US1852409A - Continuous train control system - Google Patents

Description

April 5, 1932. w. D. HAILES CONTINUOUS TRAIN CONTROL SYSTEM Filed Oct. 22. 1927 2 Sheets-Sheet l JIL' rL FL EFL F 52 15mm DE 6 ApriI'S, 1932. w. D. HAILES 1,852,409

CONTINUOUS TRAIN CONTROL SYSTEM Fiied M522. 1927 2 Sheets-Sheet 2 Patented Apr. 5, 1932 UNI ED STATES PATENT orrlcs WILLIAM D. HAIZLES, OF ROCHESTER, NEW YORK, ASSIGNOR T Gml'ElBAL RAILWAY SIGNAL comm, OI ROCHESTER, NEW YORK CONTINUOUS TRAIN CONTROL SYSTEM Application filed October 22, 1927. Serial No. $8,058.

This invention relates in general to an automatic train control system, and has more particular reference to a coded continuous alternating current system.

in systems of the general character to which this invention relates, it is desirable to have car-carried decoding or code integrating means which will operate with certainty to control various signal indications and enm force speed restrictions, acknowledgment,

etc, and furthermore to have a short interval of time occur between a change in trailic conditions and the change in signal or the lilre that said change in trailic conditions will p cause if the new condition persists. The use lulness of this feature will be found for example when encountering short so called dead sections of trackway as at turnouts, crossovers and the like.

lln the system according to this invention, alternating current isautomatically coded in accordance withtralfic conditions ahead and is then applied to the rails to inductively 1ntluence car-carried receiving and amplify- 2a ing ineanswhich control a coding primary relay. The action of the coding primary relay after being decoded or integrated controls secondary relays and circuits. Inserted between the decoding means and the secondto my relays and circuits is a delay or suppression means. Said suppression means controls visual cab signals as well as the circuits supplying the secondary relay, etc. This suppression means acts to interpose a time lag or as delay of approximately fiseconds between the operation of the decoding means and the control of the visual cab signals and secondary relays etc. This time lag or delay avoids momentary changes in indications that would an otherwise follow momentary changes in traclrwa-y conditions. 1'

' The decoding means referred to is arranged to operate selectivel in accordance with the rate at which the 0 'ng primary relay is vibrating between its picked up and lid REISSUED released positions, which rate of vibration gorresponds to the existing trackway condiions.

The suppression means is also arranged so that, despite the delayed action characteristic of it, there is no possibility of two controls for visual signals or the secondary circuits being set up simultaneously.

Further objects, purposes, and characteristic features of the present invention will appear as the description progresses, reference being had to the accompanying drawings, showing, solely by way of exam 1e, and in a wholly schematic manner, one orm which the invention can assume. In the drawings Fig. 1 illustrates, in a diagrammatic manner, trackway apparatus in accordance with this invention;

Fig. 2 illustrates,diagrammatically, car carried apparatus in accordance with this invention; and l Fig. 3 is a diagrammatic representation of codes which can be employed in this invention.

. Trackway apparatus Referring to the drawings, and first more particularly to Fig. 1 thereof, a stretch of track is shown comprisin track rails 1, separated into signalling b ocks by means of insulating joints 2, each block being furnished with a wayside signal-3 at its entrance, the various control means for such signals however not being shown, as they are quite unnecessary to a complete understanding of this invention.

In the drawings are shown blocks I and J, and the adjacent ends of blocks H and K, and since the devices and circuits associated with each signal location are identical, corresponding parts for the same are indicated by like reference characters bearing distinctive exponents.

At the exit end of each block is a trans- 9c former T, with its secondary connected across the track rails, andin series with a usual track battery 4, and variable resistances and inductive rcactances 5 and 6. The energizing circuit for the primary of transformer T is controlled by the track relay TR of the block next in advance, and by the line relay LR controlled by the track relay of the second block in advance. This energizing circuit for the primary of the transformer T passes through one of three coding fingers 7 8 or 9, operated by a coding motor M, as indicated, the motor being energized through a. circuit controlled by a motor control relay MGR, which relay is in turn controlled by the track relay at the entrance to the block fed by such motor.

The coding motors M may assume various forms, and are electrically driven devices which operate to move the various coding fingers 79 to put current on and off the track circuit at different rates, finger 7 making and breaking contact at the rate of 80 makes and breaks per minute, finger 8 at.the rate of 120 per minute, and finger 9 at the rate of 180 per minute.

