US1879614A - Train stop system - Google Patents

Description

Filed July 11, 1929 6 Sheets-Sheet 1 III I f I III/Ill! Sept. 27, 1932. A. E. HUDD v I TRAIN STQP SYSTEM Filed July 11, 1929 6 Sheets-Sheet 2 HZ fed Blinds].

Sept. 27, 1932. A El. HU DD 1,879,614

TRAIN STOP SYSTEM Filed July 11, 1929 6 Sheets-Sheet 3 Sept, 27, 1932. E, U D 1,879,614

TRAIN STOP SYSTEM Filed July 11, 1929 6 Sheets-Sheet 4 HZIIPEEZ ELF-Judd Sept. 27, 1932. A. E. HUDD TRAIN STOP SYSTEM Filed July 11, 1929 6 Sheets-Sheet 5 -InuEn car-'- 6 Sheets-Sheet 6 qlLui A. E. HUDD TRAIN STOP SYSTEM Filed July 11, 1929 gm {Tiwwm ig M um E Sept. 27, 1932.

Patented Sept. 27, 1932 UNITED STATES PATENT OFFICE ALFRED E. HUDD, OF EVAN STON, ILLINOIS, ASSIGNOB, BY MESNE ASSIGNMENTS, TO INCL, OF CHICAGO, ILLINOIS, A CORPOBA- ASSOCIATED ELECTRIC LABORATORIES,

TION OF DELAWARE TRAIN STOP SYSTEM Application filed July 11,

The present invention relates in general to train stop systems, but is particularly con cerned with the provision of an intermittent magnetic inductive train stop system, and the component parts thereof.

Among the objects of the invention are: to provide improved types of trackway magnets for use in an intermittent inductive cab signal or train stop systems; to provide a new type of magnetic pickup relay or receiver, having armatures operable in any one of a plurality of selectable combinations, depend cut on the characteristics of the magnetic field into which the relay is brought; to provide an improved mounting arrangement for the pickup relay or receiver; to provide novel circuit arrangements for controlling the condition of certain of the trackway magnets in accordance with trafiic conditions; and to provide a system which may be readily used to give protection in single as Well as double track systems.

The invention is disclosed in six sheets of drawings; sheet 1, comprising Figs. l3, shows a section of trackway equipped with the three types of trackway magnets used and the details of their construction.

Sheet 2, comprising Fig. 4, diagrammatically discloses the vehicle equipment used, and its relation to the trackway.

Sheets 3 and 4, comprising Figs. 59, show the pickup or receiver relay in detail and the mounting arrangement therefor.

Sheets 5 and6, when arranged with sheet 6 to the right of sheet 5, show two track circuit arrangements; the one comprising Figs. 10 and 10A, and the other comprising Figs. 11 and 11A.

Referring now to Figs. 1-3, the constructional details of the trackway magnet assemblies A, B, and G will be described. The trackway magnet assembly A comprises two soft angle irons 12 and 12 held together by a shallow non-magnetic channel member 25, which is similar to the channel member shown in Fig. 3, and is held in place with rivets such as 26. On the platform supported by the channel member 25 two notched wooden members 21 and 21 are placed up against the respective angle-irons 12 and 12 The mempole-pieces 12 and 12 1929. Serial No. 377,418.

cover 16 which is bolted to the channel member 25 with a number of bolts 22. The assembly is held in place on the railroad tie 24, midway between the track rails, by lag screws 13 and 13 To afford further protection to the assembly a non-magnetic doubly inclined cover 17 is placed over the assembly and secured to the adjacent ties 23 and 28 by lag screws 1818 The space between the respective magnets 19 allows room for possible warping of the magnets, and also prevents their losing their strength by the tendency of the stronger one to reduce to the power of the weaker one when in direct contact with each other. This is also the reason for providing a space between the ends of the magnets and I the pole pieces 12 and 12 The trackway magnet C is substantially like A, except that: the angle-irons 12 and 12 are longer; are farther separated by the channel member 25 and have, at each side of the permanent magnet assembly electromag nets 28 and 29. The wooden members corresponding to 21 and 21 also hold the permanent magnets agreater distance from the H Due to the additional width of this assembly it is mounted on two ties, and is covered with a somewhat larger cover 17.

The reason for providing a greater'space between the ends of the permanent magnets of the assembly C, than is provided in the device A, is to enable the magnetic field set up by the permanent magnets of assembly 0 to be rendered ineffective byxan extremely low current flow through the associated electromagnets 28 and 29.

