US1812990A - Automatic train control system, intermittent type with vehicle energy - Google Patents

Description

July 7, 1931.

A. G. SHAVER AUTOMATIC TRAIN CONTROL SYSTEM INTERMITTENT TYPE WITH VEHICLE ENERGY Filed Jan. '7, 1922 J 7- Shaver Patented July 7, 1931 UNITED STATES PATENT oFrics ARCHIBALI) G. SHAVER, OF CHICAGO, ILLIHOZS, ASSZGNOR TO THE BEGAN SAFETY DEVICES COMPANY, INC., OF NEW YORK, N. Y., A CORPORATION OF NEW YORK AUTOMATIC TRAIN COLT'EROL SYSTEITE, IHTEEEEITTENT TYPE WITH VEHICLE ENERGY Application filed January 7, 1922. Serial No. 527,567.

This invention relates to a train control system, and more particularly to a train control system of the induction type, and has special reference to the provision of an induction system arranged to be connected to and influenced by a block signalling system, with the induction system responsive to safety, caution and danger track conditions to produce corresponding clear, caution and stop effects on the train.

A principal object of the present invention comprehends the provision of an induction 'train control system in which train carried mechanism is operatedto produce a plurality and stop effects responsive to the cooperatlon between train and track magnetic elements or inductorlums with the tram carried mechanism given a clearing or-test operation in each section or block so as to condition the same for further operation and so vas to determine the operability thereof to keep the 7 same in proper Working order at all times.

*A further principal object of the invention relates to the provision of an induction train control system of the type referret to in which the train and track magnetic elements or inductoriums are operated by train carried energy.

Stillfurther objects of the invention are the provision of an inductive train control system of the nature referred to in which an alternating current or like source of energy is employed, the present invention being particularly an improvement on the induction train control system disclosed and claimed in my copending application Serial No. 422,598 of November 8, 1920, and being coordinate to the induction train control system disclosed and claimed in my copending application SenNo. 506,595 of October 10, 1921, the present induction system relating particularly to the employment of three-elementinductoriums for thevehicle and roadside, the vehicle being provided with a plu- 'rality of'energy receiving inductoriums for selectively energizing either of a pair of twoposition relays, and an energy transmitting in'ductorium, these inductoriums cooperating with a plurality, of itrackiselectively enerof effects such as proceed, speed restrictive gized energy transmitting inductoriums and an energy receiving inductorium.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, my invention consists in the elements and their relation one to the other, hereinafter particularly described and sought to be defined in the claims, reference being bad to the accompanying drawings which show a preferred embodiment of my invention, and in which Fig. 1 is a diagrammatic view of the track or roadside mechanism and circuits, Fig. .2 is a diagrammatic view of the vehicle carried mechanism and circuits, and

i Fig. 3 a diagrammatic view showing a modified arrangement 'of parts of the track or roadside mechanism.

Referring now more in detail to the drawings, and more particularly to Figs. 1 and 2 thereof, there is provided as disclosed in my copencing application above referred to a train control mechanism which comprises the electromagnet M active for controlling the operation of a combined reservoir and brake valve (not shown), the detailed construction of which is set forth in my Patent No. 1,411,526 of April 4, 1922. The electromagnc't M is controlled by a two-element relay 35-36; when the currents inthe elements 35 and36 are in phase, as under clear track conditions, the contacts 37, 38 and 39 controlled by the relay are caused to assume the full line position shown in Fig. 2; and when the currents are out of phase, as for example 180 out of phase, this existing under caution track conditions, the said contactsare caused to assume the inclined dotted line position; and when either of the elements 35, 36 is deenergized, this taking place under danger track conditions, the contacts are caused to open and assume a neutral vertical dotted line position shown in Fig. 2.

With this operation of the relay 3536, under clear roadside conditions the electromagnet M is energized to produce a train proceed effect in the valve controlled thereby, the said electromagnet being normally energized from a train carried alternating current source of energy G by'the' following circuit; generator G, conductors 43, 44 and 45,

electromagnet M, condenser 0, conductor 46,

contact 39 in normal full line position, con

ductor 47, and conductors 48 and 49 to generator G. Y I

Under. 'fcautiontroadside'Jconditions :the train controllinginechanism' 1% is placed in circuit With a speed circuit controllers so astoproduce a vehicle speed restrictiveeffeet, the electromagnet M being energized When the train is 'proceeding'belo'w andbeing' icleenergizediwhen the train is-proceeding "abovea predetermined or permissive speed, the said circuit includ ng the. generator G, conductors 43, 44 and 45, electromagnet M,

