US1839707A

US1839707A - Automatic train control

Info

Publication number: US1839707A
Application number: US293342A
Authority: US
Inventors: Paul J Simmen
Original assignee: Individual
Current assignee: Individual
Priority date: 1928-07-17
Filing date: 1928-07-17
Publication date: 1932-01-05
Anticipated expiration: 1949-01-05

Description

Jan. 5, 1932.v P. J. slMMl-:N

AUTOMATIC TRAIN CONTROL original Filed July 9. i923 2 sheets-sheet NVP QQ, Si

Jan. 5, 1932. P. J. slMMEN 1,839;707

AUTOMATI C TRAIN CONTROL original Filed July 9, 1923 2 Sheets-sweet 2 Patented Jan. 5, i932 n srAT reni.' a'. SIMMEN, oF nnnimnriw YORKY nn'roMArro `'rneliv CONTROL Reled for abandoned application Serial No'. 650,244f1ed July 9, 1923. This application led July 17, 1928.

. Serial No. 293,342.

in both directions and more especially to such systems in which there `is aina'nual control of the signalling means. Y

l have heretofore proposed a system of train control including means whereby anoperator can instantly change the signals on' a section of track for one direction of train movement to the opposite dir-ection ifthere is no train in the section, the section being divided into a number of blocks so as to facilitate following train movements.

ln this invention, the signals on any number of sections of track, which are subdivided into several blocks, may be changed from a y central point such as a dispatchers oi'iice, interlocking tower or way station by an operator, if there is no train in the section. That is, an operator naving a plurality of sections of track under his control may set up the A signal protection so as to provide foran east bound movement of trains but if there is no train in the section, he may instantly change the signal protection for the section so as to provide for a west bound movement or" trains. in order that the operator may intelligently govern train movements with the least delay, means are provided to `automflitically ine icatc or recordthe movements of trains at his oce so that he has knowledge of the location and progress of all trains under his o jurisdiction.

A further object of the invention is to prevent the operator from settingup proceed signals over asection of track for both an east bound and for a west bound movement at the same time and to prevent him Jfrom changing iro-in one direction to the opposite as long as there is a train in the section.

Other objects and advantages will appear as the description of the particular physical .s emiiodiinent of the invention and desirable modifications thereof selected to illustrate u In describing the invention in detail, reference is had to the accompanying drawings wherein I have illustrated a preferred physical embodiment of my invention and wherein like characters of reference designate corre-y sponding parts throughout the several views and in which:

Fig'. l is a schematic representation of the apparatus and circuits in the dispatchers oihce and along the track embodying my invention. n

Fig. 2 is a schematic representation of the apparatus and circuits on the locomotive or car.

Fig.V 3 is a modification of Fig. l, and shows ai schematic representation'ofpart of the apparatus in -the dispatchers office and along the track by which iiXed signals are displayed instead of'cab signals.

Fig. l shows a single track consisting of rails l and 2. Rail l is electrically continuous. Rail 2 is divided into sections by means of insulating joints as 3, thus dividin the track into block sections as A, B, C, D, F and In blocks B and F are shown sidings as 4 where trains can meet and pass each other. Since the apparatus and circuits for each single track section between passing sidings are identical, only one complete sin-l glev track section vhas been shown in Fig.l l, but the d ispatchers control and the recording of train movements has-been shown for three single track sections, thus aswitch as 5 in ,the dispatchers office, interlocking tower or way station controls the signals for a section west of block B; A switch as 6 controls the signals of the section between blocks B andF and a switch as 7, controls the signals of a section east of block F. At the clearance point. of the `sidings insulating joints as g8 electrically separate the straight portions of the sidings from the main track in a mannerand for a purpose well known 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, CZ, e, f and g near the other end of the block, constituting with their connections to the rails, a trackl circuit'well known to those skilled in the art. Track relays as a, b, d,

' c and f control two armatures as 9 and 10 and Y letter designation.

track relays c and g control three arma-tures Vas 9, 10 and 11. Vhenthere is no train in the block, the track relay for the block` is energized and its armatures through their respective front contacts, control certain signals; and when there is a train in. the block, its track relay is deenergized 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.

Y Adjacent tothe 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, Aand G12 and G13. The letter prefix, as B, to train control rails 12 and 13 indicates that these train control railsare located in a block of the same Train control rails 12 and 13 are on the right hand side of the centerY line of the track, looking east, and conn give a clear signal to either an east bound or trol east bcundimoveme'nts into a block` and a similar group of train control rails on the opposite side of the track, that is on the right handY side of the center line of the track, looking west, control west bound movements into a block. These west bound train control rails` have been. designatedl as A14 and A15, B14 B15, C14 and G15, D14 and'D15, E14 and E15, F14 and'Fl', and G14 and G15. In each group of train control rails one is the home train control rail andv located near the entrance'tov a new block and the other is a distant train control rail and located approximately the braking distance Yfrom the homey rail.v 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 eastboundtrainA movement and train lcontrol rail 15 is the distant train control rail for a west bound movement. y

' When east boundV train control rails are en-l ergized with direct current, a clear signal is displayed on an east bound locomotive and whenf train control rails are deenergized, a danger signal is displayed. Vhen thel west bound train control rails are'energized with alternating current, aV Vclear signal is displayed on'a west bound locomotive and whenV theserails are d'eenergized, av danger signal is displayed. The east bound train control rails areenergized with direct curr-ent from a battery'as .16 preferably located in the dispatchers oflice by a certain position'v of manually operable switches 5, Gand 7 andthe west -to the west bound train control rails.

mon to both sources of energy, the east bound train control rails can only be energized with direct current by reason of the insertion in the'cicuit of an impedance coil as 18 which prevents the flow of alternating current to east bound train control rails and the west bound train control rails can only be energized with alternating current by reason of the insertion on the circuits of a condenser as 19-whichprevents the flow of direct current Thus when switches, 6 or 7 are in position to energize train control rails with direct cur rent,only the east bound train control rails are so energized while the west bound train control rails are deenergized, and if

switches

5, 6 or 7 are in the position to energize train control' rails with alternating current, only the -west bound train control rails are so en ergized while the east bound train control rails are deenergized.

