US1812154A - Railway traffic controlling apparatus - Google Patents

Description

June 30, 1931.' R. R.KEMMERER RAILWAY TRAFFIC CONTROLLING APPARATUS FiledvJuly 19. 1928 2 Sheets-Sheet 1 INVENTORZ R-Ft -Kernmere1 NQNNQ @QEN Ra SEN B g 3 June 30, 1 931. R. R. KEMMERER RAILWAY TRAFFIC CONTROLLING APPARATUS v Filed July 19, 1928 2 Sheets-Sheet 2 R'R-K Bmrnefc EN mm Wm.

m% b ghvfi E NRQ g Q r itarn'weymairmo e mnemme "ArPARA'rns" Applies c1011 filed m s, 1928; "Sam ire. 293,948, 3 v

[ My inVentiOn relatesgto railway traffic con trolling apparatus, andfparticularly to apparatus of .thetype coi npyrising train carried governing means controlled in accordance ith trafiic conditions 111 the trackway; More at intervals along the trackWa-y and controlled in accordance With traffic con-ditions.

I will describe one formzofgrailway traffic [controlling apparatus embodying my'inyent-i'on and. Wlll then polnt out thenoyel fea- [t tres-thereof 1n clalrns. i

In the accompanyingdrawings a diagrammatic "View showing also embodying my invention Similar reference characters refer to S1111- .ilar parts in each of the-views.

j; sulated j ointsQ, to form a plurality of success-- sive track sections lhB, Bfic, -G[D,' etc.

v Referring firstto Ffg, 1, the referencev characters land 1? designate thetrack rails of a stretch of railway track over hichtraf 'fic normally moves in. the direction indicated by'the arrow.r-; f i

These Trails are divided, means i in- Each track section is provided fwithjai source oftraek circuit current" which;;is here shown as a,track transformer; designated bythe ref erence character T With a su-itable distin-fl guishmg exponent, and haylnga secondary connected across the rails adjacent thefex'it end-ofthefsection, The primary of each track transformer T is constantly supplied with-e1 ,teruating current from a suitable source; such b as an alternator, 4, over line wiresfi and-fit. ffltrans former E 3,. I Whenthislcircuitislclosed Each tracksection' is; also 'proyidedwith" a; track relay, designated by the reference char-'1 i acter R With an appropriate exponent, and

connected across the railsfadjacent the e'n-w trance end-ofthe section', Assoc ated'w th the drawings. x

, -:one f 1-m' of 'traekway' apparatus embodying .my inven tion. Fig. '2 is avview,partly, diagrammatic, "showing ne-fornrof;trai11 carried goyerning Jmeans suitable for co operation with thetrackway apparatus;illustrated injFi'gfl and ffse condar y f transformer E [Th n is closed; only when relays BBfand iPE all-energized,;;under"whieh .coriditionsizthe winding of relay 7 Hf? is supplied with ali and arepeater relay, designated by therefer-Q of the 'eorrespondinglin'e' relay so-' that the energized; the. circuits being apparent from One vinding:v

fromfline,Wires. 7 and 3% The other Wind mg 5% of each line-relay H. is at times sup-,

plied ,with alternating current of ,onevrelaferring p artic'ularly' t0 relay "H5, this relay RALP ZR. xnivrivmitna; er f-sw ssVAL-E, rn imsiiivanmj assienon ro" THE *UNION f1 swrrc'rr asmrmn COMPANY, or'swIssVa E; P NNSYLVANIA,A CORPORATION Y are track-"relayt R at. a Pele-flied heres ence characters' H and"P',*-respeotiVely ,-'With V l appropriate distinguishing exponent sfl Each i repeater-relay Pl-S controlled by contaetl ll sgy epeater relay is'energizedwhen the line relay i v V s energized in eitherdirectiori but 1 1' Cle-V e energlZQCl when the associated line relay de- I b 6,ofeach jline relay iris @1ii stantly supplied-With, alternating current I 'g tiye i'pfol arity or the other depending j upon i v "the conditlon of energization ofgthe repeater 1' relay P forthe'section next fin'advancefI'Re v 1s at 511 1168 supplled -V1th energy from the secondary :of transfo mers- E3, located at pointB; and having. its primaryzconstant-ly supplied :with alternating fcurrent from line i 'WiIeS .8 and 'fOne circuit]for;relay-EH may be tracedfrom the uppegtermimlf Off v the secondary; of transformer E oii'er wire 7, front 'contact'8 of relay PB, wire 9, front 'fj;

