US1682422A

US1682422A - Train-control system

Info

Publication number: US1682422A
Application number: US717989A
Authority: US
Inventors: Fred M Rosenzweig
Original assignee: REGAN SAFETY DEVICES CO Inc
Current assignee: REGAN SAFETY DEVICES CO Inc; REGAN SAFETY DEVICES COMPANY Inc
Priority date: 1924-06-05
Filing date: 1924-06-05
Publication date: 1928-08-28
Anticipated expiration: 1945-08-28

Description

Aug. 23, 1928.

F. M. ROSENZWEIG TRAIN CONTROL SYSTEM Original Filed June 5, 1924 2 Sheets-Sheet INVEN XMMAAJ/ ATTORNEYS Aug. 28, 1928.

F. M. ROSENZ-WEIG TRAIN CONTROL SYSTEM Original Filed June 5,

1924 2 Sheets-Sheet ATTORNEYS hanged Aug. .28, 1928.

' UNITED STATES PATENT OFFICE.

run it. nosanzwnm, or nnoonrn, new YORK, AssIeNor. 110 Tim amen sum? DEVICES COMPANY, INC., OF NEW YORK, N. Y., ASORPORATION OI NEW YORK.

imam-cannon SYSTEM.

Application fl ed June 5, 1924, Serial No. 717,988. Renewed January 81, 1928.

' n ,This inventionlrelates to automatic train to the provision of an improved induction train control system of the t pe disclosed in the applications of A. G. haver, Serial No, 506,595, fil'ed' Oct. 10, 1921, and Shaver and Rosenzweig, Serial No. 636,552, filed May 4 1923', "In the induction system of the type disclosed in theaforementioned applications, there are provided vehicle carried and roadside inductor means which cooperate dur-' ing the movement of the Vehicle over the roadbedlto' control the movement 'of' the I tions, the cooperation including the transmission of an impulse froma vehicle carried energlzing inductor to roadside inductor 1 means, and the l e-transmission of the impulse from the roadside inductor means to a vehicle carried receiving inductor, theretransmission of the impulse being controlled in accordance with the roadside or traflic conditions.

' ly desirable to minimize,if not entirely elim- I therebetween,

inate, any magnetic leakage that maylink the vehicle carried energizing and receiving inductors due to 'the magnetic coupling I both' being of necessity mounted in'close proximity on the vehicle,

side inductor means. A prime object of the. present invention comprehends the pro: VISIQII of an improved inductlon train control system in which such leakage is substantially compensated for and neutralized, andin whichthe ,vehicle carried energy receiving inductor receives its operating impulse from the roadside inductor means only.

A further prime object of the present invention centers about theprofvision of an improved induction train control system in which the vehicle carried energy receiving inductor is made resonant/to the impulse received thereby from the roadside inductor means, and is non-resonant or untuned to any magnetic leakage that may take place in the vehicle carried inductor system, to' the end that the"etfect of magnetic leakage is further neduced if not wholly eliminated. Qther prime objects of the present invention include the provision of a train control system of the inductive type in which the vehicle carried and roadside inductors are arranged to transmit impulses of relatively high valueor magnitude so as to produce positive and effectual operation of the train control mechanism; the further. provision of an inductive train control system de- ;signed so as to control the movement of the "control mechanism may then be influenced vehicle 1n accordance with roadside; .condiand their relation one to the other, as hereinafter more particularly described and v I 1 sought to'be definedin the claims; reference In the operation of this system, 'itis highbeing had to the accompan n drawin which shows preferred embodi me nts of mg invention, and in which:

Fig. 1 is a diagrammatic view of the inductiontrain control system embodying my inventions and showing the cooperative vegicle carried and'roadside inductor means, an

Figs. 2'to 4 arediagrammatic views showing modifications of theinvention and ex- .emplifying a few of the different ways in which the principles of my'inventions may be embodied or incorporated in the induction train control system. I

Before describing in detail the system embodying ni invention, and having reference to Fig. -1 o the drawings, I will briefly prethat in my inductive train control;sys-' term, a train control mechanism such as a 100 valve V which may control the train line of an air brake system is operated by means of train carried energy, such'for example as the alternating current generator G, and is controlled by the cooperation of a'vehicle 0 carried inductor means generally designated as A and a roadside inductor meansgeneral- 1y designated as B, the vehicle carried and roadside inductor means AB cooperating to produce a. controlling operation of the valve V under given (such as danger) roadside c nditions, and to modify such controlling operation of the valve V by a resetting action under other (such as clear) roadside conditions. i

The valve V may be of any suitable type for controlling the How of air in the train line of an air brake system, such valve being preferably of the type shown in the patent to Allen B. Kendall, No. 1,474,836 of Nov. 20, 1923. The valve V is controlled by means of an electromagnet 10, which is normally energized by a vehicle carried circuit designated for convenience as h and comprising the generator G,

conductors

11, 12, 18, and 13, electromagnet 10, conductor 14, contact 15 controlled by a two-element relay X having the field coil w and the armature coil a both normally energized to hold contact 15 closed, the circuit being completed by the conductors 16 and 17.

