US1800972A - Train stopping and speed-controlling mechanism - Google Patents

Description

Ap 1931- F. c. WILLIAMS ET AL 1,300,972

TRAIN STOPPING AND SPEED CONTROLLING MECHANISM Original Filed uly 1926 3 Sheets-Sheet l 1 m/rz-wra/rs I k: a Bank ciW/y/lc wzs g April 14, 1931. F. c. WILLIAMS ET AL 1,300,972

TRAIN STOPPINGIAND SPEED CONTROLLING MECHANISM Origizial Filed July 28, 1926 5 Sheets-Sheet 2 m i E NMN mum April 14, 1931 F. C. WILLIAMS ET AL TRAIN STOPPING AND SPEED CONTROLLING MECHANISM Qriginal Filed July-28, 1926 3 Sheets-Sheet 5 0 Nb NEW N@ TTOHNE) Patented Apr. 14, I 1931 UNITED STATES PATENT OFFICE FRANK c, WILLIAMS, on PHiLADELPHIA, AND GEORGE H. WIL AMS, F HARRISBURG,

PENNSYLVANIA TRAIN STOPPING AND SPEED-CDHTROLLING MECHANISM,

Application filed July 28, 1926, Serial No. 125,352. Renewed September 10, 1930 Our invention relates to train stopping and speed controllingmechanisms operating automatically and independently of human interference, to reduce the speed of a train to pre- 1;; determined speeds whenever the engineer attempts to drive the train at a speed faster than predetermined for the block under the then existing conditions, as may be indicated by the block signal system forthe block in 3 which the train may be, or is about to enter, and willstop the train or reduce the speed of the train to a stop or very slow speed it the engineer attempts to pass a danger signal.

A further object of our invention is to prois vide a mechanism of the character above re ferred to which is operated by waves of predetermined unitorm frequency or length transmitted directly to the rails or to a rail at the far or departure end of the block, the transmitter for each block being controlled by the block-signal system and being operative to control the train speed when the train is in the block with which the transmitter is connected.

A further object of our invention is to provide a train with a plurality of radio receiving sets, each of which is tuned to and will respond only to one set of waves sent out from the transmitting station of the block in 0 which the train may be, said Waves being received by the radio receiving set directly from the track through the wheels or truck and a wire or metal connection from-the wheels or truck to the tuned receiving coils of the receiving sets.

A further object of our invention is to continuously produce from a transmitting station located substantially at the departure end of each block, waves or o'scillations'of two distinct and different lengthsor frequencies and to transmit, to the rail, waves of one of said lengths or frequencies so long as the block signals are set forone position, e. g,

safety; to cut oil the transmission of said waves when the signal is set to another position, e. g., caution and to simultaneously transmit, to the rail, waves or oscillations of another frequency or length; and to cut off and transmit no waves whatever to the rail ill) when the signal of the block signal system is set to another position, e. g., danger; and to control the transmitting and cutting ofi of thewaves to the rails entirely automatically and by the block signal system itself.

A further object of our invention is to control and varythe kinds or lengths or frequencies of waves transmitted to a rail from afield transmitting station at the departure end of albllock by the block signal system of said 1 00 r. i In order to illustrate the manner in which our train controlling mechanismis operated, it maybe stated that one of themost commonly used block systems of the present time is an automatic system, so operated that the presence of a train in a particular block will throw the signal at the beginning or entrance end of that block to danger (red) position; will throw thesignal at the beginning ofthe block next in the rear thereof to caution (yellow) position and the one behind that to clear (green) position. Thus a train controls three signals, namely, that last passed by the train and which is danger (red) the next behind the danger signal which is caution (yellow); and the next behind the caution signal which is safety or clear (green) This system is calledthe normally clear block signal system. It is the object of the present invention to control the transmission of Waves from each transmitting station, by the block signal of the block to which the transmitting station is connected so that when the signal is set to danger no waves will be transmitted from the transmitting station to a rail of that block; when said'signal is set to caution only one kind, length or frequency of Wave will be transmitted to the rail from said transmitting station; and when the signal is set to clear another kind, length or frequcncyof wave will beinstantaneously transmitted to the rail, and the transmission of the other said kind or frequency of Wave will be simultaneously automatically discontinued.

A further object of our invention is to providea train with two radio receiving sets, each tuned to respond to but one; of the two kinds, lengths or frequencies of waves transmitted to the track from the transmitting station of the block in which a train may be, and to operate cab signals thereby, said receiving sets being operative to display one signal light in the cab indicative of the track condition when waves of one frequency are being transmitted to the track; to display an- I other cab signal light when the other receiving set is receiving oscillations or waves of another frequency and indicative'of track conditions, and to display a thirdcab slgnal when neither set is receiving oscillations to which it is attuned; said, receiving sets, in like manner being operative to actuate an automatic speed controlling mechanism for the train to prevent the train from traveling at a higher speed than that predetermined for a train under the signal conditions indicated by the signal of the block.

A further object of our'invention is to provide two radio receiving sets, each tuned'to respond to but one of two lengths, kinds or frequencies of' waves transmitted from the field or track transmitting station, said two receiving sets being operativeto display cab signal lights which may be the standard signals, viz., green for safety, yellow for can- 'tion and redfor danger, the display of signals being dependent upon whether one or the other or neither of the sets-is receiving waves from the transmitting station; and to provide also a fourth cab signal light which, for instance, may be blue and which will be illumined only when a block or block section must be traversed at a predetermined reduced speed of, for instance,

twelve miles an hour, as inpassing through yards, around sharp curves and just prior to traversing a cross over, which track con dition may not be ind-icated'by the block signal system. I

A further object of our invention is to pro videa train with two radio receiving sets,so combined and so cooperating with an automatic speed responsive device, the throttle or controller handle, and the brake applying mechanism,'as to automatically apply the.

brakes and control'the throttle whena train 7 enters a block controlled by the block signal system at a speed higher than that predetermined for that signal'and to hold the brakes applied until the speed of the train has been reduced to that predetermined speed and to automatically releasethe brakes when the speed has been'reduced to the proper speed so that the engineer may proceed so long as he proceeds no faster than the speed predetermined for that block or under the then existing conditions indicated by the block signal. 4 i

" A further object of our invention is to provide the locomotive ortrain or motor of a train with radio receiving sets responsive only to waves transmitted: to a rail from a transmission station connected to the .depar-j ture end of the block in which a train may be,

1,800,972 a a "E? .vide an arrangement whereby if the speed indicator, which cooperates with the brake applying mechanism, indicates that the train is moving ina block ata speed higher than c that corresponding to the block signal of that block the brakes will be applied and the speed of the train automatically reduced to the proper speed. 7 1 o v A further object of our invention is to provide an'arrangement whereby if the speed indicator which cooperates with the train controlling mechanism sticks, orib'reaks or falls toits lowest p0sition, which would, under proper operation, hold the stop valve energized, and permitthe engineer to run at any speed regardless of the signal, then the control of the train is taken out of the hands of the engineer or motorman and-the speed of the train is automatically reduced to stop or slowest speeds ,(for instance, three miles an hour), and the train cannotthere after be driven at a speed higher than that until the indicator is repaired.

Arfurther object of our invention is to provide a train stopping mechanism wherein the speed of the train maybe automatically re duced to a safety? speed of say twelve miles an hour (which is the speed at which trains usually travel through yards, around sharp curves or stretches of track; immediately in advance of a crossover) independent of the block signal system. In other words, the" block signal may indicate .that the track is clear but the speed controlling mechanism will operate to'automatically reduce the speed of the train to, for instance, twelve miles an hour oversuch stretchespr section of the track, if the engineer attempts to l traversethe same'ata higher rateof speed than the twelve miles an hour or yard speed. A further objectlofour invention 'is to provide a transmitter station, at the departure end of a block, with two tuned circuits, each excited by a'reed vibrator, vibrating at a fixed constant frequency, but differ.-

ent each from'the otherfand to alternatelyv oonnectsaid tunedcircuitswitha rail of-the track by and in accordance with the block signal system,-whereby one or the otherof said tuned circuits alternately will transmit, to the rail, oscillations of the frequency of the respective tuned circuit and to provide the train with tworadio receiving sets, thev tuned coilsgof which are electrically conneoted to the track; said two receiving sets being operative to control three cab signals and to restrict the speed of the train to one of three speeds (high, cautioni. and slow or stop speed), dependent upon whether one, the other or neither of the receiving sets is receiving oscillations from the transmitting station of the bloclrto which the receiving sets are connected.

