US1759404A - Train control - Google Patents

Description

W. K. HOWE TRAIN CONTROL May 2 1956.1.

Fi led Jan, 31, 1925 SPEED CON TROLL ED V Patented May 20, 1930 UNITED STATES PATENT OFFICE WINTH ROP K. HOWE, OEROGHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAY 4 SIGNAL COMPANY, OF ROCHESTER, NEW YORK TRAIN CONTROL Application filed January 31, 1925. Serial No. 6,067.

This invention relates to automatic train control systems for railways, and more particularly to a combination of means which requires the engineer to take appropriate action, which for convenience may be called acknowledgment, at or near each of a plurality of successive stop signals in order to avoid a penalty such as an automatic applipation of the brakes which requires the train )to be brought substantially to a stop.

More specifically, it is proposed in accordance with the present invention, to require the engineer to perform an acknowledging act at successive points or intervals of distance during the travel of the train while running under a stop signal through a danger or occupied block or series of blocks. It is proposed to require the acknowledging act for the first danger signal to be enforced a certain distance from the caution signal, and on those systems where the various blocks are of the same length it is proposed to require the engineer to acknowledge the first danger signal at a point beyond a caution signal which will assure bringing the train to a stop from the speed limit imposed at such point before it reaches the stop signal, and for systems in which the blocks are not the same in length the acknowledging point for the first danger signal is preferably selected so as to satisfythe requirementswhen approaching the signal at danger at the exit end of the shortest block of the system. Inthe form of the invention illustrated, acknowledgment of stop signals only is required, but obviously provision for theacknowledgment of caution signals in addition to the acknowledgment of stop signals may be added if desired.

Other objects, purposes and characteristic features of'this invention will in part be obvious from the drawings and in part appear as the description thereof progresses.

In describing the invention in detail, reference will be made to the single drawing which illustrates a train control system of the twoposit-ion continuous inductive type in a diagrammatic and conventional manner.

= Although the present invention is applicable to various types of train control systems, such as intermittent systems of various kinds and continuous inductive type systems of the three-position or three-condition type, it has been shown applied to a simpleform of twoposition continuous inductive type of train control system so as to simplify the illustra tion and the description of the same.

Two/away apparatus In the particular embodiment of the invention illustrated, the trackway has been shown asconsisting of rails 1 divided by insulating joints 2 into blocks, of which the block I and the adjacent ends of two other blocks H and J have been illustrated. Since all of the various blocks are the same, at least in automatic as distinguished from interlocked train control territory, like parts of each block are designated by like reference characters hav ing distinctive exponents. At the entrance to each block is provided a wayside signal of any of the well known types, and for convenience three-position semaphore signals Z, only have been illustrated, which signals have been shown conventionally without illustrating their operating mechanism or control circuits. Each of these signals assumes the clear position if the block at the entrance to which such signal is located and the next block in advance are unoccupied, assumes a caution position the next block in advance is occupied and assumes a danger position if the block at the entrance to which it is located is occupied. At the entrance of the block I, the normal direction of traflic being as indicated by the arrow, is located the usual track relay T which under'normal clear traffic conditions is energized by the track'battery 3 connected across the exit end of this block. This battery is connected in series with the secondary winding of the transformer 4 this transformer havingits primary winding connected to the transmission line 5 through a circuit including the front contact6 of the track relay T From the above description of the trackway apparatus it readily appears that direct current is applied across the exit end of each ance with occupancy of the block, and that alternating current is superimposed upon this direct current of a block if the next block in advance thereof is unoccupied. Also, it appears that even though alternating current is applied across the exit end of a block, this current cannot reach a train entering such block if the block is already occupied by another train, this because said another train will shunt this alternating current away from In other words, it

the train in question. readily appears. that if a train having suitable means for detecting the flow of alternating current flowing down one track rail and back through the other ahead of such train is moving along the'track, such train cannot detectv alternating current if it enters an occupied block because this alternating current is shunted away by the train ahead, and that such train cannot detect alternating current when entering an unoccupied block when the block next in advancethereof is 00- cupied, because no alternating current is impressed across'the railsat the exit end of the block in question due tothe fact that the front contact of the track relay of the block ahead is in its retracted position; and there-. fore alternating current is only detected on the train when the train in question is moving inclear territory. 7