The primary of transformer T, is preferably fed with alternating current, and is energized a given number of times per minute, each energized period being separated by a de-energized period of approximately equal duration, as indicated diagrammatically in Fig. 3. The finger 9 for example, makes and breaks contact 180 times per minute, with the result that 180 times per minute the transformer T is energized and is likewise de-energized 180 times per minute. The current preferably is on and off for equal periods, to thus continuously furnish the track rails of any .particular block with coded alternating current of a varying characteristic dependmg upon traffic conditions ahead, the codes shown in Fig. 3 being conveniently designated as fast, medium and slow, and corresponding respectively to 180, 120, and separate impulses per minute.

There has been shown 1n each of the blocks H and K, a car represented by wheels and axles 10 and 11, thus making, with regard.

to car 10, the block K a danger block, J a caution block, I an approach caution block, and H a clear block. On considering the drawings it will be seen that a train entering block K, a danger block, is deprived of all current by the shunting effect of car 11 ahead of it on train control current normally supplied by a transformer T (not shown) connected across the exit end of block K. On entering block J, the track relay TB of this block is de-en ergized to release its contact fingerl" to pick up relay MGR? and thus energize coding motor M through an obvious circuit, for supplying Y code to the block J through coding finger 7 and transformer T v In like manner, on entering block I, J being unoccupied and Koccupied, release of traffic conditions ahead, and that the co in motor is normally at rest, and is energize only upon entrance of a train into its particular block.

It is of course possible that the coding motor'might fail to operate, in which event,

if the particular coding finger which was connected up to its transformer, stopped in open position, no current would be supplied to the track rails, whereas if it stopped in closed position, an uncoded current would be steadily applied to the rails. As will appear more clearly after a discussion of the car-carried apparatus shown in Fig. 2, a danger signal is displayed by either the absence of any current on the track rails, or by the presence of a steady flow of uncoded current, so that any failure on the part of the coding apparatus can result only in a danger signal, and hence is always on the side of safety.

With regard to the other three signal indications employed in this system, namely, clear, approach caution,'and caution, these three indications correspond to the fast, medium, and slow codes respectively, .of 180, 120, and 80 separate impulses per minute.

am'scarrz'ed apparatus Referring now to Fig. 2 inwhich is shown the car-carried apparatus, 1n accordance with this invention, the car 10, referred to in Fig.

1, is shown as proceeding in clear territory in the same manner as in Fig. 1, and is supplied with inductive receiving coils 12 ar-' ranged to pass over the track rails to be inductively influenced by the track current, and connected in series to have the induced voltages of the two coils cumulative. These coils are connected in series with a tunin condenser 13 and the primary of a trans ormer 14, and the circuit is tuned for the particular frequency of alternating current employed which is preferably different from the usual commercial frequencies, and such, for example, as 100 cycles per second to thus avoid interference by commercial frequency stray currents. The secondary of transformer 14 is connected in series with the primary of a transformer 15 and a condenser.16, constituting a filter circuit F tuned to allow passage only of currents of the chosen frequency. The secondary of transformer 15 is connected to the'input side of an amplifier A, which is preferably of the vacuum tube type and is supplied with suitable devices and sources of current, while the output side of the amplifier is connected to a coding primary relay CPR, having contact fingers and 41. The relay CPR, is quick acting and is desi ed to pick up and drop away for each app ication to and'removal of current from, the rails.

A code integrating or decoding device co'mprises a group of decoding relays CR CR CR and CR, and is employed to decode or integrate the particular trackway code received, relays CR and CR being energized through a front, and a back, contact, respectively, of relay CPR and being designed to have a slow drop away but a quick enough pickup, due to sufiicient energy being used, to he picked up by a single impulse of the iastest code employed, with the drop away time so chosen that when once picked, they stay picked up, even with the slow code.

Relays CR and CR are supplied with pulsating unidirectional current, the avhim ' from the local source of D.

erage value of which depends upon the rate at which the primary relay CPR is vibrating, increasing when the rate of vibration increases and decreasing when the rate of vi- 1 hration decreases. To accomplish this result a transformer 39, and a pair of suitable rectiiiers l7 and 18 are employed. The secondary oi the transformer 39 is provided with a mid tap and the relays CR and CR are connected in series and to the mid tap with their circuit completed back to the terminals oi the secondary of transformer 39 through the rectifiers 17 and 18. according to one usual practice in building a double wave rectitying circuit. This provides a conducting circuit which includes the windings of CR and CR'* and one or the other or the return paths to thetransformer, according to "which instantaneous polarity of driving voltage exists in the secondary windings of the trausiormer 39.

The primary oi" the transformer 39 is also provided witha mid tap and to it is connected one terminal C of a local source of D, C. energy. The terminals of the primary are connected, one to the front and one to the back contact of contact finger 40 of the CPR relay.

To the heel of said contact finger 40 is connected the other terminal 13 of the local source oi l). C. energy and across the front and back contacts of this finger is bridged a condenser it so placed as to reduce the arcing at the contacts as andwhen the circuits are interrupted by the vibrating of finger 40.

