US1621838A - hawley - Google Patents

Description

March 22,1927.

G. M. B. HAWLEY AUTOMATIC RAILWAY CONTROL Filed Jan. 9. 1918 2 Sheets-Sheet 1 INVENTOR ZAK BY l ATTORNEY March 22,1927.

G. M. B. HAWLEY AUTOMATIC RAILWAY CONTROL Filed Jan. 9. 1918 2 Sheets-Shea?I 2 ATTORNEY Patented Mar. 22, 1927.

GEORGE M. B. IIAWLEY, OF GENEVA, NEW YORK.

AUTOMATIC RAILWAY CONTROL.

Application ed January 9, 1918.

llliis invention relates to railway control, and has tor its object to provide an improved system ot control applicable either to cab signals, air brakes, power controllers, whistles, or other devices on a train whereby control on the train is cil'ective by means outside et the train and independent of centrifugal governors, ramps, signaling third rails or other arrangements such as have heretofore been proposed.

By this invention, there is provided what may be called a normal clear system wherein a device on the locomotive, such as a magnet, valve, or light, normally operates and indi* cates a clear condition, and which is to be thrown out oit operation and replaced by a danger or a proceed indication only in accord with certain predetermined proceed or stop conditions. By a danger condition is meant such a condition which under the rules and instructions requires that a train stop, while by proceed is meant such a condition as permits the train, under the rules and reg;w ulations, to proceed either at unlimited speed, or predetermined limited speed such as thirty miles per hour or upward, or a lower saiety speed such for example as ten miles per hour.

ln the case ot a cab signal system without speed control, the engineer receives visually or audibly or both, the exact duplication of the signals ahead which he is required to follow and he is supposed to be governed by them and to stop until given clear in case of a stop signal. As a fundamental part of the cab signal system there is a clearance7 signal visual or audible or both, which represents ccnormal clear as without it he has no clearance and must stop unless, as in the speed control clearance, the clearance is cut out and substituted by control signals.

Also-` the present system is ot such elasticity that the proceed speed may be either limited. to a predetermined amount, or unlimited, depending?,l upon the performance desired, By means ot the system herein dcscribed. it is also possible to automatically signal the engineer, or slow down the train, or both, at predetermined points, such as at a curve or weak place in the track, and the same means can be employed to automatically blow the whistle for highway crossings orsimilar situations. In like manner, the principle is especially applicable to cab or speed control ot trains at railway crossings,

whereby the entry of one train into a cross- Serial No. 211,061.

ing block stops all transverse traiiic while permitting 'the train in the crossing block 'to be controlled in the usual manner by the train ahead.

The invention is illustrated herein in connection with train carried devices which are selectively controlled by periodic currents ot diterent frequencies, by circuits external to the train, or track circuits, having,` means for producing a current or currents of such frequencies as are desired to selectively operate the particular device on the train which is to make the indication. ln its preferred form,

the system embodies a clearance device on the train which must be operated before the train can proceed unlimited, and which is only operated when a current ot clear trequeucy is applied thereto, whether automatically according to conditions in the same block or ahead blocks, or manually by a tower operator, or according' to the position of wayside semaphores. Upon receiving clearance, the train may proceed unlimited, but still other conditions tending` to modity an unlimited clearance may indicate to the engineer by the control device that he should proceed under caution, or may mechanically control the brakes or power, as will be understood. Thus by this system, one characteristic current will produce clearance, for unlimited speed, and the train can only proceed at unlimited speed when it gets such clearance current, while other characteristic currents, depending.;- in number upon the conditions to be met, selectively used will make its own indication or produce its own speed in case the train is to proceed under control.

The present system is intended to be applied to existing standard track circuits and does not involve any substantial change in the present standard track relay circuits now used for wayside signals, and this invention can be installed without removing" such signals.

ln the accompanying drawiiw' Figure l shows a railway system embody-- ing a preferred term of the invention,

Figure 2 shows a crossing,

Fig-ure 3 shows a modied torni or" track circuit, and

Figure l shows a manual control.

In Figure l, A represents a block having' the track rails l, 2, track relay 3 connected across the rails, provided with armature Il and supplied by battery 5 connected at one lill end torail 1 by wire 6 and at the other end to the rail 2 through armature 7 of track relay 8 in block B, wire 9, cont-act 10, harmonic vibrator 11, wire 12, vibrator magnet 13 and Wire 14. 1V represents a train in block B, which has caused relay 8 to drop armature 7. If there is no train in block B, the relay 3 holds up the arma-ture 7so that the circuit for relay 3 instead of going by wire 9 goes from armature 7 to contact 16, then by wire 17 to contact 18 through harmonic vibrator 19 of different periodicity or frequency than Y vibrator 11, then by wire 20v through magnet 21 to Wire 14.

which drops armature 7, magnet 13 is simi-Y larly in series with relay 3 but not energized sufliciently toI attract vibrator 11.

