US1820713A - Automatic train control - Google Patents

Description

2 sheets-sheet 1 Aug. 25, 1931. P. .LSIMMEN AUTOMATIC 'TRAIN CONTROL Filed July 17, 1928 Aug. 25, l1931.

P. J. slMMEN AUTOMATIC TRAIN CONTROL' Filed' July 17, 192e y 2 sheets-sheet 2 MMQQM Patented ugf.l 25, `1931 rnUL J.. .siniestros nenn, New sont:Vv

AUTOMATIC TRAE@ CONTROL application elec Juiy 17,'

invention relates to a system ofraily 2, 'mllincll and particularly to a system 'which hot-h track circuit control and cenconrol is en'iployed and more especially uch systems in which 4the progress of rave heretofore proposed a system of ,in @nti-ol wherein means are provided erehy an operator can instantly change the als on a section ci' track for one direction 'afn iioven'ient to the opposite direction no train inthe section, the section nivided into a number of blocks so as l tate following train movements.

s invention the signals on any nurnsections ot track, which are subdiinto several hlocksniay he change-l from a central point such as a dispatchers folli-ue., interlocking toWeror Way station by' en operator, 1i there is no train in the` sec`A tion.

lhat is en operator having; control rality or" sections of ,trackmay set i naal protection so as to provide for :i n east hound movement of trains but if there no train in the' section, he may instantly cluinrgc'the sivnal protection for the section' se este provide Jfor West bound movement (x15 trail/1S.

lr order that the operator may intelligentf in n'iovements With the least deai'e provided to automatically inor record the movement of trains at ce so that he has knowledgejof the lo- 1' and ,progress of all trains under his un iction.

l irher object of .the invention 1s to pre-4 vent the operator from settingnp proceed i `als over a section or track for both an :bewind and a yWest bound movement at the .e'time and to prevent him changing` from one dire en to the opposite aslong;` as there is a train in the section.

'lther objects and advantageswill appear as the `description ofthe particular physical emhodii ent of the invention and desirable modifications thereof selected to illustrate the invention progresses and the novel features l he pointed out in the appended claims. n (lest-filling; the invention in detail, retN ieee. sensi no. seas/ir y @renee is had tothe accompanying drawings Wlierein l have illustrated a preferred physical embodiment of'niy invention and a desirable modification thereof and wherein like charactersof reference designate correspond- 5 Ving parts throughout the several views, and

tig. i shows a single irack consistingl ofvr rails. l' and 2. Rail l is electrically continu-y ous. ail 2 is divided into sectionslo'y means of insulatingI joints," as 3, thus' dividing the track into'b'lock sections,as A, B, C, D,- E,F and G. In clocks B and F are shown sidings, as 4, Where'trains may meet and pass each other. Since they apparatus and circuits for each single track sectionhetvveen passing' sid'- ngs are denticak'cnly one complete single track section has been shown in Fig. l, but

` the dispatchers control and the reco'rdinffof train movements has been shovvn for tree single track sections, thus, a switch, as 5, in the dispatchers office, interlocking tower or way station controls the signals 'fora section West of block ll. A switch as 6 controls the signals ofv the section between blocks Band F; and a switch as 7 controls the signals cfa section east 'of block l?. At rthe clearance point of the sidings insulating joints, as 3, electrically separate the straight portions of" the siding from the main track in a manner and for a purpose 'Wcll'kno'w'n to those skilled in the art.

Each block is provided'with a track circuit,- a track battery as 8 being located at one end of each-block and track relays as a, b, c, d, e,

Y f, and g near the other end of the block, conand g control three armatures as 9, 10 and 11. When there is no train in the block, the track relay for the block is energized and its armai ures throughtheir respective front contacts, control certain signals, and when there is a train in the block, its track relay is de-energized and its armatures will close certain back contacts for the purpose of locking switches 5, 6 and 7, and making a record of train movements, as will be described in more detail hereinafter.

Adjacent to the track are located groups of train control rails as A12 and A13, B12 and B13, C12 and C13, D12 and D13, E12 and E13, F12 and F13 and G12 and G13. Train control rails 12 and 13 are on the right hand side of the center line of the track, looking east, and control east bound movements into a block, and a similar group of train control rails on the opposite side oi' the track that is on the right hand side of the center line of the track, looking west, control west bound train movements into a block. These west bound train control rails have been designated as A14 and A15, B14 and B15, C14 and C15, D14 and D15, E14 and E15, F14 and F15, and G14 and G15. In each group of train control rails one is the home train control rail and located near the entrance to a new block and the other is al distant train control rail and located apliroximately the braking` distance from the entrance ott a new block, Thus train control rail 13 is the home train control rail for an east bound train movement and train control rail 14 is the home train control rail for a west bound movement and train control rail 12 is the distant train control rail for an east bound movement and train control rail 15 is the distant train con trol rail for awest bound train movement.

Then east bound train control rails are positively energized, a. clear signal is displayed on an east bound locomotive and when train control rails Aare negatively energized or deenergized a danger signal is displayed on an east bound locomotive. When the west bound train control rails are negatively energized a. clear signal is displayed on a west bound locomotive but when these tra-in control rails are positively energized, or cle-energized, a danger signal is displayed on a locomotive. The train control rails are positively energized from a battery as 16, preferably located in the dispatchers oflice, by a certain position of manually operable switches 5, 6 and 7, and they are negatively energized from a battery as 17 by certain other positions of the manually operable switches, 5, 6 and 7, but it' switches 5, 6 and 7 are in a position to display a clear signal for either an east bound or a west bound movement, the train control rails will not be energized with the selected energy if the block ahead is occupied since the circuit from the dispatchers office is broken through the corresponding track relay of the occupied block.