The transformer 39, thus connected, acts as a storehouse of energy, receiving energy (1.. energy and passing it on to the relays CR and CR. Energy is not steadily passed on to relays "CR and CR but is passed on in impulses, the number of such impulses in a given time depending upon the rate at which the relay to follow one of these ener the local D. C. source as ollowsz-Assume for example that the apparatus is in the porn- CPR is vibrating its contacts, which in turn is dependent upon the rate at which the control current in the rails is beinginterrupted or coded, and this of course depends upon the traffic conditions which exist. It is possible impulses from tion shown in Fig. 2 for which condition we find that a steady D. C. current is flowing from the local D. C. source through the circuit including contact finger 40 of relay CPR and its back contact, and the lower portion of the primary winding of transformer 39 to the mid tap of said winding. We further find that the magnetic circuit of transformer 39 is charged with flux' of the polarity corresponding to the magnetizing force of the current flowing in the lower portion of the primary winding of transformer 39. As long as the steady state of primary current exists there is no energy being transferred to the relays CR and CR. But the flux existing in the core of transformer 39 represents stored up energy which can be released by opening the primary circuit, as for example by the movement of finger 40 from its back contact. If a circuit is provided, this energy,

or at least a major portion of it, when released. is made to manifest itself by a current flowing through windings of relays CR and CR and one or the other of the rectifiers under the electrical pressure generated in the secondary winding of the transformer 39 as and when'the flux in the core of transformer 39 is decaying.

In a similar manner, current will flow through relays CR and CR, and one or the other of the rectifiers under the electrical pressure generated in the secondar winding of transformer-39, as and when t e flux in its core is building up under the influence of a primary current caused to flow, for example by the closin of. finger 40 and its front contact of relay PR.

Thus it is clear that for a movement of the contact finger 40 of CPR as described, i. e. from back to front, there result two impulses of current supplied to the windings of relays CR and CR. However, the movement of finger 40 of CPR is so rapid from back to but are of a decaying characteristic and give rise to similar-flux conditions in the magnetic circuits of relays CR and OR. The average value of these flux conditions will of course depend primarily upon the rate at which theenergizing impulses are received, and the rate at which these fluxes are dissipated. The rate of dissipation and also the maximum value to which these relay fluxes rise is fixed by design, for example by use of short circulted copper on the relay cores, and suitable airgap dimensions and the like, for each of the relays CR and CR.

Relay GR is therefore designed and adjusted to ick up and hold up its armature when the flux conditions in its magnetic circuit are those caused by the fast rate of impulses received from the transformer 39, corresponding to the rate of vibration of the relay CPR in accordance with the fast rate of coding the control trackWay current, namel 180 times er minute. Relay OR is also a j usted to re ease its armature when the flux conditions in its magnetic circuit reduce to the values that are produced by the medium rate of impulses caused by the medium rate of coding of the control current in the tracks rails i. e. 120 times per minute.

Relay GR is designed and adj usted'to pick up and hold up its armature on the flux conditions that exist in its magnetic circuit when receiving impulses at the medium rate and also at the fast rate, which correspond to the medium and fast rates respectively of coding of the control current in the track rails. Relay GR. is also adjusted to release its armature on the'fiux conditions that exist in its magnetic circuit when impulses are re ceived at the slow rate which corresponds to the slow rate of coding of the control current in the track rails, namel 80 times per minute. Bearing in mind t e characteristic of these four decoding relays, it will be seen that all of the relays will be. icked up and remain up, when the fast co e is being received, that the first three relays will be u with relay CR down, when the medium co e is bein received, that CR and CR will be up an CR and CR down, when the slow code is being received, while with a flow of alternating uncoded rail current CR will be up and CR willbe down and with no flow of rail current, CR will be up andCR will be down. The significance of'these various op-.

erated positions of the decoding relays CR will be apparent after a discussion of the other apparatus.

The system in question employs cab signals in duplicate, one set positioned on the engineers side of the cab, and theother set on the firemans side, and includes four separate aspects, namely G, Y/G, Y and R which represent, respectivel .clear, approach restricting, caution,-an danger.

Corresponding to each of the sign aspects is a quick ickup and slow release relay, R, Y/GR, R, and RR corresponding respectively to clear, approach restricting, -caution, and danger. It will be noted that each one of these relays, which together constitute a so-called suppression or delay action group, as its energizing circuit passing through back points of the other three, whereby only one of the four relays can be energized at any one time.