the 'condenser c, conductor 46, contact 39 in inclined dotted line "position, "conductor *50,

l'con'tactfil of speed circuitcont'roller S, con ductor"52, and conductors '3and 49 to gencrater-G. v VVith this arrangement, it willg'be seen-that \vhenthetrain'is moving above'the permissivespeed the contact 51 vvill be opened to-deenergi=ze the magnet M, and when' the train isprocejeding=below:or at the permis- -siv'e'sp'eed, said contacthl avillbe closedto energize the magnet M- ior maintainingthe air brake inoperative. The condenser c is provided in the'magnet circuit'tobring the said circuit into a state of resonance as nearly' as poss1ble.-

1 Under danger track conditions with the I contact 39 in neutral position, the circuit to *58',-"the:coil of-relay element 36, conductor59, condensQerc, conductors 60, 81 and'ol', con- "tact 38 in tull line position, conductor 62, resistance R, contact-26 held normally closed the electromagnet M is openedythe electro- -magnet deenergizedlandthe valve controlled 35 I I "train and *totliseennect the engin'eeris brake thereby operated to set the brakes oft-he va l-ve from the-main reservoir as disclosed in my abovementioned Patent No.'1,411-,526.

. For :normally maintaining the relay con- :tact 5 39 in either of its full or inclined dotted line positions-to maintain t-heunlimited speed or restrictive speed effects on the train, I provide a stick circuit including one element got the relay 35-36 and controlled by another -relay'2'4, For normal orunlimitedspeed conditions the stick circuit comprises the generator G,-conductor '54, contact normally hel-d closed ibyenergization of relay 24, re-

sistance R, conductor 55, contact .37 in full 'line pcsitiomccnductor 56, conductors-57 and relay 24, and conductor 63 to generator fGr'. The'elem'ent of relay 3536-is-energized through the circuit including :the generator G,.-conductors 43-and 64, condenser c and conductor 49 to generator 1G.. Under elements 35; and-36 are infphase'and thereonmots-371, 38an'd 39aremaintain'ed by the relay elenients in the full" line position by these "circuits. The resistances R and R are pro- 'vid'ed for protecting against momentary short these-normal conditions the currents in the circuit of the circuit to the generator G under certain conditions of operation.

When the currents in the elements 35 and 36 differ by 180 in phase, this being a condition produced by means to be described hereina tten the contacts 37, 38 and 39 aremoved to the righth-and-dottecl'line position and are .retained in this position by the train stick circuit comprising generator G, conductor 54, contact '25 norm allyclosed, resistance R, conductor 55, contact '37 closed in dot-ted line position, conductor 60, condenser 0?, conductor '59, relay element 36, conductors 58, 57, and '66, eontact38 indotted line position, conductor 62, resistance R, contact 26 normally closed,-'and conductor '63 Tto generator G.

#vVith thiscircuit it will be noted that the currentsin theelements'35 and 36difierby 180 in phase, and the stick circuit will therefore maintain the contactsj37 to'g39 in their in:

clined dotted line -positions.

Under"=danger track conditions, the de- --'scribed stick circuit is broken by the' opening of -the contacts 25 and 26 controlled by the relay 24 in a manner to be described presently, and the contacts 37 to 39 inclusive assume the vertical dotted 'line' positions with the re- '-sult that the electromagnet' M is deenergized for application of the brakes of the train.

For controlling the positioning of the con-' mots-37 039 of the relay 35- 36 so'as to impress; upon the train controlling'means M a desired efii'ect, I provide cooperating vehicle and roadside ma gnetic means or elements, and

"more-specifically vehicle and' roadside =inductoriums, the roadside inductoriums being preferably under tliecontrol' of al bloek signalling system and being influenced bv the same to respond to safe, caution and -danger track conditions and to indicate such conditions, and the vehicleinductoriums being arranged "for-movement over the roadside inductorinms'tocooperate Withthe latter to receive and transmit ndications of the same tofthe train circ'uits'andmore specifically'torthe relay 35'36 to correspondingly influence and operate the same. *Tdthese ends -Cl. provide ai train transmitting inductoriuin 27 connected tothe Tvehiclo sourceofenergy G by means of'the conductors 43; 67,68,39,

70,7 1, 53 and 49, a condenser c iorproviding -a -resonant circuit' being preferably included in this line of connection: andfor cooperation ting and receiving inductoriunis, I provide sets of roadside receiving and transmitting lHClHCtOllLllllS', a set for each section or block of the track sucha's A, Band shown in Fig.