Other objects of our invention will appear in the specification and claims below.

Referring now to the drav 'ings forming a part of this specification and in which substantially the same reference characters are used throughout the various views to designate the same parts, V

Fig. 1 is a diagrammatic view of a track divided into three complete blocks and parts of two more blocks with four signals (one for the beginning of each block) and four transmitting stations (one at the departure end of each block), the signals being automatic block signals (the control circuits of which are not completely shown, but which may be of any approved type) eachsignal at the beg ginning or entrance end of a block controlling, through the rails, relays connected to the entrance end of the block, the relays being operative each to throw a set of switch arms to one of three positions. The mechanism for effecting this throw of a set of switches by a relay is the ordinary block signal relay such as is commonly in use and we utilize this block signal relay to electrically connect the traincontrol transmission circuits alternate.- ly to a rail at the departure end of the block next preceding the block in which the signal is, or to interrupt the transmission of said waves thereto;

Fig. 2 is the radio receiving apparatus carried by a train and the train speed controlling mechanism, the receivers being electrically connected to a wheel of the truck which in turn is, of course, in Contact with the rail. In this figure is also shown the cab signal systemand the recorder which is operative to automatically make a record 01' the number of times the train stopping and speed controlling mechanism is operated.

Fig. 3 shows a modified way of obtaining a current for the tuned transmission'circuits by a step-down transformer.

F lg. 4 is a modified construction similar to that of Fig. 1, but in which the radio relays in the radio circuits directly control the train speed-controlling mechanisms and cabsignal circuits.

Fig. 5 is a diagrammatic view illustrating one type of reed vibrator which may be used atthe equipment in the field transmitting station of each block.

At the outset, and for the sake of clearness, we may state that in the ordinary block signal system, the signals are set to three positions, namely, clear, (2) caution and (3) danger or stop?. In the system herein detive.

scribed, the signal, when set to clear? or green, connects one tuned transmitting circuit to rail "of thetrack. The signal, when set to caution, or yellow, disconnects the tuned circuitlast above referred to from the rail and instantaneously connects the second tuned circuit to the rail, and the signal, when setv to danger or red, disconnects both tuned circuits from the rail so thatno oscillations are communicated to the rail. Two transmitting circuits only are needed at each station to control the three train speeds.

Under these conditions but two receiving sets are necessary on the train, one responsive to the waves transmitted when the signal next ahead is green, the other of which is responsive to the waves or oscillations transmitted when the signal next ahead is yellow or caution; said receiving sets are, of course, inoperative to receive waves from the transmitting station when the transmitting circuits are disconnected from the rail. Each of these two receiving sets includes and controls an electromagnetf l/Vhen asset is receiving oscillationsor waves it energizes an elcctromagnet. When it is not receiving, the magnet is not energized. These magnets actuate armatures which control electrical circuits. When one magnet is energized by reason of the reception of waves ,(e. g. those transmitted whenever the track signal is a green signal) the circuits are controlled to show a corresponding light (in the example given, green) in the cab and to maintain the train speed controlling mechanism inoperahen the other receiving set is receiv ing oscillations towhich it is tuned (e. g. corresponding to a yellow caution signal) its radio magnet is energized while the firstmentioned magnet is de-energized, and the circuits controlled thereby display a caution light in the cab and actuate the speedcontrolling mechanism to reduce the speed of the train to .caution speed, which may be assumed to be twenty-five miles an hour. Then neither receivingset is responding to waves from the transmitting station and both magnets are consequently deenergized, the armatures of the radio magnetsare operative to close an electric circuit to display a red or a dtfigel light inthe cab andxto actuate the speed controlling mechanism to bring the tra-into stop or to a very slow speed of, for instance, three miles an hour. 5

But, in addition to these three trackv conditions there is a fourth condition which is not usually displayed by the automatichlock signal system, and which callsfor yard or sharp curve speed. It may, for convenience, becalled a predetermined speed of twelve miles an hour. It is nowthe duty of the engineer to traverse such portions of the track to whichthis condition applies at a speed of notmore than twelve milesan hour. o have therefore provided and have herein ceivers' above referred to, andthis third transmitter is installed at stations of every block in which the twelve mile or yard speed limit regulation'or condition'does not ap ply. Over any section of trackwherein the 7 when the train is; passingover a twelve mile. yard speed section. Over such sections the twelvemile condition applies, the third transmitter is omitted; To cooperate with this third transmitter we provide the third receiving apparatus with a tuned circuit which, as hasbeen above indicated, will be maintained energized all the time except radio elect'romagnet, controlled by the third radio receiving set,'will become de-energized, and when the armature switches controlled bysaid magnet fall, they will close an electric circuit to display a fourth light (twelve mile speedlimit light) in the cab, and will also actuate thespeed controlling mechanism to reduce the train speed to twelve miles an hour if,"in traversing such av section, the speed of the train be higher than the said predetermined speed oftwelve miles an hour.

Thus, for controlling the speed of the train in accordance with the automatic block Sig-- nal system now inuse on tracks but two transmitting circuits and two receiving "circuits are necessary butwhen it is desired to control the speed of the train independently of the block signals'to a fourth speed of, e. g., twelve miles an hour, (around curves,

7 through yards and preparatory to or in making a crossover) we simultaneously transmit to the rails waves of'two different frequencies at all times; except over what we have termed twelve mile sections of track and over these twelve mile sections there will be but oneset of oscillations or waves imposed upon the rail at any time, or no oscillations or waves at all.

In referring to the track it is assumed that the track shown in the drawings is a onewayftrack and that the trains traverse: it

from'right to left. By the beginning or .entrance end of a'block is meant that part of the track firsttraversed by a train on 'e-ntering the block and the exit end or' departure end of a block is that portion of a block last traversed bya trainin leaving the block.

The field equipment includes the block signal system, the wave transmitting stations v and the.- electric circuits for operating the same diagrammatically shown in Fig.- 1. The trainequipment includes the automatic brake applying mechanism, an automaticccab signal systenna speed indicating and controlling mechanism and a radio receiving apparatus, comprising a plurality of radio re ceiving sets, each tuned and responsive only field transmitter, the e ectricf circuits carried by the train, andthe throttle controlling mechanism and preferably an automatic recorder on which is made a record of the number of times thespeed controlling mechanism is automatically operated, all as diagrammatically indicated in Fig. 2 or Fig.- 4-. The automatic block signal system of the railroad operates inthe usual manner, and, therefore, a diagram only of the same. is shown in Fig. 1 wherein there are indicated the beginning of, block A, three complete blocks B, C, D and the departure end of'block E. Between the rails 1, 2 of each block there is: inserted suitable insulating material.

The rails 1, 2 of each block are preferably provided with a low voltage two-phase alternating current which may be obtained from thehigh voltage line 3 and transformer 4'. The lowivoltage signal circuit includes the secondary coil 5, the lead 6 to the reversing switch 7, the lead 8 to the rail land through raill to wire 9 at thebeginning'of or entrance end of ablock, to a two-phase clockwork polarized track relay 1O ofblock signal positioned at the beginning or entranceend of said block, thence by .wire 11 through rail 2 and lead 12 to said reversing switch7 and thence by wire 18 back to the secondary coil the low voltage signal current willibe sent through the rails in the opposite direction. The reversing switch is operated from'its adjacent signal S, that is to say, the.switch 7 connected to the rails at the exit end of block B is operated by thesignal S located at the beginning of block A,'and so on throughout thelength of the t,rack.' The direction of the 7 flow of the current 'infthe track rails islthe same under the fcaution. indication of the signal S as it is under the clearlindic ation of signal Sand. this direction may be called the normal direction. When, however, the signal S isin danger position, such" as is indicated in connection withth'e exit end of block G, (or the entrance end of block B),

then thereversing switch 7 will be "thrown to the position shown'in block C and the'current will be fed through the'railsin a dimetion reverse to that of thexnormaldi-rection tothrow the signal Siat' the. beginning of block G :to caution position. A further description of this mechanism and operation will be given below. I When the. current flows through this circuit in onefdirection, thepolarized relay 10 will throw the armatureH of the signalsystem (shown in dotted lines) to the position shown in connection with the relay 10 of block A. When the current flows through the said circuit in the opposite direction, then the armature 14- will be thrown to the limit of its movement in the opposite direction, that to say, to the position sl-iown under the relay lO connected to the railso'f block G. lVhen, however, a tram T 1s 111 a.