1f switches

5, 6 or 7 are in a position to a west bound train, the train control rails will bedeprived of the selected energy, if the block ahead is occupied, since the circuit from the dispatchers oiiice is broken through the corresponding track relay of the occupied block.

I will now describe how the east bound train control rails may be energized with direct current. From battery 16 in the dispatchers cilice and since manually operable switch 6 controls the section between blocks A and F, representing a complete section between passing sidings, 1 will trace the circuits through switch 6.

When switch 6 is in the position as shown in Fig. 1, making Contact with spring contact 20, the east bound train control rails A12 and A13, B12 and B13, C12 and C13 and D12 andD13 areall energized with direct current, thus conditioned to give a clear signal to an east bound locomotive if there is no train in the block ahead. The train control rails A12 and A13Yare energized through the following circuit From positive pole of battery 16, wire 22, impedance coil 23, bus 24, wire 25, spring contact 20, switch 6, shaft 26, wire 27, relay 28,

wires

29, 30 and 31, armature 11 of track relayv c, front contact 34, wire 35, front contact 33, of track. relay b, armature lO,

Vwire 36, impedance 18, wire 37, to train control rails A13 and A12 and thence through a circuit on the locomotive to be described hereinafter, to track rail 1 and thence through

wires

38 and 39 to negative pole of battery 16. Similarly train control rails B12 and B13 are energized through a branch circuit as follows c-F rom positive pole of batF tery '16, wire 22, impedance 23, bus 24, wire 25, spring contact 20, switch 6, shaft 26, wire 27, relay 28, wires 29, 3() and 40, armature 10,v of track relay c, front Contact 33, wire 41, impedance 18, wire 42, to train control rails B13 and B12 and thence the circuit is completed to the negative. pole of battery 16 as hereinbefore described. Similarly train control rails C12 and C13 are energized through a branch circuit as follows: From positive pole of battery 16, wire 22, imped-v ance 23, bus 24, wire 25, `spring Contact 20, switch 6, shaft 26, wire 27,1elay 28, wires 29,

v43

44 and 45, armature 10 ofY track relay d,

front Contact 33, wire 46, impedance 18, wire 47, to train control rails C13 and C12and thence the circuit is completed to the negative pole of battery 16 as hereinbefore described. Similarly train control rails D12 and D13 are energized through the branch circuit as follows F rom positive pole of battery 16, wire 22, impedance 23, bus 24, wire 25, springcontact 20, switch 6, shaft 26, wire'2'7, relay 28,

wires

29, 43, 48, 49 and 50, armature L10 of track relay e, contact 33, wire 51, impedance 18, wire 52, to train control rails D13 and D12 and thence the circuit is completed to negative pole of battery 16 as hereinbefore described. It will be noted that the circuit to train control rails A12 and A13 is taken through the armatures of both track relays o and c so that if either of these blocks are occupied, train control rails A12 and A13 will be deenergized and the purpose for this will be described more fully hereinafter. lllith switch 6 in contact with'spring contact 20, the east bound train control rails are energized with direct current but the west bound train control rails controlled by switch '6 are deenergized, since the direct current cannot reach these train control rails by reasonrof the insertion of condensers 19 inthe circuit.

Y"illllien switch 6 is placed in the position opposite to that shown in Fig. 1, so 4`as to make contact with spring contact 21, the west bound train control rails G14 and G15, F14 and F15, E14 and E15, D14 and D15, are all energized with alternating current, thus conditioned to give a clear signal to a west bound locomotive if there is no train in the block ahead. The train control rails G14 and G15 are energized through the following cir` cuit: from alternating current source 17, wire53, condenser 54, bus 55, wire 56, spring contact 21, switch 6, shaft 26, wire 27,relay 28,

wires

29, 43, 48, 57, 58 and 59, armature 9 of track relay f, front contact 32, wire 60. condenser 19, and `wire 61 to train control rails G14 and G15 andthence through a circuit on the locomotive to be described hereinf after to track rail 1 and thence through'wires 38 and 62 to alternating current source 17. Similarly train control. rails' F14 and F15 are energized through a branch circuit as fol'- lows: From alternating current source 17, wire 53, condenser 54, bus 55, wire 56, spring contact 21,'switch 6, shaft 26, wire 27, relay 28,

wires

29, 43, 48, 49 and 63, armature 9 of track relay e, front Contact 32, wire 64, condenser 19, wire 65, to train control rails F14 ture 9 of track relay al, front contact32, wire 67,"condenser 19, wire 68, to'train control rails E14 and E15 andl thence the circuit is completed to alternating current source 17 as hereinbefore described. Similarly train control rails D14k and D15 are energized through the following branch circuit: From alternating current source 1'?, wire 53, condenser V54, bus 55, wire'56', spring contact 21, switch 6, shaft 26, wire 27, relay 28,

wires

29, 30 and 69, armature 9'of track relay o, front Contact 32, wire 70, condenser 19, wire 1, train control rails D14 and D15 Yand thence the circuit is completed to alternating current source` 17 as hereinbefore described. llVith'switch 6 in contact with spring contact 21, the westbound train control rails are rails by reason Vof the insertion of impedances 18in the circuit. l VVhenswitch-G is in the vertical position so as not to make Contact with spring contact 2O .or 21, both east and westbound train controlk rails are deenergized and thus conditioned to display a dangersignal to both an east bound and a west bound locomotive as will be more fully described hereinafter.