1, each set coin-prising anenergy IGCGlVlIlg inductorium 1 and a plurality such as a pair of energy transmitting inductoriums 2 and 16, the enery receiving induct-orium 1 being arranged for'coope'ration with the vehicle i transmitting inductoriuni 27, and the energy transinittinginductoriums 2 and 16 being correspondingly arranged for cooperation with the vehicle receiving inductoriuins 29 and 28 respectively, the said track or roadside transmitting inductoriums 2 and 16 being adapted to be selectively connected to 'andselecti'vely energized by the roadside ene-rgy receiving inductorium 1, the said seleclive energization being made responsive to track or roadside conditions.

' "For selectively operating the inductoriums 2 and 16 from the inductorium 1, there are provided roadside circuits controlled by a distant relay 8 and a: home relay 5 for each block, the construction beingsuch that normal energization of the relays 5 and 8 will 'ei'i'ect the connection between the inductoriums 1- and 2, while deener ization of the dist-ant relay 8 responsive to caution track conditions will effect the breaking of connec- 35 conditions, both the energv transmitting inductoriums2 and '16 will bG' dISCOIIIIQCtQCl tions'between the inductoriums l and 2 and the making of connections between the inductoriun s 1 and 16, while the deenergization of relay 5 responsive to danger track from the track inductorium 1 Thus under clear? track conditions the "inductoriums land 2 are electrically connected by means ofthe circuit'including the coil of the'inductorium 1, the conductor 3, the'co-ntact 1 normally closed by energization of the home relay 5, conductor 6, contact 7 attracted by relay'8, conductor '9, co-il induc -i "toriuni 2, conductor 10, contact 11 inat- "tract-ed or upper position, conductor 12, con tact 13 closed, conductor 1 1, condenser 15, and the coil. of relay 1. U

Withthe relay 8 deenergized under caufiytion track conditions, the contacts 7 and 11 will be released for connectingthe inductorium 1 to inductorium 16 by means of the circuit including theinductorium 1, w conductor 3, contact 4, conductor 6, contact 7 in released position, conductor 17, inductorium 16,'conductor 18, contact 11in released position, conductor 12, contact 13, conductorl l and condenser 1 5. I 1

Under danger track cond tions when the 3 so home relay 5 is deenergized the contacts 4 and 13-will be opened for disconnecting the inductorium 1 from both the inductoriums '2and16. The home-and distant relays 5 and 8 are made responsi've'to clear, caution and danger trackconditions in a well-known -manner, the relay5 being connected to the trackrails and energized by a track battery Z) for each block or section of the block,

and the distant relay 8 of one block such as block B being connected to be controlled by the home relay 5 of the next succeeding block by means of a circuit including the conductor 21, armature 19 controlled by the relay 5 of the next succeeding block, battery 20, and

conductor 22.

lVith this construction it will be seen that in the movement of the train or vehicle and in the passage of the vehicle inductoriums over the track inductoriums, an impulse will be transmitted from the train transmitting inductorium 27 to the track receiving inductorium 1, and that such impulse may be selectively transmitted to either of the track transmitting inductoriums 2 and 16 or that the transmission of such impulse may be inhibited for in Turn selectively influencing either of the tran receiving inductoriums 29 former moves over the latter in the move- Y 31 ent of the vehicle.

Controlled by the relay 29, there are providedcontact armatures 30 and 31 which under normal conditions assume the vertical full line positions shown in Fig. 2 due to the normal deenergization of the relay 29, the said contacts being moved to the dotted line position shown when the relay 29 is energlzed by the cooperation of the inductoriums 28 and 16. Controlled in a similar manner by the relay 32 there are provided the contact armatures33 and 35 which under normal, conditions also assume the vertical dotted line positions shown in the figure due to the normal deenergization of the relay 32, I

the said contacts being moved'to the full line positions shown when the relay 32 is energized by the active cooperation between the inductoriums 29 and 2.