For controlling the operation of the electromagnet 10 and for maintaining the circuit h closed under normal conditions, there are provided vehicle carried means for normally energizing the elements w and m of the two-element relay X. The element a," is always energized from the alternator G, and is connected thereto by means of the

conductors

11, 12, 18, 19, 20, 21 and 17. For controlling the energization of the relay element :19, there is provided an inductor combination forming part of the inductor means A and including an energizing inductor a and an energy receiving inductor b coupled thereto, the inductors a, b acting in the nature of a transformer for energizing the relay element w by means of a circuit 2' when this latter is closed. The inductor a is energized from the alternator G, and is connected thereto by means of the

conductors

11, 22, 23, 24 and 25. The circuit 2' which connects the coupled inductor b to the relay element w comprises the conductor 26, a second receiving coil d which is coupled to a second energizing coil 6 for a purpose that will appear hereinafter, which second energizing coil is connected in parallel or in series with the energizing coil a by means of the

conductors

27 and 28, the circuit 2' further including the conductor 29, winding of the relay eleinent m conductor 30, a contact 31,

conductors

32 and 33, and the coupled receiving coil 6.

Normally the energizing coils a, e inductively influence the coils b, d for energizing the relay element x and for maintaining the same energized by means of the stick contact 31 controlled by the energized elements of the relay X.

For controlling the movement of the train, the inductor means A is influenced at s aced stations along the roadside by the in uctor means B located at each roadside station, which inductor means B is controlled by roadside or trafiic conditions. For the purpose of exemplifying the invention in its simpler as )ects, I show the roadside inductor means B controlled by clear and danger roadside conditions to produce corresponding proceed and stop operations of the vehicle carried mechanism, the said roadside inductor means comprising energy receiving inductors a and e arranged on the roadbed so as to cooperate with the energizing inductors a and e for energy transfer therebetwcen, the said roadside energy receiving inductors being connected to a roadside energy transmitting inductor c by means of a circuit generally designated as 1.: and including the inductor a, conductor 34, a condenser 35 functioning to produce a state of resonance in the circuit k, conductor 36, contact 37 controlled by the roadside relay 38, conductor 39, inductor a, conductor 40, inductor 0, and conductor 41. Under normal or clear roadside conditions the relay 38 is energized and the circuit is is accordingly closed; while under danger roadside conditions the relay 38 is deenergized, opening the contact 37 and opening the circuit k.

'In the operation of the system thus far described, under clear 01' normal conditions, when the vehicle carried inductor means A moves over the roadside inductor means B, the inductive relation between the energizing inductors a, e and the inductors b, d coupled thereto is substantially unaffected by reason of the roadside inductors a and e being connected in the closed circuit is, so that when the vehicle carried inductor means A moves over the roadside inductor means B under such normal conditions, the control relay X is unaffected and maintained energized to maintain the normal operation of the electromagnet 10 and the valve V.

Under danger roadside conditions, however, with the relay 38 deenergized and the circuit In open, the movement of the vehicle carried energizing inductors a, e over the inductors a, and 0 respectively in open circuit produces a magnetic shunting of the vehicle carried inductors b and d sufiicient to produce an effective dcenergization of the relay element a) and an opening of the stick circuit 71 controlling the relay element 41:. This stick circuit is then maintained open at the contact 31, with the result that the valve magnet circuit h is dccnergized and maintained deenergized to produce a stop operation in the valve V.

In the exemplification of the invention ,shown in Fig. 1, in order to permit the vehicle to proceed to the next control station, I provide means for modifying the stop operation when the vehicle has been re duced to or below a predetermined low speed to permit the continued movement of the scribed low limit. This means preferably 7 comprises the manually operable mechanism generally designated as ,Z for re-energizing the magnet 10 and for placing the same under the control of a low speed control mechanism m, the manually operated mechanism Z comprising an electromagnet- 42 connected in a circuit generally designated as n and including generator G, conductors 11 and 12, conductor 43, magnet coil 42, conductor 44, contact 45 normally open, conductor 46,

contacts

47 and 48 of the speed controller m closed only when the speed of the vehicle has been reduced to or below the prescribed low limit, conductor 49 and conductor'17. The contact 45 is in turn operated by a manual push button device generally designated as 50 having a construction preterably of the type disclosed in the application of A. G. Shaver, Ser. No. 634,053 filed April 23, 1923, the operation of the push button device 50 effecting the momentary closing of the contact 45 and the energizing of the circuit n when the speed controlled

contacts

47 and 48 are closed. The movable member of the push button device is, however, not connected to contact 45, but is constructed so as to drop away when the push button device 50 is released. Thus when the speed of the train has been reduced to the prescribed low limit, the circuit at is closed and maintained closed by the ,relay magnet 42; and the closing of this circuit energizes the valve magnet 10 by means of the circuit generally designated as 0 including thegenerator G,

conductors

11, 12,18 and 13, magnet 10, conductor 51, contact 45, conductor 46,

contacts

47, 48, speed controller m, and conductors 49 and 17. It will be noted that this circuit 0 will be maintained closed so long as the train proceeds at a speed not exceeding the low limit, and will be opened it the train exceeds such limit, in which event the operation of the usb button device 50 will again be necessitated. WVith the provision of this means, it will therefore be seen that the train after receiving a stop indication may proceed at or below the prescribed speed to the next control station.