The trackway magnet-assembly 13 comprises two angle-iron pole pieces 12 and 12 like the corresponding parts of the assembly C. The assembly B, however, does not contain any permanent magnets, but instead, is provided with two pairs of electromagnets 27 and 28', respectively, connecting the pole pieces 12 and 12 through the medium of a third pole 30. The assembly is provided with aprotecting cover 17 substantially like the protecting covers of the assemblies A and C.

Referring now to Fig. 4, the vehicle equipment will be briefly described. The generator GEN, fuse box FE, and engineers brake valve EBV are standard parts already existing on the locomotive, but are here shown merely to complete the disclosure of the system. The electro-pneumatic valve EPV, is of the usual type used in automatic train control systems, its main essential being that upon deenergization it permits the exhaust of air through its whistle W. For the purpose of reproducing the wayside signals in the cab, a panel 51 containing lamps G, Y and R is provided. A terminal box 50 is associated in the cab in the vicinity of the engineers brake valve, and contains terminals for making the necessary connections between the generator, the cab signals, and the electropneumatic valve. This terminal box also contains a switch controlled by an acknowledging button AB, and a light control relay LCR, the functions of which will be described hereinafter. he cab equipment, having wires leading into the terminal box 50, is connected with the pickup or receiver relay R, through the medium of a junction box J B, located at an appropriate place between the engine and the tender. The automatic brake valve ABV may be of the same general type as the one disclosed in the Hudd application, Serial No. 296,652, filed August 1, 1928, and is designed to cause an automatic brake application to occur a predetermined period after the deenergization of an associated electro-pneumatic valve. The pickup or receiver relay R and the manner of mounting it is fully disclosed in the instant application.

Referring now to Figs. 5-7, the pickup or receiver relay R is contained in a nonmagnetic box 101 having a water-tight cover 110. Mounted in the base of the box are six magnetic flux collect-or plates 102-102 These are held in place by bolts 113, and are insulated from the case 101 by the rub ber washers 111 and 112, surrounding the bolts 113. Between the collector plates 102, 102 and 102 and secured thereto are the respective assemblies 115 and 115 Likewise, between the collector plates 102 102 and 102, are positioned assemblies 115 and 115 respectively. The assembly 115 is held in place between the collector plates 102 and 102 by means of the double hole washers 131 and 131' and the associated screws and 130. The assembly 115 is also secured to the plates 102 and 102 through the medium of its pole-pieces 1 10 and These are firmly secured to the assembly 115 by means of rivets such as 141 and to the plates 102 and 102 by screws 142. The assemblies 115 -115 are held in place in the same manner as is the assembly 115'.

Referring now particularly to Figs. 6 and 7, further details of the construction of the assembly 115 will be described. In this connection it will be noted that Fig. 7 is an enlarged side view of the assembly 115, with the pole piece 140 omitted for the sake of clearness. Secured to the plate 115 is an L armature and terminal support 126 having associated ears through which the armature pin 123 passes to hold the armature 133 in place. Extending upwardly from the armature 133 is an auxiliary armature member 122, securedly riveted in place by the rivets 134. This upwardly extending portion 122 serves as an armature for the electro-magnet 141-1, shown in Fig. 5. At the free end of the armature a contact member 125 is firmly held in a notched insulating member 124C. A stud 118 extending upwardly from the armature support 126 carries a two-conductor terminal having conductor-connecting ears 119 and 120. stud 118 by means of a sleeve 132, and insulating washers 127 and 128, clearly shown in Fig. 6. A flexible connection 121 extends between the contact member 125 and the terminal 120. To the rear of the armature support 126 is mounted a permanent magnet 143, held in place by a bracket 116 and the associated screws 117. This permanent magnet polarizes the armature 133. The remaining assemblies 115 415 are like the assem bly 115, with the exception that the armature extension 122 is omitted in the case of assemblies 115 and 115 Secured to the collector plate 102 by means of brackets and 145 are electro-magnets 141 and 141'. These magnets are for the purpose of attracting the associated armatures through the medi um of their pole-piece extensions 122. Secured to the pole piece 140 under magnet 141 is a contact spring 146 for co-operation with the contacts of the contact element 125. Like contact springs are provided on the pole pieces of the other assemblies which cooperate with their respective armatures.

Mounted on the collector plate 102 is a ter minal strip 150, where the necessary connections from the armatures and associated contacts are terminated. The necessary connections to the cab equipment are brought through an opening 151.

