US1604539A - Automatic train control - Google Patents

Description

Oct. 26 1926. 1,604,539

' P J SIMMEN AUTOMATIC TRAIN CONTROL Filed April 10. 1923 2 Sheets-Sheet 1 7 INVENTOR BY 8 7 ATTORNEY Patented Uct. 2c, 1926. v l,fi04,539 UNlTED STATES it OFFICE.

PAUL J. SIMMEN, F EDEN, NEW YORK.

AUTOMATIC TRAIN GONTROL.

Application filed April 10, 1923. $eria1 No. 631,098.

This invention relates to railway train ing the track into blocks. Near one end of control particularly to systems in which each block is a track battery as 4, and near there is a combined automatic and manual the other end of each block is a track relay, control and more especially to those in which as 5, constituting, with their connections to 60 5 the movement of trains are indicated andrethe rails, a track circuit well known to those corded at a central station. skilled in the art. Track relay 5 controls I In a companion application filed April 10, two armatures as 6 and 7. When track re- 1923, Serial No. 631,097, I have shown a lay 5 is energized, armature 6 makes contact system of signalling in which six fixed sigwith front contact 8 and when track relay l0 nals along the track are controlled from the 5 is deenergized, armature 7 makes contact central oflice, certain of the signals being with back contact 9. also controlled by a track circuit, while In Fig. 1 are shown an alternating curothers are controlled from the central oflice. rent relay as 10 an a polarized relay as 11,

The object of this invention is to provide which are located alon the track suitably a central control signal system by W ich an housed. Relay 10 contro s an armature as '12, operator at a dispatchers oflice, interlocking and relay 11 controls two neutral armatures tower, or way station can display six sigas 13 and 14 and a polarized armature as 15. nals to a train, some of the signals being Along the track are located train control used for safety purposes and others for farails as 16 and 17, train control rail 16 bein 75 20 cility purposes, and in which'the safety sigthe home train control rail and positioned nals are also automatically controlled by a near the beginning of a new block and train track circuit, while the facility signals are control rail 17 being the distant train conindependent of such track circuit control. trol rail, located approximately the breaking In this invention the signals are preferdistance from the entrance to a new block. 5

ably cab signals, and means are also shown Depending upon the several positions of the whereby both cab signals and fixed signals armatures of relays 10 and 11 six different are displayed to trains. 7 electrical conditions may be established in A further object of the invention is to train control rails 16 and 17. record the movement of trains so that 'a dis- Relays 10 and 11 are electrically con- 30 patcher or other officer may intelligently distrolled by two manually operable switches 18 play the proper signal. and 19. When switch 18 is in the right Other objects and advantages will appear hand position thus contacting with spring as the description of the invention procontact 25, an electrical connection is made gresses and the novel features will be parto direct current source as 20. When switch 3' ticularly pointed out in the appended 18 is in left hand position connecting with laims, spring contact 46, an electrical connection is In describing the invention in detail, refmade with direct current source 43. When erence is had to the accompanying drawings switch 19 is in contact with spring contact wherein I have illustrated a preferred 55, an electrical connection is made with al- I 40 physical embodiment of my invention and ternating' current source '51; Electrical wherein like characters of reference desigsources 20, 43 and 51 are preferably located nate corresponding parts through the several in the dispatchers ofiice. Depending upon views and in which: the several positions of the switches 18 and Figure 1 is a schematic representation of 19, relays 10 and 11 along the track may be the apparatus and circuits in the dispatchenergized or deenergized throu h three difers oflice and along the track; Fig. 2, is a ferent circuits: The positive direct current schematic representation of the apparatus circuit; the negative direct current circuit; and circuits on the locomotive or car; Fig. ;and the alternating current circuit. 3, is a modification of Fig. 1, in which the The positive direct current circuit is as 50 apparatus and circuits along the track are follows: from positive pole of battery 20 in shown for the purpose of controlling both the dispatchers oifice, wire 21, Impedance the cab signals and the fixed signals. coil 22, bus 23, wire 24, s ring contact 25, Fig. 1 shows a track consisting of track switch 18, relay 26, wire 2 impedance coil rails 1 and 2. Hail 1 is electrically continu- 28, line wire 29, terminal 30, wire 31, resistto ous and rail 2 is divided into sections by ance 32, wire 33, terminal 34, wire 35, termeans of insulating joints, as 3, thus dividminal 36, wire 37, polarized relay 11, wire 38,

impedance coil 39, and wire to track rail 1 and thence by wires 41 and 42 to negative pole of battery 20. Y

