the shoes'S and S are operatedand the stop relay E is deprived of current along Circuits Numbers Eight and Nine, said relay E may be maintained energized by supplying a substitute current thereto by energizing the relay 38 and raising its armature 39. The relay 38 is energized when current is supplied to the primary of the transformer TE, and said primary .of the transformer TE issupplied with current when a shoe on the lefthand side of the vehicle engages an energized ramp on the lefthand side of the track as regards the direction of movement of the vehicle. That is, assuming the vehicle to be traveling in the normal direction of traiiic indicated by the arrow X and that the lefthand shoe S engages the-lefthand ramp R when the switch 26 is in contact with the conductor 30 and a medium difference of potential exists between the ramp R and the track rail 1. Under these circumstances the shoe S is, swung to the left, as viewed in Fig. 1, the rod 13 is lifted and the contact finger 21 is raised, thereby establishing a partial circuit including the shoe S and the primaryv of the transformer TE and the axle 6, said partial circuit being traced as follows: i

Circuit Number Ten.

tothe stop :relay E from the batteryF along a circuit traced as follows:

Circa-it Number Eleven.

be in position to engage the lefthand ramp R hen the shoe S- becomes a lefthand shoe and engages the ramp B it is swung to the right, as viewed in Fig. 1, sothat the rod 13 islifted and the contact finger 20 is raised to its upper position, thereby establishing a partial circuit similar to the partial circuit number ten, hereinbefore traced, which may be traced as follows:

Uz'rmit Nmnoer Twelve.

Commencing at the shoe S, conductors and 88, contact finger 20 in i'tsvupper closed position, conductors 89 and 00, 'n'imary of the transformer TE, and conductors 91 and to the axle 6. Q

In the particular arrangement of controlling circuits-shown in Fig. 1, the emergency application of the brakes depends-upon a previous deenergization of the control relay K and the operation of the speed control apparatus SC, followed by the concurrent en gagei'nent of the shoes S and S with ramps on each side of the track, the lefthand ramp R having no voltage applied thereto and the righthand ramp R having either no voltage or only medium voltage applied thereto. The manner in which these particular conditions are produced will be pointed out hereinafter in describing the trackway circuits shown in. Fig. 2.

As pointed out hereinbefore, it is desirable to give a distinctive indication to the engineer or motorman when his train is traveling in a direction opposite to the normal direction of traflic, and this result is ac complished by energizingthe lie-signal relay N. Not-only should the no-signal indication be given, but also suitable provision should be made for preventing the operation of either the speed control apparatus or the emergency application of the brakes. As eX- plained hereinbefore, the speed controlling ramps are assumed to be located, except in the case of single track, on the righthand side of the track, so that whena vehicle is making a move against the normal direction of traffic, that is, is moving in an opposite direction to' that'indicated by the arrow X, the right-hand shoe S engages a righthand ramp R and, due to the reversed movement of the vehicle, said-shoe S ismoved to the right as viewed in Fig. 1. It is apparent that this-righthand movement of the shoe 8 does not raise! the circuit controlling rod 12, and consequently, the contact finger 18- is undisturbed and maintains the'Circuit Number One closed. In this way, a train may travel through a stretchof track in, the di rection opposite to the normal direction of traffic without havingits speed control apparatus a-ifected-v a p a In may cases thevmovement against the normal direction of traffic originates at an interlocking plant where there will be two ramps R and R? on each side of the track, there being two ramps at such a place in order that the emergency brakes may be applied at such a pointitnecessary on a train approaching'this pointin the normal direction of traffic To permit a train making a reverse movement against the normal direction of traffic topass these two ramps .it is necessary to supply medium voltage to the righthand ramp B so that when the shoe S engages this ramp and is .swunggto the right, the partial Circuit Number Twelve includ ing, the primary of the transformer TE, is established, thereby permitting the medium voltage on the ramp R to maintain the, stop relay E energizedthrough Ineansofthe relay 38 and Circuit Number Eleven.

hen a train making a movement against the normaldirection of traffic-passes the two ramps at an interlocking, plant, the ramp corresponding, to the ramp, R and which is on the lefthand side. of the track as regards the normal direction of traffic but is on the righthand side as regards the direcand when the other shoe S is in its normal position, since under these conditions the shoe S will be swung to the right as viewed in Fig. 1, and the contact finger 21 raised to close a circuit as follows:

Circuit Name-oer Thirteen.

Commencing at the battery F, conductors 40, 41, 42, 102 and 103, "winding 100 of the relay N, conductors 104 and 105, contact finger 21 in its upper closed position, conductor 106, contact finger 17 in its lower closed position, conductors 108, 107, 50 and 51 back to the battery F.

It should. be noted that the liorsignal relay N isordinarily energized when a train commences a reverse movement against traffic at a point where two ramps R and R are'located, since for reasons more fully explained hereinafter, the shoe S, then the lefthand shoe will be in engagement with the ramp R after the shoe S then the righthand shoe, has left engagement with the ramp B so that the Circuit Number Thirteen may be established.

In casethe vehicle, when making a reverse movement of the character above described, is headed in the other direction so that the shoes S and S are reversed, a circuit for energizing the no-signal relay N is established when the shoe S is moved to the left as viewed in Fig. 1 and the shoe S is in its normal position, said circuit being traced as follows: V

'Oe'reuz't Number Fourteen.

Circuit Number Fifteen.

Commencing at the battery F, conductors 40, 41, 42, 102 and 112, winding ,101 of the relayN, conductor 113, armature 114 of the relay N in its upper position, conductor 115, contact finger 16 in its lower closed position, conductor 116, contact finger 16 in its lower closed position and conductors 117, 50 and 51 back to the battery F. 7 It can be seen that the last traced circuit is unaffected by the successive engagement of the shoe S with the ramps B when the train is moving in a direction opposite to the normal direction of traflic, but as soon as the train changes its direction of movement and moves in the direction of the arrow X, the first ramp R will rock the shoe S to the lift, as viewed in Fig. 1, thereby lifting the contact finger 16 to'interrupt the maintaining-or stick Circuit Number Fifteen and since neither the Circuits Numbers Thirteen and Fourteen are established at this time, the no-signalrelay 21is deenergized. In this way the no-signal relay N is automatically energized'a'ssoon as'a train commences [a movement against the normal direction of traffic, and is also .deenergized as soon as the train assumes its movement in the normal direction of traflic.