Referring now to Figs. 8 and 9, the apparatus by means of which the receiver R is suspended from a locomotive tender will be described. The angle-irons and 156 are secured to an appropriate place on the locomotive tender, and the receiver R is suspended therefrom through the medium of four bars 157, 158158 (158 not shown). The bar 157 is secured to the threaded portion of the receiver by a shouldered cap This terminal is insulated from the "ii i screw 161, and to the angle-iron 155 by means oi a. bolt 159. A washer 162 serves as a spacer between 157 and 155, while a spring 160, substantially entirely compressed when the nut 163 is drawn up, serves to assist in firmly holding the bar 157 tightly compressed against the washer 162. The remaining bars 158458 are mounted in the same manner.

in perforations extending through the upper portion of bar 157 and through the angleiron 155 are provided hard rubber bushings 166 and 166 with metal tubes 167 and 167 within the bushings. Passing though th se tubes is a wire 200, labeled in Fig. 1 as the detector loop. With the manner of mounting the receiver described, and with the arrangement of conductor 200 passing through tubes 167 and 167, it the receiver encounters a rigid object it will be elevated in its entirety, thbolts such as 159 and 161 serving as piv- When this occurs, a sh aring action will take place between the tubes 167 and 167, severing the conductor 200 and initiating an automatic brake application in a manner which will subsequently be made clear.

eterring now to Figs. 10 and 10A, with ig. 10A placed to the right of Fig. 10, the track circuits shown therein, and the influence thereon by the presence of the vehicles V and V will be described. In block G the vehicle V is shunting track battery TB from its track relay T and this relay is conequently in its deenergized condition. The "clay T at its inner and middle armatures as broken the circuit of line relays L1 and M2 and at its outer armature has completed a circuit for the'lainp R of the signal S Tlis circuit extends from the positive termiial oi the battery GB, through the contact and armature of the line relay L1 the lower armature and lower contact of the track relay T through the lamp R of the signal S to the negative terminal of the battery GB. either of the relays Y or G is energized at this time, and, consequently, there is nocurrent flow in either of the traclrway devices C or B A train approaching the block G, therefore, will have its train control equipment influenced only by the permanent magnets of C and by the permanent-magnets comprising the traclrway device A Referring now particularly to the train control equipment at the exit end of block E and to the signalling equipment at the on trance end of block F, the influence of the vehicle V on this equipment will be considered. It will be noted that the line relay L2 is deenergized. This occurred when the vehicle V interrupted its circuit by dropping the track relay T upon entering the block F, and has remained deenergized, because a second point in its circuit was opened when the vehicle V entered the block G, the circuit for relay LE2 including in series, the line relay L1 The circuit of these relays extends from the positive terminal of line battery LE through the upper armature and contact of the track relay T the line relay L1 the line conductor 201 through the middle armature and contact of the tr ck relay T the winding of the line relay L2 and the conductor 202 to the negative terminal of the line battery LE The line relay L2 at its armature opens a point in the operating circuit of lamp G of the signal S and of the associated relay G and closes a point in the operating circuit of the lamp Y of the signal S and of the associated relay Y The circuit to the relay Y and the lamp Y of S is not closed at this time, however,

owing to the energized condition of the line relay L1 this relay being energized over a circuit similar to the one traced through line relays L2 and L1 T iere is no current flow through the track way element C or through the element B wing to the deener ized condition of both relays Y and G and, accordingly, the trackway devices at the exit of block Eare for the time being in exactly the same condition as those located at th exit of block F. The influence of the vehicle V on the control equipment at the exit end of block E so far has o been to the extent of preparing a circuit for relay Y The vehicle V, however, in block D has caused the deenergization of line relay L1, thereby causing the lamp G of the signal S and the associated relay G to be energized. The circuit for th lamp G of signal S and relay G extends from the positive terminal of battery EB through the contact and armature of relay L1, the lower armature of relay T, and its upper contact, the armature and upper contact oi relay L2, through the lamp G of signal S and relay G in multiple to the negative terminal of the battery EB. The relay G, at its lower armature has completed a cir cuit through the windings of the traclrway device C, and at its middle and upper armatures has completed a circuit through the windings of the trackway magnet B. The circuit through the traclrway magnet G extends from the positive terminal of the bat tery EB, through the lower contact and arma ture of relay G, the conductor 204:, the windings of the magnet C, conductor 205, and baelr to the negative terminal of the battery Giving to the current flow through the electromagnet of the device C, the magnetic field normally set up by the permanent magnets associated therewith is rendered ineffective. The circuit for the trackway magnet B extends from the positive terminal of the battery EB, through the middle armature and contact of the relay G, conductor 206, the upper and lower windings of B, conductor 207, and through the upper contact and armature of relay G to the negative terminal of the battery EB. The direction of current which it will be assumed that this equipment is on the vehicle V which is travelling toward the vehicle V The vehicle equipment is in the condition which it assumes upon passing a signal at.clear. The armatures 125125 are all attracted against their inner pole-pieces, and, because of this, circuits exist for the cab signal G, the light control relay LCR, and the electro-pn umatic valve EPV, respectively.