bloclr, as illustratcdin block B, thenthe trucks 15 short-circuit the signal current supplied thereto from the transformer 4 of the block irres'aective of the direction of the current in the rails and the relay 10 of that block is tie-energized with the result that the armature Plot the signal system occupies a neutral position, such as is shown at the beginning of block B, (or exit end of block 0) Thismovement of the armature 1 1 is operative to throw the signal S connected'thereto as indicated by the dotted lines, to safety, danger and caution positions, as is respectively shown in the signals in the beginning of blocks A, B, 0. Thus it is that the relay 10 (and the train when it is in the block) control the position of its signal S and the signal S controls the position of the reversing switch 7. Whenever the signals S are in safety or caution position, the current supplied to the rails at the exit ends of the blocks will flow in the normal direction but whenever a relay 10 is tie-energized then the signals S will throw the reversing switch to a position to reverse the current supplied to the block controlled by the relay 10 to throw the succeeding signal of the block next in the rear to caution position. We utilize these polarized relays 10 of the block signal system to control the transmission of waves from the transmitting stations by making cach relay actuate at least two, and, if desired, three, other switches 15, 16 and 17, the movement of which will be exactly like that of armature 14. The switch 17, may, however, be entirely omitted for it is the switch which controls the; transmission of waves or oscillations to effect the operation of the twelve mile or yard speed limit control, which controlis generally not ellected by theblock signalsystem. When it is employed, however, its function is to supply waves of a predetermined frequency to the track except in those blocks or sections of a track wherein thetrain speed should not be over twelve miles an hour. In. the trans.

' mitting stations of such blocks, the switch 17 may be omitted together with the circuits controlled thereby as will be referred to again below. Such ablock is indicated in Fig". 1 as block D. In every block there are two transmitters TY and TG, each ofwhich includes a circuit comprising a battery, 18, a coil 19, a reed vibrator 20 and a variable tuning condenser 21 bridging the coil 19. The reed vibrator may be of any approved commercial type. In Fig. 5 we have shown, in a diagrammatic manner, one type of'reed, vibrator reed vibratorsat each transmitting. station mustbe effected toproduce two or three different tuned circuits for each transmitterstation. This may beelfected by. providing-each of the reed vibrators of a station; with cams 20 having a. different number of-projections.v thereon, the cams all being rotated at, the.

same speed, or the cams may be all-alike and the shafts on which the cams arerotated may, be revolved at. different constant Speeds. But the preceding description is not to become strued aslimiting this application to this par,- ticular type of reed vibrator for anielectro magnet interrupter, such as is used for-intone rupting a primary circuit of induction coil, 7 may be used as the reed vibrator whendesired. The circuits of the vibrators may betuned and; adjusted to produce oscillationstherein of any predetermined and desired frequency. From the transmitting circuitTY (yellowtransmitter) a lead 22 ,extendsto the pivot of the switch 15 controlled by the relay magnet 10. This switch 15, in one of itsextreme positions or at thelimit'ottits motion in one direction, is maintained out of engagement with. its contact point 23, but in its other extreme position, it engages said, contact, point 23 whichis connected by wire 24 to the rai1.2. lVhen the switch 15is inengagement with its contact point 23, the oscillations of thetransmitting' circuit TY are transmitted. torail'2. Similarly, the transmitter TG? (and the. transmitter TB: when employed) comprises the same arrangement of battery 18, 0011.19, reed vibrator, and tuning condenser 21; A wire 25 from the oscillating circuit of: the

nected to the pivot of the switch 16 whichisa single contactiswitch and itscontact point 26 is connected by wire 27to the wire 2ljleading, to the track 2. The switch 16is inengagement withits contact point 26in one of its extreme positions andthat is alwayswhenthe switch 15 is in its extreme position and outofen-H gagement with its contact point 23'.

And when the transmitter TB (blue transmitter) is employed it; is connected by wire 28 to the pivot of switch 17 which-is a twopoint switch and this switch 17 isadapted. to engage with one or the other of its bridged contacts 29, 29. Whenever the switch arm 1? is at the limit of its throw in either direction a contact 29 (and consequently the tuned circuit of transmitter TB) is connectblock A. and the signal S there located, when j the signal S is in the clear position, then the switch arm 15 of transmitter TY is in its remote position from its contact point 23 and no oscillations are transmitted to the rail 2 from transmitter circuit TY. But switch arm 16 is in engagement with its contact 26 and transmitter TG' is connected to rail 2 and the oscillations of the circuit of trans-' mitter TG (green) are communicated to the rail 2. When a transmitter TB is employed, then switch 17 willbe in engagement with one of its contact points 29 and the oscillating circuitof the transmitter TB will also be impressed on the rail 2. As shown in the signal system at the beginning of block B,

when thesignal S is in danger position, (as due to the presence of a train in block B), then the relay 10 will bede-energized and the armatures 15, 16 and 17'will be out of engagement with any of their contact points and none of the transmitters will be connected to the rail.

As shown at the beginning of block C, when the signal S is in caution position, then the switches 15 and 16 will be in their extreme positions opposite to that shown at the beginning of block A, the transmitter TY willbe connected to the rail 2 and the transmitter TGr will be disconnected from the rail. Under these conditions, however, whenever there is a transmitter TB it will also'be connected to the rail under caution conditions.

To briefly recapitulate, when the signal S is in safety position, which is indicated by a green signal, then the transmitter TG (green) is connected to the corresponding rail and the transmitter TY (yellow) is disconnected from the corresponding rail 2; when the signals is in danger (red) position, then both the transmitter, TY, and the transmitter TG are disconnected from the corresponding rail; and when the signal S is in caution (yellow) position, then the transmitter circuit TY (yellow) is connected to the correspondingitrack rail 2 and the transmitter TG (green) is disconnected from the corresponding track rail 2. These 7 three positions are the conditions indicated by the usual ordinary automatic block sig-' nal system. Whenever our yard speed controlling mechanism is installed on the train, then there will also be a yard speed transmitter TB always connected .to'the rail, whenever either of the transmitters, TY or TG, are connected to said rail, (in all blocks where the twelve mile limit does not apply),

' and the connection ofwhich to the rail, will be always broken when the transmitters TY and TG. are disconnected from the rail.'

Over a block or asection ofa block in which there isa twelve mile or yard limit speed, the transmitter TB will be omitted in the transmitting station.

.The above is a brief and yet comprehensive explanation of the radio transmitting stations and the manner in which the two, and

at times three, wave transmitting circuits are connected to and disconnected from the track. It will be understood that by reason of the adjustment of the tuning of the transmitters TY, TG andTW, said circuits will oscillate regularly continually, but at different frequencies. They are adjusted to oscil' that of the transmitter circuit upon the track. The receiving apparatus which is carried by the train is shown in Fig. 2. When the apparatus is arranged to control the train' in accordance with the automatic block signal system only, that is, to respond'only to (1) clear, (2) caution and danger or stop positions of the block signal system, then there will be only'two radio receiving sets installed in the receivingapparatus,

namely, the yellow or caution receiver- RY and the green or safety receiver RG. When, however, the twelve mile or yard speed control forms apart of the controlling system, then there will be a third radio receiving set RB (blue receiver) which is responsive only to the waves impressed upon the track by the transmitter TB. These receiving sets BY, RG and RB may be of any approved tyye. and are respectively tuned to respond only-t0 the waves transmittedto the rail from the transmitters TY, TG and TB respectively. The variable oscillation coils" or inductors 31, 32-and 33 of thecircuits of the receiving sets RY, RG and RB respectively, are all electrically connected to the rail2, as by a'wire 34 connected-to the truck 35, i. e.,' they are grounded to the truck'or wheel 35 and are thus connected directly to the rail 2. In this manner the oscillations impressed upon the rail 2 from the transmit:

ters TY, TG or TB are directly electricallyconnected to the coils 31, 32 and 33 of the radio receiving sets TY, TG and TB and since'the circuits including these coils 31,32

and 33 are respectively tuned to respond only to one of these .threeradio wave frequencies,

when transmitter TY'is impressing its waves or oscillations upon the track, the receiving set RY will. respond thereto and the other sets will not respond thereto. When transmitter TG is impressing its waves or oscillations upon the track or rail then the receiv ing set RG only will respond thereto and when .transmitterTB is impressing its waves radio magnet 36 is in the circuit of the re.

ceiver RY and it controls a switch armature 37. In the circuit of the receiving set is similarly a master relay radio magnet 38 which controls an armature switch 39 and in the circuit of the receiving set RE is a master relay radio magnet 40 which controls an armature switch 41. These master radio relays 36, 38 and 40 are respectively energized when the circuit of the receiving set in which they are respectively connected, is respondin to the waves received of the frequency to which it istuned as from one of the transmitter sets and is tle-energized when such waves are notbeing so received (when its transmitter is disconnected from the rail). These three master radio relays 36, 3S and 40 may be of any approved form and are used to control the electric circuits which operate the cab signal system, the brake applying mechanism and the throttle controlling mechanism.