It should be noted that. the maintaining Circuit Number Fifteen is also interrupted when the righthand shoe on a train traveling in the direction opposite to the normal direction of traffic engages a ramp R on the lefthand side of the track as regards normal direction of traffic, but on the same side of the track as the righthand shoe of the vehicle as regards the direction of movement of said vehicle. In other words, assuming the vehicle shown in Fig. 1 to be traveling in the direction opposite to that indicated by the arrow X, and that the shoe S engages the ramp R then the shoe S will be rocked to the right, as viewed in Fig. 1, thereby raising the contact fingers 16 to interrupt the maintaining Circuit Number Fifteen for the no-signal relay. Since this particular condition just described can arise only when a train moving against the normal direction of traffic reaches a point where there are ramps 'on'both sides of the track governed by an interlocking plant, it is possible very shortly thereafter to reenergize the no-signal relay by establishing the Circuit Number Thirteen in the same way as hereinbefore described.

When the no-signal relay N is energized its armature 121 in its upper position closes a circuit for energizing the no-signal device NS as follows:

(le'reuz't Number Sixteen.

Commencing at the battery F, conductors 40, ll, 42, 43, 52 and 118, device NS, conductor 119, armature 121, in its upper position, and conductors 122, 58, 59 and 51baclr to the battery'F.

The controlling effects produced as hereinbefore described may be conveniently placed in a tabular form as below, it being understood that the terms right and left mean right and left with reference to the direction in which the vehicle or train is traveling at thetime.

Shoo position. Voltage on ramp.

Gives- Left. Right. Left. Right.

Down Up..- High followed Proceed indiby medium. cation. Down.. Up High followed Caution indiby zero. cation. Down Up- Mediumorzero Permissive followed by step indicamedium or tion.

zero. Up..." Up--- Medium High followed Proceed indiby medium. cation. Up- Up-- Medium High followed Caution indiby zero. cation. Up Up Medium Mediumor zero Permissive followed by step. medium or zero. Up. Up Zero Medium or zero. Absolutestop. Up Down. High, medium Medium No signalindior zero. cation.

Having described in general the construction and operation of the parts of the system carried by the vehicle or train, one arrangement of circuits shown in Fig. 2 for automatically controlling the voltage applied to the ramps in accordance with traftic conditions will now be described. tererring to Fig. 2, a horizontal stretch of track divided into blocks A, B, C and D by insulating joints 123 is shown, and it is further assumed that this stretch of track is intersected near its righthand end by another stretch, it being understood that the control of trains, over this other stretch of track is accomplished in a similar way to that about to be described for the first mentioned or horizontal stretch. The normal direction of traffic over the horizontal stretch is indicated by the arrow X. Associated with each block and located preferably at the entrance thereto are control ramps RB, RC and RD which correspond to the ramp ltin Fi 1; and associated with the block D at the entrance to which the absolute stop should be given, is a ramp RD which corresponds to the letthand ramp R in Fig. 1. The trackway circuits are preferably supplied with alternating current derived from a suitable alternating current generator 12% connected to the line wires 125 and 126; and at the entrance to each block is located a transformer, the primary of which is connected across said line wires, said transformers being designated 127, 127 and 127 for the blocks 13, C and D respectively. The parts associated with the blocks B, C and D are in many respects the same, and these parts which are the same, will be given like reference characters having exponents added thereto A portion 128 of the secondary of the transformer 12? is connected by conductors 129 and 180 across the track rails 1 and 2 at the exit end of the preceding block; and across the track rails 1 and 2 at the entrance end to each block a track relay 133 of suitable construction is connected by conductors 131 and. 132, said track relays having armatures 13 i and 185 represented in accordance with established convention.

In addition to controlling the voltage supplied to the ramps RC, RD and E13 by the track relays oi the adjacent blocks, it is necessary to control these voltages according to whether or not it is desired to bring a vehicle to an absolute stop at the end of the block C; and for this purpose a suitable ci cuit controlling device 150 having contact fingers or switches 151, 152 and is provided, it being contemplated that this circuit controlling device 150 will be operated simultaneously or in connection with the usual fixed signal 0 at the entrance to the block D. In other words, the circuit controlling device 150 may be directly con. nected to the signal 0 and operated simultaneously with the movement of this signal, or said device may be operated in connection with the signal 0 by the lever or the like, controlling said signal, this signal be ing controlled in any one of the usual ways To enable a clear understanding of the traclrway circuits shown in 2, without entering into an unnecessarily detailed description, the circuits set upand the voltage supplied to each ramp under difierent traiiie conditions will be briefly described, and by reference to the table herein'before given, the eii'ect produced by these oltages will be apparent. Assuming a train in the block A about to enter the block B, then before the first pair of wheels and axle of this train actually enter the block B, the track relay 133 will be energized so that high voltage applied to the ramp RB by a partial circuit follows: Commencing at the ramp RB, conductors 139, armature 134: of the track relay 133, in its upper position, conductor 14:0, secondary of the transformer 12? and conductor 136 of the track rail 1. When the train in the block A actually enters the blocl: B, the armature 13% of the track relay 133 drops and connects the ramp Rt; by conductor 139 and armature 134, in its lower positionto. a conductor 141 leading ah ad to the arm ature 135 of the track relay 133 of the block C, so that it the block C is not occupied by another train a medium voltage is supplied along conductor 14:2 to the ramp RB from a oortion of the secondary ot the transformer 12?. However, if the block 0 is occupied, the armature 135 will be in its lower position, thereby totally disconnecting the ramp RB from any source of current, that is, there will be zero voltage on the ramp RB. It will be apparent that, it the block B is occupied at the time a train approaches the entrance to this block, tne armature 13 1 of the track relay 133 will be in its lower position, so that either a medium or no-voltage will be supplied to the ramp RB depending upon whether or not the block C is occupied at that time. From the foregoing in connection with the table and description of the operation of the parts shown in Fig. 1, it can be seen that a. train in the block approaching the block I may be allowed to proceed, be con'ipelled to reduce its speed or may be required to enter the block B only under such conditions and such a speed as may be desired and permitted by the particular construction of the speed control apparatus us Cl, depending on whether or not the block B C is occupied.

