US2122358A - Train describer system - Google Patents

Train describer system Download PDF

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US2122358A
US2122358A US92177A US9217736A US2122358A US 2122358 A US2122358 A US 2122358A US 92177 A US92177 A US 92177A US 9217736 A US9217736 A US 9217736A US 2122358 A US2122358 A US 2122358A
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relay
train
relays
track
contact
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US92177A
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Neil D Preston
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General Railway Signal Co
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General Railway Signal Co
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/04Indicating or recording train identities

Description

June 28, 1938. N. D. PRESTON TRAIN DESCRIBER SYSTEM Filed July 25, 1936 10 Sheets-Sheet 1 3 a E 2 3 n INVENTOR xust :0
June 28, 1938. N. D. PRESTON 2,122,358
TRAIN DESCRIBER SYSTEM Filed July 25, 1936 10 Sheets-Sheet 2 INVENTOR MMQZ;
June 28, 1938.
A D. PRESTON TRAIN DESCRIBER SYSTEM Filed July 23, 1956 v 10 Sheets-Sheet 4 June 28, 1938.
N. D. PRESTON TRAIN DESCRIBER SYSTEM Filed July 23, 1956 1o Sheets-Sheet s Indicaior v Lamps mll'm llmnllnnlm NNNIIII NNNIIJ llll + O++O0++0+ o+ Fla.3.
INVENTOR- June 28, 1938. N. D. PRESTON TRAIN DESCRIBER SYSTEM Filed July 23, 1936 10 Sheets-Sheet 6 IL 1 -+v June 28, 1938. N. D..PRESTON TRAIN DESCHIBER SYSTEM Filed July 23, 1956 10 Sheets-Sheet 7 9 Q2 xm 1E mm? h -m A June 28, 1938.
D. PRESTON 2,122,358
TRAIN DESCRIBER SYSTEM Filed July 25, 1936 10 Sheets-Sheet 8 O Q-l r q o F l- 2 "ms '2 g .9 IL! 1 n N a INVENTOR June 28, 1938.
N. D. PRESTON TRAIN DESCRIBER SYSTEM Filed July 23, 1956 On Track a L H 1 10 Sheets-Sheet 9 INVENTOR MMM June 28, 1938.
N. D. PRESTON TRA'IN DESCRIBER SYSTEM 10 Sheets-Sheet 10 Filed July 23, 1936 ma Q FM .13 H
Patented June 28, 1938 UNITED STATES PATENT OFFICE General Railway Signal Company,
ter, N. Y.
Roches- Application July 23, 1936, Serial No. 92,177
16 Claims.
This invention relates to apparatus and circuits for systems, frequently called train describer systems, for displaying at a tower, control oflice, or the like, distinctive indications of the destination or other identification of approaching trains for the information of an operator or for other purposes.
In connection'with controlling trafiic at an interlocking plant, for example, it is essential that the leverman or operator should know the identity or destination of each train as it approaches the plant, in order that he may control the track switches and signals to establish the proper route for that train, or take such other action as may be necessary. It is common practice to com municate this information by telegraph or telephone. There are various other situations in connection with the control and regulation of traific on railroads where it is desirable to describe or identify approaching trains by displaying distinctive indications of their identity in the order of their approach; and this generally is the purpose of a train describer system, to which the present invention more particularly relates.
Generally speaking, and without attempting to define the nature and scope of the invention, it is proposed to provide a train describer system in which a relatively large number of different and distinctive train designations or identifica- 30 tions may be registered at one point, either manually by an observer, or automatically by the trains themselves, employing combinations of distinctive code elements, each different in character, and transmitted for any desired distance 35 to a remote tower or like receiving point, where there is equipment for storing any desired number of train designations in order of the approaching trains, for displaying the designations of the first one or more of the trains to arrive, and for governing the storage and display of the train designations, either automatically by the passage of the trains in turn, or as they are manually acknowledged or accepted by the oper- 45 ator, in such a way that the proper designation of the next approaching train or trains will be displayed.
The system of the present invention involves apparatus and circuits for performing the functions of manual or automatic registration of train identity, transmission of such train identity to a distant point, and storage, display and cancellation of such train'identity in the proper order; and the various parts of the equipment may be arranged or organized in various ways to meet different conditions or situations encountered in practice.