I will now describe how a certain group ol train control rails may be energized positively, or negatively or cle-energized, from the dispatchers oflice and since manually operable switch 6 controls the section between blocks A and F representing a complete se@ tion between passing sidings l will trace the circuits 'through switch 6.

When switch 6 is in the position as shown in Fig. 1, making contact with a spring contact as 18 it is in the position to gire a clear signal to an east bound locomotive from block A to block E and it there is no train in any one of these blocks, train. control rails A12 and A13, B12 and B13, C12 and C13 and D12 and D13 are all positively energized and are thus conditioned to give a clear #1i gnal to an east bound locomotive. The train cantrol rails A12 and A13 are energized throng.. the following circuit: from positive pele el: battery 16, bus 20, wire 21, Contact spring 13, switch 6, shaft 22, wire 23, relay 2l, line wire 25, wires 26 and 27, armature 11 of tr l relay c, trent contact 30, wire 31, iront coi tact 29, of' track relay 5, armature 1C, and wire 32 to train control rails A13 and i112., and thence through a circuit on the le o tive to be described hereinafter to track 'ail 1 and thence through wires 33 and 34 to negative pole ot battery 16. Similarly tra control rails B12 and rB13 are positively ened through a branch circuit as toilets: tiem positive pole of battery 16, bus 20, wire 21, epi-ing contact 18, sw"ca 6, shalt 22, wire 3, relay 24, wires 25, 26 and 35, armature 1() of track relay c, front contact and wire 36, to train control rails l anc4 B12, and thence the circuit is completed to negative pole oi battery 16, as hereinbellore described. Similarly train cont-wl rails C12 and C13 are energized throui z cuit as follows: from positive e o; l 16, bus 20, wire 21, spring Contact 13, `i 6, shaft 22, wire 23, relay line wire 2e, wires 37, 3S and 39, arn'iat re 10 of track relay (l, ifi-ont contact 29, wire 4() to train control rails C13 and C12 and thence the circuit is completed to negativepole of? battery' 13 as her-einbeicore described. Simile control rails D12 and D13 are ergiaed through a branch circuit from positive pole ot battery 16, ons 20, wire 21, spring contact 13, switch 6, shaft 22 rire 23, relay 24, line wire 25, wires 37, 41 a arniature lo of track relay c, front contact 29, wire 44, to train contro-i rails D13 and D12 and thence the circuit is comnleted to negative pole of battery 16, liercinbe'lI described. It will be not-ed that the cir to train control rails A12 and A13 is through the armatures oi both track Y. and c so taat it either of taese blc cupied, train control rails A12 and iii) Tf-aiu control if 1F57 wire Ll1-6, spring' contact 15h sw switch 6 in contact with spring Contact 18) train control rails G11/1f and G15, F141 and F15,D111- and D153y and ClfinndCi wiii also;`

be positively energized but n'iil be more fully described hereaftergva-west bonn-d if* requires negativeencrfry toobtain a i 1 signal at a train control rail and Wiii receive a danger sional if pas-ing a positiveiyl energized or de ynern'ized train control raf `When switch@ is placed in the position opposite to that e own in l? 15 so as to make contact W' h springcontactV19, it is in the `posi 'i t Jveva ciear signal toa. West bonid locomotive -from block vG to `block C anil i1 there notrain in any of theeeiilocks, train comrol` railsGlL` and G155F111and11`15,

Y. J energized, thus conditioned to give a picar m G14 andr G15 are negaejized through the `lollowinecirnegatie pele of battery 17, bus Y itch 6, shaft 22; Wire relay 24, Wires 37, 11, 47 and 48, armature 9 track relay f, front contact 28, Wire to train control rails F141- and (11 and thence through a circuit on'the locodescribedv hereinafter to track n 'h and thence through Wires 33 and 50y to the positive pole vorf battery 1'1", this circuit heine' traced againsttl direction of How, train contri rails F14 and F15 are f' enf-rgized through the folio-Wing circuits: trein negative noie oi battery 17, 45., wire 416i spring contact 19, switch G, Wire relay 241, Wires 25, 37, 411., i 51, armature 9 of track relay c, i'ront Contact 28 Wire 52 to train control rails F111- and F1 and thence thronoh a rcircuit on the tiyeiy cnei cuit Y and 11115 and thence through a circuit on tie loco-motive to be described hereinafter to track rail 1 and thence through Wires 33 od circuit beingv traced against the direction ot iler-f, Similarly train control rails D141 and D15 are negatively energized tiroughthe Wing; circuit: from negative pole et bat- 17. rbus 11F, Wire. 416. spring' Contact 19, h 6i sha 22, Wire 23, relay 24;-, Wires 25,

armature 9i oi" trac relay c7 front Y i i S, and wire 56, to train c 1it-rol rails D11 D15 and thence through a circuit and :E113A and D14 and Dl'are nega-` signal to a West boni'id loeemotive;l

front .contact 2SA, Wire $1-, train control'rails E() to the positive pole of battery 17, they on the locomotive to 1oe described hereinafter totrack rail 1 and 'thence through Wires 33 and 50 tothe gositive pole of battery 17, this circuit being traced against the direction of flow.

YWhen switch G in the Vertical position so as not to inakc contact with spring' contacts 18 or 19, both cast bound and weet hound train control rails are cle-energized and aus conditioned te `display a dang-er signal on both an east bound and a West bound locomotive., as will Lbe more fu ly described her.inater.