It will thus be seen that the dispatcher may condition the train control rails governing the single track section between passing sidings for an east bound train movement, for a west bound train movement or he may condition them to display a danger signal to both east and west bound trains. In addition to the dispatchers manual control of the elec trical conditions of the train control rails, automatic control is also provided 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 set up an east bound train movement by pla'cing'switch 6 in contact with spring Contact 20, and a train receives a clear signal at train control rail B13 and proceeds into block C; as soon as the train has entered block C, the current from track battery 8 of block C is short circuited through the wheels and axles of the train and therefore track relay @becomes suffi iently deenergized so that its armatures will drop away from the front contacts.` lfilhen this occurs train `control rails B12 and B13 become deenergized since the circuit is now broken by armature 10 of track relay o dropping away 'from front contact 33. As soon iis GOL

however as the'train has lefty block C and en-k tered block D, track relay c again becomes energizedV thus again closing the circuit'to train control rails B12 and B13 and a second train may proceed ,eastward with a clear signal. lt will `therefore be seenthat a train which proceeds over the road automatically protects itself in the rea-r, so that a following train will automatically receive a danger signal when it arrives within braking distance of a train ahead, occupying the block ahead. The same automatic rear end protection by means of a' track circuit is also provided for west bound movements. Forinstance, a west bound train entering block E will deenergize track relayY c, thus breaking the circuit at front contact 32 of track `relay e and deenergizing west bound train control rails F14 and F15. As soon, however, as this train hasleft block E, train control rails F14 and F15 are again energized thus permitting a following train to proceed with a clear signal.

The object of taking the circuit to train train control rails 1412 and A13 through both track relays v5 and c and the circuitthrough train controlrails E12 and E13 through both track relays and g is as followsz-lf the dispatcher has placedA switch 6 in contact with spring contact20, thus setting up an east bound movement of a Vtrain from` blocks B to E, and also placed switch 7 yin contact with spring contact 21, thus setting up a west bound movement for a' train-running in the single track section east of block G, the two trains wil-l have to meet and pass each other at the siding in block l?. lf now the east bound train entered block E approximatelyv at the same time that the west bound train entered block G, eachtrain will automatically receive a danger Signal by reason of the track circuit control before reaching block F and this will give the train ample distance to slow down or stop until one Yof the trains has taken the siding. This arrangement is desirable if block F and the siding are relatively short. While thisV arrangement shows the preferred form, it is not absolutely necessary, particularly if block F and its siding are relatively long. rEhe arrangement of taking the circuit to the train control rails through two track relays can also be obviated by placing the distant train control rails F12 and F15 a sufficient distance back to give the engineer ample warning to stop for'the meet.

The system is so arranged that when the dispatcher has set up an east bound movement from block B to block E by placing switch 6 in contact with spring Contact 20, as soon as the train has entered block (3 after receiving a clear signal at train control rail B13, switch 6 is automatically locked in the position it is in so that it cannot be moved bv the dispatcher and-the switch remains lccked Auntil the train has passed out rof block E. This is accomplishedin the following manner z-

Switches

5, 6 and 7 are rotatable on the shaft 27; secured to this shaft is a disk as 72. ln the periphery of this disk are two notches as 73 and 74. The armature as of relay 28 is hinged at 76. At the other end of armature 75 is a detent as 77 so positioned that when switch 6 is in contact with spring contact 20, detent 77 will be in alignment with notch 7 3 and when switch 6 is in contactwith spring'contact 21, detent 77 is in alignment with notch 74. Y Relay 28 is of such design that when it is energized with either direct current or alternating current, it will attract armature 75 and detent 77 and if detent 77 is in alignment with either of notches 73 or 74, it will engage one of the notches, thus preventing the switch from being turned from the position it is in as long as relay 28 is energized. When relay 28 is not energized, a spring as 78 pulls detent 77 out of engagement with the notches in disk 72.

l/Vhen switch 6 is in contact with spring contact 20, relay 28 is energized, and thus the switch is locked as long as there is a train in blocks C or D. When block C is occupied relay28 is energized through the following circuit: from positive pole of battery, 16, wire 22, impedance 23, bus 24, wire 25, spring contact 20, switch 6, shaft 26, wire 27,'relay 28,

wires

29, 30 and 31, armature 11 of track relay c, back contact 7 9, and wire 80, to track rail 1 and thencel through

wires

38 and 39 to negative pole of battery 16. `When block D is occupied relay 28 is energized through the following` circuit: from positive pole of battery 16, wire 22, impedance 23, bus 24, wire 25, spring contact 20, switchG, shaft 26, wire 27 relay 28,

wires

29, 43, 44 and 45, armature 10 of track relay CZ back contact 7 9, and wire 81 to track rail 1, and thence by

wires

38 and 39 to the negative pole of battery 16. When block E is occupied relay 28 is energizedthrough theV following circuit: from positive pole of battery 16, wire 22, impedance 23, bus 24, wire 25, spring Contact 20, switch 6, shaft 26, wire 27, relay 28,

wires

29, 43, 48, 49 and 50, armature 10 of track relay e, back contact 79, wire 82 to track rail 1 and thence by

wires

38 and 39 to negative pole of battery 16. 1t will thus be seen that as long as an east bound train occupies either blocks C, D, or E, detent 7 7 engages notch 7 3, thus locking switch 6 in the position it is in.