The present invention includes a slow release relay BR, controlling a brake ap lying or other train movement restricting device, EPV, which is only conventionall shown in the drawings, and is contemplate to be of a character which'is normally energized electrically and which when de-energized operates to produce either a brake a plication or a s eed restricting influence 0 some desired c aracter. In connection with the EPV is an acknowledging whistle valve, AWV, a reset contactor, Res. and an acknowledging contactor, Ack. I v

The energizing circuit ,foi the train control device, EPV, passe's through a contact finger 30 and front contact of Res. and a contact finger 29 and-front contact of brake relay BR. T he brake relay BR has an energizing circuit which passes through a contact finger 28 and front contact of Ada, and contact finger 27 and front contact of'relay GR constituting one relay of the suppression group;

and also has a second energizing circult, made upon timely depression and release of the acknowledging contactor Ada, which includes contact finger 28 and front point of Ada, contact finger 37 and front contact of a slow release stick relay SY/G, which forms one of a group of three stick relays, SR, SY SY/G, constituting, an acknowledging and reset rela' group. Each of these acknowledging re ays, and the brake relay, BR,'has a quick pick up with the ener y used. In this connection it should be noted that a relay designed to be slow to drop away, will have a quick pick up if sufficient ener y be applied to'its windings. to immediately bring the flux density in its core up to the pick up value, and this is the explanation of the operation of the various relays in this invention which are described as having a quick pick up but slow dro away.

The ac nowledgin andreset devices used in conjunction with t e acknowledging whistle valve and the brake device EPV, are arranged so that upon a change from one traffic condition to a more restrictive one, the whistle valve gives an audible signal, thereby calling the attention of the engineman to the fact that acknowledgment is necessary, by which acknowledgment if properly performed within a limited period of time, namely the drop away period of relay BR, the whistle valve is silenced and deenergization of EPV is prevented, with the resultant.

like. 011 t e other hand,i the acknowledgtill ing act is not properl performed a brake application results an the only way to re lieve the train from the brakes is to operate the reset contactor Rea. which is positioned to be accessible only when the train is at standstill, as, for example, by placing it to be accessible only from the ground.

Operation In order to facilitate a complete understanding of this invention the operation of the same will be taken up in some detail in the following.

All of the various parts 'arefshown in the positions and conditions which exist in clear territory, which is the case with the car represented diagrammatically in Figs. 1 and 2 by the Wheels and axles 10.

As shown in the drawings, the block H in which is the car 10, is being supplied with the fast code, that is, 180 separate impulses per minute, and this code is being received inductively through the car-carried coils 12 and after assing through the filter circuit and am li er, energizes the coding primary relay C R to cause it to pick up and drop away at the rate of 180 times'per minute. This causesa supply of energy impulses to the decoding relays CR which as explained above results in all four of these relays be ing picked up and heldup. This in turncauses energization of the suppression group relay GR, through a circuit starting from one terminal B of a source of energy, contact fingers and front contacts 19, 20, 21 and 22 of the decoding relays, and contact fingers and back contacts 23, 24 and 25 of the remaining'sup'pression group relays. With relay GR picked up, an energizing circuit is completed for the two clear signals G through a circuit including a terminal of a source of energy B, contact finger 26 and front contact of relay GR and the clear signal lights G, in multiple, to terminal C. At the same time the pick up of relay GR closes an energizing circuit for brake relays BR which can be traced from one terminal of a source B, contact finger and front contact 27 of relay GR, contact finger 28 and front contact of Ac'lc., relay BR to terminal 0. This in turn closes a circuit for the train control device EPV to energize the same, trace-' relays of such group must ny be de-ener ed.

It wifl be noted from Fig. 2 that the acknowledging and reset stick relays each have a stick energizing circuit passing through a. front contact of the corresponding su e, t e

pression group relay, as for examp stick circuit for stick relay SR passes through contact finger 31 and front contact of so pression group relay RR, and likewise or the other relays.

Upon the train in that the car 11 stays in the block K, the car in question will then be in an approach re: stricting block and as is apparent from Fig. 1 the medium code will be picked up from the rails and will result in decoding relay CR being down and relays CR up, in which circumstances the suppression group uestion moving into block I,for example, see Fig. 1) assuming relay Y/GR will be energized and the other i three suppression grou relays will necessarily be de-energized, 1n the same manner as described above with regard to the energization of relay GR. Likewise in the same manner as described above, this will result in de-energization of signals G by a break in their ener 'zing circuit at the contact finger 26, an the energization of the apprbach caution signals Y/G through a circuit including contact fingers 32 and front contact of suppression group relay Y/GR.

De-energization of relay GR causes de-energization of slow drop away relay BR, the energizing circuit for such relay belng broken at contact finger 27 and front contact of relay GR. At the same time with the deenergization of brake rela BR, the acknowl- Y edging whistle valve A will be energized through a circuit including contact finger 33,

and front contact of relay Y/GR to thus advise the engineer that a brake application is impending unless proper acknowledging action be taken.