1t will thus be seen that the dispatcher may condition 'the train control rails governing the singjle track section between passing ings for an east bound train movement or West hound train movement or he may con ition them to display a danger signal to' l east and West bound trains. In a( l'ioweyer tothe dispatcheids manual coutroi ot' the electricalV conditions the train'control rails, automatic control is also prevu d by means of a track circuit. Assuming that there is no train in any of the blocks between B and E, and the dispatcher has lset ,up an east bound movement by placing switch 6 in contact with spring contact 18 and a train receiving` a clear sig-nal at train control rail block D, track relay c again kbecones thus. again closing;a the circuit to t control rails B12 and B13 and a second'rain may proceed eastward with a clear signai. l. lt will therefore be seen that a train viroceeds over the `road antoinaticaliy prete-cte itself in the rear so that a following i 'n will automatically receive. a danger signin- Wheni t arrives Within braking,` distance of a train ahead occupying),` the blockahead- The saine automatic rear end protection by ineens o1 a track circuit is also provided for West bound niovei'nents. y For instance, a West bound train entering block E Winde-energize track relay c, thus breakingr the circuit at` .ff'r Contact 2S of( track relay c and cle/energizing West bound train control rails F14. and F15. A s soon, however, as this train has left block track relays b and .cv and the circuit through 3 proceeds into block C. As soon as the dren f y y soon how everyas the train has left block-C a d entcrcii l Si train control rails E12 and E13 through both track relays Z) and g is as follows: It the dispatcher has placed switch 6 in contact with spring Contact 1S, thus setting up an ci st bound movement for a train troni blocks l to E, and also placed switch 7 in contact with spring contact 19, thus setting up a West hound move :rent for a train running in the single track section east of block Gr, the tWo trains will have to lneet and pass each other at the siding in block l?. lt now the east bound train enters block E at approximately the saine time that the Weet bound train ei tered block Gf, each train Will automatically receive a danger signal by reason ol' the track circuit con ai., before reaching block F and this; will give the trains ainple distance to slow down or stop u t'l one of the trains has taken the siding. rllhis arrangement is de sii-able if block E and the siding are relaf iort. Yvlhile Vus arrangement snows erred :torni i is not absolutely necesblock F nd its siding arrangement olf taktrain control rails can also be obviated ing the through two tra-:ll: re. by plicing the d F12 a nd G15 the engineer ampie Warning to meet.

The system ie so arranged dispatcher has set up an :s nient troni block ll to switch 6 in Contact as soon 1s-tho t iu ha receivii'ig i clear B1B, switch 6 .is autr position it is in, so tl by the dispatcher ai locked until the train lance back to give stop Jfor the at when the cnn/l inoveby placing contact i6,

ie "following manner" switches h, o and l are rotatable on tl 2. Secure; t i i shatt 'is a disk,

periphery or `is disk are t'uo and 59. The armature s 60, cil at At the other as ln the notches as rclav 1 :d et

' ione-d that sprung cont` a ,ioiiiucnt with is li oi.

dote" t, as 62, so di is in de" nient with notch y energized will at- ,cnt 62, and it in etch or 5) will l ne preventing Y l ein the posi- Ilay 24- is oncr'i'ized.

y 2l when s u .ature tion it is in as lone a; i'

= relay 2l is not su spring '63 pulls detent 6L out of engagement with disk 57.

Then switch 6 is Contact 1S, relay 21 there is a train in either oit blocks C, D or E. When block C is occupied relay 2&1 is

f :u .1 in Contact Wim spiin is energized :is lone' energized through the following circuit: 'frein battery 16 in the dispatchers oliice, bus 20, Wire 21, spring contact 18, switch 6, shalt 22, Wire 23, relay 241, Wires 25, 26 and 27, armature 11 of track relay c, back contact 6e, Wire 65, track rail 1, and thence through Wires 33 and 34 to the negative pole ol battery 16. lVhen block l) is occupied, relay 24 is energized through the following circuit troni positive pole of battery 16, bus 20, Wire 21, spring contact 18, switch 6, shalt 22, Wire 23, relay 211, Wires 25, 37, 36 and 39, armature 10 of track relay cl, back Contact 611, Wire 66, to track rail 1, and thence through Wires 33 and 84 to negative pole or" battery 16. l/Vhen block E is occupied relay 211 is energized through the Jfollowing circuit: lroin positive pole ot battery 16, bus 20, Wire 21, spring contact 18, switch 6, shaft 22, Wirey 23, relay 241, Wires 25, 37, l1, e2 and 13, armature 10 of track relay e, back contact 64, Wire 67 to track rail 1, and thence through wires 33 ano to negative pole ot' battery 16. It will thus be seen that as long as n east bound train occupies either blocks C, D or Il, detent 62 engages notch 58, thus locking Ucli 6 in the position it is in. Then switch is in contact with suing contact 19, relay 2e is energized as long as there is a West bound train in blocks E, l) or C. lfilhen block l? is occupied relay 24. is energized tlirough the Vlcllowing circuit 'lroin tive pole battery '1'.7 in the dispatchers oiice, bus wire L1, spring contact 19, switch wire 23, relay il, wires 25, 37, l-l, and fi, armature l0 ot track relay e, back coiitact 64, wire i", to track rail 1, and thence tlnfongh wirerl; 33 rnc 50 to positive pole or" 7 7 b"J') wir 29;, relay 2li, Wires 25, 3'?, 36 and 39, armature 10 ot track relay d, back contact 64e, wire to track rail 1, and thence through wiree oo and 56 to positive pole ot battery block C ie occupied relay 241 is entlrough the 'following circuit: troni ele ot battery 1'?, bus 15, Wire L16, 1S), switch 6, shaft 22, wire 23, wires 26 and 2l', armature 11 oli y c, back contact 64, wires 65, to l l, and thence through Wires 323 and. 50 positive pole ot battery 17.

it wi .i thus be seen that when the dispatcher has set up an east bound inoyeinent troni block B to block E and a train has accepted switch 6 until the train has lettblock C. In other words, the dispatcher is unable to give a proceed signal to both an east boundand a west bound train at the saine time, between two points where trains may pass each other.