tact 12}o f relay:R Winding '51 relay H5, and Wire 13" to .anintermediate point; on the ;veircuit contaot lQ; ofirelay RF; wi llrlf C011- are y the-relative polarity of the currentsupplied f n rection, swinging its polar contactsftoqthe i ternating current of one relative polarityso dthat-this 'relay, is'energized in its normal'di V on rection to swing its polar contacts totheleft. 'VIhen relay P is de energized, currentflo-Ws T from the lower. terminalflo-f the secondary, of transformer E over Wirehl, back con- 4v ita'ct 8; of relay P3,[thence as before through Winding 5 vof'relaIy-I-Ii, andvwire 13, back to the intermediate point of the seco ndaryqof; b

provided with circuits similar to those just traced for relay 11 and the operation of these relays will be understood without further explanation.

Each track section is provided with a train controlling device, here shown an inductor, and each designated by the reference character K with an appropriate exponent. In the form here shown, each inductor K comprises a magnetizablecore 28, provided with a Winding 29, and located adjacent the entrance end of the corresponding section, but this particular form and arrangement is not essential. The winding 29 of each inductor K is controlled by the associated line relay H so that the winding is at times de-energized, and is at other times supplied with direct current of one polarity or the other, depending upon tral'lic conditions in advance. Referring particularly to inductor K when relay H is energized in the normal direction, current flows from a suitable source of direct current such as a battery 15 through front contact 16 of relay H wire 17, nor nal contact 18 of relay 11-, wires 19 and 20, winding 29 of inductor K wires 2i and normal contact 23 of relay H wire 24:, and front contact 25 of relay H back to battery 15'. The current then supplied to the inductor winding is of what I shall hereinafter term normal polarity. l l henrelay H is energized in the reverse direction, however, current flows frOm battery 15*, over front contact 16 of relay H wire 1?, reverse contact 18 of relay H wires 26 and 21, winding 29 of inductor K wires and 27, reverse contact 23 of relay H, wire 24:, and front contact of relay H, back to battery it. lVhen this circuit is closed, the winding 29 of inductor K is supplied with current of the opposite polarity, and this polarity I will hereinafter term reverse s iolariity. -When relay H is de-energized, how over, both. of the circuits j ust traced are open, and the inductor K is then (lo-energized.

As shown in the drawings, the section to the right of point D is occupied by a train indicated diagrammatically at Y The rails to the left of this train are deprived of current and relay R is de-energized. Relay H is therefore de-energized because its circuit is open at front contact 12 of relay i and winding 29 of inductor K is therefore deenergized. Fin-thermm'e since contact 14:1 of relay I-I occupies its intermediate position, relay P is de-energized. Transformer T supplies alternating current to the rails of section CD and relay R is energized. The circuit for relay H is open at front con tact 10 of relay R so that relay H and hence relay P (lo-energized. lVinding 29 of inductor K therefore deenergi:-:ed. In similar manner the current supplied to the rails of seceion B-G by transformer T energizes relay R Since relays R and R are both energized, a circuit is closed for relay H. but relay P is de -energized, so that relay H is energized in its reverse direction, and under these conditions, winding 29 of inductor K is supplied with current of reverse polarity. Relay R is also energized and since relay P is energized, current is supplied to E to energize this relay in its normal direction. As a result, winding 29 of inductor K is supplied with current of normal polarity, and relay P is energized A train, indicated diagrammatically at Y, is provided with governing means responsive to the condition of the inductors K and also to the current supplied to the track rails by the track transformers T. Referring now also to Fl 2, the train Y is provided with a receiver L comprising two magnetizable cores 3st and 3% located in inductive relation with the track rails 1 and 1 respectively, and disposed in advance of the forward axle of the train. Core Set is provided with a winding and core 34 is provided with a winding the windings and 35 being connected in series in such manner that the electromotive forces induced therein by alternating currents flowing in opposite directions in the track rails at an instant are ad ditive. T he windings 35 and 35" are connected with the winding of a relay G so that this relay is energized when the rails occupied by the train are supplied with alternating current from a source located in advance of the train. it should be noted, however, that when the train entersan occupied section, the alteri'iating current will be shunted by the wheels and axles of the train already occupying the section, and under these conditions, relay G will be Clo-energized.