For the next condition of traiiic to be considered, assume that the signal 0 has been put to stop manually by the operator in the tower, because the right of way has been given to another train on the track intersecting the block D, and under this condition the circuit controlling device 150 will be in the position shown in Fig. 2'. VVhen' a llll train approaches, the block C and the first contact shoe thereon engages the ramp RC, high voltage will be supplied to this ramp RC, providing the block C is not occupied at the time by a partial circuit as follows: Commencing at the ramp RC, conductor 145, armature 134 of the track relay 133 in its upper position, conductor 1%, secondary of the transformer 12'? and conductor 136. hen the train actually enters the block C the armature 134 drops and connects the ramp RC through conductor 148, and said armature to the conductor 145, and since the switch 151 is assumed to be in the position shown in Fig. 2, no voltage will be supplied to the ramp RC. In this way, the speed control apparatus on a train can be set into operation at the time it enters the block C, regardless of traffic conditions in the next block in advance, that is, the block D. As the train progresses and the first contact shoe thereof engages the ramp RD, the speed control apparatus will continue to be effective, since the ramp RD is disconnected from any source of current by reason of the fact that the switch 153 18 open; and, consequently,

the train may pull up to the signal 0 at the limited. speed and under the restriction imposed upon it by the speed control apparatus. In order to permit the vehicle to pull up to the signal 0, and also to permit a contact shoe of said train to be on the ramp RD, for the reason hereinafter pointed out, the ramp RD is so located that the first lefthand shoe does not engage this ramp until after the righthand shoe has engaged the ramp RD. If the train attempts to pass the signal 0, however, the lefthand shoe will engage the lefthand ramp RD, which has no voltage applied thereto, because the switch 152 is open; and, consequently, all of the conditions necessary for the emergency application of the brakes are present; that is, the control relay K is deenergized, both a righthand and a lefthand shoe are swung rearwardly, and there is no voltage on the lefthand ramp.

After traffic has cleared and the signal 0 and the circuit controlling device are placed in position to permit the train to proceed, high voltage will be applied to the ramp RD, providing the block D is not occupied, and this high voltage will energize the control relay in: and restore the parts of the speed control apparatus to their idle position, since the ramps RD and RD are so located that when the train pulls up to the signal 0, the first right hand shoe of the train is on the rann) RD. Also, the ramp RD is made shorter than the ramp RD, so that the right hand shoe of a train moving in the normal direction of trafiic indicated by the arrow X will be on the ramp RD after the left hand shoe of this train has left engagement with the ramp RD, this relative length and 10- i locked signal when traveling in the normal direction of trafiie- In order to permit a train to pass along the horizontal stretch of track subject only to the control of its speed control apparatus, it is only necessary to shift the circuit controlling device 150 to"close the switches operated thereby, whereupon the conductor 145 associated with the ramp RC is connected by conductor 146 to the armature 185 of the track relay 133 so as to make in effect the same type of controlling circuit as associated with the ramp RE. The closing of the switch 152 connects the left hand ramp RD by means of conductors 137 and 154; to the medium voltage tap of the secondary of the transformer 127 so that a medium voltage is found on the ramp RD for all trains passing that ramp. l V hen the switch 153 is closed the ramp RD is connected by conductors 138 and 148 to the armature 134- so as to form in effect the same type of controlling circuit as shown in connection with the ramp RB. In this way, by closing the switches 151, 152 and 153 the controlling circuits for the ramps RC and RD are made the same as for the ramp RB. Is should be understood that the particular arrangement of trackway circuits shown in Fig. 2 is merely illustrative and does not exhaust the possible combinations and modifications susceptible of use with this invention.

While the controlling devices and the con trollingcircuits therefor have been designed in the particular embodiment of the invention shown and described so as to be operated by alternating current, it is apparent that simple modifications, which will be obvious to those skilled in the art of railway signaling, may be made whereby direct current or some other current may be used as the operating medium. Also, it should be understood that the invention is in no wise limited to a particular kind of speed control apparatus, nor to a particular means for obtaining an absolute stop; likewise, the satisfactory operation of the system is not dependent necessarily upon the use of contact shoes and contact rails since inductive devices capable of performing the same functions might be used. Other modifications and changes may be made in the particular construction of parts and arrangements of the controlling circuits therefor shown and described, without departing from the invention and without modifying or changing the functions of these parts or their operation, and also various features may be combined with the system as shown and described without departing from the invention, as for example, several locomotives or motor cars each equipped with the system may be included in the same train.

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

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

1. in a system for automatically protecting railway trathc, in combination: a track; a vehicle adapted to travel over said track; a device carried by said vehicle on each side thereof and capable of moving relatively to said vehicle in either of two directions; automatic train control apparatus on the vehicle; a normally closed circuit for maintaining said apparatus in its idle condition; means controlled by each device for interrupting said circuit when that device is moved in one direction relatively to the vehicle; normally open partial circuits for preventing the operation of said apparatus independently of said normally closed circuit; means operated by the movem it oi either device in said one direction for connecting'that device to the corresponding partial circuit; and trafiic controlled means along the track for actuating said devices and for supplying current to said partial circuits.

2. In a system for automatically protecting railway tratlic in combination: a track; a vehicle adapted to travel over said track; automatic train control apparatus on the vehicle a partial circuit for controlling said apparatus; a device on the vehicle on each side thereof and capable of moving relatively to said vehicle in either of two directions; means governed by each device for electrically connecting it to a terminal of said partial circuit when that device is moved in one direction relatively to the vehicle; and means along the track for actuating one or the other of said devices in said last mentioned direction when the vehicle is travelover the track in the normal direction of tralae depending upon which end 01 the vehicle is ahead.