When switch 6 is in Contact with spring contact 21, relay 28 is energized as long as there is a west bound train in blocks E, D, or C. l/Vhen block E is occupied relay 28 is energized through the following circuit: from alternating current source 17, wire 53, condenser 54, bus 55, wire 56, spring contact 21, switch 6, shaft 26, wire 27, relay 28,

wires

29, 43, 48, 49 and 50, armature 10 of track reeach other.

condenser 54, bus 55, wire 56, spring contact 21, switch 6, shaft 26, wire 27, relay 28, wires -i lhen block C is occupied, relay 28 is

enery

29, 43, 44 and 45, armature 10 of track relay ,back contact 79, wire 81, track rail 1,

wires

38 and 62 tovalternating current source 1 7.

gized through the Vfollowing circuit: from alternating current source 17, wire '52 switch 6, shaft 26, wire 27, relay 28,

ywires

29, 30 and 31, armature 11 of track'relay c,

back contact 79, wire 80, track rail 1,

7avnd wires

38 and 62 to alternating current source 17.

lt will be thus be seen that when thel dispatcher has set up an east bound movement from block B to block E and a train has acchange the. position of switch 6 until the train c has left block E, and when the dispatcher has set up a westbound movement from block F to block C and a train has accepted ya clear or proceed signal and has entered block D, the dispatcher is unable to change the position of switch 6 until the train has lett block C. ln other words the dispatcher isunable to give a proceed signal to both an east bound train and a west bound train at the same time between two points where trains Vmay pass It will be noted that track relays b and f have not been provided with a back contact. rllhis back contact has been omitted in the preferred form so that

switches

5, 6 and 7 will be unlocked as soon as a train has left `the a clear signal kto an east bound train when passing a train control rail which is energized with direct current and displaying a clear signal to a west bound train when passing a train control. rail which iscenergized with alternating current and displaying ay danger signal to both an east and west bound train when passing atrain control rail wliiclris deenergized, and also how these signals are continued after the locomotive has'passel the train control rail. l

1n Fig. 2, is showna device represented as a lamp which is designated as No. 1, and another also represented as a lamp designated as No. 2 While these devices are Shown as condenser 54, bus 55, wire 56, spring contactf21,

lamps and are signals, they may equally as well represent an electromagnetic device to which motion is vgiven depending vupon whether the circuit is energized or deenergizedand such electromagnetic devices may be used for other purposes than, or in addition to, the display ot signals to the engineer, such as, is well known in the art, the proper control of speed control devices or electropneumatic air valves or both.

lin Fig. 2, is shown an electric contact shoe as 83 so positioned on the locomotive as to make contact with train Acontrol rails. The contact shoe is hinged at 84. Thetrain control rails are inclined at the ends so as t0 form a ramp in the usual manner such as is shown in my prior Patent No. 1,140,623, granted May 25, 1915.. When the contact shoe slides along this ramp the shoe is tilted `so as to breakv contact at

contacts

85, 86 and Y lVhen the contact shoe leaves the other end of train control rail, spring 88 forces the Contact shoe to the normal position thus again closing the

contacts

85, 86 and 87.

rlhe locomotive also carries a direct current relay as 89 and an alternating current relay as 90 with its companion direct current coil as 91 and two batteries as 92 and 93. Direct current relay 89 controls two armatures as 94 and 95 and when energized, armature 94 will close two front contacts as 96 and 97 and when relay 89 is deenergizedarmature 95 will close back contact as 98. Alternating current relay 90 controls two

armatures

99 and 100 and when the relay is energized armature 99 will close front contact 101 and armature 100 will close Jfront contact 102 and when the relayis deenergized armature `100 will close back contact 103. Then the contactshoe 83 is passing an east bound train controlrail such as for instance B13 and theltrain control rail is energized with direct current, current is supplied to relay'v 89 from battery 16 in the disp'atchers oilice through the following circuit: Vfrom posit-ive pole lof battery 16, wire 22, impedance 23, bus 24,*wire 25, spring contact 20,

switch 6, shaft 26wire 27, relay 28,

Wires

29,30 and 40, armature 10 of track relay c, lfront,Contact 33, wire l41, impedance 18, wire 42, train control rail B13, contact shoeVK 83., wires 104` and 105, impedance 106, wire107, relay 89, wires 108,109, 110, 111 and 112, rcsistanc'e 113, wire` 114, axle 115, wheel 116, track rail 1, and

wires

38 and 39, to negative pole of battery 16. y Vith relay 89 energized.

its armature 94 will closeV liront contacts -96 and 9.7 anda circuit -is established through signal No. 1, the clear signal, as follows: from l.positive poleof battery 92,

wires

117 and 118,` armature 94, front contact 97, wires 119 vand 12o', Signatur. 1, Wires 121, 110 and 122,

tothe negative pole ot battery' 92. When the contact shoe83 leaves the other end of the train control rail,

contacts

85, 86 and 87 are after contact shoe 83 has left the train control rail.