The train Y is also provided with a second receiver F illustrated in detail in Fig. 2 and comprising a core 30 co-operating with the cores 28 of the trackway inductors lit. The receiver F is provided with three windings or, 32 and 33 and controls a train carried relay V. This relay comprises a permanent magnet 36, and an armature 37 supported by a flexible spring 37 pivoted at point 37 The armature 37 carries a winding 38 and terminates, at i s upper end, in a rounded pole piece 37 which is adjacent the poles of the magnet The armature 37 may therefore be swung to one direction or the other, depending upon the polarity of the current supplied to winding 88. l vinding 38 is connected directly with winding 31 of receiver F.

When the train passes an inductor K which is supplied with current of normal polarity, a complete cycle of alternating current is induced in winding 31. The parts are so proportioned that the first half cycle of this induced current swings armature 87 to the right, thereby closing contacts 39, ll and a3. it will he noted that when contact 89 is closed, windings 38 and 31 are shortafterpassing" an i-nductorIi- E 'lVhenthetrainpasscsaninductoreK hav 'ing its winding 29 supplied with current of 3 reverse polarity, a complete cycle of i 'alter natingcu'rrentisinduced in winding 3 l in circuited; One purpose/of this arrangement is {to prevent the menu-e37 from being 7 swung iii-{the opposite direction by the second, half cycleof current induced in winding 31." 'Anothe'rpurpose of contacty39l-Jis-to 'reta-rd "somewhat the return of "the-relay V- to thei normal '"POSll'llOll in which it is illustrated,

" applying mechanism by means not show inf I the drawings; For present purposes; it" is sufficient tostate that when magnet is d'ee-f thesaine manner as when the train'passes an inductor supplied with current" of I n-o'rinal polarity, but the first half cycle ofthe currentnow induced; in Winding 31 moves arrnature 37 to theleft, closing contacts 40, 42 and" 44. Contact 40 s'huntswindings 31 and38, causing a slightreta-rdation of, the returnof the relay, and preventing its reversal in response to the 'second'halfcy'cle of -the current induced in winding'lil.

The reference characters S desig- V nate two relays which are controlled in part by the relaysV- and GL If'relay G is closed and relay V is operatedtoswing its arinature tolthe right, a pick-upjcircuit isiclosed for.

relay sflwvhich maybe traced from a suitablerelay V, wires 52 and 53, 'front'contajct54 2 source of energy, such asa generator 45, over '1 Wires 46, 47,48, 49,50'and 51-, coma-0643 013 r of relay Gr ,'wire 55, winding'ofirelaysh wires 56 an d-57,' Contact 410i relayvywires 58;: and 59, winding"3 2 of receiverF, wire-60, I

thence through a portion of windin ss ofreceiver 1F, and wires'61 and 62sba ck to generator 45. The circuit just traced isfiprovided;

with a branch, which passes from 'wire 56,

{over wire 63, back contact 64 of relavis and position, in which it is illustrated inthe drawings, relay S is maintained in its energized cond1tion,-prov1ded relay s energized-by current which flows from generator 45,

' throughfwires 46, 47, 48, 49," 50, and 87, front contact'88 ofrelay S wires;89and 53, front contact 54 ofrelay G, wire 55, winding of relayS wires 56 and'63, back contact 64 with current of reverse polarity.- VV hen this occurs (assuming that relay G'is energized as usual) armature 37 ofrelay Vis swungto't'he' -left,-and pickupfcircuit i's'th-enclosedfor-U125: Qr'elay S from generator ,"over wires:4 6,l47,

of relay S wires 65, 66 and 59, winding 32 of receiver F, wire 60,'and-;;thence through a portion. of-winding 33 ofreceiver F andwires: 61 and 62 back to-generaton45; W'hen relay S is energized, lamp lOOof a c-ab indicator, i designated ingenera'l by thereferenc'echar acter U, is lighted by current which flows from generator 45; over wires 46, 47 and93, f front contact 94 of-relay wire 95, back control the brakes Ion the train'; I In the form 1 --trai n. The deviceJ comprises a 1ev-er'75r.'. -which is operated by a centrifugal device contact 9620f relay "wire 97, front'contact l I 198 of relay S wire 99, lamp"lOQ,-and wires 104 and 62,backt01generator-45;

