US1720225A

US1720225A - Railway-traffic-controlling apparatus

Info

Publication number: US1720225A
Application number: US182344A
Authority: US
Inventors: Lloyd V Lewis
Original assignee: Union Switch and Signal Inc
Current assignee: Hitachi Rail STS USA Inc
Priority date: 1927-04-09
Filing date: 1927-04-09
Publication date: 1929-07-09
Anticipated expiration: 1946-07-09

Description

July 9, 1929. L. v. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 9, 1927 s Sheets- Sheet 1 E. s Q

a, P R i Q L m. \N S Q S w N W35 QE w -\1 o w l \QI RE? [k a m w $5 w v ,w 7' m 085 wai w 1M \F- NJ I w 1* R E E INVENTORI July 9, 1929.

L. v. LEWIS 1.720.225

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 9, 1927 a Sheets-Sheet 2 u'fil l ll (Ti Ki g Q R v N 5 Q m F l i r @T g l l INYENTORZ L K L e w/ s l Q-fl-W ALP. man/M July 9, 1929'. v. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS '3 Sheets-Sheet Filed April 1927 ag mvwdw Q 858.0%

we, mm

J IL Patented July 9, 1929.

llNITED STATES PATENT OFFICE.

LLOYD V. LEWIS OF EDGEXVOODBOROUGH, PENNSYLVANIA, ASSIGNOE' TO THE.UN ION SWITCH &, SIGNAL COM'PANY, OF SWISSVALE,,PENNSYLVANIA, A CORPORATIUN OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed April 9,

My invention relates to railway traific controlling apparatus, and particularly to apparatus of the type comprising train carried governing means controlled by energy received from the traclnvay. More particularly my present invention relates to .apparatus suitable for use on railways using electricity for propulsion *and'over which are operated multiple unit trains, that is, trains made up of a plurality of cars each provided with propulsion means and which cars may be combined in suitable numbers and operated from one 01 the cars to form a train of any desired length.

I will describe one form of railway tr aiiic controlling apparatus embodying my invcntion, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic view illustrating one form of trackway apparatus suitable for co-oper- :at-ion with train carried governing means embodying my invention. Figs. 2 and 3 are diagrammatic views which when placed end to end with Fig. 2 on-the left illustrate one form of train carried governing means embodying my invention, and adapted to cooperate with the trackway apparatus illustrated in Fig. 1. Fig. l is a bottom view of the car G of Fig. 1 showing the location of receivers H and Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. l, the

reference characters

1 and 1 designate the track rails of a stretch of railway tnack over which trailic norinallyimoves in the direction indicated by the arrow. These rails are divided by means of insulated joints 2, to form a plurality of successive track sections AB, B-C, etc. A suit-able source of propulsion current, which in this case is assumed to be direct current, is connected between the rails and a propulsion conductor 15, such as a trolley or third rail. The usual impedance bonds 4 are provided adjacent each pair of insulated joints 2 to conduct'propulsion current past these joints.

Each track section is provided with a trackway signal designated by the reference character S with an exponent corresponding to the location. These signals may be controlled by any suitable means forming no part of my present disclosure and omitted the rails of each 1927. Serial No. 182,344.

from the drawing for the sake of simplicity. For present purposes it is suficient to state that each signal S is so controlled that when the associated section is occupied, the signal indicates stop, when the associated section is unoccupied and the section next in advance is occupied, the signal indicates caution, and when the associated section and the section next in advance are both unoccupied, the signal indicates proceed. Associatedwith each signal S is a circuit controller 7 which is arranged to he closed only when the signal indicates caution or proceed. Means are also provided for supplying section with alternating train controlling current. As here shown the immediate source of such train control lin current is transformer designated b the reference character D with an exponent correspondingto the location and having its secondary 5 constantly connected across the rails adjacent the exit end of the corresponding section. The primary 6 of each transformer ED is supplied with alternating current from secondary 8 of an adjacent line transformer T, over circuit controller 7 of the signal S for the section nest in advance. The primary 9 of each transformer T constantly supplied with alternating current from a suitable source, such as an alternator M, over

line wires

3 and 3 It follows therefore that the rails ofeach section are supplied with alternating train controlling cur-- rent only when the signal for the section next in advance indicates caution or proceed.

For apurpose which will appear hereinafter, each section is further provided with a reset loop designated by the reference character 12 and comprising two conductors located in the trackway adjacent the track rails, respectively, near the exit end of the section. Each reset loop 12 is constantly supplied with alternating train controllin current from secondary 10 of an associate transformer E, the primary ii of which is connected across the terminals of secondary 8 of the adjacent line transformer T. h

It may become necessary at times to operate trains provided with governing means embodying my invention over rtions of track which are not provided wit means for supplying the trackway with train controlling current. For example, the portion of track to the right of point C in the drawing constitutes what I shall term non-train control territory., to differentiate the territory to the left of point C which I shall term positive train control territory. At the entrance to non-train control territory I provide a cut-out loop 12 which is constantly supplied with alternating train convtrolling current from secondary 13 of a out loop 12 will be explained in detail hereinafter.

As has been suggested the trackway apparatus illustrated in Fig. 1 is suitable for tooperation with governing means located on separate cars of multiple unit trains. In systems of this character each of the cars is provided with governing means which form a complete unit and it will therefore be sufiicient to describe the apparatus located on a single car, it being understood that each of the remaining cars is provided with similar apparatus and that any suitable number of cars may be operated from a single car in a train of any length.