The circuit of cab signal G extends {F0111 the negative terminal of the generat r JEN, through the upper fuse of fuse-box FB, conductor 71, terminal 9 of terminal box 50, jumper 85 to terminal 8, jumper 87 to ter- 1 minal 5, the conductor 78, lamp G, conductor 77, terminal l, conductor 63, terminal 1 of junction-box J B, conductor 56, the inner contact and armature 125 conductor 86, armature 125* and its inner contact, conductor 54,

I terminal 1 of J B, the detector loop, terminal 2 of J13, conductor 61, terminal 2 of 50, con ductor 74, the acknowledging switch, conductor 73, terminal 1, the lower fuse of fusebox F13 to the positive terminal of the genflS erator GEN The winding 52 of the light control relay LCR, by means of the conductors 80 and 81, is connected in multiple with the lamp G and is, therefore, energized whenever a circuit ID,v exists for the lamp.

relay LCR, and the electro-pneumatic valve EPV extends from negative potential on terminal 9 of 50, over conductor 70, through EPV, conductor 68, terminal 12 of 50,, jumper .167, terminal 11, conductor 66, terminal of oi the detector loop, terminal 2, the conductor 61, terminal 2 of 50, and the acknowledging switch. it may be'well to call attention to the fact that all apparatus on the vehicle must obtain the ,positive current through the acknowledging switch and through the detector loop, respectively, and, therefore, if the detector loop becomes broken an automatic brake application will take place.

9 The effect on the vehicle equipment, as the vehicle V advances will now be explained.

Smce as reviouslv mentioned the trackway element C has its electromagnet winding energized at this time, the permanent illinnagnets thereof are rendered ineffective to influence the armatures of the receiver B when the same passes thereover.

When, however, the receiver is brought int0 the inductive field of the trackway device A, the collector plates 102 and 102 are brought into the inductive influence of the north pole, and collector plates 102 and 102 are brought into the inductive field of the south pole of the tracl-zway device A. Since the armatures 125 and 125 are already of north polarity, because of the presence of the associated polarizing magnets er and 84 there will be no tendency for these armatures to move. The armatures 125 and 125 also of north polarity, because of the presence of polarizing magnets 84 and 84 will, however, be attracted to their outer pole pieces, because of the stronger attractive effect produced therein by the magnetic flux picked up by the collector plates 102 and 102 from the south pole of the magnets of the trackway device A. fter the receiver passes out of the inductive field of the trackway device A the armatures 125 and 125 remain in their operated position owing to the natural attraction of the armature to the nearest polepiece, because of the presence of the polarizing magnets 84 and 84 The armature 125, in operating, opens the traced circuit for the lamp G and relay LGR, causing that lamp to be extinguished, and the relay to drop its armature. The armature 125 also, at its lower contact closes a point in the circuit of lamp Y, which will be traced later. The armature 125 in operating, opens the traced circuit of the electro-pneumatic valve EPV which becomes deenergized and permits air to exhaust through the whistle W. The dropping of the armature of relay LCR prepares a point in the circuit of lamp R, which will also be traced later.

The opening through the whistle V7 is of such a size that approximately six seconds must elapse before suflicient air has passed therethrough to permit the operation of the automatic brake valve ABV. Before much of this time expires, however, the receiver R in the vehicle V passes through the inductive field of the trackway device B, which, as previously explained, is so energized that its upper and lower pole pieces are of north polarity, whereas its center pole piece is of south polarity. As the receiver R passes through the magnetic field set up by the trackway device 102 102 and 10:2 collect magnetic flux of north polarity from the upper and lower pole pieces of B, while the collector plates 102 and 102 collect magnetic flux of south polarity from the middle pole-piece of B. The magnetism induced in the pole pieces of collector plates 102 and 102 being of the same polarity as that normally existing in armatures 125 and 125 because of the presence of the polarizing magnet, tends to make the collector plates 102,

the armaturesremain" in engagement with their inner pole-pieces, while the magnetic flux induced in the pole-pieces of collector plates 102 and 102 is of south polarity. This causes all armatures 123-125 to tendto be drawn towards their inner pole-pieces; while in the case of the'collector plates 1102 and 102 since the magnetic flux induced therein is of north polarity, the pole-pieces of these collector plates tendto oppose or push away the armatures 125 and 125*, with the result that these armatures are restored to their initial position, causing the circuits for lamp G, the winding 52 of relay LOB and valve EPV to be reestablished automatically. The momentary operation of the whistle W and the momentary extinguishing of lamp G simply serve to inform the enginemen that they have passed a signal at clear.v