T e; relays'S and S arealsoarranged tolil s hereshownfihis-is acc'ornplished byineansof 1 a frhagnet M which controls the usual brake c energized, an automatic application of the p brakes results."v a

' Magnet M is controlledin part by a device" 1 J which is responsive to the speed of the driven from; "a wheel of'the train, and ,is so a. controlled that jthe lever occupies the position in which'itis illustrated in the drawings'when the train is at rest." A'sthe speed of the trains increases, lever 7 5 swings to the rightf. -;Associatedjwiththe lever-7 5 are three fixed'con-g 'tactfsegnients '76, and The parts-are so proportioned and disposed that contacts" -'76,175-'- -77and 75 781 are allclosed-whenggo j thetrainistravelling'below'a1owspeed,-such tor-example, as 15 milesper hour. When the trainexceds this low speed, contact 75 -76 opens. "VVhen the trainiexceeds a imedium speed',such for example, as 35 ;niile'sper hourpegt, coma 75477 opens, and whent he'trainexceeds a high speed, suchfor'exan pleg as65 a niiles'per hour, contact 7 5,78'open's.'r

Magnet M s lsoj controlled byt wo relays; VW' and WV? which are selectively controlledt iofi by relays S and S Returning now-to the] assun'i'ption that relay S is'energized;aswas v11? explained hereinbefore, relayVV is; also en! V ergized,the circuit for the latter'relay passing 1 Y J from generator45, over wires. 46, 475, 48, 49, 5,1 0

50 and 79,-front contact 80'ofrelay S wire i 81, windingiof relay Wflwire's 82 and 83; v winding 33 of receiver F, andwires 61 a-nd 62, p

,backto generator 4'5i Wheni relay WV is en f "ergi'zed its front contact isclosed, and:a'cir- :1. n0 Q cuit is-then conipletedfor magnet M, from I; y generator45, throughw- ires 46,47, 48 and 10 8,fl 1 l front contact 109 offrelay W wire lllhco'n-r tact 75 78 of deviceiJ, wire 117," windingof V s magnet M, and wire 118,- b ack to generator45lpu5 It will be seen, thereforegthatunderthese conditions, magnetQM is'controlled by contact I 75-1 78 of device J, so that the brakes willqbe applied if the train exceeds65 1niles=perhour Iwill next assume that the train passesani' inductor K having its'windingf 29 supplied -48, 49,5O and5l,contact'44ofrelay vfwires" f I "67 and 68, f'ront contact 69 of-relay. G ,i-wire" 7O,-w indin'g,ofrelay S wires 71 and 7 2, contact 42ofrelay 32 of receiver F, wire 60, thence through a portion of winding 33 of receiver F, and wires (31 and (52, back to generator This circuit is provided with a branch which passes em wire 71, through wire 2'3, back contact l of relay S and wire 66 to terminal 59. It will be seen, therefore, that if relay S is de-energized, back contact of relay E 3 completes a shunt around contact 12 of relay V. In any event, however, when relay V is energized to swing its armature to the left, relay S becomes energized, and current is thereafter supplied to the relay over a stick circuit which passes from-generator 15, over wires 10, 17, 18, 19, 50, 79, 84: and 90, front contact 91 of relay S wires 92 and 08, front contact 69 of relay G, wire 70, winding of relay S wires 71 and 7 3, back contact 7 1 of relay S wires 06 and 59, winding'32 of receiver 1*, wire 00,

a portion of winding of receiver 1 and wires 61 and 62 back to generator it should be pointed out that with relay S energized, lamp 101 of cab indicator U lighted, current flowing from generator 15, through wires 46, 4:7 and 98, front contact 9 1 of relay Gr, wire 95, front contact 96 of relay S", wire 105, lamp 101, and wires 10 1 and 62, back to generator Furthermore, when relay S is energized, relay 3V is also energized, the circuit for the latter relay being from generator 45, through wires 16, 1:7, 18, 19, 50, 79 and 84:, front contact 85 of relay 5 wire 15 winding of relay wires 86, 1 16 and S3, winding of receiver F, and wires 61 and 62 back to generator 15.