Upon reaching the next control station, it the roadside conditions ahead have been cleared, the vehicle control mechanism will receive a resetting operation to reset the control circuits in the normal'position. Under such clear roadside conditions, the road side circuit is again closed, and when the vehicle carried inductor means A moves over the roadside inductor means B, the energizing inductorsa, e transmit an impulse to the roadside receiving inductors a, e, which being in closed circuit with the inductor c energizes the same, the impulse being retransmitted by the roadside inductor 0' o a to adanger vehicle carried receiving inductor 0 forming part of the vehicle inductor means A. The vehicle receiving inductor 0 ontrols the operation of a second vehicle carried relay 'Y also of the two-element type having a field coil 3/ and an armature coil 3 the field coil being always energized from the generator G and being connected thereto in circuit by means of the

conductors

52 and 53 connected respectively to the conductors 17 and 19, and the armature coil 3 being connected in a circuit 19 to the coil 54 of the inductor c by means of the conductors 55 and 56. \Vhen the impulse received by the roadside inductor 0 is re-transmittcd to the receiving inductor 0, the circuit ;0 and the relay element y are energized, effecting the closing of a contact 57 which is in parallel withthe contact 31 of the relay X and connected thereto by means of the

conductors

58 and 59. With the provision of this means, it will therefore be seen that when the contact 31 has been opened in response indication with the resulting opening. of the circuiti, the circuit 2' will be closed by the energization of the circuit p and the closing of the contact 57. Although the closing of the contact 57 is but momentary in the passage of the vehicle carried inductor IIIGHLUS A over the roadside inductor means B, it will be noted that the closing of this contact closes the circuit '5, permitting the energization of the relay element x by the transformer combinations ab and d-e and the energization of the relay element 00 produces the closing of the contact 31 controlled thereby, which con tact is thereafter maintained closed.

To secure the most eflicient operationof the receiving inductor c, it is desired that the same be operated by impulses transmitted from the roadside inductor means B only,and that all inductive influence'n the receiving inductor 0 by the energizing inductors a and e be substantially or en tirely inhibited. Due to. the unavoidable proximity in mounting these elements on the vehicle, it is diflicult to electromagnetically shield the receiving inductor a from the energizing inductor a, and it is for the purpose of compensating for or neutralizing the magnetic leakage interlinki'ng these induc tors that the two energizing inductors a and e have been provided, the energizing inductors a and 6- being so related to the energy receiving inductor 0 as to inductively through leakage affect the latter in opposite ways, In the preferred embodiment of the invention, the inductor c is arranged intermediate the inductors a and e, and the latter are wound and connected in circuit so as to possess opposite polarities, as clearly indicated in Fig. 1 of the drawings, by the designations N for north and S for. south. Where alternating current sources of energy are employed, the instantaneous polarities of the energizing inductors a and e are opposite, and the whole arrangement is therefore such that the impulses on the inductor 0 due to the energizing inductors a and c are equal in magnitude and opposite in phase. The energy receiving inductors b and (2 however are connected together as shown in the drawings so that the instantaneous currents therein are additive.

The elimination of the effect of leakage on the receiving inductor c, besides permitting the mounting of all the vehicle carried inductors in one complete unit in small confines, enables also the amount of energy for the energizing inductors (1V and e to be in creased without fear that such increased energy will detrimentally affect the receiving inductor 0 because of any leakage between the inductors. The employment of the arrangement as shown, moreover, in providing for a plurality of energizing inductors, permits of the production of an operating impulse of increased magnitude.

In the preferred construction the circuit of the receiving inductorc is preferably made resonant to the impulse received thereby from the roadside, and to this end the inductor is provided with the inductance and capacitance 61 connected in circuit. the capacity and inductance of these elements being selected so as to produce the desired resonance. Due to the use of the resonant inductor 0, small leakage fluxes which result in a small amount of inductance do not make the inductor c resonant, and hence do not establish much currents, so that any impulse which may be transmitted from the energizing inductors will have a comparatively slight effect on the receiving inductor 0, since the latter is non-resonant to the leakage impulse transmission.

Referring now to Fig. 2 of the drawings, I show the principles of my invention embodied in a system of the three-position or indication type employing a plurality of speed restrictions. In this embodiment of the invention, the valve V and electromagnet 10 similar to that heretofore described are controlled in response to clear, caution and danger track conditions. Under clear roadside conditions, the electromagnct 10 is energized by a circuit h comprising a generator G,

conductors

62, 63. 64. 65. magnet 10,

conductors

66, 67, contacts 68 controlled by manual push button device 69 having a construction similar to the push button 50, conductors 70, conductor 71, contact 72 normally closed, conductor 73, high speed contact H of the speed controller 74, common contactC, conductor 75 and conductor 76, the arrangement being such that under normal conditions the electromagnct 10 is energized to permitproceed operation of the train so long as the train does not exceed a predetermined high speed.