One characteristic feature of the present invention is the use of inductive devices, partly on 'the track and partly on the car or train, which co-operate to set up automatically on the track, during the movement of the car or train past the control point, any one of a relatively large number of different conditions of the track way equipment representing different train identities. Another feature of the invention is the provision of a simple organization of relays and circuits readily variable or extensible to meet diiferent requirements, which performs the function of receiving and storing in proper order any desired number of train designations, for displaying the first two or more such train designations, for cancelling the display of the designation of each train in turn when it is no longer required and for automatically changing the storage and display apparatus accordingly.
Other characteristic features, attributes, and advantages of the invention will be in part apparent, and in part pointed out as the description progresses.
The accompanying drawings illustrate in a simplified and diagrammatic manner various adaptations or modifications of apparatus and circuits performing the various functions of registration, transmission, storage and display of train identification, which may be combined or organized in various ways to constitute a complete train describing system for various applications and uses.
In the accompanying drawings, Fig. I placed to the left of Fig. 2 and Figs. 2, 2A and 2B placed above each other in that order, illustrate the preferred form of the present invention'where inductive track apparatus and cooperating carcarried apparatus (see Fig. 1) is employed for registering any one of fifteen different train designations on the storage and display apparatus (see Figs. 2, 2A and 2B) located in a tower or receiving end of the system;
Fig. 3 is an explanatory table showing how code elements of variable character may be combined and displayed on the train describer indicators of Figs. 2A and 2B for the identification of trains in accordance with the present invention;
A second form of the present invention comprises Fig. 1 combined with Fig. 4, Figs. 4 and 4A placed end to end, Fig. 4A combined with Fig. 2, and Figs. 2, 2A and 2B placed above each other in that order to illustrate how train descriptions in coded form registered by car-carried equipment on inductive track-way apparatus can be transmitted over a code type communication system to the tower to be registered on the storage and display apparatus located at such tower for the identification of the trains;
Fig. 5 illustrates a manually operable registration equipment which may be employed in place of Fig. 1 in either the preferred formor in said second form;
Fig. 6 is a fragmentary view showing how the code combinations of the storage apparatus may be de-coded to display individual train descriptions on the train describer indicators in place of the train describer indicators IW and 2W of Figs. 2A and 2B; and
Figs. 7, 8 and 9 respectively illustrate modifications of the inductive type registering apparatus shown in Fig. 1, and any one of which may be substituted for Fig. l in said preferred form or in said second form of the present invention.
Automatic registration of train identities. Considering the function of automatically registering train identity by the action of the trains themselves, and referring to 1 of the accompanying drawings, it is contemplated that each train to be described will be equipped with a. plurality of laminated iron cores, four of which CA, CB, CC, and CD are shown. In the case of a single or multiple unit electrically propelled car, such as commonly used on subways and other electric traction lines, it is contemplated that each motor car, which may operate alone or be at the head end of a train will be equipped with these iron cores to establish its train identity. In the case of steam railroads, these iron cores may be carried by the locomotive or tender.
. .The number of these car-carried cores, such as CA, CB, etc., depends upon the number of different train designations it is desired to register. In the arrangement shown in Fig. 1, where each car-carried core CA, G3, etc. is capable of producing either of two different characters of a code element, two such cores provide 4 distinctive code combinations; three cores 8 combinations; four cores 16 combinations; and so on in an exponential relation. The number of different train designations, for reasons which will be apparent as the description progresses, is one less than the total number of different cede combinations, one of the code combinations corresponding to a normal or inactive condition and not being available.
These laminated cores CA, CB. etc. are preferably disposed longitudinally of the track and symmetrically with respect to its center line, and are enclosed for protection in a suitable housing or casing (not shown), supported in a suitable manner from the frame or body of the vehicle, preferably from a truck frame or other unsprung part.
Each of these car-carried cores is provided with a coil or winding 5 connected to a condenser 6 of proper capacity, conveniently termed a stop condenser. The terminals of these coils and condensers are connected to suitable contacts. so that these coils may be short-circuited in different combinations by some form of manual manipulation, so as to conform with the code combinations allotted to and identifying the particular train. In the particular form illustrated in Fig. 1, the terminals of the coils 5 are connected to contacts I in a suitable circuit controller box adapted to receive a key or token device E, which closes one or more of these contacts in accordance with the shape of the token. In the case of the particular token E illustrated, contacts 1 are closed to short-circuit the coils 5 the cores CB and CD, and render these cores ineffective to influence inductively the trackway equipment in the manner about to be explained.