The entry of a train into bloclr A shortcircuit-s relay 3, allowing suflicient current to now flow through magnet 21, when there is no train in block B, to attract vibrator 19. This opens the circuit at contact 18 and causes a periodic current to be impressed from battery 5 in the circuit starting from the battery through wire 6, rail 1, the train axle to rail 2, wire 14, magnet 21, vibrator 19, wire 17, armature 7 to battery 5. Tf there is a train in block B, as shown herein, the magnet 21 is cut out at Contact 16 and net 13 is thrown into the circuit by armature 7 at contact 22. 1n order to prevent any leakage of periodic current through the relay 3 when there is a train in block A, each relay circuit is provided with a reactance coil 2awhich chokes the periodic current produced by the vibrators 11, 19, but does not interfere with the passage of track current when the vibrators are at rest.

Vibrator 19 is called the clearance vibrator because this commences to vibrate as soon as train enters block A if there is no train in block B, and thus indicates to the engineer by means of train circuits hereafter to be described, that block B is clear. If there is a train in block B and one in blocl;A A vibrator 11 operates in A to control block A and vibrator25 for train W in bloclr B, and inasmuch as vibrator 11 has a. different frequency from vibrator 19, it causes a different indication to be made on'the train to notify the engineer of the danger condi-- tion in or ahead of block B. The vibrators 11 and 19, and others to be described, are.

vshown of different design in order to indicate different frequency. v

Block B is herein shownfas consisting of a curve where it is desired not only yto indicate to the engineer that speed must be limited,

Vof the track current, ardifferent indication can be made 0n the train. Such an indication will, in the manner hereinafter eX- plained, auton'iatically limitrthe train to a predetermined speed, asV thirtymmiles per hour, and the saine means can ope ate an alarm, shut offv the power, and make a certain signal. The train thus controls itself in its Vown block, but as will appear later, the speed control devices do not affect the engineers volition as long as he keeps Within the predetermined operating conditions laid down for him `by adjustments of the apparatus. Block B at the front end is provided with a battery 5 leading through armature 7 of track relay 3 in block C and connected to magnets 21, 13 and vibrator 11 as before described for block A, it being seen that the vibrator 11 in 'block B performs the same function for a train therein when there is a train in block C, as vibrator 11 in block A does for al train therein when there is a train In block C is shown a drawbridge 27,

which when open, or about to be opened, cuts the rails so as to first of all decnergize ltrack relay inthis block and drop its armature 7, which is equivalent to a train being in block C, and causesthe control vibrator 11 in block B to operate if al train is in block B, or as soon as one enters block B.Y If the drawbridge opens after atrain has entered block C, a danger indication is made on the train in block C because neither the vibrator` 11 nor the vibrator 19 in block C can oper- Y ate, and the train will either get a signal for an emergency stop, or will be stopped by the air brake as will be described later. i

In Figure 2 is shown a grade crossing for two railroads, wherein the first train entering the crossing lblock controls all trains on the cross tracks, each crossing block being associated with a preliminary block divided into two sections. This sectional prelinnin nary block has to function as an ordina block and is consequently controlled by the Y crossing block on its line, which is the block crossing, when a train on the other railroad is in its crossing block. Two double track roadsV crossing each other are illustrated herein with suficient Wiring so as to show the reciprocal control by trains on one track over those on the other approaching the crossing,` in either direction.

E and W represent east and West bound tracks, and N and S represent north and south bound tracks respectively, the trains moving in the directions ot the arroV is, and X being the general crossing' point. Track E is made up of sectioned block F, crossing` block Gr and a succeeding,` block H, which is an ordinary block similar to block A- rtrack Vf is composed ot ses* tional block l, crossing block L and or, nary block M. Track S is composed ot sectioned block O, crossing block P and ordinary block Q similar to block A. rlrack N is composed otsectioned block R, crossing block T and ordinary block V, but these blocks are not all shown as reciprocally wired, in order to avoid unnecessary complication.

For purposes ot illustration, a south bound train a is in crossing' block P and a `l'ollowing train o is in block O, While an each bound train c is in the control section of block F, and a West bound train CZ is in block K. Blocks F, O, R and K are sectioned by means ont insulations 28 in one rail between one ot the terminals ot the track relay and one of the battery terminals, so that the clearance current, the control current, or no current at all Will be supplied to a train accordingl to the condition et its own track ahead and also according` to the conditions on the other road. Since train a is already in crossing' block P, the conditions are that tra-in c can proceed under control in block F until it passes the cut section Q8 and then it must stop in the remainder ot block F. The same conditions apply to train CZ. Although train a is in the crossing,` block P, it must still be controlled by the condition of block Q, and train Z) must at all times be subject to control according to the condition ot b-lock P. At this time, north bound trains in blocks R, T and V are to be similarly controlled.