In the drawing isillustrated a train by the wheels and axles 10, directly in front of the first; axle of which are located influence 'receiving elements each comprising a core 11 having a winding 12 thereon. Thesewindings 12 are connected in series in such a manner that voltages induced therein, due to currents flowing down one rail ahead of the train,

through the axles'of the train and backthrough the other rail, are cumulative. The

wires leading from these windings 12 are connected to the input leads of a suitable amp'lifying device A, which device preferably includes suitable sources of energy, tuning devices, filtering devices and amplifying tubes of the vacuum type'and which amplifying device has its output leads connected to a main relay MR. 7

The apparatus thus far described includes the trackway apparatus and the influence receiving apparatus located on a car, andit Y immediately manifested by this relay MR regardless of the position of the train in the block. r I

Oar-carried apparatus Generally speaking, the car-carried appa ratus is of the type in which suitableme'ch anism driven from the wheels of the vehicle is set into operation under predeterminedl traffic conditions and is similar to that disclosed in a series of patents issued to P. J. Simmen as for example, Patent No. 1,150,308

dated August. 17, 1915, and also similarto' that disclosed in the application of W. K Howe, Serial No. 783,975' filed August 2 5, 1923; so that a detailed illustration and description of the system is not necessary. In

systems of the kind mentioned, a speed responsive device (not specifically shown) is located on the train, which device at all timesindicates the actual speed at which the train is moving, and th shaft for driving this speed responsive device is at times operatively connected to suitable cam shafts so as to drive these shafts in accordance with the progress of the train along the trackway. V In order to simplify the description of the present in-. vention' the specific manner in which these cam shafts may bedriven by a shaftconnected to the axles of the vehiclehas not been illustrated, butahigh cam starter magnet I-IGS which governs the clutching engage- V ment of the high to low speed control shaft 16, shown by a dot and dashline, has been shown. This shaft 16 carries a distance camv 17 and a permissive speed cam 18. 1y, there is provided a speed shaft 19, also illustrated by a dot and dash line, which shaft at all times assumesa position dependent on the actual speed of the vehicle; and this speed shaft controls the speed sector 20 which closes its contacts 69 at aspeed below two miles per hour, and the speed arm 21; If desired of course, parts 20 and 69 could be omitted so that an automatic'brake appli- Similar:

ids

cation would necessitate bringing the train to a full stop. The speed arm 21 and permissive speed cam 18 through fioatinglever 22 control the cam-governor contacts'23 through the medium of the sector 24. Thespeed sector 20, the cam-governor contacts 23,

and the distance cam 17 correspond in almost 7 every respect to the speed sector 29, the camgovernor contacts 110. and the distance cam shown in the application of Howe above referred to, so that a detailed description of this mechanism need not be given; here.

On. the train is provided another shaft, conventionally called the acknowledging shaft and illustrated by dot and .dash line 25. This shaft normally assumes a biased position by reason of suitable biasing means (not shown) and'by means of the energization of the acknowledging cam starter magnet ACS. This shaft 25 is gradually rotated in accordance with the progress of the train if the cam starter. magnet ACS is deenergized for the same reason that I gle mechanism is moved "from shaft 16 is rotated in accordance with the ing under a stop or danger signal, and to" inflict a penalty if the engineerfails to do so when required, and in order to force the engineer to make such repeated acknowledgments the present invention con-templates res toration and re-initiationof the. acknowledging shaft 25 after a distance of travelof said shaftfrom its normalposition.

In order that the acknowledging shaft 25 may be restored to its biased position automatically by means controlled by itself 'the restoring cam 30 is provided with switch mechanism of the-toggle type. This mecha-' nism, in the particular embodiment illustrated, consists of two switchmembers '32 and 33 pivoted at 34 and 35 and operatively connected by the link36. These switch members 32 and 33 assume either of their extreme positions, which are determined bythe engagement of rollers 37 "and 38against the curved surface of the cam 30, by'th'e action of the toggle spring 39 which spring tends to maintain this toggle mechanism in the last position to which it was operated by the cam portion '70 on the cam 30. This toggle spring 39.is oneof the compressiontype and is contained on the bifurcated guide rod 40 between the shoulder 41 and the washer 42 on this rod, and the'bifurcated portion of this guiderod straddles a stationary pin 43, so that the spring 39 is compressed for a time asthe tog one extreme position to the other. 7 i Sincethe present invention does not relate to any particular type of brake control mechaanism, but relates to train control systems generally which may include brake control mechanism of any desired type, anelectro pneumatic valve EPV has been illustrated for this purpose. This device EPV upon de- 7 energization may vent the brake pipe directly or may controlsuitable pneumatically operated brake control mechanism of any desired typge.