The several cooperating mechanisms car ried by the train and which are controlled by by the radio receiving sets RY, RG and RB will be now briefly described.

The throttle T is provided with a throttle controlling mechanism TC, whereby the control of the throttle may be taken entirely out of the hands of the engineer if he disregards the signals. This throttle controlling mechanism. TC, comprises a piston 42 in a cylinder 43 to the rear of whichis connected an air pressure pipe 44 which puts the space in the cylinder to the rear of the piston 42 in communication witha chamber beneath the valve 45 carried on the upper end ofa rod 46, the lower end of which is rigidly secured to a piston 47 in a cylinder 48. A chamber above the valve 45 is in communication with the air under pressure of the air brake system through the train pipe 64. In the normal operation of the device, the valve 45 closed and when opened relieves the pressure in the train pipe 64 to apply the brakes.

' Below the piston 47 the cylinder 48 is connected by a pipe 49 tothe chamber below the valve 50 of the automatic speed reducing valve 50 RV, which is normally held open as willbe referred to below, and the space above the valve 50 is connected by a pipe 51 to the space below the valve 52 of the train stop valve SV which is normally held in its upper open position, the space above said valve 52 being connectedby a pipe 53 with a suitable source of air pressure in the air brake system. The normal open position of the throttle T, the throttle controlling mechanism TC, the speed reducing valve RV and the stop valve SV are all as are shown in Eig. 2,the

track being assumed to be clear and the train running at a high speed. In this position, the air pressure from the pipe; 53, around the valve 52 through the pipe 51 around the valve 50 through the pipe 49 to the underside of the piston 47, maintains the valve 45 closed. Under these conditions the throttle T may be manually closed and opened as desired in the usual manner.

The valve 50 is preferably carried by a rod 54, the lower end of which is threaded into a lower valve 55 which is secured to an armature 56 passing through and extending below an electromagnet 57. Similarly, the valve 52 is preferably mounted on a rod 58, the lower end of which is screw-threaded into a lower valve 59 attached to an armature 60 extending through and extending below the electromagnet 61. The space or chamber below the lower valve 55 communicates by a vent or passage 62 with the atmosphere and the space below the lower valve 59 similarly communicates through a vent or passage 63 with the atmosphere. These two valves RV and SV are preferably alike in construction but are operated respectively under diiferent track conditions as indicated by the signals beside the track and the speed of the train relative thereto. When for any reason the armature of the speed controlling valve RV falls, it closes the upper valve 50 and opens the lower valve 55, whereupon the space above the valve 50, which space is in communication with the source of air pressure from the pipe 53, is cut off from the space below the valve 50, When this occurs, the air below the valve 50 and in the pipe 49 and below the piston 47 leaks out now through the vent or passage 62, whereupon the pressure in the train pipe 64 forces the valve 45 down oil itsseat. When the valve 45 is thus opened air from the train pipe 54, and under pressure passes the valve 45, enters the pipe 45 and the cylinder 43 to the rear of the piston 42, throws the throttle T forwardly closing it, andwhen the piston 43 clears the openings 65 in the cylinder 43 the pressure of the air in the train pipe is lieduced and operates in the usual manner to apply the brakes. c

Similarly, if valve 52 falls, and valve 50 does not, the air under pressure will flow from the lower end of the cylinder 48, through pipe 49, past valve 50, into pipe 51 and past valve 59 to vent 63. Thus the throttle will be forcedto closed position and the brakes will be appliedupon the operation, of either the speed reducing valve RV or the stop valve SV. The circuits for maintaining the magnets 57 and 61 energized will be described below.

'Also carried by the train is the speed responsive device or speed indicator SI which may be of any well known or approved con struction wherein an arm 66 swings on its pivot 67 to various positions dependent on and in accordance with the speed of the train. This arm 66 is adapted to swing over and consecutively make contact with a series of three metal segments 68,69 and 70, each insulated from the others and arranged in a clrcular arc. Preferably, the arm 66, has a brush 71 which consecutively sweeps over these segments 68, 69 and 70 as the speed of the train varies. i

Preferably rigid with the unitary arm 66 and extending in the opposite direction is an arm 72 which is also provided with a brush 73 adapted to cooperate with a fourth short segment 74 preferably diam'etricallyopposite' the segment 7 O. Extending parallel to and" adjacent one end of the segment 69 is a fifth metal segment 75 with which another brush 76, carried by the arm 66, at times makes contact.

When the train is running at high speeds which, for instance,we will assume to be at speeds higher than twenty-five miles an hour, the arms 66 and 72 will be in the position shown in Fig. 2. When the train is running at a speed of, for instance, more than three miles an hour and not more than twenty-five miles an hour, the arm 66 will be in engage} ment with the segment 69. When the train is running at the slowor stop speed of,

for instance, three miles an hour, the arm 66 will be in engagement with the segment 70 and at such time thearm 72 will be incontact with the segment 74. When the train is running at a speed not greater than twelve miles an hour, the'arm 66 will be in engagement through its brush 76 with the segment 75.

; Also carried by the train andcooper ting with the mechanisms above set forth is pref-1 erably installed an automatic'stop recorder,

SR, having two recording dials 77 and;78. When the speed reducing valve RV falls, it is adapted to close a circuit and make a record of that operation on the dial 77 and when the stop valve SV falls, it also closes an electric circuit and a record of that operation is recorded on the dial 7 8, as will be referred to again below. V The source of electrical energy for energizing the electric magnets 57 and 61 is a battery i B and theelectric energy for operating the cab signal system and illuming the cab lights CL, is preferably an electric generator G adapted to maintain energized two busbars 79 andr80. a

Connected to the throttleT is a throttle switch TS in which are two switch arm's 81 ,and 82, respectively; the switch arm 81of the throttle switch TS" is open whenever the throttl'e'is open to a position'to drlve the ates seven switch arms 84, 85, 86, 87, 88, 89

and 90; the master relay 38controls the electromagnet 91 which in turn controls and op.- crates seven switches 92, 93, 94, 95, 96, 97 and 98 and the master relay 40 controls and energizes the electromagnet 99 which in turn controls and operates five switches, namely, 100,

101, 102, 103' and 104. When the magnet 83 4 is energized the seven switch arms'thereunder are lifted to their uppermost position and when de-energized, they fall to their lowest position. Similarly, when the electromagnet 91 is energized the seven, switch arms thereunder are lifted and when said magnet is de-energized they fall to their lowest positions. In the same manner the electromagnet 99 holds the five armatures thereunder in their uppermost positionwhen said magnet 99 is energized and when it is de-energized the switch arms fall to their lowest position.

controls the electro- Assuming the train or locomotive L to be in the block B and the signal S at the beginning of the block A to be in clear position, as shown in Fig. l and the train to bemoving at a high speed, which we will assume to be higher than twenty-five miles an hour, then the transmitter TY will be disconnected from the rail 2 of block B and the transmitter TG will be connected to the'said' rail. If there is a 'twelvemile' or yard speed control and the block A is not a twelve mile speed block, then the transmitter TB will be also connected to the rail, and oscillations of two different frequencies (of the transmitters TG and TB) will be impressed uponthe rail 2 of block B. The train L being in block B,v

the waves or oscillations will be transmitted from the rail 2 and truck 35 through the lead" or wire 34 to coils 31, 32 and 33 of the radio receiving sets. RY, RG, RB. The radio receiving circuits of the receiving sets RG and RB will be set into oscillation but set RY will not respond to either of said wave lengths and will therefore'not be oscillated. As a result of the oscillation of the radio receiving circuits RG and RB, the. master radio relays or magnets 38'and 40 will be energized but since the receiving setBY is not receiving oscillations or waves, the master relay 36 will not beenergized andits armaturewillbe in its lowest position,'-a ll as shown in, Fig. 2.