The ne ative direct current circuit is as follows: rom positive pole of battery 43, wires 44, 45 and 41, track rail, wire 40, impedance coil 39, wire 38, polarized relay 11, wire 37, terminal 36, wire 35, terminal 34, wire 33, resistance 32, wire 31, terminal 30, line wire 29, impedance coil 28, wire 27, relay 26, switch 18, spring contact 46, wire 47, bus 48, impedance coil 49, and wire to the negative pole of battery 43.

The alternating current circuit is as follows: from alternating current source 51 in the dispatchers office, wire 52, condenser 53, bus 54, spring contact 55, switch 19, alternating current relay 56, condenser 57, wire 58, line wire 29, terminal 30, wire 31, resistance 32, wire 33, terminal 34, wire 59, alternating current relay 10, wire 60, condenser 62, wires 63 and 40, track rail 1, and wires 41, 45, and 64 to alternating current source 51.

Impedance coils 22, 49, 28 and 39 are inserted to prevent the flow of alternating current through the circuit in which they are inserted and condensers 53, 57 and 62 are inserted to prevent the flow of direct current through the'circuits in which they are inserted. Relays'26 and 56 in the dispatchers office are for the purpose of recording train movements which will be more fully described hereinafter. Resistance 32 is inserted in the circuit to decrease the flow of current through relays 26 and 56 for a purpose to be explained hereinafter.

By means of the three hereinbefore described circuits referred to hereinafter as the main dispatchers circuits, which are established through the several positions of the manually operable switches 18 and 19, six different electrical conditions can be established in relays 10 and 11, which result in the armatures of relays 10 and 11 assuming different positions, and by reason of the different positions of armatures of relays 10 and 11, different circuits are established to train control rails 16 and 17 so that the train control rails are charged with electrical en- I and 17 ergy in six different ways.

The six diiierent electrical conditions of relays 10 and 11 and train control rails 16 are established as follows:

First conditiom-Vhen switch 18 I is in contact with spring contact 25 and switch 19 is in contact with spring contact 55, polarized relay 11 is positively energized and alternating current relay 10 is also energized. Train control rails 16 and 17 are also energizedwith positive direct current and alternating current through certain branch circuits which will be more fully described hereinafter.

Second condition.-When switch 18 is in contact with spring contact 16 and switch 19 is in contact with spring contact 55, polarized relay 11 is negatively energized and alternating current relay 10 is also energized. Train control rails 16 and 17 are also charged with negative direct current and alternating current.

Third c0nditi0n.-When switch 18 is in contact with spring contact 25 and switch 19 is disconnected from spring contact 55, polarized relay 11 will be positively energized but alternating current relay 1() will be deenergized. Train control rails 16 and 17 will be charged with positive direct current only.

Fourth condition-When switch 18 is in contact with spring contact 46 and switch 19 is disconnected from spring contact 55, polarized relay 11 will be negatively energized and alternating current relay 10 will be deenergized. Train control rails 16 and 17 will be charged with negative direct current only.

Fifth condition-When switch 18 is disconnected from both spring contacts 25 and 46 and switch 19 is in contact with spring contact 55, polarized relay 11 will be deenergized and alternating current relay 10 will be'euergized. Train control rails 16 and 17 will be charged with alternating current on y.

Sixth condition.-When switch 18 is disconnected from both spring contacts 20 and 46 and switch 19 is disconnected from spring contact 55, polarized relay 11 and alternating'current relay 10 are both deenergized, and train control rails 16 and 17 are also deenergized.

I will now describe the branch circuits through which the train control rails 16 and 17 are electrically conditioned in six different ways as hereinbefore described.