Preliminary block F is provided with a battery 30, and the usual track relay 3 shown in Figure l. On the entering` side ot' insulation 28 is a Wire 3l, which is connected to vibrator 32, thence by Wires 33, 34e to armature 35 ot rela-y 36 belonging to block, P, thence continuing by Wire 37 back to wire 38 through magnet coil 39 belonging to vibrator 39. to battery 30, thence to upper rail in block F, thence to and through tra-in c and on south rail to Wire 31. Train a in block P having dropped armature 35, control vibrator 32 thus applies current from battery 8O ot a predetermined frequency to the tirst portion of block F, thus indicating control to train c, or causing the air brake to slow down train c to a certain speed as hereinafter described. When train c passes insulation 28, it loses the control current and also clearance current, and thus must stop as long` as there is a train in block P or block T. Wire 40 leads trom the south rail ot the second section ot block F to a contact controlled by armature lOl of relay 36 in block P, which being down owing to train a, opens Wire ll which leads to armature 42 oit' relay lbelonging` to block T. Arnia.- ture l2 when up contacts with Wire ,All which leads back to clearance vibrator' fle in block F thence by Wire 4:7 through inagnet 48 and Wire t9 to armature 50 belonging to relay 5l in block G thence by Wire 52 to battery 30. The armatures l2 and llOl being in series, train a in block P, or a train in block T thus opens the circuit ot clearance vibrator t6 in block F, so that train c can get no clearance as long as there is a train either' in block P or block T, nor can it get control since vibrator 32 can get no current. Likewise, it there were a train in block Gr only, it would drop armature 50 and hence prevent any clearance to train c, on the other hand 'with north and south tracks clear would gire the control ot vibrator 402. lit there is a tr in in block G ahead ot train c, With no trains in block P or T then relay 51 drops armature 53 so as 'to make a circuit through magnet 39 lrom battery 30 by Wire 38, contact 54, armature 53, Wire 55, Wire Bel, connection 4:03, Wire 83, vibrator' 32 and Wire 3l to rail of section F getting the control oit vibrator 32 and the same control atte-r passing insulation 28 through Wire 40 instead ot 31.

lt there is no train a in block P, the armatures controlled by relay 36 Will all be up, so that by leading Wire 57 'from Wire 3l to armature 401, a bridge is formed around in sulation 28 between Wires l0 and 3l, so that unless there is a train in block P, the insulation 28 is ineffective and the entire block F acts as an ordinary block without the cut section.

Train cin block P has set block F so as to cont-rol train c as tar as insulation 28, and te stop 'train c as soon as it goes beyond insulation 28, and also performs the saine function tor train l in block K, it beine; observed that periodic current is not applied to any block except by the presence ot a train, creatinev its own clearance or control current, as the case may be, or a train in thc block ahead, or equivalent effect created incchanically or otherwise to produce the results desired Without a train ahead,-a phantom condition. This is the principle used in the crossing and created on blocks F and K by the dropping ot relay 36 et block P by the entrance ot train a.

Train a in block P thus, in a sense, exercises the saine control upon train o in block F as a train in block Gr would normally exerlil() lit) cise on trai-n c, and the apparent complexity oi" circuits is due tol the necessity ot not only causing train ct to control block F *for two Y functions, control and stop, and bloclr K for thesame two functions, but also normal control ot block O in the rear on its own line.

In other words, the preliminary sectioned blocks F, K, 0 and It, are reciprocally controlled by trains in the crossing; blocks, in such manner as to at all times preserve safety of operation and only 'to positively clear a train when it should be cleared'.

By making` the preliminary and crossingl blocks ot di-lierent lengths, it isr insured. that the train which iirst enters the crossing block will prevent vtrains on the other road :trom enteringthe crossing block, or else signal them netto enter depending' upon the nature ot the train circuits.

The clearance tor block O is from battery 60. through wire 6l tO armature 62, wire 553, magnet 6.4, clearance Vibrator 65, wire (it, tov the cut-rail section of block O, south track, thence by south rail, train and north rail and Wire 661 to battery, this circuit heing open at armature 62 by train L there can be no clearance. At the same time, train o makes the control circuit for block O 'from Ybattery 60, wires 61, G7, magnet 68, wire G9,

armature 70, wire 71, control Vibrator 7 Q and wire 73 to wire 661, to south rail cut-rail seetion, thence by south rail,train, north rail and wire 66 to battery.

ln addition to controlling block ld, train (t also controls block K in a similar manner. Train Z is now getting control ciu'rent through vibrator 7 5, from battery 7 6 as tollows: wire 7 7, magnet 78, wire 79, armature 8O of relay 3G, wire 8l, control Vibrator 82 tor block Ky by wire 83, to the north rail ot cut-rail section thence through the wheels and axle to the south rail, thence along` the South rail and by wire 84 to the battery 7G.