lt will be noted that track relays and have not been provided with a bacl; contact. This contact has been omitted in the pre- `fei'i'ed torni so that switches 5, 6 or 7 will be unlocked as soon a train has left the single track portion of the railway and has entered a siding. block as B or F. It is desirable in the preferred torni, to give the dispatcher full liberty in placing the switches in the position desired assoon 'as the trainhas reached the main track or the siding of block B or F.

will now describe the apparatus and circuits on the locomotive kcapable of displaying a clear signal to an east bound tra-in when passing a positively energized train control rail andk displaying a clear signal to a westV bound train when passingl a train control rail which is negatively energized and displaying a danger signal to an east bound train when passing a train control rail which is negatively. energized or cle-energized and displaying a danger signal to a west bound train when passing a train control rail which is positively energized or cle-energized, and also how these signals are continuedafterthe loconiotive has passed the train control i'ail.

In Fig. 2 is shown a signaldesignated as No. 1, representing a clear signal and a signal designated as N 2, representing the danger signal.. While these devices, No. 1 and No. 2, have been designated signals and are shown as lamps, they may equally/'well represent an electromagnetic device to which motion is given depending upon whether the circuit is energized or cle-energized and such electromagnetic devices maybe used tor ot ier pur- Y poses than, or in addition to the display of' signals to the engineer', such as, is well known in the art, the proper control of' speed control contact at 70. This motion ot' the shoe coinpresses a springfas 71. lVVhenithefcontact shoe leaves the" other end of the train control i' il, spring'71 forces the Contact shoe to the rinal position thus again closing conslioe to the normal position ,thus again closing contact 70. H i

The locomotive also carries a polarized relay as 72, a battery as ,73. and a manually operable switch' is-74'. When relay 72 is nal' Atact 83, wires 107 and 108, signal No.1,wires positively energized, its neutral armature 75 makes contact with front contacts76 and 77 land its polarized armatures as 78, 79, 80and 81 make Contact witlitheir respectiveconf tiicts as 82, 83, 34 and'S, as shown in Fig. 2. Vri/when'relay 72 negatively energized, its neutral ariiiature 75 will make contact with liront contacts 76 and 77 and its polarized ari'iiatures 78, 79, 80 and 81 will assume )osition opposite to` that shown in Fig. 2, and n'iake contact 96, 97, SS., and 89.A Y'Whenpolarized relay de-energized its neutral armature yv will drop away from trent contacts 7 6and 77 and willvmake contact with back contact 90V- ,y 'Switch 74 is hinged at 91 and when a locoinotive is conditioned for' an east bound movenient, switch 74 is placed so as to make con'- tact Vith the terminal, as 92. VVh'en the locomotive is conditioned for a west bound with their respective contacts movement switch 74 is positioned so as to make contact with `the terminal 93.

When the contact shoe 68 is passing, say,

train control rail B13, rand the train control rail is positively energized, current is sup- 7.

plied to polarized relayy 72 from battery 16 in the dispatchers oilice through the following circuitzfrom positive pole of battery 16, bus 20, wire 21,`spring contact 18, switch y6, shaft 22, wire 23, relay 24, wires 25, 26 and 35, armature 10 of track relay c, front contact 29, Vwire 36 to train control rail B13,

y.contact shoe `68, wire 94,polarizedrelay 72,

wires 95, 96, 97 and 98, resistance 99, wire 100, axle V101, wheel 102 to track rail 1 and K Y thence through Wires 33 and `34 tothe negal`- tive pole ot battery 16. 71th polarized relay A v 72 positively energized its armatures will assinne the position shown in Fig. Assuming now thatk switch 74 is in contact with rter i inal 92and in the proper position for an east bound trainmovement, a circuit through signal lamp No, 1, the clear signal is closed followsz-i'roin positive .pole of battery 7 3, wire103, Contact 84polarized armature 80, wiie'104, neutral armature 75front contact 76, wire 105, hinge 91, switch 74,v termi- .92 wiie106 polarized rarmature 79 cone 109, 96 and 110, polarized armature 81,con

tact 85, wires 111 and 112, to the negative Vpole-oithattery 73.- l/Vhen the contactshoe V63 leaves the other end ofthe positively energized train control ra il, contact 70 is again closed anda stick circuit is established through Vpolarized relay 72 as follows :l from positive pole ofV battery V73, wire 103, contactl 84, polarizedarmature 80, wire 104,neuti'al armature 75, front contact 77, wire 113, contact 70shoo 68, wire 24, polarizedrelay 72, wires and 110, polarized varmature 81, contactS, and wires llland 112t0 the negative'pole of battery 7 3; Thus signal No.

1 is continued after contact shoe 68has leftV the train control rail. Y

V'iso Assuming now that train control rail B18 is negatively energized by reason of switch 0 being in contact with spring contact Y19, then when an east bound train is passing this rail, polarized relay 72 will be negatively energized through a circuit as tolloivs1-froni negative pole of battery 17 in the dispatcheris oliice, bus 45, Wire t, spring contact 19, switch 6, shaft 22, wire 23, relay 211, Wires 25, 26 and 35, armature 10 ot track relay c, trent contact 29, Wire 36, train control rail B13, contact shoe GS, wire 9st, polarized relay 72, wires 95, 90, 97 and 98, resistance 99, Wire 100, axle 101, wheel 102, track rail 1, and thence through Wires 33 and 50 to positive pole ot battery 17. lith polarized relay 7 2 thus negatively energized its polarized armatures will assume the right hand position opposite to that shown in Fig. 2 and assuming that switch 74 is still in Contact with terminal 92, normal for an east bonnd movement, a circuit is closed through signal No. 2, as tot lows :-trom positive pole ot battery 73, Wire 103, contact 89, polarized arn'iature 81, Wires 110, 96, 97, 114, signal No. 2, Wires 115 and 116, Contact 87, polarized armature 79, Wire 106, terminal 92, switch 74, hinge 91, Wire 105, front contact 7G, armature 75, Wire 1041, polarized armature S0, contact 88, and Wire 112, to the negative pole ot battery 73. Vhen the contact shoe 08 leaves the other end otl a negatively energized train control rail contact is closed and a stick circuit is established through polarized relay 72 as follois: from positive pole ot battery 78, Wire 103, contact S9, polarized armature 8l, Wires 110 and 95, polarized relay 72, Wire 9st, Contact shoe (S8, contact 70, Wire 113, trontcontact 77, armature 75, Wire 104, polarized armature 80, contact 88, and Wire 112 to negative pole ot battery 73. Thus signal No. 2 is continued after Contact yshoe 68 has lett the train control rail.