As the vehicle V enters the block E, the track relay T is shunted out by the axle of the vehicle, and accordingly, drops its armature. Like in the case of the track relay T the track relay T at its upper armature in-' terrupts a second point in the circuit of line relay L1, preventing that relay from reenergizing until the vehicle V is clear of the block E; its middle armature it interrupts the circuit of line relays L2 and L1 and at its lower armature it interrupts the multiple circuit of the lamp Gr of signal S and of relay Gr, and closes a circuit for the lamp R of signal S. The circuit of the red lamp R of signal S extends from the positive ter minal of the battery EB, through the contact and armature of L, the lower armature and lower contact-of T, through the lamp R, conductor 203, and back to the negative terminal of battery EB.

The dropping of the armature of relay L1 when the vehicle V enters block E completes a circuit for the lamp Y of signal S. This circuit extends from the positive terminal of the battery FB, through the contact and armature of L1 the lower armature and upper contact of track relay T the armature and lower contact of L2 and through the relay Y and lamp Y of signal S in multiple to the negative terminal of a battery FB. The lamp Y of signal S therefore, lights up upon the entry of the vehicle V into the block The relay Y upon becoming energized, completes a circuit from the positive terminal of the battery FB, through its lower contact and armature, through the conductor 20%, and through the return conductor 205 to the negative terminal of the battery FB, thereby rendering the permanent magnets the traekway device 0 ineiiective to inonce the receiver R. The relay Y also, at its middle and upper armature, completes a circuit through the trackway device B extending from the positive terminal of the battery FB, through its middle armature and contact, the conductor 207 and through the lower and upper windings, respectively, of the trackway device B the conductor 206 and the upper contact and armature to the negative terminal of the battery F B. It

should be noted at this time that the current flow through the trackway device B is in the direction reverse to that in which current passed through the trackway device B while the'vehicle V was passing thereover..

Asthe vehicle V passes over the trackway magnets A, the armatures 125 and 125 of the receiver R are operated, as in the case when the receiver passed over the trackway device A, again positioning armatures 125 and 125 against their outside pole-pieces.

north polarity transmitted to the inner polepieces of collector plates 102 and 102 from the middle pole-piece of the traokway device B The operation of armature 125 simply interrupts a second point in the circuit of the electro-pneumatic valve EPV, while the armature 125 in addition to opening a second point in the circuit of the cab signal lamp G, at its upper contact, completes a circuit for the cab signal lamp Y and for the winding 52 of relay LCR. The lighting up of lamp Y and the continuous operation of the Whistle W serves to inform the enginemen that a signal 'has been passed at caution and acknowledgement must immediately be made to prevent the occurrence of an automatic brake application. The circuit for the cab signal lamp Y extends from the negative terminal of the generator GEN, over the previously traced circuit to conductor 78, through the lamp Y, terminal 7 of terminal box 50, terminal 7 of junction box J B, oonductor 53, the lower contact and armature 125 conductor 86, armature 125 and its upper contact, conductor 55, terminal 1 of the junction box JB, the detector loop, and over the previously traced circuit to the positive terminal of the generator. A branch circuit. in multiple with that traced for the lamp Y, extends from terminal 7 of the terminal box 50, through the winding 52"01? relay LCR,

and back to the negative terminal of the generator by way of terminal 9, and maintains the relay LCR energized when the lamp Y is lighted.

It will be assumed that the change in signal is acknowledged within the time allowed, and therefore, no automatic brake application takes place. To acknowledge, an engineman simply momentarily depresses the a LOB, and opening a second point in the cir cuit of EPV. The button AB must, therefore, be restored to bring about the reenergization of the electro-pneumatic valve EPV. The pressing of the acknowledging button causes a: circuit to be completed for restoring armatures 125 and 125 into engagement with their inner pole-pieces. This circuit extends from the'negative terminal of the generator, over the previously traced path to terminal 8 in the terminal-box 50, conductor 65, terminal 6 in junction box J B, conductor 58, through the armature restoring windings 14:1 and 141 in series, conductor 59, terminal 3 of JB, conductor 62', the terminal 3 of the terminal boX- 50, the conductor 75, the acknowledging switch to the conductor 7 3 andpositive generator. The A current flow through the windings 141 and 1A1 causes the pole-pieces thereof to attract the armatures 125 and 125 back into theirnormal position.