In Fig;- 1, the reference character G desig nates a car occupying the section to the left of point A. It will be seen that this car is provided with two receivers H and H one located at each end of the car as best shown.

in Fig. 4, and each comprising two magnet- ,

izable cores

16 and 16 carried in inductive relation with the two

track rails

1 and 1, respectively. Each core 16 is provided with a winding 17 and each core 16 carries a similar winding 17 the

windings

17 and 17 of each receiver being connected in series in such manner that the voltages induced there- I in by alternating traincontrolling current which flows in opposite directions in the two track rails from a source connected with the rails in advance of the car are additive. It will be plain that since each receiver is responsive to energy supplied to the track rails from a source located in advance of the train the receiver must-be located in advance of the forwardaxle of the car. As shown in Fig. 1 train controlling current supplied to the rails of a section to the left of point A will energize receiver H but this current will be shunted away from the receiver H by the wheels and axles of the car G. If, however, the car G were turned end for end,

receiver H would be energized by the train controlling current and this current would beshunted away from receiver H By pro- Viding two receivers therefore, it is possible to operate the car with either end of the car as the head-end. v

Referring now to Figs. 2 and 3, I have shown the apparatus which is located upon a car which is provided .with operating equipment by means of which the car may be controlled from either vof two cabs located usually at opposite ends of the car. In multiple unit equipment of this type, each car is usually provided with two master controllers for governing v the supply of motive power tothe car and with two brake valves for controlling the air brake applying equipment.

In my invention I provide governing means which is arranged to be placed under the control of one or the other of the two receivers H or- H*, depending upon which end of the car is operated as the head-end. In order to make the selection, I provide two dire tional relays K and K which are controlled by plug switches Y and Y respectively, on the master controllers which are located in the two cabs of the car. These plug switches are a part of the usual standard equipment for multiple unit car control. Each switch comprises a pair of normally open contacts arranged to be closed by the insertion of a plug carried by the operator of the car, for the purpose of energizing the power control circuits'of the master controller into which the-plugis inserted, so that this master controller may be put into condition for controlling the car motors, while all other master controllers on the train will remain inactivebecause their plug switch circuits will be open. In practlce, the operator of the car inserts his plug in the master controller at the head end of the train prior to,

and asa part of his preparation for, starting a run, and removes it upon the completion of his r un.

As shown in the drawing, the parts occupy the positions which theywould assume if the carwere being operated with the receiver H at the head end. Under these conditions plug switch Y is closed and current flows from a suitable source of energy such as a; battery K, through

wires

20 and 21, plug switch Y wires 22 and 23, contact 68 of an acknowledging switch L, wire 24, winding of relay K and common wire 25 back to battery X. The function of the manually operable acknowledging switch L 'isgi explained hereinafter and since contact 68of this switch is normally closed, relay K is energized by current over the circuit just traced so that ;-the front contacts of this relay are closed.

When relay K is energized. receiver H is connected. with a main relay 11 througlu amplifying apparatus which I will now describe in detail.

Twov three-

element electron tubes

33 and 34 have their filaments supplied with energy from battery X when relay K is energized, the circuit for these filaments passing from battery X, through

wires

20 and 21,

switch Y wires

22, 23 and 35, front contact 36 of

relay K wires

37, 38, 39, 40, 40 and 41, filament of tube 34, resistance 42,.filamentof tube 33, resistance 43, and common wire 25 back to battery X. The common wire 25 is also connected through a resistance 59, with the ground. The purpose of resistances 42 and 43 is to adjust the filament current and also to provide the proper neg ative bias for the grid circuits of the electron tubes. vOne terminal of the receiver H is connected through "wire 69, and contact 32 of a manually operable cut-out switch 0 with the common wire 25, and when relayK is energized the other terminal of the recciver is connected with a point on an auto transformer, or reactor 31 through wire 26, front contact 27 of

relay K wires

28 and 29 and a condenser 30.. Sue terminal of the auto transformer 31 is constantly connected with the common wire 25. Under these conditions therefore, the receiver H is connected across the primary of the auto transformer 31 and its circuit is tuned by condenser 30. The secondary of transformer 31 is tuned by condenser 45 connected across its terminals, and the resonant voltage at the terminals of condenser 45 is impressed throu gh resistances 44 and ,43 across the grid to filament circuit of tube 33. The condensers and 45 and the transformer 31 constitute a filter which is so proportioned that it excludes currents of frequencies other than those of the train controlling current thereby preventing false operation ofthe apparatus due to stray alternating currents of other frequencies. Ininultiple with the plate to filament circuit of tube 33 is a high impedance circuit comprising a condenser 47 and a resistor 46, an intermediate. point of which is connected with the grid of tube 34. In multiple with the plate to filament circuit of tube 34 is an output circuit coniprising condensers 4'9 and and the primary of transformer 65. Condenser 49 is connected in series with primary 48 to prevent the flow of direct currentthrough this primary and also to choke out low frequencies, and condenser 50 is shunted across the primary 48 to tune it to the frequency of the train controlling current and to by-pass currents of a higher frequency than the train controlling current. This output circuit is therefore a filter to discriminate against frequencies other than those of the train controlling current.