If we assume that the engineer is alert and depresses the acknowledging contactor Ack,

andthen immediately releasesit, no brake ap plication will result, since, on depressmg the acknowledging contactor, an energizing pick up-circuit for stick relzg1 SR is completed which includes contact ger 34 and front contact of relay BR and contact finger 35 and back contact of Ada. n will be noted" in this connection that each of the three stick relays has a pick up circuit runnmg through a front contact of the stick relay corresponding to the next more restrictive trafiic con-'' dition and that, being slow to drop, when' one of the stick relays is picked up, all those corresponding to less restrictive traflic conditions will likewise pick up. In the case in point, upon pick u of stick relay SR, due to acknowledgment, t e pick up circuit for stick P relay SY iscomsleted, and it picks up. before stick relay SR rops away, even though in the meantime the pick up circuit for relay SR in t e'present case stick relay SY/G corres onding with suppression group relay /GR, is stuck up through a stick circuit including one of its front contacts and a. contact finger and front contact of the corresponding sup ression group relay. With the stick relay S /G picked up and stuckup, an

auxiliary energizing circuit for brake relay BR is completed which includes contact finger 37 and front contact of such stick relay,

whereby the brake control relay BR is reenergized before its contact finger 29 has had time to drop away to thus revent de-energization of thetram contro device EPV.

Theacknowled ing whistle,-as described above was sounde upon en'ergization of suppression group relay Y/GR' and continued to sound until the ener izin circuit was broken upon picking up 0 stick relay SY/G, atlcontact finger 38 and back contact of such re a It? will be seen from the above that upon going from a given traflic condition to a more restrictive condition an automatic brake application will result unless the engineman properly acknowledges when entering the restricted territory.

If acknowledgment is properly performed when the visual cab signal displays the more restrictive indication, the automatic brake application will be avoided, and the acknowle ging whistle AWV which sounds a warning upon enterin a restricted territory will be silenced and t us inform the engineman that acknowledgment is completed and the apparatus has been put in condition for proper handling of the train under the restrictive conditions encountered.

Assume however that the engineman fails to note the change in cab signal indication and neglects the acknowledging whistle warning, and fails to perform the acknowledging act. In these circumstances, a short time after de-energization of brake relay BR,

in the present case about 5 seconds, its con:

tact finger 29 will drop away to thus de-energize the train control'device EPV and cause 4 an automatic brake application. After drop away of relay BR the engineman is helpless to bring about a condition permitting him to has been continuously sounding. Upon operation of the reset contactor, Res. a pick up circuit is completed for stick relay SR which includes contact finger and back contact of Res. and, as explained above, upon picking up one of the stick relays, all the other stick relays corresponding to less restrictive traiiic conditions will successively pick up to ultimately pickup stick relay S /G to thus reenergize and pick up brake control relay BR to in turn re-energize EPV., and thus permit the engineman to release the brakes and continue if trafiic conditions will permit. Also, pick up of relay SY/G, breaks the energiz 1n circuit for WV, to silence the same.

Ihe same operation occurs on entering a caution or a danger block, and in the same manner as described above. On entering a caution block, the low code is picked up by the train apparatus and causes decoding relays CR and CR" to pick up and stay up to stop, there would either be no current picked up by the car-carried apparatus, or there would be an uninterrupted, that is, an uncoded, current plcked up. The first condition has alreadybeen taken care of in considering operation in a danger block, while the second condition, an uninterrupted or uncoded current, would result in decoding relay CR being up and the [other three gize relay RR and the danger signals R.

Thus the system is thoroughly protected, as any failures are on the side of safety, any failure of the system resulting in a anger signal being displayed, so that the various apparatus is arranged throughout on the closed circuit principle, as is so desirable in systems of this character.

While in the above discussion, changes in traflic conditions have been assumed to take place at entrances to signalling blocks, with a continuous type of train control such as the present, conditions can change Within a block, to become either more or less restrictive, and immediately upon a change to more restrictive condition, such for instance as a clear block changing to an approach caution block, the same operation takes place as described above with regard to passing from the clear block H to the approach caution block I,

.down, which would again operate to ener- Wayside signals 3 have been shown in Fig. 1, but this has been done primarily to aid in a ready understanding of the condition existing in the different blocks shown in the drawing, since it is contemplated that while the present system can be readily used in conjunction with wayside signals, et it is not at all necessary to employ waysi e signals, the cab signals being wholly sufficient in themselves to thoroughly safeguard and facilitate train operation.