3. In a system for automatically protecting railway traffic in combination: a track; a vehicle adapted to travel over said track; braking means for retarding the movement of the vehicle; a relay for controllingsaid braking means; a circuit for normally maintaining said relay energized; a partial circuit rmgoverning said relay; devices carried by the vehicle on the opposite sides thereof and each capable of moving relatively thereto in either of two directions; means controlled by said devices for interrupting said first mentioned circuit when both of said devices are moved in either direction relatively to the vehicle; means governedby each device for electrically connecting that device to a terminal of said partial circuit when that device is moved in one direction relatively to the vehicle; and means along the track for governing the movement of said devices.

l. In a system for automatically protecting railway tratlic, in combination: a track; a vehicle adapted to travel over said track; braking means for retarding the movement of said vehicle; a multiple circuit for controlling said braking means said braking means being set into operation when both of said circuits are interrupted; a relay for controlling each of said circuits; two inipulse receiving elements carried by the vehicle on opposite sides thereof; mes governed by either impulse element for controlling; one relay; and means responsive to the multaneous and joint influence of both impulse elements for controlling the other relay.

5. In a system for automatically protecting railway traliic, in combination; a track; a vehicle adapted to travel over said track; a distinctive signal; and means on the vehicle and located along the track in cooperative relation for automatically operating said signal when and as long as the vehicle travels over said track in the direction opposite to the normal direction of trafiic.

6. In a system for automatically protecting railway traliic, in combination: a vehicle; apparatus for governing the speed of said vehicle; mechanism for stopping said vehicle; partial circuits for separately controlling said apparatus and said mechanism; a device carried by the vehicle and capable out movement relatively thereto in either of two 1 directions; means governed by said device for connecting it to a terminal of one or the other of said partial circuits according to the direction of movement of said device; and means along the traclr for moving said device selectively in one direction Or the other.

7.111 an automatic train control system in combination: a vehicle; an automatic train control apparatus on the vehicle; a contact shoe carried by the vehicle and co1nprising a movable element; a partial circuit on the vehicle controlling; said apparatus; and normally open circuit controlling means for connecting said partial circuit to said shoe, said means being operated to establish such connection when said element is moved in one direction but not in the other direction by cooperating devices along the track for the vehicle.

8. In an automatic train control system for arailroad, speed control apparatus wholly on a vehicle and having its operation conditioned from the t-rackway, said apparatus while operating acting to enforce predetermined speed restrictions for the vehicle automatic stop mechanism on the vesicle for arresting the movement thereof independently of its speed, means normally acting to prevent operation of the stop mechanism and rendered inactive when the speed control apparatus is set into operation and impulse transmitting means co 3- prising trackvay devices and separate elements on the vehicle actin when co-operating separately or jointly to produce distinctive controls for governing the speed control apparatus and the stop mechanism at permissive and absolute control points along the track.

In an automatic train control system. con'ibinat-ion: a vehicle; speed control apparatus on the vehicle for gradually controlling the movement thereof; automatic stop mechanism on the vehicle for immediately arresting the movement thereof; partial circuits for controllin said apparatus and said mechanism; a c (216i? shoe carried by the vehicle and comprising a movable elei'nont; and normally open circuit controlling means for selectively connecting said contact shoe to said partial circuits when said element is moved in opposite directions, by devices along the track for the vehicle.

10. In an automatic train control system,

combination: a vehicle; apparatus for gradually controlling the movement of the vehicle; mechanism for bringing the vehicle to an absolute stop; duplicate impulse de viccs on opposite sides of the vehicle effective when either is influenced separately to control said apparatus and when influenced jointly to control said mechanism; and means for preventing the operation of said mechanism while said apparatus is in its non-controlling condition.

11. In an automatic train control system, in combination: a vehicle; separate speed controlling apparatus and automatic stop mechanism on the vehicle; separate relays for controlling said apparatus and said mechanism; partial circuits for controlling said relays; contact shoes carried by the vehicle on opposite sides thereof; ramps along the track for giving to the contact shoe on the corresponding side of the vehicle a predetermined movement relative to th vehicle when the vehicle travels in the normal direction of traffic; a ramp along the track for giving to the contact shoe on the other side of the vehicle a dill'erent movement relatively to the vehicle when the vehicle travels in the normal direction of traffic; and circuit controlling means associated with each shoe and operated by the movements thereof to selectively connect that'shoe to one or the other of said partial circuits.

12. In an automatic train control system, in combination: a vehicle and a track therefor; ashoe carried by the vehicle on each side thereof, each shoe comprising an element which is moved by the cooperation of the shoe with a ramp along the track in a direction relatively to the vehicle according to which side of the track the ramp is located and also according to the direction of movement of the vehicle relative to that ramp; separate automatic speed control apparatus and stop mechanism on the vehicle selectively controlled by a particular movement of the element of either shoe and by the simultaneous movement of the shoes in either direction; ramps located at intervals along one side of the track for causing said particular movement of the element of the shoe on that side of the vehicle to control the speed control apparatus; and ramps on both sides of the track at certain points for causing movement of the elements of both shoes and thereby controlling the stop mechanism.

13. In an automatic train control system, in combination: a railroad track having a control point where trains may be allowed to proceed according to traflic conditions at some times and should be brought to an absolute stop regardless of tratlic conditions at other times; impulse transmitting means at said control point; other impulse transmit ting means at a distance in the rear of the control point; trackway circuits for governing the controlling condition of both of said impulse transmitting means in accordance with trailic conditions; and manually operable means for placing both impulse trans mitting means into a train retardingcondition independently of said traclnvay circuits.

l t. in an automate train control system, in combination: a vehicle; automatic stop mechanism for bringing the vehicle to an i1umediate stop; impulse transmitting means con'iprising trackway devices and two separate elements on the vehicle; means tending to cause operation of said mechanism when both of said elements cooperate vith corrcsponding traclcway devices; means dependent upon the controlling condition of one of said two traclnvay devices for preventing operation of said mechanism; and manually operable means for governing the controlling; condition of said one trackway device.