The armatures .39 and 41 will be held against their upper contacts; The armature 37 will, therefore, break the circuit which includesbusbar 80, lead 105, armature 37,- wire 106,

coilq83,iand-wire 107 back to busbar. 79, thus file-energizing the magnet 83, and thewseven armatures or switches 84 to inclusive will be in their lowest positions. The master relay 38will-be energized and its armature 39 will be held; in its uppermost position thereby energizing the electromagnet .or coil 91 by acircuit from busbarSO, lead 108, armature 39, wire 109,;coil 91, wire 110, back to busbar 79. The energized coil 91 will hold the sevens 98 inclusive in closed and the coil 99controlled thereby will be energized and its five switch armatures 1 00 to104 inclusive will be in their upper positions as shown in Fig. 2.

For a clear understanding of the operation-and the reasons therefor, it should be made plain that so long as the electromagnets controlling the s eed reducing valve RV and the ,stop valve S are energized,;the engineer is free to control the speed ofthe train as he, may desire but that when the electromagnet S'Zof the valve RV is deenergiaed,

the falling of its armature 56 is operative to reduce the speed of the train and that when the electromagnet 61 ofithe valve RVis dc energized the falling ofits armature 60 will be operative to apply the brakes to efl'ect an emergency stop or a reduction of the speed of thetrain to three miles an hour as will be explained below. When ,then, track conditions are clear, both ,electromagnets of the valve RV andRSwillbe energized and held in their uppermost position.

With the parts and circuits inthe positions indicated in Fig. 2 (high-speed cleartrack) 4 the circuit, to, maintainthe electromagnetof the valve RV energized 1SfIOII1 battery B,

wire 114, Wire to the electromagnet 57 thence by wire 116, wire 117, wire 118 to armature 101, wire 119 to armature 95, wire 120 to segment 68 by arm 66 and wires 121,: 122 to battery B.

i The armature/ 60 of the valve SV will also be maint-ained energized by the following circuit: fromhbatteryqB, wire 1 14,; wire 123,

- Wire 124 toicoil 61, thence by wire 125, 126,

121 to armature 103 thence by wire 128 and wire 122 to battery B.

Under thcseconditions the greenlightG of the cab signal lights CL-willi also be illumined to correspond with the green tracksignalS next in advance ofthelocoe motive, for the receivingset RG being ener-v gized, lts radio magnet 38 is energized and.

the armature 39 elevated to close the circuit passing through andincluding the electromagnet, 91 which will be energized as above described, and in this positionjfthe armature 92 ,will close acircuit" from busbarSO through wire 129, armature 92, wire 130 to light G thence throu 'h wires 131132to busbar 79. r n, Be observe that hen l the e 11 36, is ie-energized and the armature 8 1 "has broken and that light ,R ,is, broken by. the armature 93f and fallen, the i circuit to [cab signal, li ht is in s gn the "fircuitto be h t t e 'e i t i bs tm ll ht B istib n v Uihder these conditions a g l li t G s th n n displaye %hese circuits will, however, be specifically stated in connection with the at the armature10j0. 'i

in; the cab.

operation of the deviee under diii'erent traek conditions.

Withfthe track, the "sanie but with a mere reduction in the speed ofjthe train, whereby the arrn 66 swingstoa posim n wear its b fil h 711s in contactwith the segment 69,; the circuit of the electromagnet 57 of the valve Rviwill ,s t ill beniain tained closed, from wire: 119, through wirej 133,arn1ature 96, wire 134, wir to, seg-j ment 69 andarm 66 instead of throughfarniature ,95,wi1'e 120 and segmentGS.

If thei -speed ofthe, train be the slowestspeed andthe arm 66Qbe in contact with the; segment 70, the circuit to magnet, 57 will be closed mere 1 thfo via 1,36, and gmentm to arm66. -1 a If the signal next in jadvanc efof the le k);

motive or car L be a cantion signaltyellow) then receiving set RY, willbeenergized, receiving, set RG will be L de energized, if there be no twelve mile speed regulation for the block, thefreceiving setRB will'be energizediand ele'ctromagnets 83 and 99 jwill be energized lifting the switches controlled thereby totheir uppermost positions. lithe" train now enterthat block at a speed greater than 25 miles per hour, the'c-ireuitoi' the electromagnet heretofore described and which washeretofore com leted the armature 95, will; now be brol; electromagnet I57 will become dc-energized and allow its armature 56 to fall, thus apply-i ing the brakes andiclos ing' the throttle? inthe manner above described'land the speed of the, train will begin to be reduced until the arm 66 swings contact the segment 69., whereupon the circuit will now bere-estab lished from wire 119 througlrwire 133, wire 137, armature 87 and wire 1 35back to,seg-,

ment 69 and the closing ofthe circuitwill re energizethe niagnetfi'i and release the brakes byyadmitting air, undertpressure, to

the underside of the piston 47 as heretofore described;

It ,is to be understood that theipipe, 53

may be connected. to the auxiliary air tank, or to any suit-able air-tank carried by the train and which thepressure' maybe maintained in' any suitableljinanner now in en at 95 l and the loo r a the valve.46. The re-energizing ofthe'mage ects a fallin t e pressure of the air therein and that ifallfin pressure is operative'to" use for the purpose, so long as the air brake system installation operates upon the prin},

ci le'that the 0 'ening of the train :pipe 64 releaseair from'the auxiliary air containers on the train to actuate the brakes, and that the normal'highfpressure in any well known manner. This is the usual manner ofoperating the present day air brake systems to which my invention is applicable and therefore it follows that when the armatures 56 and 60 are held in their uppermost'position air under pressure is admitted from the pipe 53 under ,thefvalve 52, through the.pipe 51 under the valve 54 and through'the pipe 49, and, as a result thereof, the piston 47 .is lifted to close nets 57 and-61, and the holding of the armatures up against them is, in effect, operative tofore' described, because the lifting of the;

to release the brakes by reason of the closing of the valve 45. I

Under these conditions, the electromagnet' 61 will also continue to be maintained energizedthrough the same circuit as that herearmature 89 merely closes the circuitthrough another path. The currenthastwo paths to follow from wire 126 to wire 128, namely th'roughwirej127f and armature 1 03 to'wire 126,;the other being from wire 126, armature There will be no wire128. g

the circuit of the electro- 89 wire 138 to interruptionjto magnet 61 by reason of the energizing'or dered or danger, then all the transmitters o'f the transmitting station will be disconnected energizing of the magnet 83;

The track conditions stillbeing caution or .yellow, it will be observedthat since the electromagnet 91' is now tie-energized, the circuit to the green lightvG through wire 1.30 will be broken at' the armature 92 and that the circuit to th'eyellow light Y of the cab;

signal system will nowbe closed from busbar 80, wire I light Yfand wire'141 and wire 132 to bu'sbar 9. by armature 85 and that to'light B will remain broken by armature 100. a I

When'the signalnextahead of the. train is from the rail as shown in Fig. l under magnet 10 connected to block B.

. Allof the receiving sets BY, KG, RB will be inactive and r the .electromagnets 83, 81,. and 997(if thelatter be utilized) will be de;

energized permitting all of the armature switches controlled thereby to be in their lowest positions. Considering first the speed re- 7 duclng valveQRV, the circuit thereto through wire120' and armature 95 will be brokenby falling oi the armature 95. Thecircuitfrom segment 69 to valve RV throughwires 13-4 139, armature 84, wire 140: to "yellow The circuit to the red light R is broken" station in Fig. 1. I I

this'block'no radio oscillations of the length transmitted by a'transmitterTB will'be' impartedto the rail and consequently over that lad-i 35 .wili betas By the dropping 5f r verith f engineer attemptsto enter this block against? the armatures 87 and 96. If,

thedangersignal and at a speed exc eeding' the slow or stop speed of the three miles per hour; the circuits of the stop val ve' SV through the lead 126 from the c0i1 61-of the stop valve SV will be broken at 103 and 89 and the brakes? will be applied. When the arm 66'by' reason" of the reduction oftlie speed of the 'trainfalls or moves to a position where it contacts with segments 7 0 and 74 and which l as"beenas-* sumed to occur at" a speed of three mlles an hour, then'the arms 81 and 820f'the throttle:

switchfTS will beclose'd and the circuit to" electromagnet 57 will be re establishedja's fol lows: battery B, wire'114,'wire 115 coil 57 wire 116, wire 136, plate 70,arm 66, wii'e 12l: and .wire 122 to battery B]. Moreover, the