W'hen relay energized, the medium speed limit is imposed upon the train, magnet M being then controlled by contact 7 5-77 of device J. The medium speed circuit for ma net M may be traced from generator 1:), through wires 16, 17, 4,8 and 108, back contact 109 of relay lV wire 111, front contact 112 of relay 1V wire 115, contact vice J, wire 117, winding of magnet M, and wire 118 back to generator 15. It will be plain, therefore, that when relay is energized to pick up relay N the brakes will applied on the train if the speed exceeds 35 miles per hour.

It will be observed that the stick circuit for relay S includes winding 32 of receiver F. Furthermore, when relay S is energized, relay 1V is supplied withcurrent from generafor 15 in series with winding of receiver F. The current thus sup l d to winding creates in the core 30 of receiver F a unidirectional flux which has a value under normal conditions, th is, when the train is between inductors K. If, however, the receiver F, under the conditions just described, approaches a trackway inductor K having its winding 29 de-energizcd, the reluctance of the magnetic circuit including the receiver is materially changed. As a result of this change in relut-ance, the

In G

fin); created in core 30 by the current in winding 83 1s materlally lncreased. An electroinotive force is induced in winding 82 by the increase of this flux and this induced electroi'notive force creates in the circuit including winding 32 and relay S a single cycle of alternating current, one-half of which opposes the current normally supplied to this relay from generator 15. The net ef- (E .E I root or the induced electromotlve iorce therefore is to de-energize relay S The current produced in the circuit of relay S when the train a de-energized inductor is of transitory nature but after relay S has once been tie-energized, it remains de-energized until its pick-up circuit is again closed. In similar manner if relay S is energized, this relay will be de-energized if the train passes a tie-energized inductor K, and relay S will remain tie-energized until the pick-up circuit for the relay is again closed. It follows that after the train has passed a de-cnergized inductor, relays S and S are both ale-energized. Under these conditions, the cab indicator circuit passes from generator 15 over wires d0, 17 and 98, front contact 94 of relay G, wire 95, back contact 96 of relay S wire 97, back contact 98 of relay S wire 100, lamp 102 of cab indicator U, and wires 10 1 and 62, back to generator 4-5. Under these conditions also, relays i l and 1V are both tie-energized and both the high speed and medium speed circuits for magnet M are open and an automatic application of the brakes ensues. This automatic brake application may, however, be prevented by the engineman under certain conditions, by means of the apparatus which I will now describe.

The reference character X designates a pneumatic relay comprising a chamber 123 having one side formed by a flexible diaphra m 125. A plunger 127 is urged against the diaphragm 125 by a spring 128. Chamber 123 is constantly connected with atmosphere tln'ough a restricted orifice and under normal conditions, spring 128 holds the plunger 1 7 in the position in which it is illustrated in the drawings, so that contact 122 is open. Communicating with chamber 123 is a pipe 122 which is at times supplied with fluid pressure under the control of a manually operable valve 119. l l hen tiis valve occupies its normal position in which it is illustrated in the drawings a reservoir 121 is charged with fluid pressure through pipe 120 from a source of pressure not shown in the drawings, and pipe 122 is blanked. When the engineman reverses valve 119, however, pipe 120 is blanked and reservoir 121 is connected with pipe 122. The pressure in the reservoir is therefore supplied to chamber 123 of relay X. This pressure moves the diaphragm 125 upwardly, thereby urging plunger 127 against the bias of spring 128 and closing contact 129. lhe pressure in chambelf' gradually leaks through the orifice 126 and after apredetermined'time interval the p111ngerl27'returns to its initial";

position and Opens contact 129.? H 1 During the 1 brieii inter-valthat Contact 129 is closed, due; to reversal of Valve 119 current =-fiowsf frbm' generator 45, through Wires 46 andl30, con tact 129' of relay X,-' Wi'r'es' l311and 132, Windingfo f mrelay Z, :,Wires-*133 fr65, ;66fand- 59,.i inding :32 ofrelceiveriF,--wire 60, a portion" ofwinding. 33. andWii-es 611 and. 62-, back' to} generator 45. hen the enginema-n operates valve 1-19 therefore, he"closes-a;piol: up cir;; cuit for relay -Z,-which lcausesithis relaytq becomeenergized. After the relay has once i picked 'up,it is maintained inits energized; condltlon', by v1rtue of a-stickcircu-lt, Wh1ch;