The system described above has been considered to employ alternating current, preferably of 100 cycle frequency, for the trackway control current, but it should be noted that direct current can be used to control the car-carried means. This is for the reason that a sudden growth or decay of a D. C. rail current will inductively shock excite the car-carried receiving and amplifying apparatus, and, if sufficiently intense this shock excitation will cause oscillations in the above circuits which will persist long enough and have suflicient intensity to momentarily pick up relay CPR.

Thus, by prbper arrangement of wayside circuits and apparatus the car-carried apparatus could be controlled by making and breaking a D. C. control current, at such a rate as to reproduce the efiect of interrupting or codin an alternating current at a given rate. fine method of ap lying D. C. control current is described as ollows From a suitable source of D. (1., such as a battery with trickle charge from commercial frequency A. C. energy, a pulsating D. C. current is sup lied to the coding motor contacts in lieu'o ,say 100 cycle alternating ourrent. tained, for example, a suitable automatic vibrator of the type used, for example, on door bells, buzzers, etc. When the contacts of the coding motor are set in operation, the pulsating D. G. is applied to the rails in the same manner as described for the cycle A. C. current.

Thus, for each closure of a coding motor contact, there is applied to the rails aseries of D. C. impulses, occurringin rapid suc cession, causing nearly continuous shock excitation of the'car-carried apparatus. This causes relay CPR to pick up and hold up while the D. C. impulses are continued, and

to release when the pulsating D. G. is re-v moved, as for example, by the operation of the coding motor contacts,'which contacts in turn are controlled and selected according I to trafiic conditions.

Further, regarding the use of various forms of control current obtained from local sources of D. (1., such as a battery,-it is to be noted that the shock excitation employed to excite and thus control the car-carried apparatusisma'de to produce oscillations in a circult which is highly selective and excludes This pulsating"characteristic is ob-' which the selective circuit oscillates the most freely. Thus for example the selective carcarried circuit 1ncludes,'or can include, a

filter adjusted to pass a given frequency, as

for example 100 cycles and tosuppress or alternate the effect of other frequencies, and

it is found that this type of circuit can be shock excited as above described.

Also it is tobenoted, in adjusting the selective circuit, which is arranged to be inductively energized by control current in the track rails, that it is possible, and also desirable, to adjust for some useful frequency such as 100 cycles. With this adjustment it is then possible to operate the. same car-carrie'd apparatus over track circuits that have 100 cycle A. C. control current as well as those having some form of D. C. control current.

N The above description of one form of this invention has been given in connection with a wholly diagrammatic showing, the drawings having been arranged to aid in a ready understanding of the invention rather than to show the particular structural forms and arrangements of parts which are actually to be employed in the practical carrying out of this invention. Thus the above'description has been given wholly by way of example and is not intended in any mannerwhatsoever in a limiting sinse. Obviously the invention is capable of assuming various phys ical forms and is s modifications, and all such forms and modisceptible of numerous fications are intended to'be included by the present application as come within the scope of the appended claims.

Having described my invention, I now elaim:- 3

1. In a continuous-- train control system,

means controlled in accordance with traflic conditions for placing coded current impulses on the track, car-carried means res onsive to'the coded track current and inc udi'ng, decoding means selectively operable in accordance with different rates of current impulses supply thereto, means distinctively controlled by the coded track current for supplying energy to the decoding means in impulses applied at different rates, a plural aspect signal means having aspects varying restrictiveness and controlled by the decoding means, and suppression means, comprising a slow release relay corresponding to each signal aspect, and each having an energizing circuit including a backpoint of each slow release'relay corresponding to each more restrictive signal aspect inserted between the decoding and signal means, for delaying ac tion of the decoding means on the signal means.

2. In a continuous train "control system,

conditions for supplying coded energy, carcarried decoding means variously operable in accordance with the code in force, plural aspect signal means controlled by the decoding means, and suppression means, comprising a slow release relay corresponding to each signal aspect and each having an energizing circuit including a back point of each of the other relays, inserted between the decoding means and said signal means for delaying action of the decoding means on the signal.

3. In a continuous train control system, means controlled in accordance with trafiic conditions for plac ng coded current on the track, car-carried means responsive to the coded track current and including means selectively operable in accordance with various rates of energy supply thereto, means controlled by the coded track current for su pplying energy at different rates to the decoding means, and including, a coding primary rela operable in accordance with the coded trac current, atransformer having an intermittent direct current feed to its primary controlled by the primary relay,'and a connection, including. rectifying means, between the transformer secondary and certain of the decoding means selectively operable according to the rate of energy supplied thereto by the transformer secondary, other of the decoding means being operable regardless of the rate of energy applied to the transformer, and plural aspect signal means controlled by the decoding means. i