Assuming now that train control rail B13 is ydeenergized by reason of therswitch 6 be-V ing in contact with contact spring 21 or by reason of'switch 6 being open or by reason of there being a train in block C, then when the east bound train passes train control rail B13,

the stick circuit heretofore described is broken by reason of the breaking of contact A 85 and

Varmatures

9,4 and 95 will assume the deenergized position since train control rail B13 is deenergized, relay 90 will also be deenergized and its armatures'99 and 100 willl vassume the deenergized position. Under these `conditions a circuit is established through signal No. 2, the danger signal, as follows: from positive pole of battery 92, wires 117'and 124, armature 100,back contact 103, wire 125, armature 95, back contact 98,

c wire 126, signal No. 2, wires 127, 111, 110 and `3` 122, to negative pole of battery 92. 1f the train under these conditions proceeds, and contact shoe 83 leaves the other end of the train control rail, Ysignal No. 2 will be continuedv until va train control rail is reached which is energized. After contact shoe 83 leaves train control rail, contact 85 is again closed but the stick circuit hereinbefore described is now open at front contact 96 and relay 89 will remain deenergized.

Assuming now that the single track section between F and C is set up for a West bound mo-vement by reasonV of switch 6 being in Contact with spring contact 21, then all of the train control `rails rbetween'blocks F and `block C will be energizedwith alternatingl current and when awest bound train is passing, say, train control rail F14 relay 89 willl Vbe deenergizedbut relay 90 will now be energized through the following circuit: from valternating current source 17 in the ,dis-

'patchers oflce wirej53, condenser Y54, bus`55,

wire 56,-spring contact 21, switch 6, shaft 26,

wire 27, relay 28,

wires

29, 43, 48, 49 and 63, armature 9 of track relay e front contact 32,

wire 64, condenser 19, wire 65, vtrain co-ntrol rail F14, contact shoe 83, wires 104 -and 128, condenser 129, wire 130, alternating current relay 90, wires 131, 109, 110',

111 and 112, resistance 113, wirev ,114, '60

axle 115, wheel 116,'trackrail 1,

wires

38 and 62, to alternating current source 17. With relay 90 thus energized, its armatures '99 and `100 will kclose front contacts 101 and 102, and a circuit'is establishedthrough sig- `nal No. 1', the'clear signal, as follows: from positive pole of battery 92,

wires

117 and 124, armature 100, front contact 102,

wires

132 and 120, signal No. 1, and wires 121, 110 and 122 to the negative pole of battery 92. lVhen the contact shoe 83 leaves the other end of the train control rail a stick circuit is established through the holding coil 91 'of relay 90 as follows: from positive' pole of battery 93, wire 133, coil v91, wire 134, contact 87, me,- tallic plate 135, contact 86, wire 136, front contact 101, armature 99, and wire 137 to the negative pole of battery 93. Metallic contact plate 135, isattached to contact shoe 83 but insulated Vtherefrom and when the contacty shoe slides along the ramp in approaching a train

control rail contacts

86 and 87 are Y broken, thus signal No. 1 is continued after leaving a train control rail until the next train control rail is reached.

Assuming that train control rail F14 is deenergized by reason of switch 6 being in contactwith spring contact 20 or by reason of switch 6 being open or by reason of there being a train inblock E, then when the west bound train passes train control rail F14, the stick circuit heretofore described is broken by reason of the breaking of

contacts

86 and 87. Both coils of relay 90 will be deenergized and

armatures

99 and 100 will assume the deenergized position. Relay 89 is also deenergized and its

armature

94 and 95 will assume the deenergized position. Under these conditions a circuit is established through signal No. 2, the danger signal, as heretofore described and if the train proceeds under these conditions, signal No. 2 will be continued until a train control rail is reached which is energized.

' It is evident that when the switch 6 is in contact with spring contact 20, the normal position for an east bound movement, from block B to blo-ck E, relay 39 on the locomotive will be energized when passing any other train control rail in the section so controlled through the several circuits hereinbefore described if there is no train in the block ahead andthus the clear signal is repeated at each cast bound' train `control rail and similarly when Vswitch 6 is in contact with spring contact 21,

the normal position for a west bound movement from block'F to block C, relay 90 will Y be energized when passing any other train control rail through the severalcircuits heretofore described, if there-isV no train in the block ahead, and thus the clear signal is repeated atleach west bound train control rail. lf'however, either an eastbound train or a west bound train approaches within one block ofthe train ahead, the train control rail governing the entrance intothe occupied block, will be deenergized automatically by reason of the track circuit control and a danger signal will be displayed.v

Impedances are inserted in the circuits in which they are'inserted to prevent the flow of alternating current in the circuit and condensers are inserted in the circuits in which they are inserted to prevent the flow of direct current through the circuit. Resistance 113 is inserted in the cab circuit for the following purpose: ltlhen there is atrain in blocks C, D or E, eurent is flowing through relay 28 in the dispatchers office thus locking switch 6 in the position it is in, as hereinbefore described. l/Vhen the Contact shoe 83 on the locomotive is Ypassing an energized train control rail current is also flowing through relay 28, but by reason of the combined rcsistances of

relays

89 or 96 and resistance'113 there is not suliicient current flowing through relay 28 to attract its armature'75 against the ten.- sion of spring 78, therefore, a train passing va train control rail Will not lock switch 6.