Vlhen under safe track conditions the inductoriums 29 and 2 cooperate for energy transference therebetween, the contacts 33 'and 34 are made to momentarily assume a full line position byreason of the energization of the relay 32, the momentary closing of said contacts being effective for momenta- 'ily" energizing the relay element 36 with a current in phase with the current energizing the relay element 35 by meansof the circuit comprising the generator G, conductors 13,

44 and"? 9, contact 34 closed, conductors 80,

th c r u e p i ih -geher r i, hdu

the circuit-including the electromagnet M 66,565., 57; and 58, relayelement 36, conductor 59, condenser-.0, conductors 6.0, a 81,. 82, con tact 3.3-clos,ed-, and c nd ct rs 71, 5.3: and 4:9 to. generator 6'. By the momentary closing of this circuit, the. energization of thejrelay 5.3.61causesthearmath es'37't0 3 o. assume the "full line position shown to close the stick circuit and the, circuit of the electromagnet. M producing clear or proceedcondit ns n. the a n.

When under caution track conditions the, inductoriums 281and l6-cooperate for energy transference therebetween, the contacts .30. 31' are actuated to momentarily assume the dotted line position shown, this momentary closing of the contacts effecting the closing of the circuit to a' relay element 36 for energizing the same with current differ hg 1:809 in r e ewi h h e rh h no ly energizing the relay element by means of tors. 413 and 67,,contact 30 closed, conductors 83 and 6Q, condenser. c, conductor '59, relay lement 5'0' 1 39li nd eenteet 31 closed, and conductors 84 and 49. With the closing of this circuit the element 86 is energized as referred to current of a phase opp Site to that element 35, and the-contacts}? to. 39: are moved to the inclined dotted line position to close the stick circuit and hd e pe he a i Si preem es tion or speed restrictiveconditions on the eine f r When under danger track conditions neitherv of the relays 29 and 32 is'einergized,

et h h oper ng eei e is h elay element 36 remain unenergized, and should he eia t 3- t .39 h n h V r i a d t d line positomsaid contactswill remain in such Pe hen ir le g e i fiee eh the train.

1- the Phr p e e eeh it ni s t e h ele earned m eheh h f er hetie ee h e by the train and track inductoriums so that t ain eeie r a e to h ereh e th ind at n fi heeree ndee' erih s n fe t f rth p tp ee ef-ahtemet ee ly v ng th tra n ht e ehp r hie; e b e ene t r e h ee ie e hle k in rder to u eh ee elly he the ep r h hty o the eme e -e t mes, there a e p sid d eeenehe ihe teei and track magnetic means for periodically de heheih ha e el y' 3. end were p r cifically for opening the stick. circuit thereof atthe contacts 2 5 and To this-end the relay heretofore nentionedy is provided, th d hey h ih een ee e, he rmel y eeehgi ed t se th hem er e, e eeh rey-G by hieeh e t i ee h ihs the i source of energy, conductor 54, coil of relay 24, condenser. 04, conductor 85, inductorium 213., h e n eters ,4 nd; %9, he n- ,ci eer e 'heing preterahly pre ided. n th s ei ee t he: rl eies eeie weenie t tmel ey in .a. state of resonance. The inductorium 23 onstitutes 01? compri atrip device for the train circiuts the said inductorium cooperating with an inert-track elementE provided 2e is considerably decreased. The adjustment of the contacts 25; and 26 of this relay 24 is such that with the circuit in a stateof resonance, the contacts are closed, but with the decreased voltage produced when the state of resonance of the circuit is destroyed, the contacts 25 and 26 are opened for opening. the,

stick circuit controlled thereby. With this Construction-it will therefore be seen that normally when the train is. running between track elements E'TTE, the train circuits-when running; under safeor caution conditions. will be; so maintained by. the olOsing. of the stick circuit, and when the inductorium' 23 covers a track element; E the said stick cirxcuit will-be broken and the relay 35 36 will he. dcenergized, causing the contacts 3;? to 39 thereof to move to. neutralposition forproducing stop effects on the train, the inductorium and inert tra k e e ent E com- ;prising therefore -a tripping mechanism for the train :eircui-ts; conditioning the same for: response to, the operation of the train and track inductoriums. heretofore described, the train and track; inductoriulns being brought into cooperative relation substantially when or; immediately after the tripping operation takes place, the time interval between the. tripping operation and the operation of the inductoriums being insufficient to permit the brakes of thetrain to beset, the inductoriurns functioning as a resetting vor controlling mechani m for the train circuits responsive to v tr fli onditions- The operation of thesystem thus far described willin themain be apparent from "the aboye detailed description thereof. It