circuit to'coil 161 of stop. valveYSVwill be broken by armatures "89 and 103, as above stated, but since now the; throttle 'has been closed and the switch'aimi8l has beenclo'sed a circuit will be established'or. closed through coil 61 as follows: battery B, wire 114 wires a 'o 1, Wire 142,- switch 81, wire 143,- armature 94 (dropped) ,wire'144, armature 86 (dropped),*wire 1145] to plate 74 t ou h arm to battery.v Should, however, the-Iengineer 72 and wires121 'and 122 back undertake to open' thethrottle'wider than that which required togiinpel'the train, at a. speedflof more than"three n1ileslan hour,- that will immediately' open theswit'ch arm 81 and will de-energizethe electromagnet 61 of the stop valve SV. and immediately apply) the brakes'to bring thetrain to a stopxj red signal S of thetrack is also'o erative to dlsplay a red signal It in the cabas ollowsj froinbusbar 80, through wire .146 to armature 93 (dropped) thence by wire 147' to armature (dropped) and thence wire 148 t0" red light R through wire 149 to wire l321andjback tobusbar'79." y i j .When there is a ardlimit'speed in a block, the transmitter T will be'omittedfrom the transmitting station, as indicated by the third Consequently,throughout block, the receiver RBwill bad -magma,

althoughleither of theother two receivingsetsl RY or RG maybe receiving wave lengths which they are attuned. 1 Assuming the Q'signal to be clear and the receiving set RG ener gized and the receiving setsRY andRBTde energized; then the Z .armatures controlled by the-magnet 99 will'beintheir lowestlposi tions. The circuit to segment 68"will be broken y mature 1 nd; ther fore, m g: net 57 will become de-ener'gizeu,' and the valve RVfwill become operative to the brakesby the relay magnets36, 38iand sary or desirable, I

However, strong radio-relay magnets, certain in theirv responsiveness may, be readily 40' are necesprocured on the market and when it is desired touse such'a strong magnet in a radio receiv ing set circuit, the secondary magnets-or relays 83 91 and 99 maybe dispensed with. Such amodification .is illustrated inFig. 4e

wherein the radio relay magnet 36 operates every other respectexactly like thatillustrated in Fig. 2 and its operation is exactly like that of Fig. 2. The circuits controlled by the armatures or switches, operate in exactly the same manner as that previously de-, scribed in connection with Fig. 2.

I have also briefly referred to the block signal system as one in which all the'signals ahead of the train if the trackbe clear are green. There is another blocksignal system in use at the present time known as thenormally red or normally danger? system, wherein the block signals of a clear track,

Y except those signals of the blockimmediate- 1y, ahead of the train and immediately at.

the rear of the trainare all normally. S813. to

danger or red position. In this system when a train enters ablock and the trackfor several blocks ahead is clear, the'entry of a train into the block swings the signal at the beginning of the block next in advance of the engineer from"danger-t'o safety or green, and if the train is two blocks ahead of a second train "entering a block, then the second train will swing the signal at the be; ginning of the block next ahead orfrom red to caution. I I V But our automatic speed'controlling stop mechanismand cab signaling device operates; in this normally red block signal system exactly as it does in the"normally green system whichwas first above described. The

signal next in advance of the engineer and a whlch he is about to enter w1ll be either green or'caution or danger, and the signals in'the' cab and the train speedcontrollin g mecha nism willoperate in conjunction therewith 1 in the manner above described in connectionwith these two signals, for it is to be under stood, of course, that if a train is in the block next in advanceof a block in which is a'sec- 0nd train, the second train will not be able to swing the signal at theentrance of the block in which is the first train from its red position and the'stop mechanism and the cab signalwill operatein the same manner that heretofore described. Q

' I-Iavingthusdescribed ourmventiomwhat we claim 1. In an automatic train speed controlling-i system, the combination I-with a track the,

rails offwhich aredivided intof insulated nd desire to protect by Lettei-s; 'Patent of the United States, is: 1

blocks,ja field radioftransmitting station for each block havingtwo continuously op- I erating radio-frequency transmitter circuits,

each tuned to a frequency substantially diff] fe'rent fromthat of the'other, and means to continuously maintain one of said transmit ter circuits in direct metallic electrical connection to arail at the departure end of its block when the track condition ,is.clear;

to disconnect said circuit from said rail and to place and maintain the other of said circuits in direct metallic electrical connection. with said end of said rail when the track condition is caution and to. maintain both of said circuits disconnected from said rail. when said track .condition'is danger.

2. In an automatic train speedicontrolling 7 system, the combination of a track, the rails of which aredivided into insulated blocks, an. automatic block signal system for-said trackfor each b1ock,each station having'two [conand blocks, a field radiotransmitting station tinuously operating radio-frequency transmitter circuits, eachtuned to a frequency sub stantially different from that of the other and means to continuously maintain onof said transmittercircuits'in direct metallic electrical connection to a rail at the fdepar-g ture end of its blockv when thesignal of-the block 1' next adjacent said departure, end is clear to disconnect said circuit from-said rail and to place and maintaintheoth er of said circuits in direct metallic electrical. connection with 'saidrail at said end when-said signal is caution and to maintain both c ircuits disconnectedfrom said rail when said signal is danger: Y

3. In an automatic train speed controlling; I

system, the combination ofa track,. the rails of which are dividedinto insulated blocks, an automatic block signal system for said track and blocks, a field radio transmitting station for'each block, each station having two continuously operating radio-frequeny" transmitter circuits, each tuned to a fre: quency substantially: different from thatof the other andmeans operated by said block signal system to continuously;-maintain one;

of said transmitter circuits in direct'r'n etal},.v

-lic electrical connectionto a rail atithe: de-,.

parture end of, its block when thesignal of the block next adjacent saiddeparture endis;

clear; to disconnect said circuit'fromsa-id rail and to place and maintain the other of said circuits in direct metallic electrical connection with said rail at said en'd'when said signal iscaution-;an"d to n'aintain both circuits disconnected from; said rail when said signal iS danger.

f 4. an automatic train controlling teem? system, the combination of a track divided in o i lated .bleck a a field adio transmit: e Sta i 7 e ch ile-ck, ash t ti n haYiing twotnned" transmitter circuits of high frequency "actuated by reed vibrators and eachcircuit tuned to a freqnency s'nbstantially difi'erent from that oftlie other trans? lnitter circuit, and means itof continuensly maintain one 01 said transmitter: circuits; in direct metallic; electrical connection with the track at the departure end ofitsblock when he track en tie i cle r; n dis n et said circuit from said track and to place and maintain the other of said circuits in direct metallic connection at sajdQdepartLilfo end Qf said block when thetrack condition is =:ca;ur tion, and to; maintainrboth circnitsdiscom nested f ein aid track a w n aid s nal is danger, c

,5, In an automatic train speed controlling system, the combination of attrack divided into insulated blocks, an automatic block signal systelna for said track and blocks, a field radio transmitting station for each block,

each station having two transmitter circuitsccntinnonsly oscillated by vibrators, one, for

each circuit respectively, cachet saidccircuits being tuned to a frequency substantial 1y different from thatoi theother, and means to continuously maintain one of saidtrans mitter circnitsi-n direct {metallic electrical con,- ncetion with said track atthe departnreend olf'its block When the signal of the bloclpnegit adjaeentto said departure end :is clear, .to disconnect said circuit frorirsaid track and to place and maintain the other of saidcircnits in direct metallic electrical at connection ofsa-id track at: said departure cndwof said block when said signalisfcantion, and to maintain both circuits disconnected from said track when saidlsigaial is danger;

6, In an automatic train speed controlling system, the combination of a track, divided into insulated blocks, a field radio transmitstation for each block-each station hair,- ing two continuously oscillating transmitter circuits, each tuned to a, frequency. substantially different from that of the cther,means to continuously lnaintainlone o'frsaid transmitter circnits in direct electrical connection with. the track at therwdeparture end of its block when the track condition is c1 a,1",to disconnect said circuit from said track and to place and maintain the other of said circuits in directmetallic connection with said track at said departure end of Said block when said signal is caution, andcto maintain both circuits disconnected, from said track When said signal is danger, ancla third continuously oscillating transmitter circuit ineach block in whic-h'the train is normally free to travel at. a speed higherthan yard speed and tuned to afrequency substantially different it'roin that of said two above mentioned trans,- mi ter ircuit andma ntaia d ont nuously system, the c stantially diffe ent Qnii hat 9H1}? Qui e a i et $9 t e track the departure ni lief a ts; l ck the signal the bled; y as adjacent a d s eleaflytodismim et a'd. aidt aekand 0i saidici H ennee ien a. sd kr k t nd f aid F o-ck; when id; tion and'tomaihtain anal S caeeted r m. said ac l s dange i, of a train equipmeiit a t mati brake aeal ime mach two r di eceivin e s f ach et. being a l ,fch e receivi vim s11. direi eleetric fc nae, ion o sa' e31; a. t ne t eaid weenie ircu t respectively, adioJeceiVi-n sets h pe a ira eheldl a me ha n mfram o era 1g; ta ai v" the brak s w e th circu t f fifii i gfl Set s iVi? QS. llat n ymnth 1H a matic rake. m ah -fi peed; of the traipwhen o h at sa dire iv i g -illatiops from thetran and to were sai 1 n sm to sub nt ally ir u t Qffll vib ab ens fr enth which th tra n m 1. a