Under caution conditions, the electromagnet 10 is energized by a circuit generally designated as g which comprises generator (i,,conductors 6.265, electromagnet l0,

conductors

66 and 67. contact 68. conductors and 71, a normally open contact 77, conductor 78, medium speed contact M of the speed controller 74, common contact C, and conductors and 76. Under such caution conditions. the contact 77 will be closed, as will appear hereinafter, so that the electromagnet 10 is energized so long as the train is moving at a speed not exceeding a predetermined medium limit.

Under danger conditions, the electromagnet 10 will be deenergized automatically from the roadside, but may be manually energized to permit the vehicle to proceed below a predetermined low speed by means of a circuit generally designated as 1' which comprises the generator G, conductors 62 65, magnet 10,

conductors

66 and 67, contact 68, conductor 70, conductor 79, the low speed contact L of the speed controller 74. and

conductors

75 and 76. This circuit 7', as well as the circuits 7: and may be manually closed provided the predetermined speed is not exceeded, by operating the push button device 69 and closing the contact 68 which effects the cnergization of the relay magnet 80 which is connected in parallel to the electromagnet 10 by means of the conductors 81 and 82, the encrgization of this magnet causing the stick contact 68 to be maintained in closed condition.

For producing the three operations of the electromagnet 10 and the valve V, the contacts 75.. and 77 are selectively actuated by the cooperation of the vehicle carried inductor means A and the roadside inductor means B. The vehicle carried inductor means A comprises elements similar to that heretofore described in connection with Fig. 1, which elements are designated by similar reference characters, the energizing inductors a and e being connected to the

main conductors

83 and 84 connected to generator G, and are inductively coupled to the inductors b and d, the energizing inductors being arranged so that their instantaneous polarities are opposite. as clearly shown in the drawings. The inductor means A further includes the receiving inductor c which is provided with the coil 54: and the resonance circuit 60 and 6t similar to that heretofore described. In the embodiment shown in Fig. 2, the energizing inductors a and c are interlinked with the coupled inductors b and c by means of bucking coils 85 and 86 respectively, which are provided for the purpose of compensating for or neutralizing magnetic leakage between an e1iergi" g coil and the coupled coil which may take place during the time that the coupled coils are magnetically shunted by the roadside inductor means, such leakage neutralizing means being shown and broadly claimed in the application of Archibald G. Shaver Serial No. 527,790, filed Dec. 29, 1921.

The roadside inductor means B similar to that heretofore described comprises the inductors a, 0 and e which, however, are connected in roadside circuits so as to produce either of two indications in response to caution and clear roadside conditions. More specifically, these inductors are connected in a circuit designated as 79 controlled by the home and distant relays H and D respectively, the circuit under normal conditions being closed by the energization of both relays H and D and comprising inductor a, conductor 87, inductor e, conductor 88, contact 89, conductor 90, contact 91, conductor 92, conductor 93, inductor 0, condenser 94, conductor 95, contact 96, conductor'97, contact 98 and conductor 99. Under caution roadsideconditions, the relay D is deenergized, opening the front contacts and closing the

back contacts

100 and 101, with the result that the polarity of the inductor 0' is reversed, so that the impulse re-transmitted to the vehicle inductor a will be in a phase opposite to that re-transmitted under clear roadside conditions.

The roadside inductor means B in this form of my invention also includes separate tripping elements in the form of

inert members

102 and 103 arranged so as to coact with'the vehicle inductor combinations a, b and (Z, c to efiect the magnetic shunting of the inductors b, d at each control station.

Under clear roadside conditions, when the vehicle is traveling between control stations, the electro-magnet 10 as heretofore stated is energized by the circuit h and the closed contact 72, this contact being controlled by a three-element relay X including a field m and two armatures w and the armature m controlling the contact 72 for clear conditions, and the armature w controlling the contact 77 for caution conditions. The relay element w is always energized by being connected to the generator G, and more particularly to the

main conductors

76 and 63 by means of the conductors 104,105

and-resistance 106. The relay element :0 is normally energized by the circuit generally designated as s having its source across the potential drop of resistance 106 and including the conductor 107, relay element m conductor 108, contact 109, conductor 110, a contact 111 controlled by a two-element relay Z having the field 2' energized from the generator G and having the armature 2 the circuit 8 further including the conductors 112' and 63.

The relay element 2 is connected to the coupled inductors b, d in the circuit '11, so that when the vehicle is travelling between stations under normal conditions, the relay element 2 is energized, and the contact 111 is closed for energizing the relay element a? in the circuit 8 and for maintaining the

contacts

72 and 109 in closed condition.

When the vehicle under normal conditions moves over a control station with the inductor means A moving over the

inert trip elements

102 and 103, the inductor elements I), a: are shunted, producing the effective deenergization of the relay element 2 in the circuit 2'', resulting in the opening of contact 111 and the stick circuit 8 and the consequent deenergization of the relay element at, with the opening of the contacts 7 2' and 109.

When the conditions ahead are clear or caution, this tripping operation is modified when the vehicle inductor means A moves over the roadside inductors a, a and e, an-

impulse received by the roadside inductors being re-transmitted to the vehicle receiving inductor c for operating a second three-element relay Y having the field y which is connected for energization to the

conductors

63 and 76 and the armatures and 3 both of which are connected in series with the coil 54 of the inductor 0 in a circuit generally designated as p.