will be seen that in each section or block the inert magnetic elementE of the track mechanism will momentarily destroy the resonance of the circuit of the inductorium 23, causing .a deenergization of relay 2e and an opening .of the stick circuit to the relay element 36 Lil this in turn closing a circuit to the relay element36 to energize the same with in phase current, such energization resulting in the contacts controlled thereby assuming their full line position for closing the stick circuit and the circuit to the electromagnet M, the

mentarily energizing the relay 29, this ellecting the momentary closing of an ener gizing circuit tothe relay element 36 with currentidiflermg 180 11]. phase from the current in element for moving-the contacts 37 to 39 to theirinelined dotted line positions, placing the train under speedrestric tive operation. Under danger track conditions, no impulse is transmitted to the train inductoriums, with the result that the relay element 36 remains deenergized and the contacts controlled thereby remain in neutral circuit openingposition for bringing the train toa halt.

"Liter the train has been brought toa halt, the same may be again set in motion by the operation of a release key 38a, which is placed or located in anormally inaccessible position, operated by'the engineer so as to cause the contact elements thereof to connect the enerator G to the relay element 36 for energizing the latter with current differing 180 in phase from the current in "clement 35'bymeans of a circuit including generator G, the upper contact of key 38a,

conductor 58, relay element 36, conductor 59,"

" moved to the inclined dotted position, thus placing the speed ci 'cuit controller in circuit with the electromagnet -M so that the tram can proceed under or at a predetermined" speed only.

Referring now to Fig. 3 of the drawings, Ishow a. construction in which in lieu of tripping the train circuits in eachblock or in each section of the block asheretotore de- E is closed upon itself through thecircuit including coil 40, conductor 41, armature 42 closed, and conductor 88. W hen in this con-' dition the inductorium 23 comes into correspondence with or moves over the track element E, the state of resonance existing in the circuit of the train relay 2% is not sufiiciently disturbed to operate the relay, but when the track relay 5 is deenergized so that tie contact 4:2 is opened, then the operation of element E is the same as that, of element E heretofore described, a tripping of the train circuits being then effected.

Therefore the tripping inductor of Fig. 3

operates to trip or deenergize the vehicle circuits or the vehicle carried apparatus only under roadside stop conditions. hen the vehicle carried apparatus is thus tripped or deenergized the train is brought to a halt; and the same may be again set in motion by the operation of the release key 38a as heretofore described, this operation placing the vehicle carried apparatus in the caution running positionso that the train proceeds under a speed restriction. With the train running under caution conditions no change in vehicle carried circuits will be eflected when the train moves into a caution block since the roadside inductive system under caution conditions transmits the caution condition which already exists on the vehicle carried apparatus by the said operation of the release key 8a. The clearing or reenergizing of the vehicle carried circuits or vehicle carried mechanism with the train running under the imposed caution operation is effected when thevehicle moves into a clear block by the closing of the clearing inductors such as the roadside inductor or inductorium 2. This is accomplished even though the trip element E of Fig. 3 is in closed circuit. Y Vithth'e circuit of the clear inductor 2 closed, energy is transmitted to the vehicle carried receiving inductor 29 for operating the relay 32 ing of these contacts resulting in energizing the relay element 36 with a clearing current, that is, with a current of a phaseopposite to that flowing therein through the caution circuit thereof. It will be noted that the caution circuit contains the resistances R and R so that the two currentsin the relay element 36 not only oppose each other under this clearing condition but the current in the clearing circuit (the circuit of contacts 33 and is of a value larger than the current in the imposed caution circuit (the circuit including the resistances R and R) and-the net result is that the clearing circuit is effective first in effectively deenergizing the relay element 36, and second in energizing the same with clearing current such that the contact elements thereof are moved from the caution to the clear position. Thus the imposed caution opera which closes the contacts 33 and 34, this clo tion of the train carried 'mechanism is' changed to thefclear operation.

When the train runnin under clear con- 'ditions enters a caution block, thevehicle carried'mec-hanism or circults are operated to cuit of the relay element 36 for and in lieu of the then existing clear circuit thereof.

It will be again noted that the then existing clear circuit includes the resistors It and B so that the two currents in the relay element 36 not only oppose each other under this caution producing condition but the current in the substituting caution circuit (the circuit of the contacts 30 and 31) is of a value larger than the current in the clear circuit of the relay element. 36 and therefore dominates the same. The net result is that the substituting caution circuit is eiie ctive first in eiiectively deenergizing the relay element 36, and second in energizing the same with caution producing current such that the contact elements thereof are moved from the clear position to the caution position.