There is thus no clearance for train d it armature of relay 36 is down when train a is in block P, nor when armature 880i? relay 43 is down by reason of a train in the crossing bloei; T, nor when armature 941, is down owing to a train in block L.

It there is no train in blocks P, L, or T, the insulation 28 in block K is bridged and hence rendered inoperative, so as to enable train Z to get clearanceI current throughout bloclr K by means ot wire 99 having a closed contact with armature 88 when relay is energized, the other end of 'the wire 99 being connected to the other section of the cut rail in block K, the remainder of the circuit from armature 88 back to the battery 7 6 1oe ing. the same as the clearance circuit above described through armature 94. Thus, this bridge circuit is opened either by armature 94 when there is a train inbloclr L, or byv armature 90 owing to train a in block l?, or

ed on both sides oit the insulation 2S. in block f O, but with the complete wiring the connection ot this wire attached to the south rail in the cut section ot bloclr O, i. e., that part next to the crossing block, will be cut, or its circuitbroken, by another train in an opposing block only when conditions require, since the complete wiring; would require that instead; Yof becomingl a part ot' wire connection 6G and making; the cnt scc-- tion ot rail ineffectual this wire would, in a manner similar to wire 40, be led through ai'H iatures on relay 5l oi'l block G and 95 in As the wiring in blocl O shown with a pernianent bridge instead oit an arn'iature controlled bridge, the block O is shown with a condition which will not be present normally et Gronings, but has tobe permanently bridged to furnish some condition which on the drawing would allow and ace count tor train t in block P. Unless wired shown, it would be a loose end as its cutrail section'would not get any current ot any kind, and train a never couldpass it. The

1rawing shows block F properly wired.

Train entering block G withoutran'y train in block l.) or ,G or L would (except for the tact thatv sate operating dictates a 'thirty mile iaiaxin'inin) vnormally get a clearance current 'trom battery 60, butin order to limit the speed inaxin'ium in an approaching block, vibrator G5 is like. that used for thirty mile control. .on a curro, and thence through armature 62, wire 63, vibrator coil f roin ril 'ator G5, the current reaches dil. the ont ra'l section along` wire 66 and then to battery. VEhe train will thus hayo only thirty n 'le maximum indication until it reaches 'the crossing block because ot armature 'fi-Ol on relay 86 being up.

lWhen train enters block O and there is a train in blocks G or L or both, and no train in block P, with complete wiring to armatures on relays bland 95, train would be controlled at l5 miles by Vibrator 72 to insulated point 28 in block O, and then stopped in the cut-rail section adjacent to bloei; l?. i Y

As shown, with the saine conditions, blocks L and G" are not wired to atleet bloc-lts 0 or T and hence train gets l() miles maximum in bloclr O and clearance in bloeit P 'from vibrator 04e The operation of the preliminary block will be undestood :trom the following conditions: Y,

l. Noi ial, when train o 1n the entering portion block F will have maximum speed oit miles troni reed Il@ and the sainespced Sli lll)

`Ars soon astrain a passes from reed 46 when in the exit section through Wire 40, armature 401, etc. as long as armatures of relay 36 are up.

2. Cautionary, except when there is a train in block G just ahead. Train o now loses 30 mile maximum because of the dropping of armature 50 by deenergization of relay 51, but armature 53 drops and through reed 39. gives 15 mile control to train c in the entering section of block F. Vhen train c goes into the leaving section ot block l?, it will stop owing to reed 32 losing its current. Thus, there is no possibility of two `trains getting into block G either on the same line or diiierent lines.

3. Cautionary, with a foreign train u controlling train c. rlrain c can proceed in the entering section ot block F at 15 miles, on account of reed 32, and will stop when it gets into the leaving section of block F. into block Q, reed 46 will vibrate and permit train c to resume speed up to 30 miles, until it has entered block G whereupon it block H is clear, train 0 can get full clearance, but it block H is occupied, reed 402 will give 15 mile control to train c.