4. In a continuous train control system, means controlled in accordance with traflic conditions for placing coded current on the track, car-carried means responsive to the coded track current and including, decoding means selectively operable in accordance with coded energy su plied thereto, means controlled by the co ed track current for supplying energy to the decoding means, plural aspect signal means controlled by the decoding means, suppression means inserted between the decoding means and said signal means for delaying action of the decoding means onthe signal means, a train control device initiated upon de-energization, means causing de-energization of the train control device after the lapse of apredetermined time interval after a change to a more re-- strictive traffic condition, a readily accessible acknowledging device manually operable to prevent such de-energization of the train control device, a reset device accessible only on standstill of the train and operable to recnergize the train control device, and an acknowledging whistle sounded upon said change in trafiie conditions and silenced upon resetting or proper acknowledgement.

5. In acontinuous train control system, means controlled in accordance with traffic conditions for lacing coded current on the track, car-carried means responsive to the decoding coded track current and including, decoding means selectively operable in accordance with the code in force, means variously controlled by the coded track current for supplying cnergy to the decoding means a plural aspe't signal having signal aspects of differing restrictivcness controlled by the decoding means, suppression means comprising a slow release relay corresponding to each signal aspect and having an energiz ing circuit includin a back point of each of the other relays, inserted between the decoding means and said signal, for delaying action of the decoding means on the signal, a train control device initiated upon de-energization, a brake relay having a front point included in the energizing circuit for said device, an-energizing circuit for the brake relay including a front point of the suppression relay corresponding to the least restric- .means selectively operable in accordance with the code in force, means distinctively controlled by the coded track current for supplying energy to the decoding means, a plural aspect signal means having signal aspects of differing restrictiveness controlled by the deeodmg means, sup )ression means, comprising a "slow release re ay cor-,

responding to each si al aspect and having an energizing circuit including a back point of each of the other relays, inserted between the decoding means and si nal means for delaying action of the deco ing means on the signal means, a train control device initiated upon de-energization, a brake relay having a front point included in the energizing circuit for said device, a plurality of acknowledging relays, one corres onding to each signal aspect except the east restrictive, an energizingcircuit for the brake relay includingva front point of the'suppression relay corresponding to the least restrictive signal aspect, and manually operable. acknowledging means for shunting out the front point of the least restrictive suppression relay from the energizing circuit of the brake relay.

7. In a continuous train control system, means controlled in accordance with traffic conditions for lacing coded current on the track, car-carried means responsive to the coded tra k current and including, decoding means selectively operable in accordance with the code in force, a plural aspect signal having signal aspects of difiering restrictiveness controlled by the decoding means, suppression means, comprising a slow release relay corresponding to each signal as ect and having an energizing circuit inclu ing aback point of each of theother relays, inserted between the decoding means and said signal, for delaying action of the decoding means on the si nal, a train control device initiated upon de-energization, a brake relay having a front point included in the energizing circuit for said device, a plurality of slow release acknowledging relays, one corresponding to each signal aspect except the least restrictive, an energizing circuit for the brake relay including a front point of the suppression relay corresponding to the least restrictive signal aspect, and manually operable acknowledging means for shunting out the front point of the said least restrictive suppression relay from the energizing circuit of the brake relay.

8. ln a continuous train control system, means controlled in accordance with trafiic conditions for supplying coded energy, carcarried decoding means variously operable in accordance with the code in force, a plural aspect signal having signal aspects of differing restrictiveness controlled by the decoding means, suppression means, COIIIPI'ISIII" a slow release relay corresponding to each signal aspect and having an energizin circuit including a hack point of each of t e other relays inserted between the decodin means and. said signal, for delayin action t the-decoding means on the signa a train control device initiated upon de-energization, a brake relay having a tro'nt pointincluded in the energizing circuit for said device, a'plurality of acknowledging relays, one corresponding to each signal aspect except the least restrictive, an energizing circuit for the brake relay including a front point of the suppression retih lay corresponding to the least restrictive signal aspect, each acknowledging relay, except the most restrictive, having a pick up circuit including a front oint of the next more restrictive relay an each acknowledgin relay having a stick circuit including a rent point of the corresponding suppression relay, a second energizing circuit for the brake relay including a front point of the least restrictive acknowled ing relay, and acknowledging means opera le to close a pick up circulit for the most restrictive acknowledging re ay. V