Energy is supplied to the plate circuits of the

tubes

33 and 34 from the propulsion conductors of the railway. For this purpose I connect two regulator tubes and 56 between the trolley or third rail collect-or and the ,ound in a circuit which passes from the coll ector 60 through a limiting impedance 61, front contact 58 ofa relay 57, wire 62, winding of a relay 53, wire 63,

regulator tubes

55 and 56 and wire 64 to ground. Each of the

tubes

55 and 56 has the characteristic of maintaining constant the voltage drop across its terminals irrespective of the current through the tube, and hence this voltage is within limits, independent of the voltage between the third rail or trolley, and ground. One form of device which will operate in the manner described' comprises a tube containing a relatively large cathode and a small anode in an atmosphere of neon gas and a small quantity of an alkali metal. The constant electromotive force across the terminals of

tubes

55 and 56 neglecting the relatively small drop across low resistance relay 53, is applied to the plate circuits of

tubes

33 and 34 through

reactors

51 and 52 and a front contact 54 of relay 53. The purpose of relay 53 is to discontinue the supply of energy to the plate circuits of the amplifier tubes if the circuit through the

tubes

55 and 56 should become open so that they would fail to limit the voltage supplied to the plate circuit. -The relay 57 is constantl connected with

wires

39 and 25, and this re ay is therefore energized only when relay K is energized, that is, when plug switch Y and contact 68 of switch L are closed. It will therefore be plain that the

tubes

33 and 34 are connected to form a choke coil coupled amplifier of the usual and well known form, so that the current supplied to primary 48 of transformer is controlled in accordance with the energy supplied from receiver H The secondary 66 of transformer 65 has its mid-point connected with one terminal of the direct current relay B. and the other.

terminal of this relay is connected with the two terminals ofthe secondary 66 throng? a pair of oppositely disposed rectifiers 6 It follows that when the parts occupy the positions illustrated in the drawing and when the car is receiving train controlling current from a point in advance of the receiver H relay R is energized but that when such supply of t rain contro'lling current is interrupted, relay R becomes tie-energized. When relay R is picked up, current flows from battery X, through

wires

20 and 21,

plug

switch Y wires

22, 23 and 35, front contact 36 of

relay K wires

37, 38, 39, 40 and 70, front contact 710i relay R,

wires

72, 73 and 74, front contact 7 5 of

relay K wires

76 and 77, lamp 7 8 of cab indicator N and common wire 25 back to battery X. Lamp 78 is therefore lighted to indicate proceed.

Relay 11' controls a magnet valve V comprising-a stem 81 which connects pipe 84 with a suitable source of fluid pressure not shown in the drawing through pipe 82 when the magnet valve is energized. When magnet valve V is de-energized, the stem 81 moves toiits reverse position, thereby disconnectingpipe 84 from pipe 82 and connecting pipe 84 with pipe 83. Pipe 83 communicates with atmosphere through a restricted orifice 83*. Connected with pipe 83 between the orifice 83 and valve V is a fluid pressure operated audible signal here illustrated as a whistle 149. Pipe 84 is connected, through a restricted orifice 84 bypassed by a check valve 86, with a timing reservoir 85 and a timing valve 87.

The timing valve 87 comprises-a diaphragm 89, the underside of which is subjected to pressure in the timing reservoir 85. A valve stem is operated by the diaphragm'89 and is biased by a spring 93, to a lower position in which pipe 91 is connected to pipe 92. When the timing reservoir 85 and pipe 84 are charged with fluid pressure, as when valve V is energized, diaphragm 89 moves upwardly, lifting stem 90 to close the connection from pipe 91 to pipe 92, and connecting the stop reservoir via pipe 92 with atmosphere through pi e 88.

' he timing valve 87 controls an application valve Q comprising a piston 96 provided with a restricted orifice 96 2- Valve Q control the usualautomatic brake applying apparatus on the train in such manner that when the valve moves from its normal to its reverse position an automatic application of the brakes results. One branch 91 of pine 91 communicates with the lower piston chamber of valve Q lVhen pipe 91 isblanked, fluid pressure admitted to the upper chamber of valve Q through pipe 102 passes through the orifice 96 and equalizes the fluid pressure on both sides of the piston, permitting spring 154 to hold the piston 96 in its normal position. as shown in the drawing. When valve Q is in this position,

branch 91 of pipe 91 is blanked, but when valve Q reverses, this branch 91 is connected with pipe through the port 99 in valve Q Pipe 95 is connected at times with atmosphere through port 98 in the .rotary valve of the motormans .bpake valve, and pipe 97. The port 98 is normally open to atmosphere and is closed only when the brake valve occupies the lap position or the handle off position. It follows that port 98 is usually open in an operative brake valve as indicated in Fig. 3, and port 98 is blanked in an inoperative brake valve, as at the opposite end of the car and as shown in Fig. 2.

Associated with valve Q} is a pneumatic relay designated by the reference character P and comprising a plunger 106 controlled relay P are closed.

One purpose, of pneumatic relay P is to cut oil" the motive power of the car when the brakes are applied automatically, in such manner as to prevent the operator from obtaining power for forward running, but so as to not prevent him from energizing the car motors in reverse for dynamic braking in the event of an emergency. The master control circuit of the multiple unit control system comprises a number of wires running the length of the train, two of which must be separately energized fromthe master controller to obtain power.

One of these wires, marked AB+- controls a circuit breaker on each car, arranged to open if its circuit is momentarily interrupted, and when open to close again only after a return of the master controller handle to the neutral or handle-ofi' position. This circuit breaker wire is closed over contact 133 of relay P in both the lower and upper positions of plunger 106, but is open at mid-stroke. Relay- P is provided with a compressible spring stop 175 adjusted to engage plunger 106 at mid-stroke. "When the brake application valve Q reverses, pipe 104 isconnected through a port 101 with the source of pressure 102, and the diaphragm and plunger of P Will therefore lift as soon as this pressure builds up sufficiently to overcome the return spring 174, but will pause in mid-stroke with contact 133 open for a short time until the pressure has built up sufficiently to overcome the combined pressure of spring 174 and of spring stop 175 whereupon plunger 106will complete its stroke to again close contact 133. v