efore'the operation of the car-carried apparatus is taken up in detail, it iscon'sidered expedient to trace the normally closed circuits. Under normal clear 'traflic conditions ofthe' car-carried apparatus illustrated the main relay MB is energized for reasons heretofore given. I With the relay MR energized relay MR, wire 82, winding of the'high cam 370 2 starter magnet HOS, wire 83 back to-a common return wire C connected to the other terminal of said source of energy. I

I With the high cam starter magnet HCS energized the permissive speed shaft '16 assumes its normal biased position so that the sector 24 only opens thecontacts 23 when the speed of the trainis above a maximum ofsay, inilesperhour. With this cam shaft '16 in its normal position,'the distance cam 17'allows the contacts 46 to remain closed, thereby maintaining a closed energizing circuit for the acknowledging cam starter magnet ACS which may be traced asfollows; beginning from the terminal'B, wire47, contacts 46, wire 48, winding of the cam starter magnet HCS, wire 49 to the common return wire C. I

With the acknowledging-cam starter magnet ACS energized the acknowledging cam shaft 25 assumes its normal position, in which it has been illustrated, thereby maintaining a closed'energizing circuit for thebrake applying device EPV which may be traced as followsz-beginning at the terminal'B, wire 62, contacts 63 operated by the cam 28, wire 50, contacts 51, operated by the acknowledging-cam 29, wires device EPV, Wires 57 and 58 Windin of the device EPV, Wire 59 back g to common return wire 0. It should be noted that the circuit.

52, 53 and 54, cam-governor contacts 23, wire 55, front contact 56 of the able from B, contact finger and front contact 26 of MR, wire 27, contacts 23, wire 55, "stick contact 56 of EPV, wires 57and5'8, EPV, and Wire 59 to C. cuits will be aointed out in the o eration of the system. ith the device EP the brakes of the vehicle may be'controlled by the engineer, and the brakes may be. as sumed to be releasedat this time.

The functions of'these cir-' energized,

It maybe pointed out at this time that the car-carriedv apparatus is shown in its'normal clear t'ra'flic condition w1th the train moving at aspeed above, say, 2 miles per hour and less than 60' miles per hour, so that the contacts controlled by the speed sector 20 are open and the permissive speed or cam-governor contacts '23 are closed.

Operation MR train is moving in a clear block, but assumes As heretofore explained, the main relay assumes its energized. position if the danger. to caution in which case the relay MR remains unchanged.

'Let us assume that the tram is proceeding 7 along the trackway in a clear block and enters acaution block. Asthe train enters the cautionfblock the main relay MR assumes its deenergized ,position thereby deenengizing the high cam starter magnet HCS which in turn I initiates the cam shaft 16,-so that thev permissive speed atwwhic'h the vehicle may travel is gradually reduced through the medium of a floating lever 22 and the permissive speed train restricted to a suitable minimum of say lf) miles per hour at the run-out of this I cam 18, this permissive speed cam 18 being preferably so shaped that the permissive speed is restricted in accordance with a speed distance braking characteristic for a par ticular train and so that the speed of the cam. When the high camshaft 16 has almost reached 7 its ultimate position, the

projecting portion of the cam 17 engages the roller 60 thereby causing the contacts46 to open, and thereby deenergizing the acknowledging cam starter magnet'ACS and initiate ing the acknowledging cam shaft 25, WVith the acknowledging cam shaft operatively'connected to the wheels of the train V perform an acknowledging act in order to by reason of deenergization of :this cam starter magnet ACS, the signal cam 28, after 7 a. shortdistance of movement 'of the train, closes contacts 61, thereby applying energy to the acknowledging signal lamp 62 so that the engineer if alert is informed that he must avoid a penaltyfwhich penalty in the par automatic brake application requiring the train to be brought substantially to a stop. Proceeding "on the assumption that the engineer is alert and seesthe indication signal given by the acknowledging signal lamp .62- he" depresses the push buttonPB and in so doing causes this push button to beheld down by the holding magnet 22, this holding ma gnet being strong enough to hold the push button PB down but being unable to move this push button to its depressed position.