Assuming now that the train control rail B13 is de-energized by reason et switch 6 bcin g open, that is making neither Contact With spring contacts 18 or 19, then, When an east bound train is passing this rail, polarized relay 72 first of all Will be cle-energized by reason of the stick circuit hereinbetore described being broken at contact 70, when Contact shoe 68 slides upon the (le-energized train control rail. Since there is no energy from the dispatchers otiiee polarized relay 72 will remain de-energized and its neutral ari'nature 7 Will make contact with back contact 90. Under these conditions a circuit is closed through signal No. 2, the danger signal, as follows: from positive pole ot battery 7 Wire 103, contact 811-, polarized armature 80, Wire 104, armature 7 5, back contact 90, Wires 117 and 115, signal No. 2, and Wires 1141, 97, 96, and 110, polarized armature 81, conta-et 85, and wires 111 and 112 to negative pole of battery 73. It the train proceeds under these `contact sl conditionsI and contact shoe 08 leaves the other end ot the train control rail, signal No. 2 will be continued until a positively ene ,'zed train control rail is reacher... fitter ice 68 leaves the train control rail,

iiore described is new open at tron:

Contact hcrei contact 77, and polarized relay 72 will remain ile-energized.

lt will thus be seen that when switch il is in contact with terminal 92 which is the normal position tor an east bound tr i more" ment vlien the locomotive is passing a positively energized train control rail, No. the clear signal is displayed, and this sik a continued until the next train control rai is reacned, and when the cast bound train is passing' the negatively energized timin control rail, signal No. 2, the t anger ,i 'o l is d` played and this signal is continued until next train control rail is reached, and when the east bound train is passing the dcenergizedtrain control rail, signal No. 2, the danger signal, will also be displayed and tl' signal will be continued until the nest train control rail is reached. The resistance 99 is inserted in the cab circuit for purpose which will be explained incre i'ully hereinafter.

suming now that the single tr el; section from to C is set up Jfor a Nest bound movement, by reason ot switch '(3 being i tet 'with spring coract 19, and a .i bound train is approaching train control i is again closed but the stiilc circuit l Cilllln switch 7% 'en a bound locomotive is in Contact with terminal 93, which the rail F111, polarized relay l en-'Yrgizec through the following 1 and thence Wheel 102, le 101, Wiie 100,y

resistance 99, wires 9S, 97, 96 and Dolan ized relay 72, Wire 9i, contact shoe 68,L train -\'f;rol rail wire 52, trent Contact 'se 9 oi track relay e, Wires 51, '2, Y,

id relay Wire'23, shaft 22, switch o, )ring contact 19, Wires f-t and to negative s e `ot battery 17.

117i th polarized relay negatively energized, 'ts pelarized armatures will assume the .eht hand position opposite to that shown in liig. 2, and a circuit is closed through signal No. 1 as follows: 'from positive pole ot battery 7f3, Wire 103, contact 99, polarized arn'iature 81, Wires 11.0, 9G and 109, signal No. 1', Wires 108 and 119, contact 86, polarized armature 79, Wire 119 terminal 93, switch 7X1. hinge 91,

Assnmingnow that the train control rail 1F14 is positively energized by reason ofV i West bound train passes a train control rail F14, 1,wlarize-d relay 72 Will be positively energized and a circuit will e established through signal No.2 as follows: from positive pole of battery 73, Wire 103, Contact 34, polarized armature 80, Wire 104, armature 75, front contact. 76, Wire 105. hinge 91, switch 74, terminal 93, Wire 119, polarized armature 78, Contact 82, Wires 116, and 1115, signal No. 2, wires 114, 97, 96 and 110, polarized armature 31, contact 85, and Wires 111 and 112, to negative poleof battery 73. lVhen y the contact shoe 68 leaves the other end of the train control rail, signal No. 2 is continued since the stick circuit hereinbefore described is againestablished.

Ii a. West bound train ispassing train control rail F14. which is fle-energized by reason of switch 6 being.,r open or by reason of block E being occupied by a train, polarized relay 72 becomes de-energizedand a circuit is established throuffh sienal No.' 2 as follows: from v v l b 7:3 P 7 positive pole of Battery 7 3, Wire 103, Contact 84, polarized armature 80, Wire 104, armature 75, back contact 90, .Wires 117 and 115, signal No. 2, and Wires 114, 97, 96 and 110, polarized armature 81, contact 85, Wires 111 and 112, to vnegative pole of'battery 73. As the contact shoe 68 leaves the other end ci the Cle-energized train control rail, sional No. 2 is continued. because While the Contact 7() isnow closed, the stick circuit is new open Vat front contact 77 and therefore the polarized relay Will continue to be de-energized- Resistance 99 is placed in they cab circuit for the following purpose when there isa train in blocks C, D or E, current is flowing through relay 24 in the dispatchers oiiice thus locking switch 6in the position it is in as hereinbefore described. When the Contact shoe 68 on the locomotiveis passing an energized train control rail, current is also flowing through relay 24, but by reason of the combined resistan'c of polarized relay 72 and resistance 99- therer not sulicient current iloiving through relay 24 to attract its armature 60 against the tension of spring 63, therefore a train passing a train control Will not lock switch 6.

vFor instance, it is'desirable When a trainV is in block B, that the switches at the dispatehers oil/ice governing the aojaeent stretches of track be unlocked and it is possible that a Contact shoe on the locomotive Tl niay be in contact With either train control rails B12r or B13 and this would lock the 'switches if the current fion7 is not reduced as arranged by the introduction'of the necessary resistance inthe cab circuit.