When polarized relay 11 is positively energized and alternating current relay 10 is energized with alternatin current, corresponding to the first condition, armatures 13 and 14 of relay 11 will make contact'with front contacts 65 and 66.and polarized armature 15 will make contact with contact 67 and armature 12 of relay 10 will make contact with front contact 68. This position of the several armatures establishes a branch circuit from terminal 36 in the main dispatchers circuit to train controlrails 16 and 17 as follows: from terminal 36, wire- 69, armature 12 of relay 10, front contact 68, wire 70, armature 13 of relay 11, front contact 65, wire 71, polarized armature 15, contact 67, wire 72, out contact 8, armature 6, of track relay 5, wires 73, and 74 to train control rails 16and 17. It will thus be seen that when switches 18 and 19 in the dispatchers oflice are in the position corresponding to the first condition, train control rails 16 and 17 are charged with positive direct current and alternating current.

When polarized relay .11 is negatively energized and alternating current relay 10 is energized with alternating current, corre sponding to the second condition, armatu'res 13 and 14 of relay 11 will make contact with front contacts 65 and 66, but polarized armature 15 will now, be in the left hand position and will make contact with contact" 75. Armature 12 of relay 10 will make contact with front contact 68. This position of the several armatures, establishes a branch circuit from terminal 36 in the main dispatchers oflice to train control rails 16 and 17 as follows: from terminal 36, wire 69, armature 12, front contact 68, wire 70, armature 13, front contact 65, wire 71, polarized armature 15, contact 75, wires 76, 77 and 74 to train control rails 16 and 17. Under these conditions train control rails 16 and 17 are charged with negative direct current and alternating current.

When polarized relay 11 is positively energized and alternating current relay 10 is deenergized, corresponding to the third condition, armatures 13 and 14 of relay 11 will make contact with front contact 65 .and 66 and polarized armature 15 will be in the right hand position and make contact with contact 67. Armature 12 of relay 10, since relay 10 is now deenergized, will make contact with back contact 7 8. This position of the several armatures establishes a branch circuit from terminal 36 in the main dispatchers circuit to train control rails 16 and 17 as follows; from terminal 36, wire-69, armature 12, back contact 78, wire 79, armature 14, front contact 66, wires 88, 77, and 74 to the train control rails 16 and 17. Under these conditions train control rails 16 and 17 are charged with positive direct current only, since switch 19 in the dispatchers ofiice, is open.

en polarized relay 11 is negatively energized and alternating current relay 10 is eenergized, corresponding to the fourth condition, armatures 13 and 14 of relay 11 will make contact with front contact 65 and 66 and polarized armatures 15 will be in the left hand position and make contact with contact 75. Armature 12 of relay 10 will make contact with back contacts 78. This position of the several armatures establishes a branch circuit from terminal '36 in the main dispatchers circuit to train control .rails 16 and 17 as follows: from terminal 36, wire 69, armature 12, back contact 78, wire 79, armature 14, front contact 66, and wires 88, 77 and 74 to train control rails 16 and 17 Under these conditions train control rails 16 and 17 are charged with negative direct current only.

When polarized relay 11 is deenergized and alternating current relay 10 is energized, corresponding to the fifth condition, armatures13 and 14 of relay 11 will drop away tended by thedispatcher and armature 13 will'make contact with back contact 89. Armature 12 of relay 10 will make contact with front contact 68. This position of the several armatures establishes a branch circuit from terminal 36 in the main dispatchers circuit to train control rails 16 and 17 as follows:' from terminal 36, wire 69, armature 12, front contact 68, Wire 70, armature 13, back contact 89, and wires 88, 7 7 and 74 to train control rails 16 and 17. Under these conditions train control rails 16 anil 1.7 are charged with alternating current on y. a I

When polarized relay 11 and alternating current relay 10 are both deenergized, corre-- sponding to the sixth condition, train control rails 16 and 17 are also deenergized since both switches 18 and 19 in the dispatchers otlice are open. a

It will thus be seen that the dispatcher may electrically condition train control rails 16 and 17 to any one of the six hereinbefore described conditions; the system preferably is so arranged however, that the first condition when the train control rails 16 and 17 are charged with positive direct current and alternating current, is also subject to the control by a track circuit, thus when the dispatcher has placed theswitches 18 and 19 to correspond to this condition, and there is a train in the block ahead, track relay 5 will become deenergizedin a manner well known to those skilled in the art, and armature 6 will drop and break front contact 8. When this occurs no energy can reach train control rails 16 and 17 and therefore they become deenergized, resulting in the sixth'condition.