- With thepush button PB inits depressed I position a supplementalor auxiliary circuit for the device EPV is closed, which circuit is the same as the one heretofore traced through 62, 63 except that it includes contact 65 of thepush button PB and Wires 66 and 68 instead of contacts 51 and wire'52. 7' It should be noted that'depression of thejpush ticular arrangement shown consists of an button PB extinguishes the acknowledging signal lamp 62;

As the train pr'o'ceeds ai little farther into the, caution block,-the acknowledging cam 29' is rotated to a position to allow the roller 67 to ride into one, of the notches of'this cam,

depending on the direction of movement of' the train (pilot or tender leading) thereby opening the contacts 51. It should be noted, that if the engineer hadnot depressed +he push button PB; the device EPV would have been deenergized andan automatic'brake ap-, a

plication would have been imposed by reason .of opening ofthese contacts 51,;but since the r i I push button PB hasbeen depressed and .is E

now. held in its depressed "position by the holding magnet 22, the device EPV is maintained energized through this auxiliary cir-T cuit so long as contacts 51 are open, As the train proceeds a little farther the contacts51 are" again closed after: which the contacts 61 are again opened, thereby opening the auxe iliary circuit and breaking the energizing circuit for the holding magnet 22, thus allow ing the push button PB to returntoits normal position It maybe pointed out at "this J time that the distance moved by the train in a caution block before the contacts 46 are opened, plus the distance moved by the train from the time'the acknowledging cam starter magnet is deenergized by the openingjof these contacts to the time when contacts 51 open, is such that if the engineerfails to acknowledge the first caution signal the train is sure to be broughtto a vstopby an automatic brake application before it reaches thefsigna'l at danger,- it being remembered that the train has been restrictednto its minimum speed, of say 15 miles per hour,- at

the time such acknowledgment is'required.

.If, an automatic brake application isim- V posed by the'opening of the stick circuit for the device EPV for anyofthe reasons'here- V tof'ore given, this device EPV remains deenerg zeduntil a pick-up circuit for'this device EPV is closed. In thearrang'ement shown,-

lio

the device EPV is again. automatically picked A up as soon as-the speed has been reduced to say-less than 2 miles'per hour, as manifested by the closure of contacts 69 governed by thespeed sector 20. "This pick-up circuit for the device EPV is readily traced in the draw ing.

' It should be noted that the push button PB has been protected against misuse ;which might be effected by tying it down. or .other- 5 wise fastening it so as to place 'it'in its Iacknowledging position permanently, by ,pro-x v1d1ng this push button with a normally closed Contact opened when'thepushbutton is depressed and included in the energizing circuit of the brake control device EPV. The

device EPV does however not depend for-its energlzation on thispush button contactexcept at times whenthe acknowledging shaft has almost reached its ultimate position. That is, after a given distance of movement of the: train the acknowledging shaft-has r0, tated to a position to cause the contacts 63-, to open and under this condition the stick ci-r'- cuit for the EPV depends for its energy on I the integrity of the branch circuit in multiple with these contacts=-63-, namely the normally closed contact 4A of the push button PB. In other words the engineer is required to have: the push button. in normal position to avoid a brake application a short, distance before the acknowledging shaft reaches its ultimate position, so that he is prevented from tying or otherwise fastening this push button in its active position permanently.

The operation of the acknowledging cam shaft has thus far not changed the position of the toggle switch mechanism asso ciated'with the restoring cam. 30, because the" toggle spring89 maintainsthis mechanism in the position in which it is placed by" the cam 30, and since this cam has not yet been turned far enough to allowthe cam portion" 70 to engage the roller88, this toggle switch mechanism still remains in; its normal position.