I Will now` describe the means bywhich 1,203,146, granted October the make andv break `device is closed the elecan indication or a record is made in the dispatehcrs oflicc ofv the movement of trains. 1n the dispatchers oi'lice is a suitably mounted record sheet as driven by a `roller an 121, which in turn is driven by a shaft as 122. Shaft 122 receives motion through ratchet wheel as 123. A pawl 124 is pivotally connected to armature 125 of electro` niagnet 126, the armature being hinged at 127. Whenclectreinagnet 125 is periodically energized motion 1s given to ratchet wheel- `123 by a pawl 124. A spring as 128 normalw ly pulls armature 125 and pawl 124 to the right, When electroniagnet 126 is not ener-r Electroniagnct 1261s connected byk gized. Wire129 to a make and break device 'as 139 which make and break device isperiodically operated by a: clock as 131. This may Well be of the forni shown in my 1)rior Patent No.

1, 1916. Vhen tromagnet 126 is energized through the following circuit frcm battery 132, Wires'133 and 134,e'lectro1nagnet 126, Wire 129, make and break device 130, Wire and 136, to the other side of battery 132. The make and break device 1391s operated say every live seconds so as to give a slow and uniform movement to record sheet'120 through ratchet Wheel 123 and paWl'124. y

The record sheet 120 is transversely divided intoscctions as 137, 138 and 139, each section representing section of single track between sidings or other pointsy where trains may pass each other. Longitudinally the record sheet divided into time lines such as 1 a. 1n., each one of the lines representing a one minute interval. 1t will thus be seen that longitudinally the record sheet assumes a constantly changing position during the twenty-four hours of the day. Y

Adjacent to the record sheet are located perforating magnets as 14.0 and 141, two for each section of single track.

Pivotally attached toarinature 142 are perforating'needles 143, so positioned adjacent l Y rEhese p-eryforatingf magnets control Aarnnitures 142.

to the .record sheet that When a per loi-ating magnet is'energized, a perforation is made in the record sheet. As liereinbefore stated, Whenever blocks'C, D, or E are occupiedby a train, clay 24 is energized.

Perforating iiagnet 140 records east bound train movements through blocks C, D, and E, and perforating magnet 141 records West bound train movements through blocks E, D and C, vAs heretofore described, when blocks C, D and E' are occupied by either an east bound or West bound train, relay 24 1 through the through the pertorating magnet at this point. Also altacllcd to eviti-h 6 are nietallic wedges 117 and lo() 'out insul: ted therefrom. When switch l is set 11,11 tor an east bound train 111011111111111', thus 11111111119' contact with spring contact 1S, 111et1'1c wedge 1417 inalzes electrical contact with spring contacts 118 and 149 thus closing' the circuit through perforating magnet 110 at this point. The circuit through pertorating magnet 140 is as 'followsz'l'rmn hat ry 1232, wires 133 and 151, contact 152, metallic plate 153, contact 1511, bus 155, wires 1513 and 157, perfo 'ating inagnet 1110, wire 15S, spring contact 1418, metallic k spring' contact 149, wire v15S), con- 111e 1111, contact 1416, wires 1111) 11nd 13G to hattery 132.

lVicn switch (3 is :a 1t 11p for a west hound train 111111111110111' thus 111111111111; contact with spring contact 19, metallic wedge 15() makes ,lectrical Contact wih spring' contacts as 161 11nd 1(32, thus closing the circuit 'through 'perH fm'ating n'lagnet 111 at this point. The circuit through peri'ora'ti11g magnet 111 as follows: l1'o1n battery 132, wires 133 and 151, contact metallic plate 153, c ntact 151, bus 155, wires 163 and 1641, pertoratiiigI 11111;;- net 111, wire (35, spring coi'itact 161, metallic wedge 115i, spring; contact 162,k wires 1(3(5 and 1519, contact 1415, metallic plate 111-11, contact 146, wires 1G() and 1815 to other side o1" battery 132.

It will. be noted 'that the cir nits throllgh the pertorating 111111 11ets 1 re taken through 11 circuit breaking` devi-ce 153, so that these circuits when completed through metallic plate 111-v and metallic wedges attached to switch (3 are periodically inade and broken. This cir/cui' hreaiiing device operates as 'tollows: netallic conta plate 153 is attached to 111'11 atnre 125 but insulated thercfren'i. Every time elect-romagnet 126 is energized, which as hereinbefore stated is say every tive second1-1. the contacts 152 and 1511 are en sed 1z1etailic plate 153. lhen magnet 126 is dsenergmed, armature 125 is pulled to the right bJ spring 128 and the circuit through 'he perfora'tiiigr nagnet is broken. V1y rea s periodic breaking of the circuit by the .111e and break device 130, a continuous portar- '11tion made on the record fzr- 's section of single track s* C, D and E is occupied.