The trackway equipment shown in Fig. 1 comprises a similar number and disposition of like laminated cores TA, TB, TC, and TD, which are located along the track so that the car-carried cores CA, CB, etc. pass directly over the trackway cores at a suitable working air-gap, such as 2 or 3 inches. The cores on the car and track are spaced crosswise of the track for distances greater than the Working air-gap, so that a car-carried core inductively influences its corresponding trackway core, but not any other adjacent thereto. These trackway cores are also in practice enclosed in a suitable protecting casing or housing.
On each of the track cores TA, etc. is a coil or winding 8 connected to a tuning condenser 9- and an impedance l0; and the track coils are energized in multiple from a suitable source of alternating current of relatively high frequency, such as 300 cycles. This alternating current may be conveniently produced by a motor generator MG, which may be running all of the time, or automatically set into operation upon the de-energization of a track relay by an approaching train. In the arrangement shown in Fig. 1, it is assumed that the motor generator MG is constantly operating, but its out-put circuit includes the back contact of a track relay lT of a track section adjacent the trackway coils. The insulated joints defining the entrance of this track section are preferably near the location of the trackway cores TA, TB, TC, and TD but far enough away to assure complete energization of the coils of these cores upon the approach of a train, before car-carried cores CA, CB, etc. pass over the trackway cores.
Each of these trackway devices controls the energization of a uick-acting relay of the typical direct current tractive armature type, preferably with its armature pivoted near its center of mass so as to be immune to shock and vibration. In the arrangement shown, there are four of these relays RA, RB, RC, and RD. The upper winding of these relays is connected in series with a front contact l3 through the out-put circuit of a double-wave rectifier M or" the usual type and construction, preferably of the copper-oxide type; and the in-put circuit of this rectifier I4 is connected across the impedance Ill for the corresponding trackway core. The lower winding of each of these relays is connected to a pick-up bus l5 which is momentarily energized when the track relay IT is shunted by the approaching train, through a back contact !6 of this track relay, until a repeater relay ITP directly controlled from this track relay, opens its front contact l1.
Considering now the contemplated operation of the organization illustrated in Fig. 1, when a car or train starts out, it assumes a certain designation or identity, according to its class, destination, or the like. A token E, corresponding to this train identity, is inserted in the circuit controller box of the first car or locomotive of this train, thereby selectively conditioning the several carcarried cores CA, CB, etc. to influence the corresponding trackway core and their associated relays. In the arrangement shown, if the coil of the car-carried core CA, for example, is shortcircuited, it is in the non-controlling condition;
and if its contact I is open, the coil and the associated stop condenser 6 inductively influence the coil onthe corresponding trackway core TA to ale-energize a corresponding relay RA.
Assume that a car or train, with its identifying token E in place, passes the control point at which its identity is to be automatically regis tered.- The track relay IT is first deenergized in the usual way to close at its back contact II the alternating current circuit for energizing the coils on the trackway cores TA, TB, etc., and to also momentarily energize the pick-up bus I5 to energize all of the relays RA, RB, etc. These relays RA, RB, etc. when energized are maintained energized by the uni-directional current from the rectifier, produced by the drop in potential across the corresponding impedance Ill.
The alternating current circuits through the coils on the trackway cores are tuned to resonance by the condensers. As the car or train in question passes the track inductor location, the car-carried cores CA, CB, etc. which are not short-circuited, act to cause de-energization of the corresponding relays RA, RB, etc. This action is attributed to a detuning effect and the reflection of losses into the trackway resonant circuit. This reduction in current in the coils of the trackway cores is effective only during the cooperation or registration of the car-carried and traokway cores, and is thus momentary in character during the-movement of the car; but since the out-put circuits from the rectifiers I4 maintaining the relays RA, RB, etc. energized, include front contacts of these relays, each relay effectively de-energized by the inductive impulse is automatically maintained de-energized.