- IWhen the roadside condition is clear, the impulse re-transmitted to the inductor 0 will energize the relay elements 3 and y with current of a phase different from the phase of the current energizing thefield y, the phase being determined by the connections between the roadside inductors, the phase being such that the contact 113 is closed and I the contact 114 is forced and held open; and

the closing of the contact 113 elfects the energization of the relay element 00 the said contact being connected in parallel to the stick contact 109 by means of the

conductors

115 and 116, After the inductor means A has assed the

inert elements

102 and 103, (which inert elements are located in advance of the roadside resetting inductor system B" as viewed in the direction of travel of the train and as shown in Fig. 2 of the drawings) the coupled inductors 11, (Z are again energized so that both elements of the relay Z are energized, closing the contact 111, and therefore when the contact 113 is closed, the circuit 8 is again closed for energizing the relay set :0 and m, as stated. Although the contact 113 is only closed momentarily, the circuit 8 will be maintained closed by the reclosing of the contact 109 when the relay element 03 is reenergized.

Under caution roadside conditions, the impulse re-transmitted to the inductor c being of a phase opposite to that re-transmitted under clear conditions, causes the energization of the relay elements 3/ and y with current of a phase opposite to that under clear conditions, closing the contact 114: and maintaining the contact 113 open, the closing of the contact 114 resulting in the energization of the relay element as by means of a circuit comprising the potential dro 106, conductor 107, relay element a2", con uctor 117, conductor 118, contact 114;, conductors 116 and 110, contact 111, and

conductors

112 and 63. The closing of this circuit results in a closing of the contact 119, which contact is in parallel with the contact 114 so that the circuit will be maintained closed after the contact 114 is opened. The energization of the element w closes the contact 77 as heretofore noted, and places the valve electromagnet 10 under the medium speed restriction.

Under danger roadside conditions, the tripped vehicle carriedcircuits are not reset or modified so that a stop operation is produced, which stop operation may be manually modified to place the vehicle under the control of the low speed restriction, as

' heretofore mentioned.

Referring now to Fig. 3 of the drawings, I show a still further modification of the invention, in which a different arrangement of vehicle control relays is provided, and in which the vehicle carried and roadside inductor means are modified so as to produce a tripping or controlling operation of the vehicle carried mechanism under caution and danger roadside conditions only.

The speed control operated elements in this form of my invention are substantially the same as that described in connection with Fig. 2 of the drawings, and the parts are denoted by similar reference characters. The vehicle carried inductor means A differs from that described in connection with Fig. 2 of the drawings by the provision of two, in lieu of one, inductors coupled to the energizing inductors, the inductor means A including the energizing inductors a and 6 connected to the generator G and arranged so that their instantaneous polarities are opposite in phase, the receiving inductor c, the two inductors b and b coupled to the inductor a, and the two inductors (i and of coupled to the inductor e.

The roadside inductor means B includes the tripping

elements

102 and 103 and the resetting elements a o and 6' connected in a circuit k and controlled by the home and distant relays H and D, the resetting elements and the circuit It being identical with that shown in Fig. 2 of the drawings, and bearing similar reference characters. The tripping elements 102 and 103' are connected in a circuit t controlled by the

contacts

120 and 121, which in turn are controlled respectively by the home and distant relays H and D, so that under clear conditions, the tripping elements 102 and 103' being in a closed circuit, will have no actuating effect on the vehicle inductor means A", whereas when the circuit t is open, as under caution or danger conditions, the tripping elements will actuate the inductor means A to produce the tripping operation.

Still referring to F ig 3 of the drawings, the controlled relays which translate the action of the inductor means A to the vehicle control mechanism comprises two three-element relays X and Y the former acting as the control relay and the latter as the modifying relay. The relay X includes the field of and the armatures a) and w, the relay combination (If-(1J being normally energized for maintaining

contacts

72 and 109 in closed condition, the contact 109 and the relay elements being in the circuit 2' in which the inductor elements 11 6, (Z, d contact 109 and elements w and a) are connected in series, a condenser 122 being preferably provided in this circuit to create therein a state of resonance. Under caution conditions the relay :0 is substituted for the relay w in a manner as will become clear presently, effecting the closing of the contact 119 so that the circuit 2' will include in series the coupled inductors b 1), (1, d relay elements a and :0 and condenser 122.

For selecting either the clear or caution control relay elements :0 and an in accordance with roadside conditions, the modifying relay Y heretofore mentioned is provided, and this relay includes the field 3 and armatures y and 3 the armatures being arranged in series with the coil 54 of the inductor c in the circuit designated as 11 When a clear impulse is re-transmitted to the vehicle receiving inductor c, the currents in the relay elements y", 3 are of such a relative phase as to effect the closing of the contact 113 which is arranged in parallel with the contact 109 by means of the

conductors

115 and 116 so that a circuit 2' which includes the relay element re is closed, energizing said relay element and placing the circuits in the clear state. When, however, a caution impulse is re-transmitted to the receiving inductor c, the currents in the relay elements and 3 are of such a relative phase one with respect to the other as to close the contact 114 and keep the contact 113 open, and since the contact 114 is in parallel with the contact 119 and connected thereto by means of conductors 116 and 118, the circuit i will now include the relay element a and will energize the same so as to close the

contacts

77 and 119 to render the caution circuits operative.