While I have shown my device in the preferred form, it will be apparent that many changes and modifications may be made in the structure disclosed, Without departing from the spirit of the invention, defined in the following claims.

What I claim as new is:

1. In combination, vehicle carried mecha nism, means including roadside mechanism for influencing the vehicle carried mechanism in the movement of the vehicle over aroadway, and means for determining the operation of the said mechanism so influenced including a plurality of independent vehicle energy receiving inductor coils and a plurality of roadside energy transmitting in-' ductor coils selectively operable fo-r selectively affecting the vehicle energy receiving inductor coils.

2. In combination, vehicle carried mechanism, means including roadside mechanism for periodic-ally influencing the vehicle carried mechanism in the movement of the vehicle over a roadway, and means for periodically determining the operation of the said mechanism so influenced including a plurality of independent vehicle energy receiving inductor coils and a plurality of roadside energy transmitting inductor coils selectively operable for selectively adecting the vehicle energy receiving inductor coils.

3. In combination, vehicle carried mechanism, means including roadside mechanism for influencing the vehicle carried mechanism in the movementoi the vehicle over a roadway, and means for determining the operation of the said mechanism so influenced in cluding aplurahty of vehicle energy receivway, and means for determining the operation of the said mechanism so influenced including a plurality of vehicle energy receiving inductors and a plurality of roadside energy transmitting inductors selectively operable for selectively a-ifecting the Vehicle energy receiving inductors, and a vehicle source of energy for said inductors 5. In combination, vehicle carried mechanism, means including roadside mechanism for influencing the vehicle carried mecha-- nism in the movement of-the vehicle over 'a roadway, and means for determining the operation. of; the said mechanism when so infiuenced including a plurality of vehicle energy receiving inductors, a vehicleenergy transmitting inductor, a plurality of cooperating roadside energy, transmitting inductors, a cooperating .roadside energy receiving inductor, and a vehicle source. of energy connected to the vehicle transmitting inductor.

6. In combination, vehicle carried mechanism, means including roadside mechanism for influencing the vehicle carried mechanismin the movement of the vehicle over a roadwayyand means for determining the operation of the said mechanism when so "infiuenced including a plurality of vehicle energy receiving inductors, a vehicle energy transmitting inductor, a plurality of cooperating roadside energy transmitting inductors, a cooperating roadside energyreceiving inductor, a vehicle source of energy'co-nnected to the vehicle transmitting inductor, "and for selectively connecting the roadside receiving inductor to'either of the roadside transmitting inductors.

7 In combination, vehicle carried mechamsm and means for controlling the operation thereof comprising a plurality of vehicle energy receiving inductors and a plurality of roadside energy transmitting inductors selectively'operable for selectively afi'ecting the vehicle energy receiving inductors to produce selectively difi'erent operations of said means,

of roadside energy transmitting inductors se- Cal ' tors. I

9. In combination, roadside apparatus for impressing roadside conditions on moving vehicles, comprising a plurality of roadside energy transmitting inductorsand an energy receiving inductor selectively connectible to said transmitting inductors.

10. In combination, roadside apparatus for impressing. roadside conditions on moving vehicles comprising a plurality of roadside energy transmitting inductors, a roadside energy receiving inductor, and means for selectively connecting the said receiving to the said transmitting inductors.

.11. In combination, roadside apparatus for impressing roadside conditions on moving vehicles comprising a pair of energy transmitting inductors, an energy receiving inductor, means for selectively connecting the said receiving inductor to'e-ither of the said transmitting inductors, and provisions for disconnecting the receiving from both of said transmitting conductors.

12. In combination, roadside apparatus for impressing roadside conditions upon moving vehicles comprising a pair of energy transmitting inductors and an energy receiving inductor selectively connectible to either of said energy transmitting inductors.

13. In combination, roadside apparatus for impressing roadside conditions on moving vehicles, comprising roadside means for ef fecting a controlling condition upon the: vehicle and roadside mechanism for modifying such condition, the said roadside mechanism comprising a plurality of energy transmitting inductors and an energy receiving inductor selectively connectible to said transmitting inductors.