tion, and as soonas these members are moved After the train: has proceeded along the track with the cam starter magnet HCS deenergized substantiallythe distance atwhich a repeated acknowledgment is required, the cam portion of the restoring cam 30 en'- gages the roller 38 and thereby moves the members 32 and 33 from their normal posibeyond the mid stroke, the compressed spring 39 completes the movement of the toggle mechanism to the dotted position, so'that the contacts 71 and 72 bridge theirrespecti-ve sta tiona ry contacts. With this toggle switch mechanism in its dotted position, another auxiliary circuit for the brake control device EPV is closed,which circuit may be traced as follows :beginning at the battery B, wire 73, contact 71 of. the toggle switch mechanism, wires 74 and 54, cam-governor contacts 23, wire 55, stick contact 56 of the 'EPV, wires 57 and 58, windingof the EPV, wire 59 to the common'return wire C. I I v From the tracing: of this'circuit, it readily appears that no acknowledgment is required so long as. the toggle switch mechanism assumes its abnormal-dotted position; Also, with this toggleswitch mechanism in its ab-- normal dotted. position, an auxiliary circuit for energizing the acknowledging cam-starter magnet ACS is completed, which maybe traced as follows :-beginning at theterni-in al of the battery B, wire76,icontact-72ofthe tog Igle switch mechanism, wires 7 7 and 4:8, winding'of the cam starter magnet AGS,wire 49 to, the common return wire C. With-this cam starter magnet ACS energized the: acknowledging oam shaft 25, by reason of its biasto i n rma p si ion, is retu ned. tethe' no mal speed cam shaft.

position, in which it is illustrated, and it should be noted that upon its return to normal the momentary opening of acknowledge ment enforcing contacts 51 will: not effect a brake application, even though no acknowledgment is made just prior to this return of the cam, because the device EPV is energize'd through the contact 71 of the toggle switch mechanism during the returning cycle of the acknowledging cam shaft 25..

With the toggle switch mechanism returned to normal, the energizing circuit for the cam starter magnet ACS is again broken and the cycle of operation of the acknowledging shaft 25 is repeated, this continuing so long as trafic conditions are dangerous and contact 46 is open. When trafiic conditions clear upIthe cam shaft 16 for well known 6 reasons is restored, contacts 46 are closed and the cam shaft 25 is restored to normal.

We have just considered how the acknowl edgment enforcing contacts 51 are. shunted by contacts 71 of the toggle switch mechanism upon restoration of the acknowledging shaft by this toggle switch mechanism. Let us now considerconditions when this acknowledging shaft is restored by reason of a change to clear trafiic conditions, that is, let

us assume that traflic conditions clear up and I that the. acknowledging shaft is restored by reason of the restoration of the permissive Under these conditions noacknowledgment is required inspite of the opening of contacts 51 because the device EPV is now energized by the following circuit closed when the main relay MR is in its energized condition; from terminal B, contact 26' of relay MR, wire 27, cam-governor contacts 23, wire 55, stick contact 56 of EPV,

wires 57 and 58, winding of EPV, wire 59 to the common return wire 6.

The apparatus described therefore, in addition to requiring the engineer to restrict the speed of the train in accordance with the signal restrictions ahead to avoid an automatic brakeapplicati'on and the resulting penalty requiring the train to be broughtsubstantially to a stop, requires the engineer V to acknowledge the first danger signal (th train. speed having" been" automatically re quired to be restricted to a minimum of, for

example, 15 miles per hour on passing a can- 'tion signal, due to initiation of HCS) and perform a similar acknowledging act at repeated intervals of distances so long as the.

train is traveling in danger or cautionterritory. The penalty for failure of the engineer to manifest hisvigilance, by performing the manual act called acknowledgment,