Referring now to Fig. 4 of the drawings, I show a further modification of the invention embodying a different arrangement of the control and modifying relays. In the system shown in Fig. 4, the vehicle controlled mechanism, the vehicle carried inductor means and the roadside inductor means are substantially the same as that shown in Fig. 2 of the drawings, and similar parts are -designated by similar reference characters.

In thisembodiment of the invention, I provide a combined controlling and resetting relayC-R composed of the three elements 1" r and r and atripping relay T-comprising the elements 25 and t associated therewith. Under normal or clear conditions, the elements 7* and r are energized to close the

contacts

72 and 109, the element r being energized from the generator G by being connected to the

conductors

63 and 76 by means of the conductor 125, conductor 126, resistance 127 and, conductor 128, and the element 1' being energized by a circuit a which includes the potential drop across the righthalf of the resistance 127, the conductor 129, contact 109, conductor 130, relay elements r and r conductor 131, contacts 132 controlled by the relay T, and conductor 133, the relay elements 1- and r being energized so that the current phase of the former is displaced relatively to the current in the relay element 1" so as to close and maintain closed the contact 109, and so that the current phase in the latter is displaced so as to open and maintain open the

contacts

77 and 119.

Under caution conditions, the relay elements 1' and r are energized from the lefthand half of the resistance 127 in the circuit comprising the conductor 134, contact 119, conductor 130, relay elements 1 and r conductor 131, contact 132, and conductor 133, the arrangement being such that the currents in the relay elementsr and 1' are of opposite phases and displaced relatively to the current in the element 1" to close the

contacts

77 and 119 and to open the contacts 77 to 109.

The tripping element T is connected to be controlled by the coupled inductors 1), cl, the element t of the relay T being energized from the alternator G and the element 25 being connected in series with the inductors I), (Z in the circuit generally designated as a. When the vehicle is moving between stations,

it will be evident that both elements of the relay T are energized, closing the contact 132 and maintaining the circuit a. closed either to the relay element 1 or relay element r It will be further apparent that when the inductor means A moves over the tripping

elements

102 and 103, the armature t of the relay t will be efi'ectively deencrgized so as to open the circuit a and effeet the opening of the

contacts

72 and 109 or 77 and 119, depending upon which of these were in closed condition.

\Vhen the roadside conditions, however, are clear or caution, the vehicle receiving inductor 0 will receive'either a clear or a caution impulse.

When the impulse for rendering operative the caution vehicle controlled circuits.

While this invention has been shown in its preferred forms, it will be obvious that many changes and modifications may be made in the structure disclosed without departing from the spirit of the invention, defined in the following claims.

I claim 1. An induction train control system for vehicles comprising a vehicle carried energy transmitting inductor, a vehicle carried energy receiving inductor, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energy transmitting inductor and for transmitting such energy to the receiving inductor, and means for compensating -f.or magnetic leakage. from the vehicle transmitting to the vehicle receiving inductor.

, 2. An induction train control system for vehicles comprising a vehicle carried energy transmitting inductor, a vehicle carried energy receiving inductor, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from'the energy transmitting "inductor and -tor transmitting such energy to thereceiving inductor, and inductor means for compensating for magnetic leakage from the vehicle transmitting to the vehicle receiving inductor.

3. An inductionftrain control system for vehicles comprising a vehicle carried energy transmitting inductor, a vehicle carried energy receiving inductor, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energy transmitting inductor and for transmitting such energy to the receiving inductor, mechanism for controlling the roadside inductor means in accordance with roadside conditions, and means for compensating for magnetic'leakage from the vehicle transmitting to the vehicle receiving inductor.

4. An induction train control system for Vehicles comprising a vehicle carried energy transn'iitting inductor, a vehicle carried energy receiving inductor, roadside inductor moans arranged to cooperate with the vehicle carried inductors for receiving energy from the energy transmitting inductor and for transmitting such energy to the receiving inductor, and means for compensating for magnetic leakage from the vehicle transmitting to the vehicle receiving inductor, said compensating means includlng an inductor arranged to magnetically influence the receiving inductor by magnetic flux substantially equal in magnitude and opposite in phase to that due to the energy transmitting inductor.

5. An induction train control system for vehicles comprising a vehicle carried energy transmitting inductor, an alternating current source of energy therefor, a vehicle carried energy receiving inductor, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the transmitting inductor and for transmitting the same to the energy receiving inductor, and means for compensating for the magnetic leakage from the vehicle transmitting to the vehicle receiving inductor, the said compensating means including a second vehicle carried energy transmitting inductor connected to said alternating current source of energy and arranged with respect to the first vehicle carried energy transmitting inductor so that the instantaneous polarities of the two transmitting inductors are opposite.