14L. In combination, roadsioe apparatus for impressing roadside conditions on mov ing vehicles, comprising roadside means for effecting a controlling condition upon the vehicle androadsid'e mechanism for modifying such condition, the said roadside mechanism comprising a plurality of energy transmitting inductors, an energy receiving inductor, and means for selectively connecting thesaid energy receiving to the said energy transmitting inductors.

-15. In combination,vehicle carried mechanism including a train controlling means anda speed controller, means including magnetic roadside mechanism for influencing the train controlling mechanism in the movement of the vehicle, means for determining the operation of the, train controlling means so influenced including a plurality of vehicle energy receiving inductor coils, a plurality of roadside energy transmitting inductor coils "selectively operable for selectively affecting the vehicle inductor coils, and provisions for placing the train, controlling means under the control of thespeed controller when one of said receiving inductor coils cooperates With one of said transmitting inductor coils for energy transference therebetween.

16. In combination, vehicle carried mechanism including a train controlling means and a speed controller, means including roadside mechanism for influencing the train con trolling means in the movement of the vehicle, means for determining the operation of the train controlling means so influenced including a plurality of vehicle energy receiving inductors, a plurality of roadside energy transmitting inductors selectively operable for selectively affecting the vehicle energy receiving inductors, a vehicle source of energy for said receiving and transmitting inductors, and provisions for placing the train controlling means under the control of the speed controller when one of said receiv ing inductors cooperates With one of said transmitting inductors for energy transference therebetween.

17. In combination, vehicle carried mochanism including a train controlling means an d a speed controller including roadside mechanism for influencing the train controlling means in the movement of the vehicle to produce a danger effect therein, means for determining the operation of the train controlling means so influenced for modifying the effect under safe and caution track conditions to produce proceed and speed restrictive efiects therein, the latter means comprising a plurality of vehicle energy receiving inductors, a plurality of roadside energy transmitting inductors selectively operable for selectively affecting the vehicle energy receiving inductors, and provisions for placing the train controlling means under the control of the speed controller when one of said receiving inductors cooperates with one of said transmitting inductors in response to caution track conditions.

' 18. In combination, roadside apparatus for impressing roadside conditions on moving vehicles comprising a plurality of roadside energy transmitting inductors, a roadside energy, receiving inductor, and means for Se lectively connecting the said receiving inductor to the said transmitting inductors, the

said means comprising a pole changer under the control of the distant relay of a s1gnalling system.

19. In combination, roadside apparatus for impressing roadside conditions on moving vehicles comprising a pair of energy transmitting inductors, an energy receiving inductor, means for selectively connecting the said receiving inductor to either of the said transmitting inductors, and provisions for disconnecting the receiving inductor from .both of said transmitting inductors, the said m s n p i ng a pal changer under he 'i c ond i ns ly, ada ticnal cccpcrative magnetic vehicle and roadside :n eans' for. in uenc ng said mechanism to modify th ntrolling ond tion unde pie e-ed tra fic conditicns.

21. In an inductive train control apparatus, vehicle'ca-rried mechanism, mechanism including roadside "inductorium .means for pr ducing a o t olling con i ion n t e hicle carried mechanism-under stop traf: 29. tic conditions only, said roadside. induCtBF-ium comprising a magnetic core, a winding thereon and a i uit or a d W nding contr led in accordance with trafiic conditions, and mechanism including additional roadside in- 25 sductorium means for influencing the vehicle carried mechanism to modify the-controlling condition under proceed traffic conditions.

22. In combinati n, Vehiclecarried mechanism, ccoper tie v hic e a d oad de mean 9 for producing a controlling condition in said mechanism underdanger;traiiic conditions on y, and addi ion vehicle and r adside means forinfluencing the said mechanism to modi y t e o rol i g c nd io un e 5 'isafety and caution traflicconditions.

23. n combin ion, ehi c rri d m anism,cooperating-vehicle andirnadside means for producing. a controlling condition in said mechanism under danger trafiic conditions.

only, and;additional vehicle and. roadside mean for sele ive y n luencing the said e h n sm, to mcd y h 'con clling ccn i: on nncl r y a d n icn t af conditions.