A second master control circuit J must be closed for forward running. When P is supplied with pressure J is opened by contact 135. The'corresponding wire J which must be closed for reverse running is not controlled over P When the car is o erated from the opposite end these con itions are reversed, and so a brake application initiated by valve Q3, of Fig. 2 operates relay P to open the circuit of wire J but not that of J.

lt follows, therefore, that when valve Q reverses to cause an automatic brake application, as will be described hereinaftenthe circuits AB-land J are opened to cut off power to the car motors. After a brief interval of time plunger 106 completes its stroke and circuit AB+ is again closed, but circuit J remains open. The motorma'n may then move his controller handle to neutral to re-energize his circuit breaker over AB F, and since J is not affected by operation of P he may then reverse his controller to energize the motors in reverse for dynamic bra-king. It should be noted, however, that since circuit J is now open, the motorman can not operate the motors for forward running. The control of circuits 2113+ and J by relay P is similar to the control of circuits AB+ and J by relay P and will be understood without further explanation, it being remembered that when the car is being operated with the apparatus shown on Fig. 2 at the head end, circuit J is used for forward running, and circuit J "for reverse running.

The valve V is controlled by a circuit which is closed when relay R is energized. This circuit may be traced from batteryX, through

wires

20 and 21, plug switch Y wires22, 23, and 35, front contact 36 of

relay K wires

37, 38, 39, 40and 70, front contact 71 of relay R,

wires

72 and 107, back contact 108 of relay 121, wire 109, back contact 110 of relay 122, wire 111, winding of polarized relay 112,

wires

113 and 114, front contact 115 of relay K wire 155, winding of magnet

valve V wires

116 and 117, back contact 118 of relay 122, Wire 119, back contact 120 of relay 121 and common wire 25 back to battery X. When this circuit is closed, magnet valve V occupies its normal position so that fluid pressure from pipe 82 flows through valve V pipe 84 and check valve 86 to the timing reservoir 85. The timing valve 87 therefore occupies its normal position so that pipe 91 is blanked and the stop' reservoir 94 is connected with atmosphere through pipe 88. Valve Q occupies its normal position so that the brakes are released and pneumatic relay P is connected with atmosphere so that all the contacts of this relay are'closed. Under these conditions the train can proceed without re-, striction.

If, however, relay R becomes de-e'nergized,

lamp'78 is immediately extinguished and a circuit is closed for lamp 79 from battery X, through

wires

30 and 21, plug switch Y wires 22, 23 an 35, front contact 36 of

relay K wires

37, 38, 39, 40 and 70, back contact 71 of relay R,

wires

123 and 124,

back contact 125 of relay 122, wires 125,

126 and 127, front contact 128 of relay K and

wires

129 and 129 through lamp 79 to common wire 25. At the same time the opening of front contact 71 of relay R interrupts the circuit just traced for valve V so that this valve reverses, closing the supply ipe 82, and connecting pipe 84 to pipe 83. he fluid pressure with which timing reservo'ir had been charged is then discharged through the orifice 83 to atmosphere and "through the whistle 149, thereby positively calling the attention of the operator to the change in trafficv conditions. If trafiic conditions remain unchanged, and 1f the operator .lap position to close takes no action, it follows that after the expiration of a fixed time interval the pressure in reservoir 85 and hence below diaphragm 89 of timing valve 87 will be so reduced that the spring 93 will move the stem 90 to its reverse position, thereby connecting pipe 91 with pipe 92, and hence with the empty stop reservoir 94. This connection reduces the pressure in valve Q beneathv piston 96 and the unbalanced pressure above the piston then, moves the valve to its reverse position. Branch 91 of pipe 91 is then connected with pipe and hence with atmosphere through port 98 of the brake valve. The reversal of valve Q} causes an automatic application of the brakes which cannot be released until the operator moves the brake valve to the port 98. When the operator closes port 98, fluid pressure from source 102 flows through port 96 in piston 96 and after a time interval which is usually made sufficient to insure that the train will be brought to a stop, builds up the pressure in

pipes

91, 95 and 92 and in the stop reservoir 94, so that the force exerted on the lower side of piston 96 by the fluid pressure and the spring 154 exceeds the force exerted by the fluid pressure above this piston and causes valve Q} to be returned to its normal position. When the valve Q moved to its reverse position pneumatic relay P was reversed, and this relay is restored to its normal position when valve Q returns to normal. Of course contact 133 opens for a brief interval during the restoration of relay P to its normal position,'but since the car is at rest when P is restored, the motor .man s master controller will then be in the neutral position, so that the brief opening of contact 133 will not trip the circuit breakers. After valve Q and relay P have returned to their normal positions, then, the motorman may immediately operate his controller mal as soon as the comparatively smallvolume of

pipes

91 and 91" tion of pipe 95 above check charged' and that porvalve' 173 are If the operator now- The operator of the car can prevent an automatic-application of the brakes due to de-energization of relay R if he takes pro or action when the necessity for such action is called to his attentionb the lighting of lamp 79 and the blowing o whistle 149. To prevent such an automatic application of the brakes, after relay R becomes de-energized to reverse valve V and before valve 87 reverses, the operator reverses the acknowledging switch L to close contact 131. Current then flows from battery X, through

wires

20 and 21, plug

switch wires

22, 23, and 35, front contact 36 of

relay K wires

37, 38, 39, 40 and 70, back contact 71 cuit includes a contact on the pneumatic relay P and it follows that the acknowledging relay 121 can be energized only if the acknowledging switch L is operated prior to thereversal of'relay P As soon as relay 121 becomes energized abranch or stick circuit is closed for this relay from back contact 71 of relay R,