Upon the restoration of the acknowledging button AB thepreviously traced circuits for the lamp Y, relay LCR, and electro-pneumatic valve EPV are again reestablished. It will be noted that there is no manually controlled: means for: actuating the armatures 125 and 125 and, therefore, the only way of changing the lamp signal indication in the cab is by picking up infiuences from the trackway to do so.

As the vehicle V enters into block F the track relay T is shunted out and, accordingly, drops its armatures. This relay at its lower armature opens the circuit of lamp Y of signal S and completesthe circuit of the lamp R of signal S at its upper armature opens a second point in: the circuit of line relays L1 and L2; and at its middle armature opens a second point in the circuit of relays L2 and L1 As the vehicle V" clears the block E the track relay T again becomes energized, at its upper armature again completesthe operating circuit of line relay L1, at its middle armature closes a point in the circuit of line I relays L2 and L1 and at its lower armature interrupts the circuit of lamp R of signal S and prepares a circuit for the lamp Y of signal S- Theenergization of line relay L1,

" however, prevents the lighting up of lamp Y ofsignal S" until a vehicle enters the block D, as previously described. Since the lamp R of the signal S islighted, lamps Y and G of S and relays Y and G are deenergized. Consequently, as previously brought out,

there is now nocurrent flow through the electromagnets of the trackway devices C and B Attention is now called to the fact, that as the'receiver R is approaching the trackway device G with the yellow lamp Y in the cab lighted, its armatures 125 and armature 125 are in their normal position, as shown, while the armatures 125 and 125 are both in engagement with their outside pole pieces. As the receiver comes into the inductive field of the trackway device G which has its electromagnet deenergized at this time, the inductor C functions in the same manner as a permanent magnet trackway device such as A, A or A accordingly, the north polarity induced into the collector plate 102 causes the armature 125 to be repelled and moved into engagement with its inner pole-piece, thereby interruptin the traced circuits of lamp Y and relay LLB and completing a circuit for cab signal R, while the south polarity induced in the pole piece of the collector plate 102 attracts the armature 125 to its outside pole-piece, to again initiate a brake application by interrupting the traced circuit for the electro-pneumatic valve. To avoid an automatic brake application an engineman must again acknowledge to restore the armature 125 in the manner formerly described. Upon the restoration of the armature 125 a circuit for the lamp R in the vehicle cab in multiple with the circuit of the electro-pneumatic valve EPV is completed. This circuit extends from the negative terminal of the generator GEN over the circuit traced to conductor 78, through the lamp R, conductor 79, the terminal 10 in the terminal box 50, the back contact and armature of relay LCR, the conductor 69, to the terminal 12 of the terminal box 50, conductor 67, terminal 11, conductor 66, terminal 5 of J B, conductor 60, armature 125, conductor 82, armature 125 conductor 57, terminal 1 of J B, loop 200, terminal 2 of J B, conductor 61, terminal 2 of the terminal box, conductor '74, through AB, conductor 7 3, and conductor 72 to the positive terminal of the generator GEN.

The lighted lamp R in the vehicle cab ad- T vises the engineman that they have arrived within braking distance of an occupied block and must, therefore, have the vehicle in full control prepared to stop at the entrance to block G.

hen the receiver R passes over the track- 17 inductors of the block just entered the receiver Wlll respond to the A inductor, eX-

tinguish the existing cab signal, and initiate a brake application, and the usual acknowledgment must be made, which will be followed by the lighting of the lamp R. If, however, a vehicle backs out of a block at ill caution the B inductor will initiate a brake application by actuating armatures 125' and 125 and acknowledgment will be necessary to restore these armatures. As the receiver it passes over the A inductor, however, the

lamp Y will be extinguished, and upon acknowledgment, the lamp R lighted.