As a matter of precaution a train in the preliminary block should not have clearance, but be limited to a maximum speed. To eliect this vibrators 4G, 65 and 75 will have periods corresponding to the predetermined maximum` This will also serve to have the train at low speed in both sections ofthe preliminaryblock in case oit an emergency applic-ation by a train controlling` it from a Jforeign track. 1t is not desirable to bring a `iree running train to a quick stop by suddenly removing all control current from the rails. So this arrangement gives maxi mum, say 30 miles, then after getting controlled in lirst section of this block, a lower speed, as shown 15 miles, until passing insulation 28; then if clear on crossing andL ahead it gets resumption of 30 mile maximum.

he fibrator 46 acts as a substitute for the clearance to limit the maximum speed in the entire preliminary block, even though otherl blocks on its own or the foreign line are clear. Control vibrator 32 works only tor a train in the entering section ot its preliminary block and does not operate after the train passes insulation 28, thus giving the lirst section 30 miles maximum normal with 15 mile control when there is a train ahead or on the loreign crossing track, and has no current only when out ot order, or with a train in the second section in advance of insulation 25. This second section in ad Vance et insulation 9.8 will have 30 miles when clear everywhere, and a dead stop in all other conditions. With any train in the crossing block, all other trains are positively prevented from entering, and the lirst train in has full liberty and is able to clear the crossing` lor other tratlic as quickly as possible. lt lior any reason the speed in the crossing block is to be limited, vibrators 404, 405, 406, 407 will be changed to those corresponding to the desired speed, and the clearance removed, but the construction shown which permits unrestricted speed in the crossing block is considered preferable.

The stopping ot all trains under all conditions which are not normal and preventing any train getting into the crossing block unless conditions are perfectly normal, is brought about by depriving this exit section oft all current oit every nature in every case except normal. as is shown for it is supplied by one wire only, 40, and this so1newhere in its line is cut and the circuit broken tor the exit section in every condition except normal which is maximum 30 (or some other definite) miles.

rlhis is exactly what happens on an ordinary block when a train runs, under control, into an occupied block, because it does not get either a clearance or any control current.

I consider this feature to be ot fundamental importance. inasmuch as the system thereby becc-mes completely self-detecting as a. danger indication is necessarily made, or a stop elected, upon failure of either clearance or control current. Moreover, a battery failure in one block not only puts a train in the following block immediately under control but stops the train in its own block by depriving it of either clearance or control current. Seltdetection is complete because while positive action is required to operate, a lack of any function to operate gives a negative or safety lirst control.

lin F i gure 3 is shown a modilied track circuit in which the track batterv 103 only operates the track relay 3. The control battery is normally on open circuit by means of an armature 105 on relay 3 connected with wire 14 through wires 106 and 107 so that a train upon entering the block sets the control circuit in the preceding block by dropping armature 104 and sets its own clearance or control circuit bv dropping armature 105. To prevent leakage ot the pulsating current, the track battery circuit has its own reactance 108.

In. Figure 4, is shown a simplified arrangement for manual control, where a tower man will be provided with a source of periodic current, .such as an alternator 110, which supplied a frequency changer 111, connected through a` switch 112 by wires 113, 114 to the rails, so that a frequency will be supplied tcthe train according to the position ot` `the switch 112 and thereby make on the train an indication corresponding to the setting olE the switch, the control corresponding` to the automatic or a cab signal mechanical, visual or audible, or effecting some mechanical operation such as throttle, whistle, bell, etc.

llll

Eer additional safety, the switchcan be mechanically connected with a semaphore so as to have corresponding positions andoperated ksimultaneo'usly with it..

V1n the embodiment 'of the invention hereinillustrated, the wheel axle carrying the periodic current constitutes the primary of a transfori'ner, Vand the secondary consists of a wire 120 wound lon a core surrounding 'the axle in inductive relation t'o the primary. yl`his form is onlyv illustrative, as various 'other forms of train carried secondary 'circuits 'and methods of supplying current to 'a Atrain from wayside circuits are hnownand 4can fused herein without departing from the broad scope ofthe invention. rThe wire 120 is connected inkse'ries hrough magnets 121, 122, 123 on a closed circuit, there being 'a magnet for each different frequency'of signaling current which is to be employed in the 'track circuits. 1=/lag1iet 121 is the clearance magnet,