wires

123 and 124, back contact 125 of relay 122, through wires 125 and 140 front contact 141 of relay 121,

wires

142 and 1 38, winding of relay 121, back to common wire 25. After relay 121 has once been picked up, therefore, it is subsequently maintained in its energized condition as long as relay R is de-energized and relay K is energized. But relay K is controlled by contact 168 of the acknowledging switch L, which contact was opened when the switchwas operated to close contact 131 to pick up relay 121. As soon as the acknowledging relay 121 has become energized, therefore, the operator should return the acknowledging switch L to its normal position, therebyagain completing the circuit for relay K Due to the slow' acting characteristics of the directional relays K and K these relays will bridge the brief time interval during which their circuits are opened by operation of the corresponding acknowledging switch. When relay 121 is energized, an auxiliary circuit, is closed for the valve V which maintains the valve in its normal position provided the speed of' the train does not exceed a predetermined value. In the form here shown this speed control is accomplished by means of a speed responsive device designated in general by the reference character U and comprising a centrifuge 143 of any suitable tyfpe geared to an axle of the car. The centri ugev 143 controls two contacts 144 and 145 which contacts are normally closed but are arranged to be opened when the speed of the train exceeds a predetermined value. When relay 121 is energized the contacts 144 and 145. are inserted in series with the valve V, the complete circuit passing from battery X, through

wires

20 and 21, plug

switch Y wires

22, 23 and 35, front contact36 of

relay K wires

37, 38, 39, 40,

' 40 and 146, contact 144 of device U, wire 147, front contact 108 of relay 121, wire 109,

back contact 110 of relay 122, wire 111, polarized-relay 112,

wires

113 and 114, front contact 115 of relay K wire'155, winding of

valve V wires

116 and 117, back contact 118 of relay 122, wire 119, front contact 120 of relay 121, wire 148, contact 145 of device U and common wire 25 back to battery X. It follows therefore that as long as relay 121 is energized, valve V is held in its normal position providing the speed of the car does 7 not exceed that value at which the contacts of the speed responsive device [U will open. Should the speed of the car exceed this val ue, the circuit for valve V will remain opened, the warning whistle will blow and the brakes will be automatically applied.

llf, however, after relay R has become deenergized and the operator has acknowleged to permit the car to proceed at a restricted speed, relay B should again become energized, relay 121 will drop to establish the circuit first traced-for valve V thereby eliminating the speed responsive device ll from the control of this valve and restoring the apparatus to its normal condition.

When the car proceeds into non-train con trol territory, the interruption of the supply of train controlling current to the car of course results in the de-energizationof relay R. In the absence of any preventative means this would result in an automatic application of the brakes or restrict the train to a low speed and it is therefore desirable to provide apparatus for permitting the operator to cut out the train carried governing means when the car enters nontrain control territory. It is for this purpose that the cut-out loop 12 is provided at the entrance to the non-train control territory as described in connection with Fig. 1. If the operator wishes to cut out as he enters non-train control territory he operates the cut-out switch 0 while the receiver is over- "172 is such hat the energy supplied to the receiver in accordance with the magnitudes of train control current supplied to the trackway in train control territory by the normal track circuits or the re-current acknowledging loops is not sufficient to operate relay B through the resistor172. Operation of the switch 0 in positive train control territory in an attempt to cut out the control in such territory will, therefore result in deener ization of relay R and a consequent application of the brakes, though the motorman may prevent such automatic application by operationof switch L provided the car spec is so low that the contacts of speed responsive device U are closed. When the receiver is over 'a cut-out loop 12, the ab- 1,72o,2as

normally large current in the cut-out loopsupplies suiiicient energy to the receiver to maintain relay R in its energized condition even though switch. is operated to introduce the resistor 172 in the receiver circuit. 1V hen switch 0 is operated while the receiver is over the cut-out loop, a pick-up circuit including one winding 0; of the cutout relay 122 is closed, current flowing from battery K, through wires and 21, plug

switch Y wires

22, 23 and 35, front contact 36 of relay K wires 3'4", 38, 39, 40 and 70, front contact 71 of relay wires '32, 73 and 7 1, it out contact 75

relay K wires

76 and 150, contact 15-1 of cut-outswiteh 0

wires

152, 152 and 153, winding 4; of relay 1,22, and common wire 25 hack to battery X. Relay 122 therefore picks up, extinguishing lamp T8 and opening the normal circuit first traced. for valve V Valve V is not reversed, however, because a second circuit is closed for this valve from battery X, through.

wires

20 and 21, plug switch 1,

wires

22, 23 and 35, :tront contact 86 of

relay K wires

37, 38 and 156, contact 157 of an inspectors switch W, wire 158, front contact 118 of relay 122, "

wires

117 and 116, winding oi valve V wire 155, front contact 115 of

relay K wires

114 and 113, winding of. polarized relay 112, wire 111, front contact 110 of relay 122, and common wire 25-haclr to battery K. Valve V is thereforeenergized over this new circuit, but it should he observed that the direction of current through polarized relay 11' isopposite to the direction of current through this relay when. the normal circuit for valve V is closed. Contact 160 of relay 112 which contact is normall open is therefore closed when the operator cuts out by.