In. an inductive train control appa: ratus, vehicle carried mechanism, mechanism incl d ng r d d nduc cri mr-ine s fo producing controlling condition inthe ve hicle carried mechanism under dangewtrafr 5.9 'fic conditions only, and mechanisminclud:

ing additional roadside inductorium means for selectively influencing :the vehicle carried mechanism to modify the controlling condition under safety and fcautioifitrafe :fic conditions. r r 1 25. In a train control system, vehicle carried mechanism, means including roadside "mechanism for producing a'controlling condition'inthe vehicle carried mechanism under a predetermined trafiic condition only, and means for modifying the controlling condition undera given traficconditionythersaid means including cooperating vehicle and roadside magneticelements and a vehicle carriedsourceof-energy for energizing the Vehicle magnetic element by way ,of'the roadinductor. 1

27. In a train control system, vehicle carried mechanism, means including roadside mechanism for producing a controllingcondition in the vehicle'carried mechanism under a predetermined traflic condition only, road: side mechanism including amagnetic core, a winding thereon and'a roadside circuit o-flow reluctance for. said Winding controlled in accordance with traffic conditions, and means for modifying the controlling condition under a given tralfic condition, the'said means includlng a plurality .of'vehlclc carried recelving inductors, .a plurality of roadside-trans mitting "inductors, and a vehicle carried source ofenergy for energizing the same.

28. In a train control system, vehicle carried mechanism, means including roadside mechanism for producing a controlling condition in the vehiclecarriedmechanism under a predetermined traffic condition only, and means for modifying the controlling condition under a given traffic condition, the said means including a. plurality of vehicle carried receiving inductors, a plurality of roadside transmitting inductors, a roadside receiving inductor cooperating with the roadside transmitting inductorsand a vehicle carried energy transmitting inductor cooperating with the roadside receiving inductor.

29. Ina train control system, vehicle carried mechanism, means including roadside mechanism for producing a controlling condition inthc vehicle carried'mechanlsmunder ried mechanism, means including a roadside inductor for producing a controlling condition in the vehicle carried mechanism under a predetermined trafiic condition only, said roadside lnductorsembod-ymg a magnetic core,

a Winding thereon and aroadside circuitfor said winding controlled in accordance with traflic conditions, and means for modifying means comprising a pole changer under the the controlling condition under a given traffic condition, the said latter means. comprising a vehicle carried receiving inductorium and a roadside transmitting inductorium cooperating therewith.

31. In a train control system, vehicle carried mechanism, means including roadside mechanism for producing a controlling condition in the vehicle carried mechanism under a predetermined traflic condition only, roadside mechanism including a magnetic core, a winding thereon and a roadside circuit of low reluctance for said winding controlled in accordance with traflic conditions, and means for modifying the controlling condition under given trafiic conditions, the said latter means comprising a plurality of vehicle carried receiving inductoriums and a plurality of roadside transmitting inductoriums cooperating therewith.

32. In a train control system, vehicle carried mechanism, means including a roadside inductor for producing a controlling condition in the vehicle carried mechanism under a predetermined traflic condition only, and means for modifying the controlling condition under given trailic conditions, the said latter means comprising a plurality of vehicle carried receiving inductors, a plurality of roadside transmitting inductors, a roadside receiving inductor cooperating with the roadside transmitting inductors and a vehicle carried energy transmitting inductor cooperating with the roadside receiving inductor.

7 -33. Vehiclecontrolling apparatus including armatures for controlling said responsive devices selectively to change the controlling conditions accordingly.

34. Vehicle controlling apparatus including plain armatures at controlling points of the track,vehicle-carried inductive means responsively aifected whenever passing one of said armatures, controlling means controlled by said inductive means to obtain a predetermined condition, a plurality of vehiclecarried inductive responsive devices also controlling said controlling means, and inductive means associated with said armatures for selectively controlling said responsive devices for obtaining other conditions of said controlling means.

35. Vehicle controlling apparatus including armatures at controlling points of the track, vehicle-carried inductive means responsively affected when passing said armatures, controlling means controlled by said inductive means, a plurality of vehicle-carried inductive coils also controlling said controlling means, and inductors on the track to selectively influence said coils to change the controlling conditions accordingly and incarried inductive coils also controlling said controlling means, and inductors on the track for selectively controlling said inductive coils for obtaining other conditions of said controlling means and including inductive coils arranged in electrical circuits and means for controlling said circuits;

37 The method of transmitting signal impulses to a moving vehicle from the roadway of the vehicle, consisting in directing inductive magnetic energy from the vehicle, and inductively refiexing such magnetic energy back in different paths to the vehicle from the roadway under control to obtain different effects in the vehicle corresponding to the condition of control.

In testimony whereof I aifix my signature.

ARGI-IIBALD G. SHAVER.

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