For instance, it is d esirable When a train is in block B that the switches governing the adjacent stretches of track be unlocked and it is possible that a contact shoe on a locomotive may be in contact With either train control rails B12 or B13 or B14 or B15 and this would lock the switches if the current flow is not reduced as arranged by the introduction of the necessary resistance in the cab circuit. l Will nov describe the means by which an indication or a-record is made in the dispatchcrs office of the movement of trains. 1n the dispatchers oiiice is a suitably mounted record sheet as 13 driven by a roller as 139 which in turn is driven by a shaft as 140. Shaft 140 receives motion through ratchet Wheel 141. A. pawl as 142 is pivotally attached to armature 143'of electromagnet 144, the armature being hinged at 145. l/Vhen ele ltromagnet 144'is periodically energized, motion is given to ratchet wheel 141 by pavvl i spring as 146 normally pulls armature and pawl 142 t the right when electromagnet 144 is not energized.- Electromagnet 144 is connected by Wire 147 to a make and break device as 148 which make and break device is periodically operated by a clock as 149. rllhis mav Well be of the form shown in iy prior Patent 1,263,146, granted October 21, 1916. Villien the make and break device is closed the electroanagnet 144 'is energized through the following circuit: from battery 156,

Wires

151 and 152, electromagnet 144, Wire 147, make and break device 148,

Wire

153 and 154, to opposite pole of battery 150.

rllhe make and break device 148 is operated say every ve `seconds so as to give a. slow and luniform movement to record sheet 138 through ratchet Wheel 141 and pavvl 142.

rlhe record sheet 138 is transversely divided 'nto sections as 155, 156 and 157,'-each section representingsection of single track between sidings or other points Where trains may pass each other. Longitudinally the record sheet is divided into time lines such as 1 a. m.,each

one of the lines representing a one minuteA dinally the record sheet assumes a constantly changing' position du ing the 24 hours of the day.

Adj acent to the record sheet are located perforating magnets as 158 and 159, two for each section of single track, these perforating magnets control armatures as 166. Pivotally attached to armatures 160 are perforating needles as 161 so positioned adjacent to the record sheet that when a perforati ig magnet is energized, a perforation is made in the record sheet.

Perforating magnet 158 records east bound train movements through blocks C, D and E and perforating magnet 159 records Westy bound train movements through blocks E, D and C. As hereinbefore describe-d, when blocks C, D or E are occupied by either an east bound or West bound train, relay 28 is energized and its armature is in the energized position. Attached to armature 75 but insulated therefrom is a contact plate as 162 and When armature 75 is in the energized position, this contact plate makes contact with K contacts 163 and 164, thus closing the circuit through the perforating magnets at this point. Also attached to switch 6 are metallic Wedges 165 and 166 but insulated therefrom. '"Wlien switch 6 is set up for an east bound train mov-ement thus making contact With spring contact 20, metallic Wedge 165 makes electrical Contact With spring contact 167 and 168 thus closing the circuit through perforatingmagnet158 at this point. circuit through perforating magnet 158 is as follows: from battery 156, Wires 151 and 169, contact 170, metallic plate 171, contact 172, bus 173, Wire 174, perforating magnet 158, Wire 175, spring contact 167, metallic Wedge 165, spring Contact 168, Wire 176, contact 163, metallic plate 162, contact 14, Wires 177 and 154, to the other side of batt-ery 150.

- TWhen switch 6 is set up for a West bound 159, Wire 180, contact spring 178, metallic Wedge 166, spring contact 179, Wires 181 and 116, contact 163, metallic plate 162, contact 164, Wires 177 and 154 to thewother side of battery 150. Y

It Will be noted that tue circuits through the perforating magnets are taken through a circuit breaking device as 171 so that these circuits are periodically made and broken. This circuit breaking device operates as follows :r metallic contact'plate 171, is attached to armature 143, but insulated therefrom. Everytime electromagnet 144 is energized which as hereinbefore stated is say every five seconds the

contacts

170 and 172 are closed through metallic plate 171, when magnet lfilris d eenergized, armature 1413 is pulled to the right by spring 1116 and the circuit through the pert-orating magnetis broken. By reason of this periodic breaking of the circuit, a continuous perforation is made on the record sheet as long as the section oi"4 single track consisting of blocks C, l) and E is occupied by a train. Thus when 4an east bound train leaves block B permagnet 158 will start to perforate in section of the record sheet as 'soon as the train has entered block C, and will continue to perforate until the train has left block E, thus recording the enact time when the train entered the single track section and also the length of time the train remained les in the single tracksection. Similarly a west bound train will rec-ord its movement through perforating magnet 159. A dispatcher having a number oftrack sections under his control thus knows what progressr the trains arermaking under his supervision and can direct the train movements by properly positioning the manually operable switches with the greatest dispatch, for instance, by the accurate knowledge of the location-of trains on his division, he decides that blockld is the most suitable place for anreast bound train to pass a west bound train, under these conditions switch 5 will be placed in the east hound position thus making contact with spring contact 20. rlhis will permit the east bound train to proceed. with a clear .signal up to the distant train control rail A12, at which point the clear signal will change to danger. Switch 6 will be placed in the west bound position thus making contact with spring contact 21 and the west bound train will proceed with a clear signal until train control rail C15 is reached, at which point the danger signal will be shown and Jrhe train would thus be l dvised to prepare to meet a train. Vhen east bound train is traveling toward block erii-oratingV magnet 158 in the sect-ion 157 the record sheet-would continue to perora Yeallycease as soon as the east bound train has lett block A and Ventered block B or the siding block B. Thus the dispatcher will be fully advised of the arrival of the east bound train at- Similarly the west bound train would make a record of its progress by pertorating magnet 159 in the section 156 of the record sheet and` periiorating magnet 159 will continue to perfo-rate as long asthe train is in either blocks E, D or C. `Ars soon however, as the west boundtrain has cleared block C pertorati'ngmagnet 159 of section 156 will cease to pericorate and thusy the dispatcher is advised that the west bound train has arrived at B. Vith this knowledge the i train movement, from te, but this perforation will automati-l dispatcher can intelligently change the position of the switches so as to facilitate the movement of trains with the greatest dispatch. Y

rlhe modification shown in Fig. 3, is identical ith F ig. 1, insoiiar as circuits for the indicating or recording means are concerned and the difference consists in substituting fixed signals for the train control rail necessary iior cab signals. rllhe several blocks, trackvbatteries andl track relays and track relay armatures are identical as are also circuits irom the battery 16 and the alternating current source 17 in the dispatchers oilice, through the several positions of

switches

5, 6 and 7 and the armatures of track relays, but instead of two train control rails being shown for each direction for each block, relays 182 and 183 are substituted for the control of fixed signals. Relay 182 is a direct current relay responding only to direct current and controls the lixed signals for east bound train movements while relay 183 is an alternating current relay responding only to alternating current and controls the fixed siO'nals for west bound train movements. These relays may control both home and distant fixed signals in the manner well known to those skilled in the art, Vor may be considered the signals. `When a relay is energized, a clear signal is displayed and when it is deenergized, a danger signalis displayed. l