, 1 hound 'train leaves block l'l, pei ra 11 1 110 will start to per forato sect1@ o'l' the record sheet as ere( hlocl; C and will continue to 11e-,riff he train has lett ,he exact time when .-sl 1 1 e also 'infr the le V10th of 111111'1'111111111110 sin 11 west hound t1 through pe "locatingP 11111 patcher lar-fing :1 i

1 Similarly, d its movement "net 1411.. A disi: 111111111111' oit track swctions under his control thus knows what progress the trains are making on his division and can direct the train movements by the proper position of the manually operable switches vith 'the `greatest dispat-cl1b l? o1' instance by reason of the accurate knowledge et the 10111111011 o1 trains on his division, he decides that block B the most suitable place 'for an east hound t'ain to pass a west bound train. Under these conditions switch 5 will be placed in the bound position thus 1111 King Contact with spring contact 18. This will permit the east bound train to proceed with a clear sig'- nal 11p to the distant tra n control rail 1112 at which point the clear signal wonid change to danger. Switch (3 wonid be in the west bound position thus rnaicinfr contact with spring' Contact 19 and the west bound train would proceed a clear signal until lrain control rail C15 reached. This rail heine' energized with positive energy the clear signal would be changed to danger 11n d the trains would thus be advised to prepare to meet 11 train. While an east hound t '11111 is t 'aveling towards hlock E, performing 1111111111111 1-10 in the section 139 et the record sheet would continue to perforate but this perforation will a11ton1atically cease as soon as the east hound t 'ain has lett block f1 and entered block B or the siding' at bleek B. 'lhus th dispatcher wouldhe fully advised ot Lne 111' rival of the east bound train at B. Similarly the west hound train would inalie a record ot its progress through performing inagyiet 11.1i in section 138 in the record sheet and perterating nagnet 141 will continue to perforate as long as the t '1 in is in either blocks lil, l), lr C. As soon, however, as the west bound train ias cleared block C, perfoiwtine; 1111111lnet 141 will cease to perforato, and thus the dispatcher is advised 1:11Y the west bound train has arrived at B. .Vith this knowledge the dispatcher can intelligently chance the posit-ion of his switches so as to 'facilitate the movement of trains with the greatest dispatch.

The modification shown in Fig. 3 is identical in so :tar as circuits and indicating' or recoroing means are concerned as shown and described in Fie'. 1 and the difference consists in suhstituted fixed signals for the train control rail necessary for .Yeah signals. The several blocks, track batteries and track relays and track reaiy armatures are identi 'al as are also the cin'fuits 'from the batteries 1G and 1'? in the dispatcl1e1"s oi'lice through the several po, itions of switches 5, G and 7 and the arrnatur 1s o1' t"11cl rehys, hut instead or .in control rails being' shown for each east . n for each block, polari/,Led relays as Vknownto those skilledin the art.

`vThe polarized relays" may control both.Y

block-E and also the circuit through polarized relay 168 which controlsthe signals for a west bound movement into block D. The

circuit through polarized relay 167 is as fol-` lows: rfrom positive pole of battery l16 in the dispatchers oiiice, bus 20, Wire 21, spring contact 18, switch 6, shaft 22, wire 23, relay 24, wires25, 37,141,42and 43, armature 10, of track relay e, front contact 29,wire 44, resistance y169, wire 170, polarized relay 167, wire 171, to track rail 1 and thence through wires 33,;and 34 tothe negative pole of battery 16,. YVith switchG in contact with spring contact `18 thus setup fork an east' bound movement, polarized relays 167 g governing the east Vbound movement` of trains into blocks C, Dand E Vare* all positively energized, thus closing the circuit through their respective eastbound clear signals.

When switch 6vis kin contact with spring contact 19, thus set upfor west bound Vtrain movements, the circuit `through polarized reklay y168` controllingthe west boundsignalsV into yblock, Dis as follows: from .positiver pole .of battery -17 in the dispatchers oliice, wires V50 and 33 to trackrail 1 andthence through track rail 1`,`wire172,..polarized relay 168, wire 17 3," resistance 174, wire 54, frontcontact '28, armature9 of track relay d, wires 53, 33, and 25, relay 24, wire 23, shaft 22,

switch 6, spring contact 419 wire 46, ybus 45,`

to negative pole of battery 1,7. a

1 With current flowing in this circuit, polarized relay 168 willbe negatively energized thusvdisplayingla elearfsignal for a west bound trainenterin'g block `r1),; andfsimilarly A `all of the,polarizedaelaysf168, governing the Vsignals tor the west bound fmovement of trains `into blocks F and Cvarealso negativelyenerglzed n The detaillcircuitscontrolled :by relay 167 governingthe veast bound-signals rom'block VF 'to block Grxandfthedetail.circuits controlled by relay 168 governingthe kwest bound signalsi from block .Gn to 'block F 'are shown vopposite block F ofY Figure 3. y

When east boundrelay167 is positively energized, neutral'armatu're 17 5 makes contact with .front contact 176 and its polarized armature 177 will bein'thev position.

shown ,in Fig.3,a;nd make Contact with contact 178. u Under these conditions a circuit` is established, through signal H, the clear signal V.for .an eastbound movement, as follows :from