energizin relay 122. 1 hen the car passes off the loop 12 relay becomes de-enep gized, hut relay 122 remains closed, as will he explained hereinafter, and a circuit is closed for lamp of indicator 1. from battery X, over wires 20 and 2s, plug

switch Y wires

22,28 and 35, front contact 36 of

relay K wires

37, 38, 39, 1 and T0, hack contact 'll'of relay R,

wires

123 and 159, contact 160 of relay 112,

wires

161 and 162, front contact 169 of relay K wire 11' 0, and lamp 80 through common wire 25 back to battery X. lhe lighting of forms the operator that the t carried apparatus is cut out and also that the t'ain has passed over the cut-out loop. Elie-operator therefore restor Q- to its normal posi ing a holding circuit .ior relay thereby complet- 122 which is the same as the circui just traced for lamp 550 as far as wire 162 from which wire cur rent flows through wire 153,-ifront contact 161 of relay K wire 165, contact of cutout switcht), wires 16? and 168, winding i; of relay and common wire hack to es the cut'out switch battery X. This holding circuit is closed only when relay R is de-energized, when relay K is energized and. when the cut-out switch 0 occupies its normal position. Helay 122 is sufficiently slow acting to hold its front contacts closed during the transit of contact 166 from'its open to its closed position. After the relay 122 has once been energized, therefore, it is subsequently maintained in its energized condition by virtue of the holding circuit just traced as longas relay it remains de-energized. After the apparatus has been cut out, should the car again enter positive train control territory, the supply of train controlling current to the track rails would energize relay R. thereby interrupting the holding circuit for relay 122, allowing this relay to open, and restoring the apparatus to its normal condition.

In describing the operation of the apparatus as a whole, I will assume that a car equipped with the devices illustrated in Figs. 2 and 3 and with the apparatus in thecondition there shown proceeds through the stretch of track shown in Fig. 1. In Fig. 1 signals 3-, S and S all indicate proceed. Train controlling current is therefore supplied to the rails of each section of the posi-- tive train control territory. As the Car G proceeds through the stretch of track to the left of point C, relay R is energized so that lamp T8 is lighted to indicate proceed and valve V energized so that the application ralve Q occupies its normal position and the brakes are released. 2

1 will next assume that signal S is at stop so that the supply of train controlling current to the rails of section A B is interrupted. The recurrent acknowledgment loop 12 adjacent point B is energized, however. Under these conditions when the car enters section AB, the interruption of train controlling current de-energizes relay R, extinguishing lamp 7 8 and lighting lamp urthermore the de-energization of relay it will break the circuit for valve Wand will cause an automatic application of the brakes unless the operator manipulates the acknowledging switch l) to energize relay 121. 11" the operator does acknowledge, the train will be permitted to proceed through section fa ls at a speed not exceeding that speed at which the device ill will open contacts 1 1aand 145. When the car reaches the loop 12 the alternating current in this loop will again energize relay 3, thereby interrupting the stick" circuit for relay 121., and allowing the latter relay to become do energized. latter the train has passed'the Assuming that all of the parts occupy the positions shown in Fig. 1, when the car G passes point C, the operator should manipulate the cut-out switch 0 to cut out his apparatus. If he'does not take such action the relay R will become de-energized when'the train has passed beyond the loop 12* and an automatic application of the brakes will result. Of course the operator could manipulate the acknowledging switch L to prevent this automatic application of the brakes. But it shouldbe remembered that the closing of relay' 121 imposes a restricted speed limit upon the car and in order to-prevent the imposition of this speed limit the operator must cut out upon. entering nontrain control territory. If he does cut out as the car passes over the cut out. loop 12*, the relay 122 becomes energized as has been explained in detail hereinbefore, and the operator may then proceed with his car with no restrictions upon his speed.

During all of the preceding explanation I have assumed that the plug switch Y is other.

. end of the car,

closed and the car is being operated with the head-end corresponding to the end which carries the receiver H essary to operate the car in the opposite direction, and it is sometimes desirable even to operate the car in the same direction from the cablocated at the rear of the car.

a trailer car in a. train of two or more cars, with the train control equipment inactive and ineffective, yet in such condition that it maybe put into operation whenever the car is to be used as a head car, merely by the insertion of the operators plug into switch Y or Y. lVith this explanation in mind it should be pointedout that by the operation 1 of the plug switches Y and Y controlling the directional relays K and K respec tively, relay R and the apparatus associated therewith is placed under the control of receiver H or receiver H according as the train is roceeding in one direction or the he apparatus controlled by the re and 112 is' duplicated at each and the operation of the ap plug switch Y is closed to oplays R, 121, 122

paratus when erate the carfrom the end corresponding to receiver H' will be manifest from the fore-' going explanation. It is suflicient here to [state that when directional ;relay K'- is energized, rela amplifier tu es It is of course nec-' It is also desirable at times to operate the car as magnet V failed to pick up,