' Since only the branch circuit resulting from the first condition is taken through the armatures of track relay 5, electrical conditions Nos. 2, 3, 4 and 5 are independent of such track circuit control and the train control rails 16 and 17 will be charged as inwhet-her there is a train in the block or not. It will be obvious however to those skilled in the art that an one of the other branch circuits corres on ing to any of the other electrical conditions may betaken through track relay 5 in a'similar manner, thus making the circuit representing any particular condition also subject to track circuit control.

I will now describe the apparatus and circuits on the locomotive or car capable of being conditioned in six different ways corresponding to the six dilferent electrical conditions of train control rails 16 and 17. These are shown in Fig. 2 and are similar to the apparatus and circuits shown in my prior Patent No. 1,399,027, granted December 6, 1921. The instrumentalities corresponding to the electrical conditions of the train control rail are, designated by A, B, C, D, E, F. While these instrumentalities in Fig. 2 are shown as lamps, they may equally as well resp'resent is given depending upon ition to, the .display 0 signals to the engineer; such as is well known to those skilled in the art, the proper control of speed control devices or air valves or both.

In Fig. 2 is shown an electrical contact shoe as 90, so positioned on the locomotive so as to make contact with train control rails 16 and 17. The contact shoe is hinged as at 91. Train control rails .16 and 17 are inclined .at the ends so as to form a ramp in the usual manner, as shown in my prior Patent No. 1,140,623, granted May 25, 1915, and

' tures 107 when the contact shoe slides along this ramp, the shoe is tilted so as to break the contacts, as 92, 93 and 94." This motion of the shoe compresses spring as 95. When the contact shoe leaves the other end oftrain contro rail, 5 ring 95 forces contact shoe to the norma position, again making contact with 92, 93 and 94. A metallic plate as 96 fixe to the contact shoe 90, but insulated therefrom, is so positioned as to make contact with contacts 93 and 94.

The locomotive also carries a polarized relay l as 97 and an alternating current relay as 98, with its companion direct current winding as 99, the battery as 100, and another bat-tery as 101. Polarized relay 97 controls the position of neutral armatures 102, 103 and 104 and polarized armatures 105, 106 and 107 and 108. Polarized armaand 108 are pole changing members of a switch for the purpose of changing the polarity of current from battery 100. Alternating current relay 98 and its companion direct current coil 99 control the position of armatures 109 and 110.

Impedance coil as 111 is inserted to prevent the flow of alternating current in the circuit in which it is inserted, and condenser as 112 is inserted to prevent the flow of direct current in the circuit in which it is inserted.

Armature 102 of relay 97 controlsa stick circuit for rela 97 which will be described hereinafter an armature 109 of track relay 98 controls another stick circuit through coil 99 which will also be described hereinafter.

I will now describe the operation of signals on the locomotive in response to the six electrical conditions of the train control rails. as hereinbefore described.

First condition-When the contact shoe 90 is passing a train control rail which is energized wit positive direct current and al-' ternating current, direct current will flow to shoe 90, wires 113 and 114, impedance coi 111, wire 115, polarized relay 97, wires 116, 1 17, 118 and 119, axle 120, wheel 121, to track rail 1 and thence 1 battery 100, wires 134 and d 103, front contact 126,

1 wires 119, 118, 117 and 116,

the circuit is completed throu h the main dispatchers circuit and branc circuit hereinbefore described. A ternating current will also flow to train control rail 16 as follows: contact shoe 90, wires f 113' and 122, condenser 112, wire 123, al-

ternating current relay 98, wires 124, 117, 118 and 119, axle 120, wheel 121, to track rail 1 and thence the circuit is completed through the main dispatchers circuit and branch circuits hereinbefore described. This will result in armatures 102, 103 and 104 of relav '97 making contact with front contacts I 125, 126 and 127 and polarized armatures of relay 97 will be placed in the right hand position as shown in Fig. 2, thus making contact with their respective contacts 128, 129, 130 and 131. Armature 109 and 110 of relay 98 will make contact with front contact 132 and 133. In this position of the several armatures, a circuit is established through signal A as follows: from positive pole of 135, contact 130, polarized armature 107, wire 136, armature 110, front contact 133, wire 137, armature armature 105, contact 128, wire 139, signal A, wires 140, 118 and 141, polarized armature 108, contact 131, and wire 142, to negative pole of battery 100. a