8- 111 an @11- m t rain see deeme -l n e w t ifeti'a lidi ded intoj fsula ed b clis fi ldfradietra mitin s ee fo a" 1bleak eaehastet ahavine. weeoetinueael Os illatin transmitt r r u ts, each tun l he es illatien ir que ie difi rent fa e t at at th ether an t mati mear stc ontinue y maint in ne o a d tlzansmi ter ear S 11 1 direct me tallic electrical connection w thetrack at 1 el iihee i a1 ansmittm o e iso t bl ck n x 'adjacentlse d i par u e 1 s" lear to di enn tisa d iri from aid track and Place and mai ta t e whe e f aid ci bi ifis i di ec m ta licel etri al cenee tien 4 116 track at said departure end of block when the track condition is caution and 0Q maintain ,bcth circuits disconnected aid track when ai rack fi lh i i i l is defied? f a ra n qu pment emr risme an a te ed?? brak app y gcme haw m and WQWQ Q e ei n 9th ci fc ts discorrgoo to thetransmitter circuit of the block in which the train may be to'actuate said automatic brake applying mechanism to reduce the speed of the train when said circuit of said receiving set is notresponding to the transmitter of the block to which it is tuned and the other radioreceiving set is respondingto the transmitter of the block towhich it is tuned, and operative to-actuate said brake applying mechanism to substantially 7 stop' the train when neither circuit of the receiving sets is receiving oscillations from the said transmitting station. p a

9, In an automatic train'speed controlling system, the combination of a track divided into insulated blocks, an automatic block signal system, a field radio transmitting station for each block,each station havingjtwo continuously oscillating transmitter circuits, each tuned to oscillate at a frequency substantially different from that of r the other,

and means operated by said block signal sys-o tem to alternately place and maintain one e f said transmitter circuits in direct metallicelectrical connectionjwith the track at thedparture' end of the block when the track conditions are clear and caution respectively, and oto'maintain both circuits disconnected from said trackwhenlthe tracl;condition is danger of atrain equipmentf'comprising an automatic trackiapplying mechanism and two radio receiving-fsets,'the receiving circuits of which are atalltimfesdirectly electrically connected to the track and each tuned respectively to respond to the oscillations of one of saidtransmitter-circuits respectively, said receiving circuits being operative when one is receiving oscillations from the'transmitter oflthe block iniwhich the trainmaybe and to whichit is tuned to prevent the automatic actuation of said brake applying mechanism; and operative when the other of said 'receiving sets is receiving oscillations from the transmitting station of the block. in which the train may be and to which it is tuned to actuate said automaticbrakeapplying mechanism to reduce the speed ofthe train to caution speed and said receiving sets being operative when neither is responding, to the transmitter station in whichthe train may be toactuate saidbrake applying mechanism to substantially stop the' train. r i V 10. In an automatic train speed controlling system, the combination with atrack divided into insulated blocks,'a field radio transmitting-station for each block, each station having'two continuously "oscillating transmitter circuits, each tuned to an oscillation" fies--- q'uency substantially d-ifierent from that of the other, automatic means operative to maintain said, transmitter circuits in direct metallic' electrical connection withthe track at the departure end of its block alternately when the track conditionis clear and caution respectively,'andto maintain both of said circuits disconnected from said track when" the track condition is danger. and a third continuously oscillating transmitter circuit tuned to an oscillation frequency substantially difierent'from that of either of g 7 said other said two transmitter circuits and located in the transmitting station of every blockin which the train is normally free to j trically connected to said track and respec! 'tively tuned to one of said twotransmitter circuits first above mentioned respectively,

said radio receiving sets being operative: to v 'hold' the brake applying mechanism inoperative when the circuit of one offsaidrecei2ving sets is being actuated; to, actuatesaid brake applying mechanism to reduce the speed of. thetrain when the otherof saidtwo receiving sets being actuated, and to actuate said brake applying mechanism to subfstantially stop. the train when neither of said receiving sets is being actuated, anda third his radioreceiving'set, the receiving circuit of which is .also' continuously electrically connected to said track and which is tuned. to

respond to said. third radio transmitter cirfcuit andis operative, when" it isnot receiving.

oscillations, to which it'istuned, from ,the transmitting'station of the block in which the train'may be, toactuate said'brake applying mechanis'mto reduce the'spe'ed of the train tqyar Sp 11. In an automatic train-speed controlling system, the combination with atrack divided into'insulated blocks, an automatic train signal system, a field r'adiotransmitting station forl'each block, each station having two T continuously oscillating transmitter circuits, each circuit being tunedto, a frequency substantially difierent from thatof; the other, and automatic means to continuously main:

7 tain one of said transmitter circuits indirect metallic electrical connection to the track at the departure endofits block when thesign'al of the, block next adjacent said departure end is clear, to disconnect said circuit from said track and to place andma-intain the other of said circuits in direct metallicelec- P trical connection with'said track' a-t said dean automatic brake applying mechanism,an

125 -parture end of said 'block when' said signal is 1 automatic cab signal s stem having clear, caution and danger signals mudtworadio receiving sets, the receiving circuit not each set being at all times in direct metallic electrical connectionitosaid track and each tuned to one of said transmitter circuits respectively, saidradio receiving setsbeing -opez" tive to hold "saidhrake applying mechanism from operating toapply the brakeswhen the circuitof onereceiving set isreceiving oscil' lations' from the transmittingstation in wh ich the train may a he i and to simultaneously display the clear signal of the cabsignal system; to actuate said automatic brake mechanism to reduce the speed of'the train when the circuit oii-the other ofsaid receiving sets is receiving oscillations fromth'e transmitter of-said block and to simultaneously display the caution signalof the cab Sig.-

nal system; and to actuate said brake applyv in mechanism to substantially stop the train and to simultaneously display the danger signal of the cab signal system when theoircuit of neither reeeivingsetis receiving vilJ-rations from the transmitting station in which the train may be.

12; In an'automatic train speed controlling system, the combination ota traclr'dii'vided into insulated blocks, an automatic block signal system, a field radio transmitting station for each block, each station having two continuously oscillating transmitter circuits, each tu-ned to oscillateat a frequency sub stantially different from that of the other, and means operated by said block signal system to alternately place and maintain one of saidtransmitter circuits in direct metallic ele etrical 1 connection with th'efltrack' at the departure end of the block whn ihetraclc conditions-are clear and caution resped tively, and to maintain both circuits discon nected from said track whenthetraekcondition dangefl, of a train equipment comprising an automatic track applyingmechw nism, an automatic cab signal systemhaving clear; caution and"danger"signals and tworadio receiving sets,- the receiving circuits of which a are at-*alh times directly electrically connected to the track and each tuned respectively to respond to the oscillations of one of said transmitter circuits respectively, said receiving circuits beingzope erative when oueis" receiving. oscillations from the transmitter of the. block in i which the train may be and to which *it is tuned to mevent the automatic actuation of said brake applying mechanism and to simultaneollSly display the clear signal of the cab signal system; and operativewhen theiother of'said receiving sets is receiving oscillations. from thetransmitting station of the block in which a the train may be andto which it is tuned to actuate said automatic'brakc applying mechanism to reduce the speed or the train to caution speed and to simultaneously dis ting station fol-each block, each station having two continuously oscillating transmitter clrcuits, eachtuned to an oscillation fre quency substantially difierent from that of 5 theother, automatic means operative to main;- tain said transmitter circuit-sin direct metal? liceleotrical connection with the track at the departure end of its block alternately when the track condition is clear and caution? respectively, and to maintain both of said circuitsdisconnected from said track whenvthe trackcondition is danger? and a third con.- tinuously oscillating transmitter circuit tuned to an oscillation frequency substantiallydiff ferent from that of either of said other said two transmitter circuits and located in-thc transmitting station of every block in which the train is normally freeto travel at a speed higherxthan yard speed, of a train equip.- ment comprising an automatic brake apply ingmechanism, anautomatic cab signal systeam having a clear, af=caution, a'danger and ,a yard speed signal, two radiogreceivingsets eachcontinuouslydirectly:electrically connected to said track and respectively tuned to oneofcsaid two transmitter circuits first above mentioned respectively, said radio :receivlng sets-hemg operative to hold the-brake applyingmechahism inoperative and to simmltaneously display the"clea1" signal of the cab signal system when the circuit of one of said receiving sets is beingactuated; to actu ate said brake applying mechanism to reduce the speed of the train: and to simultaneously display'thecaution signal of the cab signal system when the other of said two receiving sets is being actuatechand to actuate said brake applying mechanism to substantially stop the train and to simultaneously display the c'langer signal of the cab signal system when neither of said receiving sets isbeing actuated, and a'th-ird radio receiving set, the receiving circuitoif which isalso continuously electrically connected tosaid track and which is tuned to respond .tosaicl thirdradio transmitter circuitand is operative, when it is not receivi-l-l-g oscillations, to which it is tuned, frommhe transmitting stationaof the block in whichthe train maybe, to actuate said brake applying mechanism to reducethc speed of the train to yard speed and to simultaneously displaythe yard speed signalrof the cab signal system, 7