I will now trace the circuits through direct current relay 182 which controls the east bound signal into block D. When the dispatcher has placed switch 6 in contact with terminal 2O thus authorizing an east bound lock B to block E, the circuit is closed through relay 182 governing the entrance to block l) as follows: from positive pole of battery 16 in the dispatchers office, wire 22, impedance 23, bus 2a, wire 25, spring contact 20, switch 6, shaft 26, wire 27, relay 28,

wires

29, 43, let and 45, armature 10 ot track relay (l, front Contact 33,.wire 46, resistance 1811, wire 181, impedice 186, direct current relay 182, wire 187, track rail 1, and

wires

38 and 39, to negative pole of battery 16. Vith current flowing in this circuit, relay 182 is energized, thus displaying a clear signal for an east bound movement into block D. lt however there is a train in block D track relay l becomes deenergized, and its armature 10 will break away from front contact 33 resulting in relay 182 being denergized and thus displaying a danger signal.

The circuit through alternating current relay 183 which governs the west hound signals into block C is as'ollows-t 'from alternating current source 17, wire 53, condenser 54, bus 55, wire 56, spring contact 21, switch 6, shaft 26, wire 27, relay 28,

wires

29, 30 and 69, arl- 190, wire 191, alternating `current relay 183, wire 192, track rail 1 and

wires

38 and 62 to alternating current source 17. Vith current flowing in this circuit relay 183 is energized 5 thus displaying a clear signal for a west bound movement into block C. If however there is a train in bloc-k C, track relay C becomes deenergized and its armature 9 .will break away from front contact 32 resulting in relay 183 being deenergized and thus displaying a danger signal. Since it is obvious that relays 182 and 183 for other blocks operate in the sameinanner, it is thought not necessary to describe the operation in further detail. 5 Impedance 186 is inserted in the circuit in which it is inserted to prevent the flow of alternating current through relay 182 and condenser 190 is inserted in the circuit in which it is inserted to prevent the flow of direct cur- 188 are inserted in the circuits in which they are inserted for the saine purpose as resistance 113 as inserted inthe cab circuit, that is to reduce the flow of current through relay 28 inY 5 the dispatchers oiice so that its armature 75 is not attracted to lock switch 6 unless an armature of a track relay closes a back contact 79 in which case a shunt circuit is established which cuts out resistances 184e and 188 thereby increasing the iow of current so as to attract armature of relay 28 and lock the switch in the position it is in. l

The purpose of the invention is to provide a simple and inexpensive system of signaling for a railway where a track is used vfor both directions of traffic. It is particularly adaptable to single track uses 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 to operate trains with dispatch and safety in the opposite direction.

While in the preferred form of myvinvention I have shown recording means to give the dispatcher knowledge of the location and progress of trains, Ido not wish to be restricted to the yrecording means shown. Any means automatically indicating at the dispatchers oice the 'location and progress of trains may be considered an equivalent within the scope of my invention. For instance, the perforating

magnets

158 and 159 may be indication lamps which vare lighted when their respective circuits are closed; thus visibly indicating the location and progress of trains. Or the perforating

magnets

158 and 159 may be any form of electrical translating devices which indicate when the circuits through them are closed; thus the position ofV armature 160 in itself may be a visible indication to the Adispatcher of the location and progress of trains.

one of the physical embodiments ofv my inreiit through relay 183. Resistances 184 and Although I have particularly described V.vention and illustrated the saine, nevertheless I desire to have it understood that the of trains, trains for operating in either di-k rection over the single track section, a central oflice, sources `of alternating and another kind of current at the central office, once source for giving proceed signals for one direction of train movement,eand the othersource for giving proceed signals for the other direction of train movement, a single dispatching circuit between the said central oliice and each section, means at .the central oiice for selectively supplying` said currents to said dispatching circuit, signal means in saidesection conditioned by said currents through said dispatching circuit, andmeaiis controlled by said track circuits and saidjdispatching circuit to prevent changing of the direction 'of train move-v ments as longk as a train is in the section.

2. In a train control, and dispatching sys- Ytem, for railways, a series of single track secdispatching circuits, signal means in said section conditioned by said currents through said dispatching circuit, and means controlled by `said track circuits and said dispatching circuit to prevent changing of thel direction` of train movements as long as a train is in the section/and giving an indication of the progress of the train from section to section.

3. In a train control, and dispatching system for railways, a series of single track sections divided into blocks, a track circuit for each block, passing sidingsat intervals along said trackway to permit the passage of trains,

trains for operating in either direction over the single track section, a central office,y

sources of alternating and direct current at the central office, one source lfor giving proceed signals for one direction of train moveliit iso

ment, and the other source for giving promeans at the central office for selectively supplying said currents to said dispatching circuit, signal means in said section conditioned by said currents through said dispatching circuit, and means controlled by said track circuits and said dispatching circuit to prevent changing of the direction of train movements as long as a train is in the section and giving an indication of the progress of the train from section to section for each direction.