As the contact shoe leaves the other end of train control rail, the armature of relays 97 and 98 are maintained in the same position after the electromotive forces from the dispatchers ofiice ceases to influence them throu 'h the following two stick circuits: as the contact shoe 90 leaves the train control rail, sprin closes contacts 92, 93 and 94 and a stick circuit is established through polarized relay 97 as follows: from positive pole of batte 100, wires 134 and 135, contact 130, po arized armature 107 wire 143, armature 102, front contact 125, wire 144, contact 92, shoe 90, wires 113 and 114, impedance coil 111, wire 115, polarized relay 97, wires 116, 117 and 141, polarized armature 108, contact 131, and wireil42 to negative pole of battery 100. The second stick circuit is established through coil 99 of relay 98 as follows: from battery 101, Wire 145, coil 99, wire 146, contact 94, metallic plate 96, contact 93, wire 147, front contact 132, armature 109, wire 148, to battery 101. Thus the armatures are maintained in the same position and signal A is continued until the next train control rail is encountered.

' Second condition-When the contact shoe 90 is passing a train control rail which is energized with negative direct current and alternating current, direct current will flow from trackrail 1, wheel 121, axle 120, polarized relay 97, wire 115, impedance coil 111, wires 114 and 113, contact shoe 90, to train control rail 16, and thence thecircuit is completed wire 138, polarized established as through the main dispatchers circuit the branch circuit hereinbefore described. Polarized relay 97 will now be negatively energized, armatures 102, 103 and 104 still make contact with and 127 but polarized armatures 105, 106, 107 and 108 assume the left hand position, opposite to that as shown in Fig. 2 and they make contact with their respective contacts as 149, 150, 151 and 152. Alternating current will also flow through relay 98 as described in the first condition and armatures 109 and 110 still make contact with front b contacts 132 and 133. I In this position of the several armatures, a circuit is established through signal B as follows: from positive pole of battery 100, wires 134, 153., contact 152, polarized armature 108, wires 141, 118 and 140, signal B, wire 154, contact 149, polarized armature 105, wire 138, front contact 103, wire 137, front contact 133, armature 110, wire 136, polarized armature 107, contact 151, and wire 142 to negative pole of battery 100.

As. the contact shoe leaves the other end of the train control rail, the stick circuit through relay 97 is again established as follows: from the positive pole of battery 100, wires 134 and 153, contact 152, polarized armature 108, wires 141, and 117 and 116, polarized relay 97, wire 115, impedance coil 111, wires 114, and 113 contact shoe 90, contact 92, wire 144, front contact 125, armature 102, wire 143, polarized armature 107, contact 151, and wire 142 to thene ative pole of battery 100. The second stic circuit through coil 99 of relay 98 is also re-. hereinbefore described. Thus signal B is continued until the next train control rail is encountered.

Third c0ndz'tz'0n.-When the contact shoe 90 is passing a train control rail which is energized with positive direct current only, polarized relay 97 will be positively energized and the position of its armature will be as described in the first'condition and alternating current relay 98 will be deenergized; and armatures 109 and 110 will drop away from front contact 132 and 133 and armature 110 will make contact with back contact 155. In this position of the several armatures, signal C as follows: from positive pole of battery 100, wires 134' and 135, contact 130, armature 107, wire 136, armature 110, back contact 155, wire 156, armature 104, front contact 127, wire 157, polarized armature 106, contact 129, wire 158, signal C, wires 140, 118 and 141, polarized armature 108, contact 131, and wire 142, to negative pole of battery 100.

As the contact shoe 90 leaves the other end of train control rail, the stick circuit through relay 97 is reestablished as hereinbefore described in the first condition. The

front contacts 125, 126 d a circuit is established through stick circuit and second stick circuit however, whileit-is now contacts 93 and 94, the front con-- curclosed at tact 132 'is now open and alternating rent relay 98 and coil 99,wi1l continue to be eenergized. Thus signal G will be continued until the next train control rail is encountered.