15. In an automatic train control system, in combination: a vehicle and a track there for; speed control apparatus on the vehicle for gradually controlling the movement thereof; automatic stop mechanism on the vehicle for immediately arresting the movement thereof; trackway devices and elements on the vehicle arranged in cooperative relation and constituting means for transmitting impulses from the track to the vehicle; said traclzway de ices being arranged in a predetermined way at stopping points lit) controlling said trackway devices at speed control points in ace rdance with tratiic conditions and manually cru ble means for govci Q the tracliway devices ll e stopping point and for simultaneously governing the tracltway device at t e speed control point next in the rear of stopping point, whereby upon its approach to a stopping point the movement of the vehicle Will be first gradually regulated and then immediately arrested if the vehicle continues past the stopping point.

16. In an automatic train controlsystem, in combination: a vehicle and a track thereit speed control apparatus on the vehicle tor gradually regulating the movement thereof; automatic stop mechanism on the vehicle for immediately arresting the moiment thereof; circuits and apparatus partly on the vehicle and partly along the track for automatically controlling the speed control armaratus in accordance with trariic condilions; and manually operable means for controlling said circuits and apparatus independeutly of traffic conditions to cause operation of the speed control apparatus and a subsequent operation of the automatic stop mechanism as the vehicle approaches and passes stopping point along the track.

17. In an automatic train control system, in combination: a vehicle and a track therefor divided into track circuit blocks; impulse devices located at. intervals along the track to control the movement of trains through the several blocks; trackvvay circuits controlled by the track circuits of said blocks "tor governing the controlling conditions oi said implse devices in accordance uith tra'lnc conditions; elements on the vehicle adapted to alternately cooperate with s l impulse devices according to the way in much the vehicle is headed; an additional impulse device located at a point along the track where the vehicle should be brought to an absolute stop, said additional impulse device being arranged to cooperate with the elc-nienton the vehicle which is not in posi tion to cooperate with the first mentioned in nu se devices; automatic stop mechanism on he vehicle having its operation responsive to the controlling condition of the additional pulse device; automatic speed controi mechanism on the vehicle havinf its oporation responsive to the controlling conditir is of the other impulse devices; and manually operable means for governingthe controlling condition or"- said additional in1- pulse device.

18. in an automatic train control system, in combination: a railroad track having an automatic block signal territory for permissive stops and a point of absolute stop; ramps located at intervals along one side of the track througl'iout the block signal territory for controlling the movement of trains through said blocks; traclnvay circuits for governing. the controlling condition of said ramps in accordance with traliic conditions in said blocks; two ramps located opposite one another on opposite side of the track at the point of absolute stop; and manuallyoper able "means for 'verning the controlling condition of said two ramps and also the controlling condition of the ramp next in the rear thereof independently of said trackway circuits.

19. In an automatic train control system, in combination; a railroad track having a region Where trains may be governed in accordance with traffic conditions at some time: and be slowed down and brought to an ab'solutestop at other times; impulse devices and trackway circuits for governing the movement of trains through said region in accordance with traflic conditions; and manually operable means for governing said tracltway circuits independently of trailic conditions to cause trains to be slowed down and brought to an absolute'stop.

20. In an automatic train control system, in combination: a vehicle; impulse tranqmitting means comprising devices along the track cooperating with elements on the vehicle; said elements being responsive to the direction or" movement of the vehicle relative to the trackway devices; a normally inactive distinctive signal; means controlled by said elements for rendering said signal active when the vehicle travels opposite to the normal direction oi tratlic; a circuit acting to maintain said signal active after it has been initially rendered active; and means-controlled by said elements when the vehicle travels in the normal direction of tratiic for controlling said resume its normal inactive condition. 7

21. In an automatic train control system, in combination: a vehicle and a track therefor; impulse transmitting devices located at circuit to cause said signal to automatically intervals along the track; impuli-e receiving elements on the vehicle adapted to cooperate with said traekway devices, said elements comprising a movable member which is. moved in opposite directions according to the direct-ion ofmovement o-fthe vehicle relative to a trackway device; automatic train control apparatus governed by the movement of said member in one direction, this movement corresponding to the movement which is given saidm'ember when the vehicle travels in the normal direction of traiii and a dis incisive signal rendered active by the movement ottsaicl member in an opposite direction for indicating that the vehicle travelling opposite to the norn'ial direction or traffic. p p 22. In an automatic train control system;

in combination: a vehicle; automatic train control apparatus on the vehicle; a relay for controlling said apparatus; a normally closed stick circuit for maintaining said relay energized; a partial circuit for causing energization of the relay independently of its stick circuit; a contact shoe carried by the vehicle and comprising a niiovable element; ramps along the track adaptedto copcrate with said shoe and cause movement of its element in accordance with the direction of movement of the vehicle; and circuit controlling means operated by the movement of said element when the vehicle is traveling in the normal direction of traffic for simultaneously breaking said stick circuit and connecting said partial circuit to the shoe.

23 In an automatic train control system, in combination: a. vehicle; separate speed control apparatus and automatic stop mechanism on the vehicle; separate partial circuits for controlling said apparatus and said mechanism; a contact shoe carried by the vehicle and con'iprising a movable clement; ramps along the traclr for cooperating with said shoe and for causing movement of the element thereof in accordance with the direction of movement of the vehicle relative to the ramp; and circuit controlling means operated by the movement of 'saidshoe for simultaneous y connecting it to said separate partial circuits.

24-. In an automatic train control s stern in combination: a vehicle and a track therefor; impulse receiving means on thevehicle comprising two separate elements arranged on opposite sides thereof; permissive impulse transmitting means along the track; one or the other of said elements on the vehicle being active to cooperate with said permissive impulse transmitting means when the vehicle is traveling in the normal direction of tratilc according to the way in which the vehicle is headed; absolute impulse transmitting means located at predetermined points along the track; the one of said elements which is inactive when the vehicle is headed in a. given direction being in position to cooperate with the absolute impulse transmitting means.