After the car has passed the track inductor location and the selective de-energization of the relays RA, RB. etc. has occurred, the car passes into another track circuit, and de-energizes a track relay 2T for the purpose of transmitting or executing the train designation set up. The alternating current circuit is maintained closed by a back contact it of track relay 2T, so that any relay RA, RB, etc. left energized after passage of a car is maintained energized, notwithstanding the energization of the track relay IT, until the train has passed out of the second track section and track relay 2T picks up. When the train leaves the first track section, the track relay IT picks up and opens its back contact I6 before its repeater relay ITP closes its front contact I'I. so that the pick-up bus I5 is not energized. In this connection, it should be understood that the length of the track sections are properly selected with regard to the length of single cars, normal running speeds, and the like to afford suflicient time for the sequence of operation described to take place.
In accordance with this operation, the relays RA, RB, etc. on the track are automatically inductively energized or de-energized selectively by the passage of the car or train to be described. If the energized condition of the relays RA, RB, etc. is represented by the symbol and its deenergized condition by the symbol 0, then the different code combinations for train identification obtainable from four such relays are shown in the table of Fig. 3. It will be noted that this table shows 15 diiferent'code combinations out of a possible number of 16. The 16th code combination, corresponding to all of the relays de-energized, is not used, partly because this corresponds to the normal inactive condition, and also ber in Fig. 2.
causeit corresponds to a condition existing if a token is not in place.
The selective energization of the train identifying relays RA, RB, etc. may be communicated or transmitted to the tower or receiving point by direct repeater operation over unit line circuits and a common return, or by some form of a code transmission system. As shown in Fig. 1, it is assumed that the unit line wire arrangement will be employed, and that line wires LA, LB, LC, and LD will be respectively energized from a suitable local source of current when the corresponding relays RA, RB, etc. are energized. A sending or execution line circuit LEX is also closed when the track relay 2T drops.
The line wires LA, LB, LC, and LD, in conjunction with a common return wire not shown, control repeater relays in the distant tower receiving point, such as RAP, RBP, etc., as shown It is contemplated that this unit line wire method of transmission will ordinarily be used Where the control point is relatively close to the tower or receiving point, as would ordinarily be the case for a train describing system for an ordinary interlocking plant. However, a system of code transmission for longer distances, or even for short distances if desired, is shown in Figs. 4 and 4A and will later be described.
Storage and dispZay.C0nsidering now the equipment in the tower or corresponding receiving point for storing and displaying the train designations, as shown in Figs. 2, 2A, and 2B, it is contemplated that it may be desired to store distinctive identifications for a number of trains,
and to display the train designations for two or more of these trains in the order of their approach. For this reason, the tower equipment of Figs. 2, 2A, and 2B is organized to provide for storing the designations of any desired number of trains, at least 4 as shown, and displaying the designation for the first two trains. By varying the number of relays, the storage and display capacity of the tower equipment may be varied as desired.
, The tower equipment comprises generally two groups or banks of counting or stepping relays, one responding to the transmission of successive train designations, and the other to manual or automatic cancellation as the train designations are no longer needed. In other words, one bank of relays counts the trains in, so to speak, and the other bank of relays counts the trains out. These banks of counting or stepping relays may take various forms. In the arrangement shown, these stepping banks of relays are organized with a half step relay VP, in a manner similar to that shown and described, for example, in the patent to-Brixner, No. 1,995,272, March 19, 1935.
Briefly outlining the operation of these banks of counting or stopping relays in the particular arrangement illustrated, and referring particularly to the relays VI, V2, etc., and assuming the parts in the initial condition shown, when the relay SL picks up in response to the operation of any one or more of the relays RAP, RBP, RCP, RDP repeating the operation of any one or more of the relays RA, RB, RC, RD, the first counting relay VI is energized over a circuit from through the front contact I9 of relay SL, back contact 20 of relay VPV, back contacts 2i and 22 of relays V4 and V2, and winding of relay VI to Relay VI sticks up through its front contact 23 and back contact 24 of the counting relay KI of the other bank. When the relay SL drops, the relay VPV is energized through back contact 25 of relay SL, back contacts 26, 21, and 28 of relays V4, V3, and V2 and front contact 29 of relay VI now up. When relay SL picks up again, the next counting relay V2 is energized through front contact 20 of relay VPV, back contact 38 of relay V3, and front contact 3| of relay VI; and relay V2 is stuck up in the same way. When relay SL picks up the second time, the relay VPV is maintained energized by a stick circuit through its front contact 32; and when relay SL closes its front contact 25, relay VPV is maintained energized by a supplementary stick circuit through its front contact 33. When step relay V2 picks up, it breaks at its back contact 28 the stick circuit for relay VPV through its front contact 32'; but relay VPV is held up by its supplementary stick circuit through its contact 33 until relay SL drops, whereupon VPV is de-energized. This same operation is repeated for as many steps as desired, the relay VPV shifting between each energization of relay SL during which the next counting relay picks up.