Fourth condition-When the contact shoe 90 is. passing a train control rail which is energized with negative direct curr'entonly, polarized relay 97 will be negatively energized and the position of .its armatures will e as described in the second condition. Alternating current relay 98 will be deenergized and armature 110 will make'contact with back contact 155? In this position of the several armatures, tablished through signal D as follows: from positive pole of battery 100, wires 134 and 153, contact 152,. wires 141, 118 and 140, signal 1), wire 159, contact 150, polarized armature 106, wire 157, front contact 127, armature 104, wire 156, back contact 155, armature 110, wire 136 polarized armature 107 contact 151, and.

polarized armature 108,

through relay 98 and coil 99 is a circuit is es- '90 is passing a train control rail which is energized with alternating current only, no current will flow through relay 97 and its neutral armatures 102 and 103 and 104 will drop and armatures 103 and 104 will close back contacts160 and 161. Alternating cur-. rent relay 98, however, will be energized as hereinbefore described in the first condition and its armatures 109 and 110 will make contact with front contacts 132 and 133. In this position of the several armat-ures a circuit is closed through signal E as follows:

from positive pole of battery 100, wires 134 and 135, contact 130, polarized armature 107 wire 136, armature 110, front contact 133, wire 137, armature 103, back contact 160, wire 162, signal E, ' wires 140, 118 and 141, polarized armature 108, contact 131, and wire 142, to the negative pole of battery 100.

As the contact shoe 90 leaves the other end of the train control rail, the stick circuit through relay 97 is inoperative. While contact 92 is now closed, the stick' circuit is now open at front contact 125. The second through coil 99 is now operative, however, as described in the first condition, thus signal E is continued until the next train control rail is encountered.

Sixth c0nd2'tz'0n.--When the contact shoe 90 is passing a train control rail which is deenergized, both relays 97 and 98 will become deenergized since the two stick circuits are now open at contacts 92, 93 and 94. Armatures 102, 103 and 104 of relay 97 will drop away and armatures 103 and 104 will make contact with back contacts 160 and 161. Armature 110 of relay 98 will make contact armatures with back contact 155. In this position of the several armatures a circuit is closed through signal F as follows: from positive pole of battery 100, wires 134 and 135, contact 130, polarized armature 107, wire 136, armature 110, back contact 155, wire 156, armature 104, back contact 161, wire 163, signal F, wires 140, 118 and 141, polarized armature 108, contact 131, and wire 142 to the negative pole of battery 100.

As the contact shoe 90 leaves the other end of the train control rail, both stick circuits are now inoperative since circuit through relay 97 is now open at front contact 125, and the stick circuit through coil 99, is now open at front contact 132. Thus signal F is continued until an energized train control rail is reached.

It will thus be seen that under any of the six electrical conditions of the train control rails, one of the six signals on the locomotive is established, when a locomotive passes a train control rail and the particular signal established at the rail is continued on the locomotive until the next train control rail is encountered.

While the dispatcher is thus able by placing switches 18 and 19 in the dispatchers ofiice in the several positions described, to display six different signals on the locomotive, signal A is annulled or made inoperative and signal F will be displayed, if there is a train in the block ahead, by reason of the branch circuit which electrically conditions train control rails 16 and 17 in accordance with the first condition, being taken throu h track relay 5, as hereinbefore described. ignals B, G, D, E and F, however, will be-displayed on the locomotive irrespective of whether there is a train in the block ahead or not.

I will now describe the recording apparatus in the dispatchers oflice for recording the progress of trains over the division. record sheet as 164 is suitably mounted and driven by a roller as 165, which in turn is driven by a shaftas 166. Shaft 166 receives motion through a ratchet wheel 167. A pawl as 168, is pivotally connected to 169 of an electromagnet as 170. Armature 169 is hinged at 171. When electromagnet 170 is periodically energized, motion is given to ratchet wheel 167 through pawl 168. A spring as 172 normally pulls armature 169 and pawl 168 to the right when electromagnet 170, is not energized.

Electromagnet 170 is connected by a wire the stick space representing 173 to a make-and-break device as 174, which make-and-break device is periodically operated by clock as 17 5. This may well be of the form'as shown in my prior Patent No. 1,203,146, granted October 21, 1916. When the make-and-break device 174 is closed, the electromagnet 170 is ener ized through the following circuit: from attery 176, Wire 177, electromagnet 17 0, wire 17 3, make-andbreak device 174 is operated, say every five seconds, by the clock 175, so as to give a slow and uniform movement to the record sheet 164 through ratchet wheel 167 and pawl 198.