25. In an automatic train control system in combination; a vehicle; a t'ansformer on the vehicle having one termii l-l. of its primary connected to the wheels of the vehicle; contact shoes carried by the vehicle on 01% posite sides thereof and each comprising a movable element; ramps along the track for giving to the elements of one or the other of said contact shoes apredetermined movement when the vehicle travels in the normal direction of tra l'iic; and normally open circuit controlling means associated with each shoe and operated by said predetermined movement of its element for connecting that shoe to the other terminal of the primary of said transformer; and train control apparatus on the vehicle responsive to the flow of current in the primary of said transformer.

26. In an automatic train control system for railroads which have block signal territory where permissive control may be enforced and one or more control points in interlocking territory where absolute control should be enforced; in combination: trackway impulse devices along one side of the track throughout block signal territory and controlled in accordance with trafllc conditions; a vehicle; impulse receiving elements carried'by the vehicle on opposite sides thereof and adapted to cooperate separately with said trackway devices according to which end of the vehicle is ahead; permissive control apparatus on the vehicle controlled by the impulse element which is on the side of the vehicle corresponding with said trackway devices; other similar trackway impulse devices located on opposite sides of the track at each control point of absolute control so as to cooperate with both of the vehicle carried impulse elements; manually operable interlocked means for governing the controlling condition of said other trackway devices to cause them to enforce either absolute con trol or permissive control said means acting to place the next trackway device at braking distance in the rear of the control point in its pemissive controlling condition whenever absolute controlling conditions are set up; and absolute control mechanism on the vehicle having its operation influenced by the oppositely located traclnvay devices at said control points, whereby permissive control of the vehicle in accor lance with tratlic conditions is always obtained in the block signal territory, and at some times past the absolute control points, while at other times permissive control followed by absolute control is obtained a the vehicle approaches and passes said absolute control points.

27. In an automatic train control system for railroads which have automatic block signal territory where permissive control may be enforced and absolute control points in interlocking territory where absolute control of the vehicles should occur the combination with a vehicle; of separate impulse receiving elements carried thereby: trackway impulse devices arranged in one way in block signal territory, and in a dif ferent way at each absolute control point so as to influence the impulse receiving elements on the vehicle dilferently: means for causing the controlling condition of the trackway devices in block signal territory to be governed automatically in accordance with traflic conditions; manually controlled means for regulating the controlling con;

dition of the tracltway devices at the absolute control points; and separa permissive control and absolute control apparatus on the vehicle controlled selectively by the ditlerent influence produced on the vehicle carried elements by the different arrangements of trackivay devices.

28. In an automatic tr in control sys n'i for raibva" s, the con'ibination With a vehicle, of automatic train control. means therefor including absolute control mechanism and permissive control apparatus, impulse transmitting means for governing the operation of the permissive control apparatus and comprising traifiic controlled tracltivay deices and duplicate vehicle carried elements, said vehicle carr' d elements being separately influenced by the traclnvay devices according to which end of the vehicle is ahead While it is traveling in the normal direction of traffic, and manually controlled means including; the salsa vehicle carried element and similar at ditional trackivay devices for causing operation of the absolute control mechanism at certain points along the track.

29. In an ilUtOD'ltttlC train control system for railroads, the combination with a vehicle, of automatic train control means on the \"GlllC-lG including speed control apparatus adapted when set into operation to restrict continued progress of the vehicle to a predeterminer ininiinuu'i speed, and absolute stop mechanism adapted to apply the brakes to the vehicle regardless of its speed; duplicute impulse receiving elements on the vehiclo each separately effective to control the opera ion of the speed control apparatus, and jointly effective to control the operation of the stop mechanism; and trackivay de vices tor influencing the vehicle carried elements separately or jointly at different control points along the track.

so. In an automatic train control system for railroads, the con'ibination with a vehicle, of automatic train control means theretor adapted to entorce permissive control by regulating its speed or absolute control by ai iplying its brakes regardless or" its speed; trackivay impulse devices along the track. some arranged on the same, and some on opp site es of the track; receiving elements cai d by the vehicle on opposite sides thereof and acaptcd'to cooperate with a tracknciv device on the corresponding side of the track, thereljiy transferrino controh ling); influences "from the trac-kivay to the vehicle: and control means on the vehicle for causing; its automatic train control means to be governed in one way by tracltivay devices n one side of the track r irds the direction of moven'icnt of the vehicle, in a dil terent Way by traclzu'ay devices on the op posits side ot the track, and in a still dif- C. en'ective by diii erent arrangements of track- Way impulse devices to enforce either pernrss ve or absolute control While the vehicle is avcling in the normal direction of traitic, and also permit the vehicle to travel opposite to the normal direction of trailio ivithou t being stopped.

31. in an automatic train control system to: railroads, the combination With a vehicle, ot autoi'natic train control means therefor adapted to e1 orce either permiscontrol by regg'ulatine the speed otthe L) vehicle or absolute control by applying the brakes regardless of speed, impulse receiving elements on the vehicle adapted to be influenced by traclnvay circuits and devices in diil'et'cnt Ways to eiiitinice either the permissive or the absolute control, trackn'ay devices for cooperating with said impulse receiving elements, and arranged differently at the various control points along the track to produce the permissive control or absolute control required, means for controlling the t-rackivay devices at permissive control points in accordance with trailic conditions in advance, and manually operable means for governing the devices at ab solute control points according to transient dangerous conditions.