in the handle-off position, thereby closing port98 of-this valve, and removes the brake valve handle. He then removes the plug from his master controller thereby opening plug switch Y associated with'such controller. This of course de-energizes the associated directional relay K, disconnecting the receiver from the relay R and causing relay R to become d e-energized. The circuit for the corresponding valve V' is therefore opened and the cor'respondin valve Q is reversed to cause an automatic application of the brakes. The sto reservoir 94 then becomes charged and a ter a time interval suflicient to insure a full service brake application, restores valve Q, to its normal position. This is the normal inactive condition of the pneumatic equipment and is the condition in which the apparatus located on the left-hand end of car (Fig: 2) is illustrated in the drawing. It is to be understood, however, that this movement of valve Q, to normal position does not release the train brakes, for the reason that all brake valves of the train are under the condition s ecified, in the handle-oil position in whic all ports in the rotary valve are blanked; therefore, the brake pipe will remain at reduced pressureand will not be recharged. When the operator undertakes to start the train from the opposite end for his return trip, or from any other control position he inserts his brake valve handle in the brake valve, and the plug in switch Y at the control position in question. This picks up relay K, which energizes his train control equipment as evidenced by the lighting of cab lamp 80. When relay 122 picks up (assuming contact 160 of relay 112 closed, as hereinafter described) it energizes magnet V which in turn energizes the timing valve and closes pipe 91, so that he can move his brake valve away from. the lap position without reversing Valve Q. He then may release and recharge his brake equipment in the usual manner and proceed to the entrance of train control territor I f the operator should fail to insert his plug, or it he should insert his plug and or if the timing valve should fail to close port 91 and vent stop reservoir 94 toatmosphere, any movement of his brake valve away from the handle-ofi' position would vopen pipe 95, and hence pipe 91, to atmosphere and cause valve Q,,to reverse to cause a reapplication of the brakes which in turn would cause relay P to reverse to cut ofi his power; In other words the automatic train control equipment istself-checking, so that an operator cannot control the train from any control position unless the automatic equipment is energized and in condition to operate if .de-energized, while the similar equipment at each of the relay is energized in the opposite directions to positively reverse the armature. It follows that when the apparatus is once out out, if the operator opens the plug switch Y, the contact 160 will remain closed to the left. If now the car is again used as head car of a-train, as soon as the engineman inserts his plug in hismaster controller, his directional relay K will pick up, thereby completing the circuit for winding b of the cut-out erated. In order relay 122 and again placing the apparatus on the train in the cut-out condition. Of course this result will be accomplished only if theapparatus was out out when the operator left the train. The normal condition of'relay 112 in non-train control territory and also on all cars of the train except the head car within traincontrol territory, is with coi1tact'160 closed, and this contact will open only on.the head car of a train upon entering train control territory and will be closed a am when the train leaves such territory i the cut-out switch is properly opto insure that the relays 112 on all cars of the train are in their proper condition, each car is provided with an inspectors switch W. When the cars are assembled in atrain at the terminal, an inspectpr goes'through the train, and inserts his plug in a master. controller on each car, observing whether ornot the lamp 80 becomes lighted. If this lamp does light it indicates that the relay 112 is energized in the proper direction to permit relay 122 to .pick up, since the lamp 80 can be energized only when contact 160 of relay 112 is closed. If, when the inspector inserts his'plug in the master controller, the lam 80 does not light, he operates the inspectors switch W, there- 'by' connecting wire 39 with wire 153 through contact 171 of the switch. This operation energizes relay 122. When the inspeetors switch is restored to its original position to again close contact 157, a circuit is completed through relay 112 and the valve over which current flows in such direction as to close contact 160 of relay 1121 The cut out relay 122, of course, remains in-its energized condition until the plug switch Y or Y is opened. The inspector is informed .by the lighting of lamp 80 that the appara tus has been placed in its proper condition.

Although I have herein shown and described only one form of railway trailic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without deinvention, what with two sets of operating equipment, two

receivers, two-relays one associated with each such set of equipment and each arranged to be energized only when the car is beingoperated from the corresponding set of e nipment, and 'governin means controlle by one said receiver w en one relay is energized and by the other receiver when the other relay is energized.

2. In combination, a railway car provided with two relays, means under the control of the car operator for energizing one or the other of said'relays, governing means on the car, two receivers on the car, and means controlled by said two relays for selectively connecting said receivers with said governing means.

3. In combination, a railway car provided with a receiver, a first relay, means under the control of the car operator for energizing the first relay, a main rela connected with the receiver only when the rst relay. is energized, and governing means controlled by the main relay. y

4. In combination a railway car provided with a receiver, a first relay, means under the control of the ear operator for ener izjn the first relay, a main relayconnec wit the receiver when the first relay is energized, and governing means controlled by the main relay and by said first relay.

5. In combination a railway car provided with a receiver, a first relay, means under the control of the car operator for energizing the first relay, 9, main relay connected with the receiver when the first relay is energized, a manually o'erable acknowledging switch, an acknowle ging relay controlled by the first relay, the main relay and the acknowledging switch, and overnin means controlled by the acknowle ging re ay and by said main relay.,

6. In combinatlon, a railway car provided with a receiver a first relay, means under the control of the car operator for energizin the first relay, a main relay connected with the receiver when the first relay is energized a manually operable acknowledgin swit'c an acknowledginglrelay controlle by the first relay, the main relay and the acknowledging switch, and governing means controlled jointly by said three relays.

'7. Railway trailic' controlling apparatus for multiple unit trains comprising on' each car "two directional" relays, means efi'ective when the car is being operated with-one end as the head end to energize one of the directional relays, -means effective when the car is being operated with the other end as the head end to energize the other directional relay, a main relay, two receivers one associated 'with each directional relay and each.

brakes when the main relay is deenergized,

and means for preventing such automatic application when the acknowledging relay is energized.

9. In combination, a railway car provided with a receiver, a first relay, means under the control of the car operator for energizing the first relay, a main relay connected with the receiver when the first relay is energized, a manually operable acknowledging switch; an acknowledging relay controlled by the first relay, the main relay and the acknowledging switch; means on the'car for causing an automatic application of the brakes when the main relay is (lo-energized,- and means for preventing such automatic ap plication when the acknowledging relay is energized provided the speed of the car is below a predetermined maximum.

10. In combination, a railway car provided with a first relay, manually operable means'for at times energizing the first relay, a main relay, a receiver connected with the main relay when the first relay is energized, 'a' manually operable acknowledging switch; an acknowledging relay controlled by the first relay, the main relay and the acknowledging switch; a contact responsive to the speed of the car; and governing means controlled by the main relay, the acknowledging relay and the contact.