The operation of the other bank of counting relays Kl, K2, etc., in response to the operation of relay CR is substantially the same,-except each counting relay is stuck up on a back contact of the next counting relay. For example, relay Kl is stuck up through its own front contact 34 and a back contact 35 of the next counting relay K2.
The train identity or designation is registered and stored on relays, such as Al, Bl, Cl, and Di,
four for each train designation and for each step of the storage unit.
The train identity is displayed in the arrangement shown by lighting lamps behind numbers 1, 2, 3, and 4 in a suitable casing, so as to display a single number or combination of numbers for each one of the train identifying code combinations as shown in the table of Fig. 3. Each train is arbitrarily assigned one of these number combinations; and the particular single number or combination of numbers displayed by selectively lighting the lamps of the indicator conveys the necessary information to the operator in code form. If desired the code combinations may be decoded, as shown in Fig. 6, and separate numbers or names illuminated or otherwise displayed. The display of train identity in code form, as shown in Figs. 2, 2A, and 2B simplifies the display equipment, and for ordinary purposes conveys the necessary information as effectively as individual numbers, letters or names. There are two indicators IW and 2W for the first and second train to arrive.
The circuit organization of the tower equipment shown in Figs. 2, 2A, and 2B is more conveniently considered in describing the operation. The'circuits are shown conventionally with symbols and indicating connections to the opposite terminals of a local battery or other suitable source of current.
When a train approaches the control point of automatic registration, and the relays RA, RB, etc. of Fig. 1 are all energized in the manner already described, the repeater relays RAP, RBP, etc. in the tower are likewise energized. This energizes the slow-acting relay SL by a circuit obvious from the drawings. Assuming the parts in an initial condition, with no train designation stored, and. as shown, this energization of the relay SL establishes a circuit to pick up the first counting relay VI, which is stuck up by a stick circuit through its front contact 23 and a back contact 24 of the first counting out relay KI. The
tower equipment is now in condition to receive the train identification.
After the train passes the track inductors and selectively conditions the relays RA, RB, etc., the.
relays RAP, RBP, etc. in the tower are maintained energized or de-energized as the case may be, to correspond with such selective conditioning. When the train drops the track relay 2T and closes its back contact 36, a relay EX in the tower is energized over the line wire LEX, closing front contact 3'! to supply current to the front contacts 38, 39, 40, and 4| of the relays RAP, RBP, etc., and thus energize the buses BA, BB, BC and BD in accordance with the train identity. For ex-- ample, with the token device E as shown in Fig. 1, relays RA and RC are de-energized upon passage of the car, while relays RB and RD are maintained energized. The repeater relays RBP and RDP in the tower are accordingly in their picked up positions when relay EX picks up, and hence the buses BB and BD are energized. The way in which these buses BA, BB, BC and BD are selectively energized for other code combinations and train identities, which are shown in the table of Fig. 3, will be obvious.
The selective energization of the buses BA, BB, BC and BD selectively energizes the storage relays AI, BI, Cl, and D! for the first count or step. These energizing circuits are similar; and taking the energizing circuit for relay AI as typical, this may be traced from through front contact 3'! of relay EX, front contact 33 of relay RAP, bus BA, back contacts 43, 44 and 45 of counting relays V4, V3 and V2 and front contact 46 of relay VI, now energized, through relay Al to Each of these relays Al, Bl, etc. if energized is maintained energized through its front contact 4'! and a stick bus 48 energized through back contact 49 of the next counting-out relay Kl.
Assuming that the designation for the first two approaching trains is to be displayed on two indicators, each of the relays Al, Bl, etc. is provided with two front contacts, one of which connects to a bus for the corresponding lamp of. the indicator for the first train, and the other to a bus for the corresponding lamp of the indicator for the second train. Considering relay Al, as typical, its upper front contact 50 is connected to the bus 11.! for the lamp No. 1 on the indicator [W for the first train; and its lower contact 51 is connected to the bus a2 for the lamp No. 1 of the indicator 2W for the second train. The contacts of. relays Bl, Cl, and D1 are similarly connected to busses bl, b2, cl, c2, etc. for the other lamps.