6. An induction train control system for vehicles, comprising a plurality of vehicle carried energy transmitting inductors, a vehicle carried energy receiving inductor, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from said plurality of transmitting inductors and for retransmitting such energy to the receiving inductor, the said energy transmitting inductors being arranged to influence the receiving inductor in opposite ways so that the leakage from one of the vehicle transmitting-inductors is neutralized by the leakage from the other vehicle transmitting inductor.

7. An induction train control system for vehicles, comprising a plurality of vehicle carried energy transmitting inductors, a vehicle carried energy receivin inductor, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from said plurality of transmitting inductors and for retransmitting such energy to the receiving inductor, the said energy transmitting inductors being arranged substantially equidistant from the receiving inductors and with their polarities opposite so that the leakage from one of the vehicle transmitting inductors to the vehicle receiving inductor is equal in magnitude and opposite in phase to the leakage from the other vehicle transmitting inductor to the vehicle receiving inductor.

8. An induction train control system for vehicles comprising a pair of spacedly arranged vehicle eal-ried energy transmitting inductors, an alternating current source of energy connected thereto and so that the polarity of one transmitting inductor is opposite to that of the other, a vehicle carried energy receiving inductor arranged intermediate the transmitting inductors, and roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the transmitting inductors and for re-transmitting such energy to the receiving inductor.

9. An induction tram control system for vehicles comprising a pair of spacedly arranged vehicle carried energy transmitting inductors, an alternating current source of energy connected thereto and so that the polarity of one transmitting inductor is 0pposite to that of the other, a vehicle carried energy receiving inductor arranged intermediate the transmitting inductors, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the transmitting inductors and for re-transmitting such energy to the receiving inductor, and means for controlling the roadside inductor means in accordance with roadside conditions.

10. An induction train control system for vehicles comprising a vehicle carried energy transmitting inductor, a vehicle carried energy receiving inductor, roadside inductor means arranged to cooperate with vehicle carried inductors for receiving energy from the energy transmitting inductor and for transmitting such energy to the receiving inductor, means for compensating for magnetic leakage from the transmitting to the receiving inductor, and means for creating a state of resonance of the vehicle carried receiving inductor.

11. An induction train control system for vehicles comprising a vehicle carried energizing inductor, a vehicle control mechanism including an inductor coupled to the energizing inductor, a vehicle carried energy receving inductor associated with the vehicle control mechanism, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductor and for transmitting the same to the energy receiving inductor, and means for compensating for magnetic leakage linking the vehicle energizing and the vehicle receiving inductors,

12. An induction train control system for vehicles comprising a vehicle carried energizing inductor, a vehicle control mechanism including an inductor coupled to the energizin inductor, a vehicle caried energy receiving inductor associated with the. vehicle control mechanism, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductor and for transmitting the same to the energy receiving inductor, and inductor means for compensating for magnetic leakage linking the vehicle energizing and the vehicle receiving inductors.

13. An induction train control system for vehicles comprising a vehicle carried energizing inductor, a vehicle control mechanism including an inductor coupled to the energizing inductor, a vehicle carried energ receiving inductor associated with the ve icle control mechanism, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductor and for transmitting the same to the energy receiving inductor, and means for compensating for magnetic leakage linking the vehicle energizing and the vehicle receiving-inductors, said, eompensating means includin an inductor arranged forma'gneticallyinfiuencing the vehicle receiving inductor by flux opposite in phase to that due to the energizing inductor.

14. An induction train control system for vehicles comprising a vehicle carried energizing inductor, a vehicle control mechanism 5 including an inductor coupled to the energizing inductor, means inter-linking the energizing inductor and the inductor coupled thereto for compensating for magnetic leakage from one to the other under given conditions, a vehicle carried energy receiving inductor associated with the vehicle control mechanism, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductor and for transmitting the same to the energy receiving inductor, and

means for compensating for magnetic leakage linking the vehicle energizing and the vehicle receiving-inductors.

15. An induction train control'system for Vehicles comprising a vehicle carried energizing inductor, a vehicle control mechanism including an inductor coupled to the energizing inductor, a vehicle carried energy receiving inductor associated with the vehicle control mechanism and a circuit therefor, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductor and for transmitting the same to the energy receiving inductor, means for compensating for magnetic leakage linking the vehicle energizing and the vehlcle receiving inductors, and means for creating a state of resonance in the circuit of the energy receiving inductor.

16. An induction train control system for vehicles comprising a plurality of vehicle carried energlzing inductors, a vehicle control mechanism including an inductor coupled to each of the energizing inductors, a vehicle carried ener receiving inductor associated with the ve icle control mechanism and roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energ1z1ng inductors and for transmitting the same to the energy receiving inductor.

1?. An induction train control system for vehicles comprising a plurality of spacedly arranged vehicle carried energizing inductors, a vehicle control mechanism including an lnductor coupled to each of the energizmg IIIdIIlCtOI'S, a vehicle carried energy recelving inductor associated with the vehicle control mechanism and located intermediate the energizing inductors, and roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductors and for transmitting the same to the energy recelving inductor, the said energizing inductors 'being arranged with their polarities oppos te relatively to the energy receivin inductor for neutralizing magnetic lea age linking the vehicle energizing and the vehicle receiving inductors.