also consists in requiring the train to be brought substantially to'a stop. The mechanism provided to carry out this ma-ni-festw' tion of his vigilance not only protects the train in case the engineer is dead or incapacitatfidibut also p tect t e t ni theeveet 7 simple typeof automatic train control system to which the present invention has been applied, and having illustratedarat-her specific .mechanism for carrying'o ut the functions otasystem embodying the present invention, it is desired to be understood that this has been done for therpurpose of illus trating the invention rather than showing the scope of the invention or the particular mechanism preferably employed in practice, since, for nstance, the same general arrangement wofrrequiring acknowledgment by the" distance interval maybe applied to either intermittent orthree-position continuous inductive type train control systems by making suitable additions and changes toadapt the inventiontosuch systems, and all without departing. from the scope ofthe invention or the idea otmeans underlying the'samefl What is claimedasnewand desired to'bei secured by Letters Patent is 2'- i e 1.:In an automatic train control system, the combination ofa speed restricting device governed in accordance with traffic conditions ahead and initiated if traflic conditions ahead aredangerous so as to gradually re-' duce thepermissivespeed at which the ve-Z ing the brakes regardless of any substantial speed at Which thetrain is traveling and effective a predetermined distance after said speed restricting, device has been initiated, a'ndjmeans for preventing said last mentioned means from applying the brakes effective if actuated at repeated distanceiintervals. 2. In an automatic train control system the combination of a brake setting appliance, means requiring t'he'engineer to manifest his vigilance upon the approach ofhis train to a signalset at;danger andtherea'ft'er at repeat- "ed distance intervals by actuating a manumanually operable device when required, and 'it the engineer maintains said (IGVICQ operated for more'than a predetermined distance interval. i V v V 3.' An automatic tra'n control system comprising, a'brake setting appliance, means for rendering said applianceactive including a r permissive speed device and an actual speed device and effective if the actual speed ex ceedsthe permissive speed, and other means for rendering said appliance active includ ing means effective after the train has traveled a predetermined distancein dangerous territory unless a suitable manually operable device operable independently of the train" Sped, is p r ted at repeated distance {intervals of travel. I i a 4. An automatic train fects'an automatic brake application; twoindependent means for maintainingsaid device energized, one of which is efie'ctive so long as tlle tl'illn istravel ng in clear territory and a control system (50m prising, a normally energized stick electro-' responsivedevice which is de-energized' ef- 7'5 predetermined distance in danger territory,"

and the other of which-is effective if a suitable manually operable device is operated repeated distance intervals. 7

; 5. In an automatic train control system, ve-

hicle-carried apparatus comprising a permissive speed means which appliesthe brakes of the train it thespeed is excessive, means for initiating said permissive speed means under dangerous trafficicdnditions ahead for rendering it-activeafter a given interval of V e-V hicle travel from the point in tiated to impose a minimum speed restriction, distance gov:

ernedmeans forsuccessively actuating a cab signal and a device for imposing an a m maticbrake' application regardless of speed above; a predetermined minimum after a given distance of vehicle travel from the point a at which said mi'nimumspeed restriction was imposed, andmeans including a' manually.

hicle may travelwithou t incurring an autooperable member for preventingthe"auto matic brake application, means for a-pply-' matic brake application regardless of speed provided said manually operable member is operated at predetermined successive intervals of'vehicle travel from the point at Which said minimum speed restriction was initiated] 6. In an automatic train control systcm,'the combination of a shaft normallyassuming its biased inactive stationary position,"normally inactive means governed in 'accor'dancewitlr traflic conditions ahead which when active rotates said shaft from its biased position, and means governed by said shaft and effective first mentioned means is inits activecondition. V i

7 In an automatic train control system, the

combination of a normally energized brake control device which de-energized effects an automatic brake application, speed governed meansfor de-energizing said brake control device if the speed of the .train is "excessive, means for de-energizing said brake. control device regardless of the speed of the I train,-provided it beabove'a predetermined.

minimum, effective under predetermined traffic conditions alwadamanually operable gnome-4.:

and danger traffic conditions, a normally energized brake control device energized by a stick circuit, speed controlled mechanism governed-by said control relay for controlling said brake control device, means governed by said control relay formomentarily breaking the stick circuit of said brake control device at repeated intervals of distance and effective so long as said control relay is deenergized and regardless of the speed of the train, and normally inactive manually operable acknowledging means for shunting the break in said stick circuit effected by said last mantioned means. I

9. In an automatic train control system of the two position continuous inductive type, a car-carried control relay energized in response to current flowing in the usual track circuit ahead of the train under clear traffic conditions and de-energized under caution and danger traffic conditions, a normally energized brake control device energized by a stick circuit, speed controlled mechanism governed'by said control relay for controlling said brake control device, means governed by said control relay'for momentarily breaking the stick circuit of said brake controldevice at repeated intervals of distance and effective so long as said control relayiis deenergized and regardless of the speed of the train, normally inactive manually operable acknowledging means for energizing said brake control device in spite of the break in the stick circuit effected by said last mentioned means, and means for de-energizing said brake control device if'said manually operable acknowledging means is not re turned to its normal position after each operation thereof.