may be traced from generator 45; through Wires 46, 47,48, 49 and 134; back contact 135 of relay S wire 136*,1baclecontact 137' of relay S Wire 138," front contact-139 of relay Z, wires. 140' and 132, winding of relay Z, vvires'-13S,"65,f66 and 9, Winding 32 of re-i ceiver F.,f\vire 60 a portion of- Winding-f33,- and 'WI'IGSKGI and '62 back tof generator .45.

although the cont-act of relay 2X is closed foronlya brief interval by operation a of valve- 11-9,',if thisvalveis-operated to energize relay Z when relays S and s? are'both'de-en irgi'zed; relay Z is heldfclosed' afterrelay X- returns toits normalrpositiong Whenrelay Z is energizedpailow speed clrcultj'is closed Wire's =46, 47 ,48, and 108, back Contact 109 ofrelay Vv Wire Ill-Lback contact'112-of relay- W vvire 114, from? contact; 11'5Qo-ffrelay5 Z Wire" 116, contact" 7 5%76 ;of device J wire 117,-Winding of ma nenM and Wire118 back' to generator 45f It will be plain, there-fore; thatveven if relayss and S? are d een'er"g"ized,

the enginema n =may-proceedzat a low speed, of, miles f per hour .or less; provided he operates'valve119' to pick up relayZ. .1

It should. be part1 cu -13 is included 'inthe sticki circuit foii this relay. 'But When vreIayZ is energlzjeda'cln S wire; 136, :back contact 137 of: relay 1 wires 13 8 and 142, frontfcont a'ct 143 of relay Z, wire 144 resistance"1 45,;wiresT146 andS'EB, windingliig of receiver F;a n d wires 61 and.

'62 back to generator s g 1 It will be] plain,

therefore, train passesan inductor K having its Winding 29 de-energized when relay Z i is energized the elect'roinotive force induced 2139 c in Winding-32 will-vde-energlzej relay Z inthe' same manner as was prev ously.descr bedin connection with the operation of relays S andS :It follows that up n-, a ssingeach successive die-energized inductor j.-the "engineman must" acknowledge by operating Itfwillyzbe plain from the foregoing that for magnet M "from generator 45,; through 131113 fifl; that; lela-v Z is energized, winding 32: f recewen cuitis' closed for Winding I 33 of 'receiverfF iaf's; i'ollo'ivs rfrom generator 45-, throughwvir es 46; j 4?.48, '49 ancl"134,"ba'ol Contact 135 ofrel'ay valvell f If hefdoes acknowledge; thetrain" v a may proceed under] the low speed lilnit lbut brak s re immedi ely app ie a.

.if the engineman does not k v In describing the peratlon of the appara tus'iajs' a- Whole; I will" assumetha-tthetrain Y, providedivviththe apparatus shown 'on H I Fig. '2, proceedsithrough the stretch of track shown in Fig. 1.- While: this, train moves through; section A4413; relay G is energized and "When the receiver F passes. inductjon K4;

rela-yfS i'sfpicked up if this .ze'lay: is not lal ready energized; because current' of normal 1 polarity isbeing suppliedfto Winding, 2950f inductor K 'After the receiver l -haspassed I" the; inductor i K .rfelay- S is j subsequently stuclcupsothatjlamp iof cabindicatofU is lighted" andi'relayuW is energized tom-.1

pose, av ighspeed limit .upon thetraim medium speed; limit; upon thejtrainq,

'..When.the train-enters" section B ,j"C,relayF i r v G 1s stillenergized, but since indingIZQ of verse polarity relay V reverses to pick up re; I I

, 00 brokeuat back contact 64 Of lflllflYiSSO that r.elay-; S fbecomes sle-energized; Re lay;S -i's, stuck ipafter'receiver Fpasses inductor andlamprl0l ofcab indicator Uis' therefore lighted- Furthermore, relay is de-ener- I gized and relay NV? is energized to in;