11. In combination, a railway car provided with a first relay, manually operable means for at times energizing the first relay, a main relay, a receiver connected with the main relay when the first relay is. energized, and a cab indicator controlled by said main relay and by said, first relay.

12.111 combination, a -railway car provided with a first relay, means under'the control of the operator for at times energizing the first relay, a main relay, a receiver for controlling the main relay in accordance with ener' received from the trackway when the rst relay is energized, brake appl ingapparatus controlled by the main relhy, and a cutout relay controlled in part by the first relay for at times removing the 13. In comblnatlon, a railwaycar adapted to be operated with either end as the head end, two receivers located at the two ends of the car, respectively and both in inductive relation with the track rails, a main relay on the car, means effective when the car 1s being operated with either end as the head end to place the main relay under the control of the. receiver adjacent such end of the car, and means controlled by said relay for governing the supply of motive power to the car. I

M. In combination, a railway car adapted to be operated with either end as the head end, two receivers located atthe two ends of the car, respectively and both in inductive relation with the track rails, a main relay on the car, means effective when the car is being operated with either end as the head end to place the main relay under the control of the receiver adjacent such end or" the car, and means controlled by the main relay for at times preventing forward but not backward moves of the car.

15. In combination, a railway car comprising a normally energized device arranged to become de-energized under unsafe traific conditions, and means operating to prevent the supply of motive power to the car for forward moves but not for backward moves when said device is de-ener gized.

16. In combination, on an electric railway, a car provided with a relay, 9. receiver for controlling the rela in accordance with energy received from t e trackway, an amplifier interposed between the receiver and the relay and means for supplying said amplifier with energy from the railway propulsion conductors; 1

17, In combination on an electric railway,

a car provided with a main relay, a receiver for controlling the rela in accordance with energy received from t e trackway an electron tube amplifier interposed between the receiver and the relay, and means for supplying the plate circuit of-said electron tube 'withenergy from the propulsion'conductors of the railway.

18. In combination on an electric railway, a car provided with a main relay, a receiver for controlling the relay in accordance with energy received from the trackway, an electron tube amplifier interposed between the receiver and the relay, a device connected with the propulsion conductors of the railway and having the characteristic of maintaining constant the electromotive force across its terminals, and meansfor applying the electromotive force across the terminals of saiddevice to the plate circuit of the vacuum tube amplifier. Y

19. In combination on an electric railway, a car provided with a main relay, 3. receiver for controlling the relay in accordance with.

vacuum tube amplifier, and means for autotron tube having its matica-lly disconnecting the device from the plate circuit when the current through the device is below a predetermined value.

20. In combination 011-2111 electric railway, a car provided with a receiver responsive to energy received from the trackway, an elecgrid circuit supplied with energy by the receiver, a source of energy for supplying current to the filament of said tube, the plate circuit of the tube when the electromotive force of said source is above predetermined value, and a relay controlled by the plate circuitof the tube. 21. In combination, a railway train provided with brake applying apparatus, a pluralit of brake valves, a single brake valve han le capable of use with any one of said brake valves to control said apparatus, a

plurality of automatic means for controlling saidapparatus one associated with each said valve, means associated with each automatic means for rendering such means ineffective to control the brakes, and means for actuating said apparatus when any one of said valves is operated by such handle unless the associated automatic means is in its effective condition.

22. In combination, arailway train provided with air brakes, a plurality of brake valves each normally occu ying its handleoff position eachcapable oi movement away from its handle-oft position to control sald brakes, a plurality of normally ineffective automatic means one associated with each said 'valve, means for rendering any one of said automatic means effective to control said brakes in accordance with trafiic conditions, and means effective if any said valve is moved away from its handle-off position to apply the brakes if the corresponding automatic means is in its ineffective condition.

23. In combination, a railway train provided with air brakes, automatic meansnormally ineffective to control said brakes, manually operable means .for rendering said automatic means effective to control the brakes in accordance with traflic conditions, andother manuallv operable means effective when and only w len the automatic means means for supplying energy to is in its effective condition to control said brakes. Y

24. In combination, a railway train provided with air brakes, valves each normally occupying a handle-off position and capable of movement away from such handle-off position to control said brakes, a plurality of automatic meansone a plurality of brake associated with each brake valve for controlling said brakes in accordance with traffic conditions, and means for causing any one of such' automatic means to apply the brakes and to subsequently assume an ineffective condition provided the associated brake valve is in its handle-off position.

25. In combination, a railway train provided with air brakes, a plurality of brake valves each normally occupying a handle-off position and capable of movement away from such handle-off )osition to control said brakes, a plurality of automatic means one associated with each brake valve for controllingsaid brakes in accordancewith traffic conditions, manually operable means for apply the brakes, and means for subsequently rendering such automatic means ineflective provided the associated brake valve is in the handle-off position. v

26. In combination, a railway train provided with air brakes, a plurality of brake causing any one of, such automatic means to valves each normally occupying a handle-off position, a single brake valve handle capable of use with any one of said valves tocontrol said brakes, a plurality of application valves one associated with each said brake valve and each having a normal and a reverse position and operating in the reverse position to apply the brakes on the train, manually operable means for reversing any one of such application valves, and means effective upon the expiration of a time interval after such reversal to restore the application valve to its normaliposition provided theassociated brake valve occupies .its handleofl position.

27. In combination, a. railway train provided with brake applying apparatus, a plurality of sets ofautomatlc equipment, a

. the brake applying apparatus in accordance with trafiic conditions, and means controlled by each device for applying the brakes if the device is moved away from such ineffective position unless the associated set is in its efi'ective condition.

In testimony whereof I afiix my signature.

LLOYD V. LEWIS.