. 4. In a train control, and dispatching system for railways, a series oi single track sections divided into blocks, a track circuit for each block, passing sidings at intervals along said trackway to permit the passage of trains, trains Jfor operating in either direction over the single track section, proceed and stop signals for both directions of trac, a central otce, sources of alternating and another kind of current at the central office, one source for giving proceed signals forone direction of train traiilc, and the other source or giving proceed signals for the other direction of train trac, a single dispatching circuit between the said central oiice and each section, means at the central ohice for connecting either one or the source of current VtoV the dispatching circuit, sign-al'means in said section conditioned by said currents through said dispatching circuit, and means controlled by said track circuits andY said dispatching circuit to prevent changing of the direction of train movements as` long as a train is in the section.

5. In a train control and dispatching system for railways, a series of single track sections divided into blocks, a track circuit tor each block, passing sidings at intervals along said trackway to permit the passage of trains, trains ltor operating in either direction over the single track section, proceed and stop sigl nals for both directions of traffic, a central ofce, sources of direct and another kind of current at the central o'lice, one source for giving proceed signals for one direction of train tra-iiic, and the other' source for giving proceed signals for the other direction of train traffic, a single dispatching circuit between the said central oliice and each section, means at said central otlice for connecting either one or the other source of current to the dispatching circuit, signal means in said section conditioned by said currents through said dispatching circuit, and means controlled by said track circuits and said dispatching circuit to prevent changing of the direction of train movements as long as a train is in the section,`and for giving rear end protection from block to block. y A

6. In a train control, and dispatching systions divided into blocks, a track circuit for each block, )assing sidings at intervals along said trackway to permit the passage of trains, trains for operating in either direction over the single track section, proceed and stop signals for both directions ot traiic, a central office, sources of alternating and direct current at the central office, one source for giving proceed signals for one direction of train traic, and the other source for giving proceed signals for the other direction of train traiic, arsingle dispatching circuit between the said central office and each section, means at said central othce tor connecting either one or the other source of current to the dispatching circuit, signal means in said section conditioned by said currents through said dispatching circuit, and means controlled by said track circuits and said dispatching circuit to prevent changingof the direction ot train movements as long as a train is in the section, for giving rear'end protection-from block to block, and for indicating the progress of the trains from section to section.

-7. In a train control, and dispatching system for railways, a series'ot single track sections divided into blocks, a track circuit for each bloc-k,passing sidings at intervals along said trackway to permit the passage of trains, trains ior operating in either direction over the single track section, proceed and stop signals for both directions of trafc, a central orice, sources of alternating and another kind ot current at the central oiiice, one source for giving proceed signals for one direction of train trathc, and the other source for giving proceed signals for the other direction of train traliic, a single dispatching circuit between the said central oi'iice and each section, electrical switches for connecting either one or the other source of current to the dispatching circuit and means ico controlled by said track circuits, to prevent the operation of the electrical switches and thereby changing the direction of train movements, as long las a train is in the section, for giving rear end protection from block to block, and i'or indicating the progress oi the trains from section to section.

8. In a train control and dispatching system for single track railways over which trains operate in either direction, a plurality orn single track sections divided into blocks,

other kind ot current. at said central oilce,

liso

manually operated means at the central oiiice for selecting said sources of current to condition signals governing` the direction of train movement over thesingle track section7 electrical circuits extending from said central office to said track for supplying said currents to said signal devices and track circuit controlled means for also controllingy said signals.

9. In a train control and dispatching system for single track railways over which alternating current and another kind of current at said central offices, manually operated means at the central oliice for selecting said sources or" current to condition signals governing the direction of train movement over the single track sections, electrical circuits extending from the central office to said track for supplying said currents for said signal devices, locking devices associated With said manually operated means, indicating means at the central office, and track circuit controlled means for also controlling said signal devices for providing rear end protection from block to block for locking the manually operated `means in the position placed as long as a train is in the section and for indicating at said central office the location of a train in relation to a track section.

l0. ln a train control and dispatching system tor single track railways over Which trains operate in either direction, a plurality of single track sections divided into blocks, a track circuit for each block, passing sidings or crossovers at intervals along said single track to permit the passage of trains, proceed and stop signals of the xed signal type along the trackway for either direction, the proceed signal for one direction being controlled by alternating current, and the proceed signal for theother direction being controlled by another kind of current, a central oce, sources of alternating current and another kind of current at said central oiice, manually operated means at the central ofce for selecting said sources of current to condition signals governing the direction of train movement over the single track section, electrical circuits extending from the,

central oflice to said track for supplying said currents for said signals, locking devices associated With said manually operated means, indicating means at the central oiice, and track circuit controlled means for also 'controlling said signals for providing rear end vprotection from block to block, for locking the manually operated means in the posit-ion placed as long as a train is in the section and for indicating at said central ofces the loca ion of a train in relation to a track section.

PAUL J. SMMEN.

CERTIFICATE or connection Patent No. 1,839,707. Granted January 5, 1932, to

PAUL J. SIMMEN.

lt is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 8, line 129, after the word "relay" insert the letter C; page 9, line 112, claim Z, for the word "circuits" read circuit; page 10, line 32, claim 4, before "source" insert the word other; and that the said Letters Patent should be read with these corrections therein that the same may contorni to the record of the case in the Patent Office.

Signed and sealed this 16th day of February, A. D. 1932.

M. J. Moore, Acting Commissioner of Patents.

(Seal)