" Inductor K9 is-de-energized so that'vvhen comes deenergiz ed,1alth01 1gh relay Gremains energized -As a result,-'la1np; 1 02 is lighted in cabindicatojr Uand relays W andW- arelay Z. s If 1 valve 1191's operated,- relay'Z is "the tr in-entersSeaman-1),; elays be; .1

both'de-energized. 1 Under theseconditions,- s, the brakes on the trainareappliediunlessthe ng ne na'n op t l e 119 to pick up; re-Y 1'15 H picked j up, 'and;';{this 1- relay; is subsequently Q I t a fth sl n eredia np ed-f w Qn-IJ I F rm in e Wi i g 9 f duetor KP 'is de energized relay-i Z, is de-en- J fic un tQimPQSe alowsmed'fim wnthe trainiby en g ing magfiet'iM o r 1 9 1 s75' 76 of deviceJ, When the traini enters ithe.occupied section to the? right of pointaD,

relay G fbecomes gdewnergizejdand lamp is "then lighted; to indicate to the engineman ergizedi as receivei'l-gFapasses -inductor K eiiengl man s' h r e 1' fo ced t w, 1 1

kn w dg T I U tO i-K n erd t b; preve t an automatic application of Lthe brakes. If

valve 119 is operated to again energize relay Z, the train may proceed under the low speed limit.

It will be observed that both the pick-up circuits and the stick circuits for relays S and S are carried over front contacts of relay G. It follows, therefore, that if either of these relays is energized, and a switch is thrown in advance of the train, or if for any other reason the supply of current to the rails occupied by the train is interrupted, relay G becomes de-energized and an automatic application of the brakes is incurred.

It will be manifest, therefore, that with apparatus embodying my invention, I have made it possible to produce upon the train four distinctive indications of traffic conditions in the trackway with. a minimum of equipment. Iiurthermore, the apparatus is so constructed as to combine the simplicity of an intermittent train control system with the safety of a continuous train control system to accomplish results not readily obtainable by either.

Although I have herein shown and described only one form of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims withoutdeparting from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising means for supplying current to the track rails,'au inductor located in the trackway and provided with a winding, means for supplying said winding with current of one polarity or the other or for de-energizing said winding in accordance with traffic conditions, and train carried governing moans controlled, jointly by said inductor and by the current in the track rails.

2. Railway traffic controlling apparatus comprising means for supplying current to the track rails, an inductor located in the trackway and provided with a winding, means for supplying said winding with current of one polarity or the other or for de-energizing said winding in accordance with traffic conditions, and train carried governing means controlled by the current in the track rails and responsive to the polarity of the current supplied to said winding.

3. In combination, a section of railway track, means for supplying current to the rails of sai-d'section, an inductor located in the trackway and provided with a winding, means responsive to traffic conditions for at times supplying said winding with current of one polarity or the other or for de-energizing said winding, afirst train carried relay controlled by current in said rails, a second train carried relay selectively responsive to the condition of energization of said winding, and governing means on the train controlled jointly by said two relays.

4-. In combination, a plurality of successive sections of railway track, means for suptrain in inductive relation with the track rails, a second receiver on the train for cooperating with said indurazors, and governing means controlled jointly by said receivers and responsive to the condition of energization of said inductors.

5. Railway traffic controlling apparatus comprising a train carried core having a first and a second win-ding, a plurality of inductors located at intervals along the trackway adjacent the path of travel of said core and each provided with a winding, means controlled by traffic conditions for at times supplying the winding of each inductor with current, a train carried relay, means controlled by said first winding and operating when said core passes an inductor having its winding supplied with current to energize said relay, means effective when said relay is energized to connect the relay with a. source of energy in series with said second winding, means also effective when said relay is energized to create in said core a flux which is varied when the core passes an inductor having its winding de-energized to induce in the second winding an electromotive force that de-energizes said relay, and governing means on. the train controlled by said relay.

6. Railway trafiic controlling apparatus comprising means for supplying the rails with current, a first relay on the train responsive to such current in the track rails, a winding located in the trackway, means for at times supplying said winding with current of one polarity or the other in accordance with trafiic conditions, a second and a third relay on the train, means effective when the train passes said winding to energize said second or said third relay depending upon the polarity of thecurrent in said wind ing )rovided said first relay is energized, and governing means controlled by said second and third relays.