Referring now to Figs. 11 and 11A, the application of the invention applied to'a railway signalling circuit of the wireless type, and special features provided at the entrance to sidings and cross-overs will be described. The signal S at the cross-over ,X in block L is inter-locked with the signal S in the usual manner, and the circuit arrangements are such that when the block L is occupied or when the signal S is in proceed position the track battery of block L will be shunted from the associated track relay T Since 1 in the'example given the signal S is in proceed position the track relay T is deenergized. This relay, at its upper and middle neutral'armatures and their lower contacts connects the battery LB across the rails of block K in the proper direction to cause the track relay T at the entrance to that block to move its polarized armature to the right, but owing to the presence of vehicle V in hat block the track relay T is deenergized. The track relay T at its lower neutral armature interrupts the normally established circuit extending over conductors 304 305 30% and 305 to the trachway devices C and C respectively, and at its lower neutral and polarized armature disconnects the battery 13* from the pole changing relay P through the contacts of which, the traclrway device 13 is suppplied with currentthrough the lower neutral armature of the track relay T in a direction dependent on the energized and deenergized condition of the pole-changing relay P.

It will be assumed for the moment that the vehicle V is equipped with the vehicle equipment such as shown in Fig. 4E, and further that the vehicle V passes from the block into block L. As the receiver R passes over the traclrway device C (placed at braking distance from the exit of the block) the vehicle receiver relay armatures will be operated in the same manner as described when passing over the traclzway inductor U Shortly after the acknowledgment is made the receiver will pass over trackway device C and a second acknowledgment will consequently have to be made. The passing over the permanent magnet trackway inductor A will require a third acknowledgment of the engineman. These warnings come in fairly close succession and serve to inform the enginemen that they are approaching a cross-over at which the signal is set at stop, and that they should, therefore, proceed with extreme caution.

As previously stated, owing to the presence of block J in such a manner that the current flow to the track relay T is energized in the proper direction to cause ts polarized armature to SWIHO to the Il l'lt' at its next to boto a a 1 t in neutral armature opens tne circuit of relay 310; and at its lowermost neutral arma- 175$ ture completes a circuit for the thermo-relay 320. The relay 310, in dropping its armature, opens a second point in a circuit for the electro-magnetic switch lock 325. After a definite period the thermo relay 320 again closes a circuit for relay 810. This arrangement is provided to prevent the associated siding being unlocked and connected with the mail line by operation of button 315 while the section between the siding and the entrance end of block K is occupied, or at least until suiiicient time has elapsed to allow the vehicle V' to have approached near the vicinity of the siding. The polarized armature of the track relay T serves to open the circuit of the trackway device C to cause it to function in the same manner as did the trackway device C under the same traffic condition. The track relay T also at its two upper armatures connects the battery KB across the rails of block J in the proper direction to cause the track relay T to move its polarized armature to the right. The track relay T at its upper armatures and their upper contacts in turn supplies current from the battery J B to the rails of block I in the proper direction to cause the track relay T to move its polarized armature to the left. The track relay T also, at its lower neutral armature, completes a circuit by way of conductor 305, the battery IE and conductor 30% for the trackway device C, rendering the permanent magnets thereof ineffective to influence the receiver relay of an approaching vehicle. The relay T also, at its lower neutral armature, completes a circuit from the positive terminal of battery 113 through the lower contact and armature of the pole changing relay P the conductor 307 the lower and upper windings of the trackway device 13*", conductor 30, the upper armature and lower contact of relay P and back to the negative terminal of the battery I13 The current flow through the trackway device B is in the same direction as that traced through the traclrway device B and, therefore, will have a like influence on the receiver of a vehicle passing thereover.

The trackway relay T completes circuits similar to those traced through the contacts of the track relay T except that the relay T" has its polarized armature moved to the left. In consequence of this difference a circuit is completed from the positive terminal of bat- 13G tery 113, through the contact and lower neutral armature of T the polarized armature of this relay, conductor 308, through the pole changing relay P, back tothe negative terminal of battery IB. The pole-changing relay P, therefore, changes the direction of current flow to the trackway device 13, causing it to be energized in the same manner as was the corresponding trackway device B at the exit end of block D.

Since the condition of the trackway devices of blocks II, I, J, and K are identical to those encountered by the vehicle V in passing over the blocks D, E, F, and into block G, a description of the controlling conditions brought about in the vehicle V in passing over blocks H, I, and J will be unnecessary.

hat is claimed is:

1. In a relay operable by magnetic induction, a plurality of armatures, magnetic flux collecting plates individual to each armature,

and other magnetic flux collecting plates each common to two of said armatures, all said flux collecting plates being selectively mag- 2a netically influenced to selectively actuate one or a combination of said armatures.

2. In a relay operable by magnetic induction, four armatures, and a plurality of elements associated with each armature which 8'5 provide magnetic paths for selectively operating said armatures.