When, as in the case under consideration, the identity of the passing train is transmitted and recorded by the selective energization of relays Al, Bl, Cl and DI, the lamps for the indicator for the first train are selectively energized through the upper contacts 50 of these relays by current supplied over back contacts 55 of relay KI, back contacts 56, and 58 of relays K2, K3 and K4 to If the token used is that shown in Fig. 1, corresponding to the code combination ll] of the table of Fig. 3, then the indicating lamps 2 and 4 are lighted to display a train designation of 24.
Assume now that a second train passes the control point, while the first train is still approaching the tower, the relays RA, RB, etc. in the field control point are selectively energized in accordance with the designation of this second train, in the same manner described. When relay SL is energized, the second counting relay V2 is ener- *gi'zed. Under these conditions, the selective energization of the busses BA, BB, BC, BD in accordance with the second train identity, causes selective energization of relays A2, B2, C2, and D2, relay V2 being up. Current is then supplied over back contact 65 of relay KI, back contacts 66, El and 68 of relays K2, K3 and K4 from through the lower contacts of relays A2, B2, C2 and D2 to the busses a2, b2, (:2 and d2 for the lamps for the indicator 2W for the second train.
The same operation may be repeated for as many trains as desired, the description of the first two trains to arrive being displayed on the indicators IW and 2W, and the descriptions of the subsequent trains being stored on the succeeding groups of relays A3, B3, etc., and A4, B4, etc.
The bank of stepping relays VI, V2, etc. are arranged to repeat. In other words, when the last counting relay V4 is energized, the next energization of relay SL for the next count or step causes energization of the counting relay VI over front contact 2| of relay V4 and wire 2m to relay VI.
The descriptions or designations of the trains thus stored and displayed have to be successively cancelled or cleared out when they are no longer needed. This cancellation may be done manually by the operator after he has recognized or acted upon each train designation in turn; or this cancellation may be accomplished automatically by the trains themselves; or both arrangements may be employed.
In connection with the automatic cancellation by trains themselves, it is contemplated that this will be done by the entrance of each train in turn into a track section near the home signal governing the entrance of. trains into the interlocking plant, such that the designation of a train is no longer useful after the train has entered such track section. The entrance of a train into this track section de-energizes the track relay 3T (see Fig. 2) to close temporarily an energizing circuit for a cancellation or clear-out relay CR, through a back contact 60 of said track relay 3T and a front contact SI of its slow release repeater 3TP. For manual concellation, the relay CR may be energized by operating a key or push button CRK.
The energization of the cancellation relay CR closes a circuit for energizing the first counting relay KI, in the case assumed, or the next counting relay of the count-out group by circuits similar to those for the group of counting relays VI. V2, etc. This energization of the counting relay KI breaks at its back contact 24 the stick circuit for counting relay VI, and opens at its back contact 49 the supply of current to the stick bus 48 for the stick circuits for the train identity registering relays AI, BI, etc. Consequently, counting relay VI and its associated train identity registering relays are de-energized, ready for a subsequent operation.
The energization of the counting relay KI also opens at its back contact 55 the circuit connections supplying current to the lamps of the first indicator IW, and at back contact 65 the circuit is opened which supplies current to the lamps of the second indicator 2W. The closing of the front contacts 55 of relay KI transfers the current supply to front contacts of relays A2, B2, etc., so that the lamps of the indicator IW for the first train are now controlled by the upper contacts of the second group of train identity registering relays A2, B2, etc. The closing of .i ront contacts 65 of relay KI transfers the ourrent supply to front contacts of relays A3, B3, etc., so that the lamps for the indicator 2W of the second train are controlled by the lever contacts of the third group of relays A3, B3, etc.
In other words, the designation or description of the first train to arrive standing on the indicator I W for the first train is entirely cancelled or cleared out; and the train designation or description of the second train to arrive established by the selective energization of relays A2, B2, etc. L
relays A2, B2, etc. .Also, the energization of relay K2 and the shifting of its contact 56 changes the train designation or description on the'two indicators to correspond with the designations for the one or two trains now the first to arrive. The
group of counting-out relays KI, K2, etc. is
arranged to repeat in the same manner as the relays VI, V2, etc.