, 10. In an automatictrain control system of the type in which influences corresponding to traffic conditions are continuously transmitted from the trackway to a moving vehicle, a brake setting appliance maintained inactive in response to said influences while the vehicle is traveling under favorable traffic conditions ahead, means requiring the engineer to manifest his vigilance when influences corresponding to unfavorable traffic conditions are first transmitted from the trackway and thereafter atrepeated distance intervals so long as unfavorable trafiic condi tions exist by'actuating' a manually operable device, and means for actuating said brake setting; appliance if the engineerfails to,

actuate saidf manually operable device when required. 7

11. In an automatic train controlsystem, the'combination of a brake setting appliance, means driven in accordance'with'the progress of the vehicle for actuating said brake setting appliance at repeated distance intervals:

under unfavorable trafiic conditions, and a manually operable deviceroperable independ' ently of the train speed; acting. to prevent the actuation ofsaid brake setting appliance by said means if operated'at repeated distance. intervals. 1 i

12. In an automatic train control system,

the combination'of' a brake'setting appliance,

means driven in accordance with the-progress of the vehicle for actuating said brake see ting appliance atv repeated distance intervals under unfavorable traffic conditions, and a manually operable device actingto prevent the actuation of said brake setting appliance by said'means it operated at repeated distance intervals, said manually operable device including means for actuating saidbrake setting appliance if said device is maintained operated for more than a predetermined dist tance interval.

1'3. 1 In an automatic train control system, the'comb'ination ofa normally energized" brake control device which ifde-energized' efiects an automatic brake application, speed governed means for de-energizing saidbra'ke control device if" the speed of thetrain is excessive, rotary means driven in accordance with the progress oft-he vehicle for de-eneixgizing said brake control device regardless of the speed of the train above apredeterminedf slow speed limit and effective under predetermined traffic conditions ahead,a manually operable: acknowledging device whichif operated from'its normal position prevents d eenergization of said brake control device ir= respective of the condition of said rotary" means, and means controlled. by said first mentioned means for de energ'iz-in'g fsaid? brake control device If said acknowledging means is not returned to it's normal position.

14. In an automatic train control system,

vehicle carried apparatus comprising a permissive speed means which applies the brakes of the trainif the speed is excessive, means for initiating said permissive speed means under dangerous traflic conditions ahead for rendering it active after a given interval of vehicle travel from the point initiated to impose a minimum speed restriction, distance governed means for successively actuating a cab signal and a device for imposing an automatic brake application even though the speed of the vehicle is below said minimum speed after a given. distanceof vehicle travel IOQ from the point at which said minimum speed restriction Was imposed, said distance gov-- erned means comprisingfashaft normally biased to an inactive position, normally inactive means initiatedby said permissive speed means When'said minimum speed restriction is imposed, and when: in tiated rotating said shaft fromits lIlEtCtlVQ'POSltlOIl in accordance with the progress of the vehicle, means governed by said shaft and effective if said shaft is rotated through a certain angle for permitting said shaft to return to its biased position and for again permitting the'first mentioned means to rotate said shaft against its bias,"wher eby the cycleof operation of said shaft is repeated so long as said first mentioned means is in its active condition, and means including a manually operable member for V {preventingthe automatic brake application regardless of speed 'above' a predetermined lovv limit providing said manually operable member is operated at predetermined successive intervals'of vehicle travel from the point atwhich said minimum speedrestriction Was initiated; 1

.15. In an automatic the twojposition continuous inductive type,

imined distance interval; y 'In testimony whereof I aflix my signature.

acar-carried control relay energizedvin're- {sponse to current flowing in the usual track circuit ahead of the train under clear traflic conditions and de-energized under caution and danger traflic conditions, a normally energized brake control device energized by a stick circuit:andadapted to apply the vehicle --brakes when *de-energized, speed control I mechanis'm governed by said control relay forcontrolling the energization of said stick circuit, distance operatedmeans governed by said control relay for momentarily breaking said stick circuit at repeated distance intervals and effective so long as said control relay is tie-energized and regardless of the speed of the train, anormally inactive manually operabledevice acting when operated to ishunt the break in said stick circuit effected bysaid distance operated means, and means for breaking said stick circuit if saidmanually voperableacknowledging device is main-' predetertained operated for more than a WVINTHROP Ki HONE.

train control system of

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