magnet 122 is a speed control magnet and magnet 123 is a vdilier'ent speed control magnet. Thus for instance rmagnet 123 may be responsive to the frequency produced by vibrato-r 25 and lby connections to be described reduce the train speed to thirty miles per hour von the'curve Vin block B. The alternations through magnet 121 by a frequency corresponding to that of vibrator 19, or those determined by the frequency changer, causek tuned reed 124 to vibrate, and thereby closes across contacts 125 the circuit of battery 126 through solenoid magnet valve 127, the fingers 125 and the reed This en'ergizes magnet 127 and lifts valve 128 so as to 'out oli' the supply of air from reservoir 129 through pipe 130 to valve 131 driven by the train axle. t will be seen that this air supply is only out ofi when the clearance reed 121 vibrates. The vibrations which cause reed 1% to vibrate are ineffective upon the other tuned reed 132 corresponding to the lower speed control such as ten miles per hour, and 133 corresponding tothe thirty mile I.pooch or to correslionding indications. Reed 132 is connected in the circuit of bat? tery 1118 and magnet 1417 so las to close the magnet circuit at lingers 237 whenever it Y vibrates, i. 1hile tuned reed 133a closes the circuit of its magnet at fingers 138 whenever it vibrates, which correspondingly energizes 1nagnet148 and lifts armature 1119. As many magnets 147, 148, etc., are provided -as there are reces 132, 133, etc., there being a reed and a magnet foreach frequency employed. f The valve 131 is geared to the 'axle or other part moving continuously whenever the train moves and at a rate varying and proportionate to the train speed, so that the `normally Vclosed valve 128 admits no air pressure normally from air reservoir 129 through pipe 130 to the passage 132 as 1t presents its openingen revolving with the mally held Aclosed by magnet 127 being energizedfrom 'battery 126 by the vibration of reed 124L corresponding` to clearance for we see that no 'action by the system takes place while operated within the fixed rules and hence clearance is the normal condition and all controls and stops are variations though it may vbe they are set for the nor mal A(so-called) or fixed conditions for particular blocks.

lVhen, however, conditions are not nor-` passages 133 and 136 into 137. Vhen the Y valve 131 is at rest, no air isdischarged fromV the reservoir 129, because the passage 132 does not furnish any directconnection from pipe 130 to passage 136. lVith valve 128 open, chamber 134- furnishes `a measured quanti-ty of aii` twice in each revolution to accumulation chamber 137,V and this air Y buildsup pressure in chamber 137 su'liicient to actuate the balanced piston valve 138 to the right so as to uncover one orrmore Vof ports 139 and thereby open train line' 140.

A spring '141 tends to return valve 138 to the left suiiciently Vto normally hold ports 139 closed except when there is sufficient pressure built vup in'chamber 137. In order to secure speed control, variation of speeds is ixed 'by the resultant between full airV pressure of 4reservoir 129 into chamber 137 less a fixed exit according to the speed. The

relief of'pressure from chamber 137 is controlled through separately adjustable graduated valves 143, which valves are normally held closed and are positively opened by magnets 1A, 150, 151 and 152, there being a magnet'forV each valve. The reliefs are so adjusted, that at various speeds, each will allow a different ixedrquantity of air to escapefrom chamber 137 while it is coming in, so that the valve 138 cannot open the train pipe, if the exit equals the intake quantityjfor then' there can be no brake action for there lcan be no pressure built up in theaccumulation'chamber to open 140.

If now the train speed exceeds Ythis pre determined speed, pressure is then built up and the train Vpipe Aopened and the brakes applied, or the--power'cut oli, untilthe'speed is reduced suiiiciently so :that no pressure is built up'and 138 is Vdrawn back by spring train movement, because valve 128 is nor-141 so that there is no opening from train the occurrence oi a break, cross or ground o'j the train and independent oit centrifugalv governors, ramps, signaling third rai-ls or other arrangements such as have liereto'lore been proposed. Conditions ot speed, weather, wea-r ot trac is or vehicles, oscillation and shock, true to such operative relation lrequired by ramps, etc., are therefore elimin ated in this system.

The system is capable ot control by ordinary means used forindicatingl the condition oli' the block about to be entered, such aselectric. track circuit.

The system may be operated with direct current :tor track circuits or alternating track circuit system may be employed.

The engine apparatus'is so constructed that it prevents the release ot' the brakes utter the application 'or a dead stop until the cause for 'the application has been removed, yor in case of the control application 'until the train is brought Within the niedetermined speed.

The system may l rovide, irp desired, for special conditions, such as congested trafi'ic, the continuous display oi special indications in addition to the intern'iittent display of the lined signals.

'lhe apparatus is' so constructed that it cannot constitute a source ot danger ot' trainmen, anyemployees or passengers. Y Theapparatus is non-inductive, so that its application to a railroad Where alternating current electricity is vused a propelling power, is not iecluded.

rlhe apparatus is so constructed'that when the dead stop device has applied the brakes no one can release the brakes until the cause is removed. Y

lThe apparatus is so constructed that when the speed control device has applied the brakes for almaximum speedonly, Vthat the automatic control is Aautomatically released assoon as the train reduces tothe predetermined speed, thus avoiding delay by bringing the train to a dead stop, for reduced speed "requirements only.