3. In a relay operable by magnetic induction, a plurality of magnetic flux collector plates each having but one-pole-piece, a second plurality of magnetic flux collector plates each having but two pole-pieces, a plurality of armatures associated with said pole-pieces, one armature in each instance being common to the pole-piece of one of the first collector 4o plates and to a pole-piece of one of the second collector plates.

4. In a receiver relay for use in picking up magnetic influences transmitted from apparatus along a trackway, three magnetic flux collector plates, a pole-piece on each of two of said plates and two pole-pieces on the third of said plates, and polarized armatures between said pole-pieces selectively operable by magnetic flux transmitted to saidcollector plates.

5. In a receiver relay, a moisture-proof casing of non-ferrous metal, a set of siX magnetic flux collector plates in said casing arranged in two rows of three each, and a polarized armature assembly between the flux collector plates of each row.

6. In a train control or cab signal system, a receiver relay, and means for suspending said relay from a. vehicle comprising a plurality of vertical bars, each rotatably connected to the receiver and vehicle, respectively, and spring means associated with the connections between the vertical bars and the vehicle for preventing any free rotary motion of said ars.

7 In. a train control system, a vehicle carried relay for inductively picking up magnetic impulses transmitted to it from points along the trackway, armatures on said relay operative responsive to a magnetic impulse of one polarity for initiating a brake application and changing a cab signal indication respectively, and other armatures on said relay operative to produce the same functions in case the impulse received is of the opposite polarity.

8. In a train control system, vehicle equipment including three lamp signals, a relay having a plurality of armatures operable by magnetic flux transmitted from apparatus placed intermittently along the trackway, circuits for two of said signals including a source of operating current and certain of the armatures of said relay, another relay having a first winding in multiple with one of said two signals and having a second winding in multiple with the second of said two signals, and a circuit for said third signal including said armatures and an armature of said second relay.

9. In a magnetic device, a pair of armatures, a magnetic flux collecting element having pole-pieces for attracting said armatures, and having other magnetic flux collecting elements with pole-pieces for also attracting said armatures.

10. In a magnetic device, a pair of armatures, associated elements for operating said armatures, means transiently associated with said elements for causing one of said elements to tend to attract both of said armatures under one condition and to tend to repel both of said armatures when in another condition, and other means transiently associated with certain of said elements for causing one of said elements to tend to attract one of said armatures and another of said elements to tend to repel the other of said armatures.

11. In a relay operable by magnetic induction, a plurality of armatures selectively operable in accordance with the magnetic condition of the surrounding atmosphere, magnetic flux collecting plates included in magnetic circuits individual to their associated armatures when certain magnetic conditions exist, and other magnetic flux collecting plates common to said armatures and included in the magnetic circuits of said armatures irrespective of the magnetic condition encountered.

12. In a relay directly operable by magnetism picked-up as it passes through a magnetic field, a plurality of armatures, a plurality of flux collecting plates, separate magnetic circuits including said flux collector plates for actuating said armatures in certain instance, and a magnetic circuit including all of said flux collecting plates in series in other instances, to actuate the relay.

13. I a relay, a pair of armatures, magnetic flux collecting plates having pole-pieces for actuating one or the other of said armatures when the plates are brought within a magnetic field, means associated with said armatures for preventing one or the other of said armatures from operating depending upon the polarity of the magnetic field, and means including another flux collecting plate cooperative with said first collecting plates for restoring either actuated armature.

14. In a vehicle equipment or a cab signal and train control system, a relay having a plurality of armatures operable by magnetic flux transmitted from apparatus placed intermittently along the trackway; a plurality of signal control circuits, one of which includes a pair of said armatures in one position, another of which includes said armatures in an alternative position, and a third of which includes a second pair of said armatures; a circuit including a brake application initiating device and the latter pair of armatures in series, and manually operable means for re-establishing said latter circuits only.

15. In a vehicle equipment of a cab signal and train control system, a relay having a plurality of armatures operable by magneticv flux transmitted from apparatus placedin termittently along the trackway; a plurality of signal control circuits, one of which includes a pair of said armatures in one position, another of which includes said armatures in an alternative position, and a third of which includes a second pair of said armatures; a circuit including a brake application initiating device and the latter pair of armatures in series, and manually operable means for re-establishing one or both of said latter circuits only, depending on the condition of the other signal circuits.

In witness whereof, I hereunto subscribe my name this 8th day of July, A. D. 1929. ALFRED E. HUDD.

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