The record sheet 164 is transversely divided into sections as 180 and 181, each section representing a block along the track. Longitudinally the record sheet is divided into time lines such as 1.00 a. m., each one of the lines representing a one-minute interval. Since the make-and-break device 174 is operated intermittently continuously, it will be seen that longitudinally the record sheet assumes a constantly changing position during the 24 hours of the day.

Adjacent to the record sheet 164 are per.- forating magnets as 182 andv 183 for each a block on the record sheet. Pivotally attached to armature 184 of these perforating magnets are perforating needles as 185, so positioned adjacent to the record sheet that when a perforating magnet is energized, a perforation is made upon the record sheet. The circuit through perforating magnet 182 is controlled by armature-$186 of relay 26, and the circuit through perforating ma trolled by armature 187 of alternating current relay 56.

When switch 18 is in contact with either spring contact 25 and 46 and there is no train in the block ahead, current is flowing through relay 26, but this current is not st 183 is consufficient, by reason of resistance 32 in the main circuit, to attract armature 186 so as to close front contact 188, and therefore the circuit through perforating magnet 182 is not closed. f however, there is a train on the block track relay 5 becomes deenergized and armature 7 of track relay 5, establishes a shunt circuit which cuts out resistance 32, as follows: from terminal 30 in the main dispatchers circuit wire 189, armature 7, back contact 9, wire 190, and wire 40 to track rail. With resistance 32 thus cut out of the circuit there is now sufficient current fiowing through relay 26, to attract its armature 186 and close front contact 188. When this occurs a circuit is closed through perforating magnet 182 as follows: from battery 176, wire 191, metallic contact plate 192, bus 193, wire 194, perforating magnet 182, wire 195, front contact 188, larmflito the other side of battery 176.

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Similarly when switch 19 is in contact with spring contact 55 and there is no train in the block, current is flowing through relay 56, but this current is not suflicient by reason of the resistance 32 in the main dispatchers circuit to attract armature 187, so as to close front contact 198,- and therefore, a circuit through perforating magnet 183 is not closed. If, however, there is a train in the block, track relay 5 becomes deenergized and armature 7 of track relay 5 establishes the same shunt circuit as hereinbefore described, thus cutting out resistance 32. With resistance 32 thus cut out of the circuit, there is sufficient current flowing through relay 56 to attract the armature 187 b and close front contact 198. When this occurs a circuit is closed through perforating magnet 183, as follows: from battery 176, wire 191, metallic contact plate 192, bus 193, wire 194, perforating magnet 183, wire 199, front contact 198, armature 187, wire 200, bus 197, and wire 179, to of battery 176.

It will thus be is in contact with either spring contacts 25 or 46 and there is a train. in the block, perforating magnet 182 will make a perforation on the record sheet and when switch 19 is in contact with spring contact 55, and there is a train in the block, perforating magnet 183 will male a perforation on the record sheet.

The circuits through perforating magnets 182 and 183 are taken through a circuitbreaking device 192 and these circuits are periodically made and broken. This circuit breaking evice operates. as follows: metallic contact plate 192, is attached to armature 169 and insulated therefrom and every time the electromagnet 170 is energized, which as hereinbefore stated is say everyfive seconds, the contacts through wire 191 and bus 193 are closed through the metallic plate 192. When magnet 170 is deenergized, armature 169 is pulled to the right by spring 172 and the circuit through wire 191 and bus 193 is broken. By reason of this periodic the other side breaking of the circuit through perforating F magnets 182 and 188 a continuous perforation is made on the record sheet as long as the block is occupied. It will thus be seen that when a train enters a block and either switches 18 or 19 is closed either perforating magnet 182 or 183 commences to perforate, thus recording the exact time when a train enters a block and the perforating magnet c'ontinues to perforate until the train has left the block; thus recording the length of time the train remained in the block.