This syst-ein is so constructed and furnished with such apparatus:

That, it may be installed on any railroad, With or Without a. block signal system and Without interference with any; it may be installed for any number oit tracks; it is so elastic in'its usesthat it may be made to control :from the highest speed to :a dead stop and perform any predetermined 'speed rules Within these limi-ts, Whether required for operation of the train itself, the control of rear trains, crossing trains :of other lines, or any operating condition existing temporarily or permanently on the road bed whereby fixed speeds are desired for safety, economy vor comfort; it may yemploy direct or alternating current and operate whatever the motive power even to gravity movements; -it uses no parts, such as ramps, re-

quiring operative relation and `therefore avoids 'iiailurc due Vto Weather conditions and faulty parts; it may operate both as stop and control and as Well to Aperform any operation possible by'any engineman for safety et train and passengers or `freight from throttle to Whistle blasts of any number and duration; it may also in conjunction with the control, lor separately, f-serve to :produce audible or visual signals Iin :the cab alone, other places on the train, or both and Valso produce visual and audible signals on the road bed for public-safety; it :may ybe .used lor telephonie or .graphic communication with the engineer ot' Vawmoving train for unlimited distances through road lbed Wire conductors ,similar to telegraph lines or for limited distancesthroughthe rails bytrains ahead depending upon the overlap apparatus; yit is a continuous and absolute control Which renders safety irst absolute on failure or removal of any essential partfor current, and is a'perfect self-detector of all faults; it is in practice a closed circuitfcontinuous control through a Jfundamental clearance function and at the-Sametime contains the main control circuitsopen, if desired, to save maintenancecost; as an'accessory to signal systems vit can be installed lat a small costaud maintained :with epresent Working forces; though a-system is installed an unequipped engine, such as a `sWitehya-rd engine, will be un-alfected `by it, itdesired; itis a so-called Wireless system since only the rails are usedv for track and control cir'- cuits; and finally in its entirety Will provide a system Within Whoselimitsrof apparatus and operation a complete set of rules laid down by the operating departmentinay be resolved into electro-mechanism devi-ces, giving continuous control, preventing violation Without immediate and eltective control from a dead'stopto limit ot speed-and yet at all times n' allowing the engineer to proceed unaffected so long as hefremains Within the rules resolved into ythel control lat' all times ready to assume command shouldlhe neglect, orbe incapable of complying with predetermined `rules and at once `upon the return of proper conditions otspeed or-sa'fety he will beV allowe'dto proceed, yet at all times, if desirech'his de'laul-ts,-andthose of the system, maybe registered and complete 'l il operation records furnished the operation department.

It will be understood that the form of the invention shown herein is for illustration, and that numerous modifications and changes may be made without departing from the scope ot' the appended claims.

7What is claimed, is:

l. A railway system having normally inoperative means for producing' a predetern mined speed mechanically tuned, means controlled by pulsating1 current for releasingsaid first means, and a block having a source ot pulsating current ot a frequency to actuate said tuned means for controlling said .release upon entry of the train into the block.

2. A railway system embodying,` crossing tracks each having` a crossing block and a preliminary block, the preliminary block of one track having` means tor restricting the speed of a train in one portion thereotl and stopping the tra-in in another portion thereot' controlled by the condition ot the other track.

3. A railway system embodying' means for producing a predetermined speed controlled )y pulsating curr-ent of predetermined frequency, a track crossing in advance of the point at which such predetermined speed is produced, and .means whereby a. train on such track crossing controls a .train ap il'iroaching the crossing beyond said point of predetermined speed.

l. A railway system embodying crossing tracks, a preliminary bloclr in at least one ot said tracks, means tor supplying periodic current to the rails of said preliminary block, and means whereby a train at the crossing on the other track cuts ott said periodic current lfrom said preliminary bloclr` and stops a train therein in advance of the crossing'.

5. A railway system embodying crossing,` tricks each having` a preliminary block in advance ot the cr ing tor causing a current through the rails to slow down a train at the entering end and stopping the train by cutting oil said current at the end nearest the crossing when there is a train at the crossing. l *il (i. d railway systen'i embodying crossing: tracks, a preliminary 'block in advance oi the crossing having means for applying` a periodic current across the rails controlled by a train therein and a train at the crossing on the other track, and means on the train including a device responsive to such current and a wheel driven valve for controlling the train speed.

'i'. A railway syst-em embodying crossingr tracks, a preliminary block in advance of the crossing having means for .applying a periodic current across the rails controlled by a train therein and a train in advance,

and means acting to stop a train in said'preliminary block when there is a foreign train at the crossing and to limit the speed when there a train in advance at the crossing, said means including a device responsive to said periodic current and a wheel driven valve.

8. il railway train having a plurality of magnets in asing'le closed series circuit, a vibratory reed of dider-ent period controlled by each magnet, means -i'or selectively producing in said circuit a curr-ent adapted to vibrate one of said reeds at a time, and a dilierent speed control device controlled by each reed.