' 7. Railway traffic controlling apparatus comprising means for supplying the rails with current, a first relay on the train responsive to such current in the track rails, a winding located in the trackway, means for at. times supplying said winding with current of one polarity or the other in accordance with traffic conditions, a second and a third relay on the train, means efiective when the train passes said winding'to energize a selected one of said second or third relay depending upon the polarity of the current in saidwinding,

means controlled bysaid first relay for sub-"H sequently maintaining. such selected relay in its energized condition, andgoverning means on the train controlled by said three relays.

8. Railway trafiic: controlling. apparatus] comprlsing a recelver on the train compr sing 1 a first Win-ding, a second Winding located in the traclrway acent the path offtra'vel of said first Winding, means for at times sup.-

plying said second winding with current of one polarity or the other ldepending'tupon traffic conditions, atrain carried relay'comprising an armature biase dlto anintermedlate position, means receiving energy from said first winding for swinging said armature to one extreme posit on or theother dependlng upon the polarity of the current in'said first winding, means effective when the arma tu're occuples either extreme position to short circuit said first winding, and governing means selectively controlled said armature; V

9 Railway current; a train carried receiver co-operating with said inductor and provided witha second, a third, and azimuth winding; Ja first train carried relay controlledby said second I w1nding,a sec-0ndtrain carrle'd relay, a pick-' up circuitifor said second relay controlled by" said first relay,la sti ck circuitfor'said second relay including its own front contact and said third winding, a third relay, acircuit for said; third relay controlled by said second relay and including said fourth winding, and gov-J erning means controlled by said third relay. 10. In combination, a plurality of sections of railway track; means for supplying current to the rails of each section, a plurality of inductors located in thetraclzway and'con trolled in accordance with traffic conditions, 'a train carried relay controlled by currentin v thetrack rails, a plurality of other relays see lectively controlled byfsaid inductors in' ac cordance' with traific conditions, and governing means on'the train controlled by all said relays "and responsive to the speecl 'of the' tra n.

' track divided into plurality of successivei tracksections,l means for supplying alternating current to the railsadjacent theeXit end.

11. In'combination, a stretch of railwa'y traific' controlling. vapparatus comprising an-inductorlocated in the track way and provided with a fijrstwinding, means for at times supplying said winding with winding.

. 12,111 combinatioma plurality of succes-. sive S-BClll'OIlS'Of railway track, means forsupplying alternatingcurrent to the rails of each train passes each inductor" depending upon controlled by thecurrentinthe track rails for maintaining; said speedfllimit eflective until i the train passes the, nextindu'ctorj r 13. In combination, a. plurality o-f successive'sectionsfof railway tracln'means'for supzthe {condition of such inductor, and-means section, ajtrack' relay ,fo'reach section, an in j ductor located adjacent the entrance end of" a "each section, means forcontrolling each in-j j ductofrin accordancewi'th traific conditions, train carried governing means arranged to impose speed limit upon the train as the plying alternating current to the rails of";

' each section,-a track relayfor each section, a 9

linerelay for each seetion controlledfby the I jointly said inductors and in the trackrails'.

comprising means for "supplying current to in accordance with, trafiic conditionsf and 1 jointly by said inductor and by the current,

in the track rails.

corresponding trackfrelay and by the track- 14. Railway traifi s ontrolling apparatus the track rails, an inductor located'inthe;

trackway and provided with winding, means i for supplying" said winding 'with' direct {current of onepolarity or the other train carried governing means controlled s V 15. Railway traffic-controlling apparatus" T comp i ng 'f r pp y 'ng r to .i f. the track rails, an inductor located in the trackway and provided with ;a";.'winding,1

f] means tonsu l ing said winding' withidt' i met current o O e, T l i Y thej fother in 'accordancewith trafic conditions-and train carried; governing means 'control ledjby the p current in the trackrails and responsive to.

of the current supplied .to said 7 the polarity In testimony whereof afiix my signature.

of each'section, an inductor forea ch' section J and each compris ng a wlnding, means for'at 1 1 times supplying'each such winding withdi- J e0 rect current of one polarity or the other or for, de-energizi'ng. the winding depending u'pontrafiic conditions, and train carried governing means responsive to such alternating current and to the condition 'ofenergization of said windings; Y

RALPH: K M R I a

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