18. 'An induction train control system for vehicles comprising a plurality of spacedly arranged vehicle carried energizing inductors, an alternating current source of supply connected to the energizing inductors, a vehicle control mechanism including an inductor coupled to each of the energizing inductors, a vehicle carried energy receiving inductor associated with the. vehicle control mechanism and located intermediate the energizing inductors and roadside inductor means arranged to cooperate with the vehicle carried inductors for receivin energy from the energizing inductors and or transmitting the same to the ener receiving inductor, the said energizing inductors being arranged with their instantaneous polarities opposite relatively to the energy receiving 1 inductor for neutralizing magnetic leakagelinking the vehicle energizing and the vehicle receiving inductors.

19. An induction train control system for vehicles comprising a plurality of vehicle carried energizing inductors, a vehicle control mechanism including an inductor coupled to each of the energizing inductors,

a vehicle carried energy receiving inductor associated with the vehicle control mechanism, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductor and for transmitting tlie same to the energy receiving inductor, and means controlled by roadside conditions for controlling the operation of said roadside inductor means.

20. An induction train control s stem for vehicles comprising a plurality o spacedly 7 arranged vehicle carried energizing inductors, a vehicle control mechanism including an inductor coupled to each of the energizing inductors, means interlinking each of the energizing inductors with its respective coupled inductor for neutralizing for leakage therebetween, a vehicle carried energy receiving inductor associated with the vehicle control mechanism, and roadside inductor means arranged to cooperate with the .vehicle carried inductors for receiving energy fromthe energizing inductor and for transmitting the same to the energy receiving inductor.

21. In an induction train control system, vehicle carried train control mechanism and inductive means for tripping the control mechanism in the movement of the vehicle on a roadway and for resetting the same under given tratlic conditions, the said inductive means including vehicle impulse receiving and energizing inductors, roadside impulse transmitting and receiving inductors cooperating therewith and means for compensating for magnetic leakage linking the vehicle energizing inductor and vehicle impulse receiving inductor.

22. In an induction train control system, vehicle carried train control mechanism and inductive means for tripping the control mechanism in the movement of the vehicle on a roadway and for resetting the same under given traffic conditions, the said inductive means including vehicle impulse receiving and energizing inductors, roadside impulse transmitting and receiving inductors cooperating therewith and means for compensating for magnetic leakage linking the vehicle energizing inductor and vehicle impulse receiving inductor, said compensating means including an inductor arranged for magnetically influencing the vehicle receiving inductor by flux opposite in phase to that due to the energizing inductor.

23. In an induction train control system, vehicle carried train control mechanism and inductive means for tripping the control mechanism in the movement of the vehicle on a roadway and for resetting the same un der given traflic conditions, the said inductive'means including vehicle impulse receiving and energizing inductors, a vehicle inductor coupled to the energizing inductor, roadside impulse transmitting and receiving inductors cooperating therewith and means for compensating for magnetic leakage linking the vehicle energizing inductor and vehicle impulse receiving inductor.

24. In an induction train control system, vehicle carried train control mechanism and inductive means for tripping the control mechanism in the movement of the vehicle on a roadway and for resetting the same under given trailic conditions, the said inductive means including a vehicle carried impulse receiving inductor, a plurality of vehicle carried energizing inductors and roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductors and for transmitting the same to the energy receivin inductor, the said energizing inductors eing arranged with their polarities opposite so as to oppositely affect the energy receiving inductor.

25. In an induction train control system, vehicle carried train control mechanism and inductive means for tripping the control mechanism in the movement of the vehicle on a roadway and for resetting the same under given traffic conditions, the said inductive means including a vehicle carried impulse receiving inductor, a plurality of vehicle carried energizing inductors, an inductor coupled to each of the energizing inductors and roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductors and for transmitting the same to the energy receiving inductor, the said energizing inductors being arranged with their polarities opposite so as to oppositely affect the energy receiving inductor.

26. In an induction train control system, vehicle carried train control mechanism and inductive means for tripping the control mechanism in the movement of the vehicle on a roadway and for resetting the same under given trafiic conditions, the said inductive means including a vehicle carried impulse receiving inductor, a plurality of vehicle carried energizing inductors, roadside inductor means arranged to cooperate with the vehicle carried inductors for receiving energy from the energizing inductors and for transmitting the same to the energy receiving inductor, the said energizing inductors being arranged with their olarities opposite so as to oppositely affect t 1c energy receiving inductor, and means controlled by roadside conditions for controlling the operation of the roadside inductor means to modify the character of im ulse transmitted to the energy receiving in uctor.

27. An induction train control system for vehicles comprising a vehicle carried inductor means including an energizing and energy receiving inductor and roadside inductor means cooperating therewith, the said receiving inductor being resonant to an impulse transmitted thereto from the roadside inductor means and being non-resonant to stray impulses received from the energizing inductor.

In testimony whereof, I, Fnnn M, RosENzwmo, have signed my name to this specification, this 28th day of May, 1924.

FRED M. ROSENZWEIG.