9. A railway train having` a plurality of magnets, a vibratory reed ol' .ditlerent period controlled by each magnet, means for sel-ectively vibrating one reed at a time, an air brake controlling` valve closed by vibration ci one ot" said reeds, .and a separate speed control valve controlled by vibration ot each other reed. i

l0. A railway train having a plurality of inagnets, a vibratory reed of di'iercnt period controlled by each magnet, means for selectively vilnating` one reed. at a time, an air brake controlling valve closed by vibration otono ot said reeds, and a separate speed control valve controlled by vibration ot each other reed, said latter valves being controlled by relay devices in the vibrating reed circuit.

ll. A railway system comprisingl rails, a, source of current connected to one rail on one sid-e and on the other through a .magnet and a reed to the other rail, and means whereby a train on said rails causes said reed to vibrate.

l2. A railway system comprising rails, a source oi current connected to one rail on one side and on the other side through a plurality of magnets and reeds, ya separate sec tion having rails, and means whereby a train in one section causes one reed in its own section to vibrate, and a train in each section causes the other reed in said section to vibrate.

18. A railway system comprising rails, a relay connected across the rails, a source oi` current connected on one side to one rail to supply said relay and on the other side through a magnet .and a reed to the other rail to torni a closed series circui i, and means whereby shuntiirr),` of said relay causes said reed to vibrate and produce a periodic current.

1li. The combination with a track comprising two blocks, of a track circuit and train responsive relay for each block, a plurality of magnet coils in circuit with the winding of one relay and the armature ot the other, a vibrator for each magnet, means whereby one vibrator is effective to produce a periodic current when said armature is up and the other eiective when down, and a llO :LoV

'" .4-- 1, l u .r

device differently responsive to each vibra-A toi'.

The combination of' a plurality of vibrators of different period adapted to supply currents ofv different periodicity, and mea-ns whereby one vibrator is effective with a clear condition ahead and the other is effective with a danger condition ahead.

li. A railway control system embodying a4 plurality ofvmeans for producing across the rails periodic currents of' respectively different frequencies, train carried devices responsive respectively to said different periodic currents, a stop device held ineffective by one of said currents, and a speed control means including a continuously driven valve rendered effective to produce frivenv speed by another current. l

railway control system embodying a battery, a track relay supplied thereby, a

' i'fibra'tor magnet in thes'ame circuit, a vicircuit when a train drops fsa-id relay, ak

second magnet in a nornially open branch of said circuit, a vibrator of different period in said branch, means foropening said first circuit'and'closing said brancliwhen said second vibrator is Vto be effective, and a train carried circuit responsive to either of said vibrators when effective.v

T19'.y A railway control system having a periodic'pprimai'y circuit controlled by track conditions, means for supplying a current of' periodicity varying accordingto the track condition', a secondary train carried circuit controlling a plurality of reeds re sponsive to respectively different frequencies of secondary current, stopping and speed control means c'o"ntrolledy by said reeds so that one reed renders the' stopping means ineffective and another produces a predeteriningd speed.

ingl said relief rvalve to cfi'e'c-t a 20. A'4 railway centi-ol system Having a periodic primary circuit controlled by ntrack conditions, means `for supplying a` current ofV periodicity varying according to" the track condition, a secondary train carriedl circuit controlling a` plurality df reeds responsive to respectively different fre u'eiicies of secondary current, stopping' an speed control means including a' continuouslyk driven valve controlled by said reeds so that p one reed renders the stopping ineans'ineffective and another produces a predetermined speed. l v p n 2i. In a railway control system, a train having a source of fluid pressure, an axle driven valve, an accumulation chamber, a piston movable in accordance with pressure in said chamber to vary `the train speed, a valve for cutting lofi said fluid pressure when speedv is not to be limited, and means external to the trainfor closing said valve when speed is to be uiiliinited.y i

22. In a railway control system, a train having` a source of fluid pressure, axle driven valve, an `accumulation chamber, aV piston movable Vin accordance with pressure insaid chamber tovary the trainA speed, a valve for cutting ofi said fluid ressure when speed. is noty to be limited, vibratory reed lcontrolling said valve, and means eX- ternal to the train for producing a periodic ycurrent to vibrate said reed `and close said valve when speed is to be unlimited.

23. In a railway control systein, al train having a source of fluid pressure, an axle driven valve, an accumulation chamber,.a piston movable in accordance with pressure in said chamber to vary the train speed, Va

valve' for cutting off said Huid pressure when speed is not to be limited, a vibratingv reed controlling said valve, means in the trackway for producing `a Vcurrent of predeter-V mined frequency to close said valve, a relief valve foi said chamber, and another reed and fr circuit of different frequency foi' open predetermined speed. Y

Signed at New York city, iii the couiity ofV New 'York and State of New York, this 7th day of January, A. DQ 1918.

GEORGE M. B. HAWLEY.

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