32, l-ln autoi'natic train control system to railroads capable of r 'ulatinp; the speed 0 vehicles so as to enforce permissive control, or apply the brakes on the vehicles rcgardless of speed so as to enforce absolute control, or permitting the vehicles to pro coed opposite to the normal direction of traliic Without being stopped, said system comprising, in combination: impulse devices along the track adapted to communicate controlling influences to each passing vehiole; separate permissive and absolute train control apparatus carried by each vehicle; and impulse receiving elements on the vehicle tor coiritrolling said apparatus selectively, said receiving elements beii influenced diti'erently by ditto-rent arran inents of rently euchway devices, and also did by the same arrangement according to the direction or" movementof the vehicle th ereby- In an automatic train. control system for railroads, the combination with a vehicle; of automatic train control means therefor; impulse receiving? elements carried by the vehicle on both sides thereof near opposite ends; impulse devices along' the track, some of said impulse devices at certain control points being arranged to cooperate s aratcly with the corresponding vehicle c ried element, and others at dili erent control points being arranged to cooperate simultaneously in pairs Wih both of said elements;

and control means on the vehicle influenced by the cooperation of the vehicle carried ele ments with the ti'ackway devices for governing said train control means in different ways depending upon whether one or both of said elements are influenced.

In an automatic train control system for railroads, in combination: a vehicle; speed control apparatus on the vehicle; stop mechanism on the vehicle for applying the brakes thereof regardless of the speed; impulse receiving elements carried by the vehicle on both sides thereof; impulse devices along the track, some arranged on one side oi the track to cooperate separately with the. corresponding receiving elements, and others at certain absolute control points arranged to cooperate simultaneously with both of the receiving elements; control means on the vehicle influenced by the cooperation of said vehicle carried elements with the trackway devices and adapted to control the speed control apparatus when, said elements are influenced separately, and the stop mechanism when said elements are influenced simultaneously; and means for preventing operation of the stop mechanism unless the speed control apparatus is acting.

In an automatic train control system for railroads, the combination with a vehicle, of automatic train control means therefor adapted to enforce either permissive control by regulating the speed of the vehicle, or absolute control by applying the brakes regardless of speed; duplicate trackway devices at control points along the track in interlocking territory where either permissive or absolute control should be enforced; manually controlled means for selectively placing said trackway devices under the control of tratlic conditions in advance, or in condition to exert absolute control on a passing vehicle irrespective of traffic conditions; and control means on the vehicle responsive to the influence of said trackway devices in their different controlling conditions for governing the train control means on the vehicle accordingly.

36. In an automatic train control system for railroads having a region where trains may be governed in accordance with traffic conditions at some times and should be slowed down and brought to an absolute stop at other times, in combination: impulse devices located on opposite sides of the track at the point or" absolute stop; another impulse device at braking distance in the-rear of said first mentioned device; trackway circuits for governing the controlling conditions of all of said devices in accordance with traffic conditions in advance thereof; and manually controlled means for modifying the controlling condition of said impulse devices independently of said trackway circuits, thereby causing the vehicle to be slowed down and then stopped as it approaches and passes the point of absolute stop.

37. In an automatic train control system to a predetermined minimum speed, absolute stop mechanism adapted to apply the brakes to the vehicle regardless 01" its speed, and a normally inactive distinctive signal for indicating that the vehicle is proceeding without the protection of its train control means; duplicate impulse receiving elements on the vehicle disposed on opposite sides thereof; traclrway impulse devices along the track arranged to influence the vehicle carried elements separately at some points, and simultaneously at others; means acting when the vehicle car ied elements are influenced separately for controlling the operation of the speed control apparatus and the distinctive signal alternatively, depending upon the direction of movement of the vehicle over the track; and means acting when the vehicle carried element-s are influenced jointly for controlling the operation or" the'stop mechanism; whereby the same elements on the vehicle are made effective by different arrangements oi trackway devices to control the speed control apparatus, the distinctive signal, and the stop mechanism.

38. In an automatic train control system for railroads, in combination: a vehicle; automatic train control apparatus on the ve hicle; a distinctive signal for indicating that the vehicle is traveling without the protection of its train control apparatus; impulse transmitting means comprising impulse receiving elements on the vehicle arranged to cooperate with trafiic controlled impulse devices along the track, said receiving elements on the vehicle being influenced in one way by the trackway devices while the vehicle is traveling in the normal direction of trailic regardless of which end of the vehicle is ahead, and in a diflt'erent way when the vehicle travels 0pposite to the normal direction of tratiic; and means responding to the different ways in which said receiving elements are influenced for governing said apparatus and signal selectively, whereby the alternative use of the train control apparatus and distinctive signal are automatically determined according to the direction of movement of the vehicle.

39. In an automatic train control system for ralroads, in combination; a railroad track; impulse devices disposed along the righthand side of the track as regards the normal direction of traliic at certain control points, and on both sides of the track in overlapping staggered relation at other control points; a vehicle; impulse receiving elements carried by the vehicle on opposite sides thereof; a relay on the vehicle; control means responsive to the cooperation of said elements with corresponding traclrway devices for governing said relay, said co trol means acting to energize the relay when a receiving element on the letthand side of the vehicle as regards its direction of movement cooperates with a trackway device and the righthand element is not affected, said control means also acting to maintain the relay energized until a righthand receiving element cooperates with a corresponding trackway device, whereby the relay will be energized whenever the vehicle travels opposite to the normal direction of tratlic and will be maintained energized until the vehicle again travels in the normal direction of trafiic.

40. In an automatic train control system for railroadsdivided into blocks each provided with a normally closed track circuit, impulse devices along the track some on one side and some on the other side of the center line of the track and at the same distance therefrom, means controlled by th track circuits for governing the controlling condi tion of the impulse devices on one side or the track to conform with traiiic conditions in advance, manually controlled means tor governing the impulse devices on the other side of the track, and automatic train con trol equipment on a vehicle influenced distinctively by said impulse devices depending upon their location.

41. In an automatic train control system, in combination: a railroad track; impulse devices located at intervals along one side of the track; a vehicle; a distinctive signal on the vehicle; impulse receiving elements carried by the vehicle on opposite sides thereof and adapted to cooperate separately with the track vay devices according to which end of the vehicle is ahead; and means controlled by either receiving element on the vehicle for causing operation of the distinctive signal when the vehicle travels over the track in one direction opposite to the normal direction of traffic.