9. in a continuous train control system, means controlled in accordance with traffic conditions for placing coded current on the track, car-carried means responsive to the coded track current and including, decoding means selectively operable in accordance with the code in force plural aspect signal means having signal aspects of diifering restrictivemeans, for supplying coded energy, car-carncss controlled by the decoding means, suppression means, comprising aslow release relay corresponding to each signal aspect and having an energizing circuit including a back point of each of the other relays, inserted between the decoding means and said si a1 means for delaying action of the (1800531 means on the signal means, a train contro device initiated upon de-energization, a brake relay having a front point included in the energizin circuit for said device, a slow release acknow edging relay corresponding to each signal aspect except the least restrictive, an energizing circuit for the brake relay including a front point of the suppression relay corresponding to the least restrictive signal aspect, each acknowledging relay except the most restrictive having a pick up circuit in cluding a front point of-the neat more restrictive relay, each acknowledging relay having a stick circuit including a front point of the corresponding suppression relay, a second energizing circuit for the brake relay including a front point of the least restrictive acknowledging relay, and acknowled ing means operable to close a pick up circuit for the most restrictive acknowledging relay. 10. In a continuous train control system, means for supplying coded energy, car-carried means responsive to the coded energy and including, decoding means operable in accordance with the code in force, a plural aspect signal having signal aspects of differing restrictiveness controlled by the decoding means, suppression means, comprising a slow release relay corresponding to each si a1 aspect having an ener 'zing circuit inc uding a back point of sec of the other relays inserted between the decoding means and said signal, for delaying action of the decoding means on the signal, a train control device initiated u on de-energization, a brake relay having a ront point included in the energizing circuit for said device, a plurality of slow release acknowledging relays one corresponding to each signal aspect exce t the least restrictive, an energizing circuit or the brake relay including a front point of the suppression relay corresponding to the least restrictive signal aspect, each acknowledging relay except the most restrictivehaving a pick up circuit including a front point of the next more restrictive relay and each having a stick circuit includin a front point of p the corresponding suppression relay, a second energizing circuit for the brake relay including a front point of the least restrictive acknowledging relay, acknowledging means operable to close a pick up most restrifitive acknowledging relay, and reset means accessible onl at stand still and operab e to complete a pick u circuit for the most restrictive acknowle ging relay.

11. In a continuous train control system,

ried decoding means selectively operable'in circuit for the when the train is .point included in the energizing circuit for said device, a plurality of acknowled g relays, one corresponding to each signs aspect except the least restrictive an energizing circuit for the brake relay including a front point of the suppression relay corresponding to the least restrictive signal aspect, the, ac-

- knowledging relays, except the most restrictive, being connected in cascade and each having a stick circuit including a front point of the corresponding suppression relay, a second energizing circuit for the brake relay including a front point of the least restrictive acknowledging relay, acknowledging means operable to close a pick up circuit for the most restrictive acknowledging relay, and an audible signal ener zed through a back point of the least restri ive acknowledging relay and a front point of any one ofthe suppression relays except the least restrictive.

. 12. In a coded continuous train control system, a car-carried coding relay operable to repeat trackway coded current, decodin means including relays respectively energize throu h a front and a bac point of the coding re ay and designed to pick up and stav up, for all codes, a transformer, other dec l in relays connected in series through recti ing means to the mid-point of the trans-- former secondary, and a source of direct current aplplied first to one half and then to the other alf, 'of the transformer primary,

through front and back points, respectively,

of the coding relay.

13. In a coded continuous train control system, a car-carried coding relay operable to repeat trackway coded current, decoding means including relays respectively energii'lzed through a front and a back point of t e codm rela and designedgto pick up and stay up or a .codes, a transformer, other decoding relays designed togick up on different power nputs thereto an connected in semes throu h rectif 'ng means to the midpoint of t e trans ormer secondary, and a source of direct current applied first to'one half and then to the other half, of the transformer primary, throu h front and back points respectively, of t e coding relay.

14.'In a coded continuous train control system, a car-carried coding relay operable to repeat trackway coded current, decoding means including relays res ectively energized through a front and a bac point of the coding relay and designed to pick up and stay in cascade, inserted beup for all codes, a transformer, other decodin relays connected in series through recti ying means to the mid-point of the transformer secondary, and a source of direct current aplplied first to one half and then to the other alf, of the transformer primary, through front and back points, respectively,

of the coding relay, and plural aspect signal means controlled by the various positions assumed by the decoding relays in response to the operation of the coding relay.

15. In a coded continuous train control system, a car-carried coding relay operable to repeat trackway coded current, decoding means including re ays res ectively energized throu h a front and a bac point-of the coding reay and designed to pick u and stay up for all codes, a transformer, ot er decoding relays designed to pick up on different power imputs thereto and connected in series through rectifying means to the mid-point of the transformer secondary, a source of direct current a plied first to one half and thento the ot er half, of the transformer primary, throu h front and back points, respectively, of t e coding rela and plural aspect signal means controlled the various positions assumed by the decodmg relays in .res onse to the operation of the coding relay.

n testimony whereof I aflix my signature.

WILLIAM HAILES.

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