Y wire ,180, armatures175, front Contact 17e,l wire 181,polarizfe'd armature 177co'ntact 178, rwire 181,`signalH, @Wires182and 183 tothe battery'179, properly housed valong the track,

opposite side of batteryv 179. When east y bound rela-y 167 is negatively venergized its neutral armature A1,75 makes contact with front'contact 1,76 and its polarized armature will now be inV the position opposite to that shown in Fig. 3, and makecontact with contact 184. Under these conditions a circuit isk establishedthrough signal J, the danger signal, as follows: from battery 179, wire 180,

armature 175, front Contact 176,l wire 181,

polarized armature 177, Contact 184, wire r185, signal J, and wires 186 and 183 toopposite side of battery 179. When east bound relay 167 is de-energized, its'neutral'armature 175 makes Vcontact withv back Contact 187 and a "i circuit is established through signal J, theA danger signal, asfollows: from .battery 17 9,

ywire 180, armature 175 back contact 187,

is established through signal K, theclear signal vfrom a west bound'movement, as follows: from ybattery 193, wire K4194, armature189,l rontcohtact 190, wire 195, polarized arniature 119,1,"cont'act 192, Wire 196, signal l, wires 197 and 198 to opposite side of battery 193. l/Vhen west boundrelay 168 is positively energized, itsneutral armature V189 makes posite to that in Fig. 3, and make contact with contact 199. yA circuit is established through west boundsignal L as follows: from battery 193, W`ire'194, armature 189, front contact 190, wire 195, polarized armature 191, contact 199, wire 200, signal L, wires 201 and 198 to opposite pole of battery 193. `When lwest bound relay 168 is deenergized, its neu- 10o" Y contact with front contact 190 anditspolar- ,ize'darmature 191 willbein the position opmaA ltral armature 189,V makes contactl with back contact 202,. and a vcircuit is established through signal L, the ldanger signal, `as lfol- Y lows: -from `battery 193, vwire 194, armature 189, ybackQcontact ,202, Wires 203, and 200,

signal L,'and wires ,201 and 188 tothe other 'sdeof battery 193.v

`ohce through polarized'relays 167 and 168 are taken: through the track lrelay of the ,block ahead, it is obvious that these relays `Since the circuits from .they dispatchers Y will become deenergized resulting in the disi playfofl a danger signal, if the blockahead is occupied by a train as hereinbefore described.

Sinceit is obvious thatrelays 167-and 168 il, 'for other blocksoperate in the .same manner, f ait is thought -not necessary to describe their operationin further detail. Resistance 169 4is inserted between ront contact 29v and polarized relay,=167fo1` the same lpurpose as ,153'.

lov

resistance 99 is inserted in the cab circuit, that is to reduce the ilow of current through relay 24 in the dispatchers oiiice so that its armature is not attracted to lock switch G unless the armature of a track relay closes a back contact 64;, in which case a shunt circuit is established cutting out resistance 169 or 174 thereby increasing the flow of current so as to attract armature 60 oi relay 24 and lock the switch in the position it is in.

The invention provides a simple and inexpensive system of signalling' for a railway where a track is used for both directions of trailic. It is particularly adaptable for single track lines, but it is equally adapted for two or more track lines where it is desirable to use a certain track normally for one direction but at times operate trains with dispatch and safety in the opposite direction.

While in the preferred 'form of my invention I have shown recording means to give the dispatcher knowledge of the location and progress of trains, I do not Wish to be restricted to the recording means shown. Any means automatically indicating at the dispatchers office the location and progress of trains may be considered an equivalent within the scope of my invention. For instance, the perforating magnets 11i() and 141 may be indication lamps which are lighted when their respective circuits are closed; thus visibly indicating the location and progress of trains.' Or the perforating magnets 140 and 141 may be any form of electrical translating devices which indicate when the circuits through them are closed; thus the position of armature 142 in itself may be a Visible indication to the dispatcher of the location and progress of trains.

Although I have particularly described one of the physical embodiments of my invention and illustrated the same, nevertheless, I desire to have it understood that the particular yform illustrated is merely illustrative, and does not exhaust the possible physical embodilnent of means underlying the principle of my invention.

What is claimed is: v

1. A system of train control comprising a trackway divided into sections, each section being divided into blocks, sidings adjacent the ends of the sections, train control means adjacent each block for each direction of train movement, a centra-l station, a plurality of currents of different kinds at the central station, circuits leading from the central station to said train control means, a switch selectively operable to energize the train control means for one direction of train movement with one of said currents at the central oliice to indicate proceed, and also selectively operable to energize the train control means for the opposite direction of train movement with another of said currents to indicate proceed, track circuits for each block, said track circuits controlling said currents, a locking circuitt'or the switch to prevent a change in position thereof when a train is in certain blocks of the section, said. locking circuit having a part in common with the circuit leading from the central oiiice, said locking circuit being controlled by the track relays ot those blocks remote from the sidings but released when the train is in an end block 'for the section adjacent the siding, whereby a change in signals may not be effected while a train is in the mid portion of a section but may be effected when the train approaches one end of said section.

2. A system of train control comprising a trackway divided into sections, each section being divided into blocks, sidings between the adjacent ends of sections, train control means 'for either direction of movement over the trackway, track circuits for each block, a central office, a plurality of sources of currents of different kinds at the central oiiice, a switch at the central ofiice for selectively connecting one of said currents to the train control means and another of said currents to said train control means to indicate proceed for one direction and stop for the opposite direction, said currents being controlled by said track circuits to provide rear end protection for a train moving through the section, normally inoperative locking means for said switch, and means including the track relays of certain blocks of the section for causing an operation of said locking means only when a train is in those blocks remote from one end of the siding and said section.

3. A system of train control comprising a trackway divided into sections, each section being divided into blocks, sidings between the sections, track circuits for each block, a central ofce, a circuit selecting switch therein, a plurality of currents of different kinds,

at the central ofiice, means along the trackway for either direction of train movement for controlling the movement of a train, circuits irom the central office to said train control means, said circuits, when supplied with one of said currents, conditioning the train control means for one direction of operation to indicate proceed, and when supplied with another of said currents, conditioning the train control means for the opposite direction of operation to indicate proceed, devices at the central oftice for indicating the presence of a train and its direction along the trackway, said devices being concurrently controlled by the selection of current and the presence of. a train along the trackway through operation of said track circuits, and a locking circuit for said switch operable by the presence of a train in those blocks remote from one end of said section, said locking* PAUL J. SIMMEN.

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