4.2. In an automatic train control system for railroads having a point or" absolute control, stopping means partly on the vehicle and partly along the track at said point of absolute control adapted to be controlled manually and operable to immediately arrest the movement Off the vehicle, a traclrway impulse device located at braking distance in the rear of said absolute control point, speed control ap aratus on the vehicle adapted to be governed by said device, and trackway circ and control means therefor acting to give a proceed or cautionary controlling condition of said impulse device depending upon trafiic conditions in advance, said traclrway circuits being automatically changed to give cautionary control when said stopping means is made active.

43. In an automatic train control system for railroads having tracks divided into blocks each having a normally closed track circuit, impulse devices located at intervals along the track at one side of the center line thereof and controlled by certain track circuits in advance, impulse receiving elements on opposite sides of the vehicle which are responsive to the direction of movement of the vehicle with respect to a trackway de vice, train control means on the vehicle adapted to be controlled by the impulse receiving elements on either side of the vehicle when the respective element moves in one direction with respect to a trackway device and not in the other direction, whereby the vehicle will be controlled when traveling in the normal direction of traflic and not when moving against traffic, irrespective of which end of the vehicle is ahead; impulse devices on both sides of the track at predetermined stopping points, and means for stopping the vehicle when both of the elements thereon are simultaneously influenced.

4.4. In an automatic train control system,

automatic stop mechanism on a vehicle for arresting the movement thereof regardless of its speed, a normally energized stick relay controlling said mechanism, two separate impulse devices on opposite sides of the vehicle adapted when influenced simultaneously to interrupt the stick circuit of said r lay, and an independent energizing circuit for said relay controlled by one or the other of said impulse devices depending on which way the vehicle is headed.

4-5. In an automatic train control system, electrically controlled brake mechanism on a vehicle adapted to arrest the movement thereof independently of its speed, a normal-' ly closed circuit. for maintaining said brake mechanism inactive, separate impulse de vices on the vehicle adapted when influenced simultaneously to interrupt said circuit, and another circuit for independently maintaining said mechanism inactive and controlled by one of said devices.

46. In an automatic train control system for railroads having permissive and absolute control points, train control means on the vehicle including permissive control apparatus and absolute stop mechanism, separate impulse receivingelements on the vehicle, traclrway impulse means arranged to influence one of the vehicle-carried elements at permissive control points and both at absolute control points, said vehicle-carried elements when thus influenced separately or jointly acting to control selectively the permis's'ive control apparatus or the absolute stop mechanism, means including track circuits for normally governing said trackway means, and manually operable means for independently governing said trackway means at absolute control points.

47. In an automatic train control system for railroads having a control point in interlocking territory. where trains should be brought to an absolute stop, impulse transmitting means adapted to exert controlling influences on passing trains at braking distance in the rear of said control point, trackway circuits for governing the controlling condition of said means in accordance with traffic conditions, means effective to prevent movement of trains by the absolute control point, and manually operable means for controlling said last mentioned means and for placing said impulse transmitting means in a train retarding condition independently of traffic conditions.

.48. In an automatic train control system for railroads having a control point in'interlocking territory where, trains should be brought to an absolute stop, train control apparatus on a vehicle, means partly on the vehicle and partly along the track adapted to cause operation of said apparatus at braking distance-in the rear of said control point and to prevent movement of the vehicle past said control point regardless of its speed, and manually operable means for controlling said means.

49. In an automatic train control system for railroads having a control point in interlocking territory where trains should be brought to an absolute stop, automatic speed regulating apparatus on a vehicle, trackway means at braking distance in the rear of said control point and normally active to set the apparatus on the vehicle into operation, normally active means at said control point for preventing movement of the vehicle thereby regardless of its speed, and manually operable means for controlling both of said means.

50. In an automatic train control system for railroads havinga normal direction of traffic, the combination with a vehicle equipped for automatic control of its movement, of a distinctive signal thereon indicating that it is running without the protec tion of its automatic train control equipment, a stick relay controlling said signal, and means for energizing and deenergizing said relay automatically as the vehicle runs with or against traffic.

'51. In an automatic train control system for railroads having a normal direction of traffic, the combination with a vehicle, of a normally 'deenergized stick relay thereon, and means partly on the vehicle and partly along the track for deenergizing and energizing said relay as the vehicle travels with and against the normal direction of traffic respectively.

52. In an automatic train control system for railroads having a normal direction of trafiic, the combination with a vehicle, of a normally deenergized stick relay thereon, impulse elements on the vehicle cooperating with trackway means and effective to break the stick circuit of said relay when the vehicle travels in the normal direction of traffic.

53. In an automatic train control system for railroads having a normal direction of trafiic, the combination with a vehicle, of a normally deenergized stick relay thereon, trackway means at one side of'thecenter line of the track, and impulse devices carried by the vehicle on opposite sides thereof and each acting when influenced by the movement of the vehicle in the normal direction of traffic with respect to a trackway means to interrupt the stick circuit for said relay.

54. In a train control system for railroads having a normal direction of traffic, a vehicle having a distinctive signal thereon and a circuit for controlling said signal, an impulse element on the vehicle, and track way devices for influencing said element, said element controlling said circuit when moved in a predetermined direction with respect to a trackway device, whereby the distinctive signal is automatically controlled as the vehcile travels with or against traffic.

55. In atrain control system for railroads having a normal direction of traffic, a vehicle having a train control apparatus and a distinctive signal thereon, impulse ele-' ments on opposite sides of the vehicle, trackway means along one side of the center line of the track, the cooperation of either impulse element when on one side of the vehicle with respect to its direction of movement acting to control said apparatus and when on the other side to control said signal.

56. In an automatic train control system, train control apparatus on a vehicle, means partly on the vehicle and partly along the track for governing said apparatus in accordance with traffic conditions while the vehicle is traveling in the normal direction of traffic but not when running against traffic, and a stick relay on the vehicle also controlled by said means and deenergized and energized automatically as the vehicle runs with or against traffic.

57. In an automatic train control system, train control apparatus on a vehicle, means including duplicate devices on opposite sides of the vehicle and cooperating trackway means for governing said apparatus in accordance with trafiio conditions while the vehicle is running in the normal direction

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