The purpose ofthe invention is first of all to provide instrumentalities or signals to make the operation of trains safe, but in addition to also provide instrumentalities or signals, which will enablethe dispatcher to seen that when switch 18- -cuits as shown in Fig. 3

facilitate the movement of trains. For instance signal A and signal F may be used for safety purposes, signal A indicating a clear track ahead and signal F indicating danger or stop. The other signals may be used for facility purposes, such as indicating to the engineer to stop at the next siding and remain on the main track, or to stop at the next siding and pull into the siding, or to stop at the next siding and report to, the dispatcher or advise the engineer to listen in on the wireless telephone or any of the signals may be used as designated by the executive oificers of the railway, or some of the signals, particularly those for safety purposes, may e automatically controlled by a track circuit in addition to the dispatchers control, while others of the signals particularly those used for facility purposes, may be independent of track circuit control, but only subject to the dispatchers control.

Fig. 3, shows a modification of the track layout of Fig. 1. Under some circumstances it may be desirable to display *fixed signals which are located along the trackway to the engineer, in addition to the cab signals as heretofore described. Fig. 3-shows how this may be accomplished. Alternating-current relay 10 in Fig. 3 performs the same function as alternating current relay 10 in Fig. 1, and armature .12 of relay 10 functions the same as armature 12 in, Fig. 1. Polarized relay 11 in Fig. 3 performs the same functions as polarized relay 11 in Fig. 1, and its neutral armatures 13 same way as in Fig. 1. 15 of relay 11 functionsthe same way as armature 15 of relay 11 in Fig. 1. Thus train control rails 16 and 17 may be electrically conditioned to give the six different conditions as in Fig. 1. The six fixed signals along the track are designed as Nos. 1, 2, 3, 4, 5 and 6 and a seventh signal is also shown designated as No. 7. These seven signals are controlled in the identical manner as described and as shown in Fig. 2, in my above mentioned co-pending application Serial N 0. 631,097. The only additional parts added to ig. 3 in this application are additional armatures under control of relays 10' and 11 and these additional armatures control the several circuits throu h the six fixed signals as shown and descri d in my co-pending application Serial No. 618,193, filed February 10, 1923. Those skilled in the art will readily understand the operation and ciry combining t e apparatus and circuits in vention and the apparatus and circuits of ig. 2 of my said co-pending application, Serial No. 631,097.

Although I have particularly described and illustrated one preferred physical embodiment of my invention and ex lained the principle and construction thereof: neverthe- Fig. 1 of this i is had wherebythe means less, I desire to have it understood that the form selected is merely illustrative, and does not exhaust the possible physical embodimentof means underlying my invention.

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

1. In a railway control system, in combination: a trackway; means dividing the trackway into electrically isolated sections; train control rails positioned at intervals along the trackway; a car movable upon the trackway; means for train control positioned on the car; a central station; a plurality of sources of current at the central station; a plurality of relays associated with each section and means connecting the central station and the relays whereby a selective energization of the relays is had; means connecting the relays and the train control rails and the sources of current whereby a selective energization of the train control rails on the car is selectively afiected; and a track relay, the armature of which controls one, without controlling the others, of the permissible energizations of the train control rails as provided for at said central station.

2. In a railway train control system, in combination: a trackway; means dividing the trackway into electrically isolated sections; train control rails positioned at intervals along thetrackway; a car movable upon the trackway ;a group of more than two sig nals on the car severally responsive to difieren't electrical conditions of said train control rails; a central station; means at said central station operative in combination with sources of current vfor selectively establishing difierent electrical conditions of the train control rails to which said signals are characteristically responsive, energized conditions of the train control rails being effected by branch circuits; and a track relay by which at least one of said branch circuits is automatically controlled, the-remaining branch circuits not beingsubject to control by said track relay.

3. In a railway train control system, in combination: a trackway; means dividing the trackway into electrically isolated sections; train control rails positioned at intervals along the trackway; a car movable upon the trackway; agroup of more than two signals on the car severally responsive to different electrical conditions of said train control rails; a central station; means at said central station operative in combination with sources of current for selectively establishing difi'erent electrical conditions of the train control rails to which said signals are characteristically responsive, energized conditions of the train control rails being effected by branch circuits; and a track relay by which at least one of saidbranch circuits is automatically controlled, said relay being operative when its corresponding section is occupied by a car to break said branch circuit and alter the signal aspect of said group from that provided for by the completion of said branch circuit, the other branch circuits not being subject to control by said relay.

PAUL a. span,

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