14 In an-automatic train speed'controlling system, the combination with a track divided into insulated blocks, a field radio transmitquency different from'thatof the other and automatic means to continuously'maintain one of said transmitter circuits'in directmetallic electrical connection to the track at said departure endof said hlock when the track condition 1s caution-andto maintain both circults dlSCOIlIlBCtGCl from said track when said track condition is danger; of a train equipment comprising an automatic brake applying mechanism, an automatic cab sig nal system having a clear, a caution, and a danger signal and two radio receiving sets, the inductance coil of the receiving circuit ofcach being continuously in direct-'me tallic' electrical connection with said track, each of said receiver circuits being tuned to respond only to one of saidtransmitter circuits respectively and operative to hold said brake applying mechanism inoperative and to simultaneously display the clear signal of the cab signal-system when the circuit of one receiving set is responding to the transmitter circuit of the block in which the train maybe; to actuate said automatic brake applying'inechanism to reduce 'the'speed of the train and to simultaneously display the cau- I tion signal of the cab signal system when said circuit ofsaid receiving set is-not responding to the transmitter of the lolock to which it'is tuned and the other radio receiving set-is responding to the transmitter of the block to which it is tuned, and operative to actuate said brake applyingmechanism tosubstantially stop the train and to simultaneously display the danger signal of the cab signal system when neither circuit of the receiving sets is receiving oscillations from the'said transmitting station. V

15. In an automatic train signal system, the

combination with a track, the rails-of which are divided into insulated blocks, a field transmitting station for each blockand having two transmitters arranged to produce high frequency impulses, eachof a frequency substantially different from the other,-means to continuously maintain one transmitter' in direct metallic electricalcontact with the rail at the departure end of the block as long as a train is in the block and the track is clear,

to disconnect saidtransmitter from the rail.

and to continuously maintainthe other transmitter indirect metallicelectricalcontacttem, a field transmitting; station for each block, each station having two high frequency transmitters, each tuned toa frequency sub stantially diflerent from that of the other, automatic means controlled-by the signal system to continuously maintainone of-said transmitters in direct metallic connection with the trackat the departure end, ofits block, while a train is in the block, and the signal of the ,block next adjacent'the departure end of the first-mentioned. block is clear, to disconnect said transmitter from' the track and toplace and maintain the'other of said transmitters in direct metallic electrical connection withsaid track at the departure QIICl'Of said block,-while said train is in the block-and said signalis in., caution position and operative to disconnect both transmitters from said track-whensaid signal is in ,dan-

' ger position, of a train equipment comprisingia cab signal device and tworreceiving sets,

the receivingcircuit ofeach'being at all times in direct metallic electrical; connection with said track, one tuned to one transmitter and the other tunedto'the otheritransmittenone latediblocks; an automatic train signal system along'the'trackfli field transmittingstation for each block, each station havingtwo transmitters each tuned to a frequency sub= stantially difier entxfr'om the other, automatic means controlled by the track signal system to continuously maintain one transmitter-ini direct metallic contact with the track at'the departureendof the'block, while a train isin the'blocl; andrthe signal of the block next adjacent the departure end :is clear, to disconnect said transmitter from the'track and to place ,andmaintainthe other of; said transmitters in direct metallic I elece trical connection with thegtrack at the departureend of the block while a train in the block and said signal is in caution position and to disconnect hoth circuits from the track when said signal is in danger position, of a train equipment comprising an automatic brake applying mechanism and two receiving sets, the receiving circuit of which is at all times in direct metallic electrical con nection with said track, each of said receiving sets being tuned to one of said transmitters respectively, said receiving sets being operative to hold said brake applying mechanism from ope 'ating to apply the brakes when one receiving set is receiving impulses from the transmitting station in which the train may be; to actuate said automatic brake applying mechanism to reduce the speed of the train when the other of said receiving sets is receiving impulses from the transmitter of the block in which the train may be and to actuate said brake applying mechanism to substantially stop the train when the circuit of neither receiving set is receiving impulses from the transmitter station in which the train may be.

18. In an automatic train speed controlling system, the combination with a track divided into insulated blocks, a field transmitting station for each block, each station having two high frequency transmitters each tuned to a frequency substantially different from the other, automatic means to operatively maintain said transmitters in direct metallic electrical connection with the track at the departure end of its block alternately, when the track is in clear and caution condition respectively and to maintain both of said circuits disconnected from said track when said track condition is danger, of a train equipment comprising an automatic brake applying mechanism and an automatic cab signal system having a clear, a caution and a danger signal, two receiving sets, both having a continuous metallic connection directly to said track and respectively tuned to said two transmitters, one of said receiving sets being operative to display the clear signal of the cab signal system when said set is being actuated from the rail by impulses to which it is attuned, the other of said receiving sets being operative to display the caution signal of the cab signal system, when it is receiving impulses from the rail to which it is attuned, both receiving sets being operative to display a danger signal of the cab signal system when neither receiving set is being actuated and to automatically actuate said brake applying mechanism.

19. in an automatic train speed controlling system, the combination with a track divided into insulated blocks, a transmitting station for each block, each station having two transmitter circuits each tuned to a frequency substantially different from that of the other, automatic means operative to maintain said transmitter circuits in directmetallic electrical connection with the track at the departure end of its block alternately when the block condition is clear and caution respectively, and to maintain both of said circuits disconnected from said track when the block condition is danger, of a train equipment comprising an automatic brake applying mechanism and two receiving sets having their receiver circuits tuned each to respond to only one of said transmitter cirunits respectively and then only when the transmitter circuit to which it is tuned is connected to the track, said receiving sets being operative to prevent the automatic actuation of said brake applying mechanism when one receiving circuit is receiving oscillations from the transmitter of the block in which the train may be andto which it is tuned; to actuate the brake applying mech anism to reduce the speed of the train to caution speed when the other of said circuits is receiving oscillations from the transmitter of said block and to which it is tuned and the train is moving faster than at caution speed and to actuate the brake applying mechanism to substantially stop the train when neither circuit is receiving oscillations from the transmitter station of said block.

20. In an automatic train speed controlling system, the combination with a track divided into insulated blocks, a transmitting station for each block, each station having two transmitter circuits each tuned to a frequency substantially different from that of the others, and automatic means operative to maintain said transmitter circuits in direct metallic electrical connection with the track at the departure end of its block alternately when the block condition is clear and caution respectively, and to maintain both of said circuits disconnected from said track when the block condition is danger, of a trainlequipment comprising an automatic brake applying mechanism, an automatic cab signal system having a clear, a caution and a danger signal, and two radio receiving sets, the receiving circuit of each being continuously in electrical relation with said track, each of said receiver circuits being tuned to respond to only one of said transmitter circuits respectively and operative to hold said brake applying mechanism inoperative and to simultaneously display the clear signal of the cab signal sys tem when the circuit of one receiving set is responding to the transmitter circuit of the block in which the train may be; to display a caution signal of the cab signal system when said circuit is not responding to the transmitter circuit of the block in which the train is and the other radio receiver is respending to the said transmitter of said block to which it is tuned; and operative to actuate said brake applying mechanism and to substantially stop the train and to simultaneously display the danger signal of said

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