From the foregoing it can be seen that there is provided by this invention a simple and efiicient organization of relays and circuits which provide for receiving and storing in the proper order any desired number of train descriptions, displaying the description of the first two trains to arrive, and cancelling or clearing out these descriptions as they are no longer needed. The group of relays VI, V2, etc. act to count and segregate the successive train designations and cause these to be registered and stored in the proper order. The other group of counting relays KI K2, etc. serves to count the successive train designations as they are cancelled or cleared out as being no longer needed. The operation of the counting relays VI, V2, etc. may be likened to a rotating wheel, which turns around as the trains approach in succession, and the group of counting-out relays KI, K2, etc.
may be likened to another rotating wheel which follows around after the other as the trains leave, the designation or identity of the trains being set up and stored on groups of relays during the rotation of the first wheel, and these stored train designations being displayed on the indicators in the proper order by the rotation of the other wheel.
One characteristic of this type of storage and display means is that the train designation or identity once received and stored is not shifted or transferred from one group of relays to another, an operation which requires special sequence and timing of relay action to be effective. It will be noted that there is no critical timing in the operation of the relays in the tower equipment of this invention; In this connection, it should be understood that small relays of the telephone type are preferably used for the various counting and storage relays of the tower equipment.
It was pointed out that the stick circuit for each K relay is controlled through a back contact of the next K relay in advance, such as contact 35 of relay K2. The energization of the stick circuits for the K relays is further dependent upon at least one of the V relays being picked up, such as contact 63 of relay VI. rangement is to prevent the counting in and counting out relays getting out of proper correspondence when less than four trains have been counted in and out. Since the V relays pick up in sequence to count the trains entering the territory The purpose of this arf and drop when they are counted out, and since the 'K relays pick up in sequence to count the trains leaving the territory, with the last one picked up being stuck'up, it will be seen that the deen ergization of the stick circuits for the relays when no vV relay is picked up, restores the K relays to their normal starting condition when the V relays are in their normal starting 'eondition.
Code transmission of train indentities.-The organization shownin Figs. 1, 2, 2A and 1213 assumes transmission or communication of the different train identifications from the field control point to the tower or receiving point by direct repeater action over individual or unit line wires; but where considerable distances of transmission are involved, or a large number of different train identifications have to be transmitted, the length or number of line wires required may make it desirable to employ code system communication, such as shown in Figs. 4 and 4A.
' The organization of the code transmitting systern of Figs. 4 and'4A comprises two line wires L and C energizing in series line relays F and'Fl at the field or transmitter end and at the tower or whenever energized, energize repeaters FP and FP, which in turn energize slow-acting relays SA and SA The line relay repeaters FP operate a group of counting or stepping relays Vl V23V3, at both the transmitter and receiver end. These banks of counting or stepping relays are similar to those disclosed in the patent to Brixner, 1,995,222, March 19, 1935, andoperate in the same manner. After the first conditioning period, during which relay SA is energized and relay VP picks up, the steppingfrelays Vl, V2, etc. pick up successively during @2531]. subsequent de-energization of the line circuit, and the relay VP changes or shifts from its energized or de-energized condition, as the case may be, during eachsuccessive energization of the line circuit. 5 7
The train designations or descriptionsare transmitted by the polarity ofjenergiza'tion of the line circuit first during the initial conditioning period, and then during each successive energization of the linecircuit thereafter. Where the train descriptions are established by combinations of four code elements as shown in Fig. 1, three stepping relays are required. I if The polarity of energization of the line circuit is determined by relays PC and NC, which connect a battery 70 to the line circuit through contacts and circuit connections readily traced on the drawings to supply the line circuit with one polarity, say positive, when relay PC is energized,
with the other or negative polarity when relay NC is energized, and to disconnect the battery and de-energize the line circuit when both relays PC and NC are ole-energized. I
At the tower or receiver end of the communication system (see Fig. 4A), the polarity of energization of the line circuit operates the contact ll of line relay Flto the right or to the left. In the arrangement shown, it is assumed that when the line circuit is energized with positive polarity, this contact ll of the line relay Fl moves to the right to energize a wire 12 and thus supply current suc cessively to relays RAP, RBP: RCP, and REP, which relays correspond to correspondingly identified relays of Fig. 2.
passes the control point, relays; RA, RB, etc. are
cpnditioned and track relay 2T drops in the same way already described; and this energizes a starting relay STR, which is maintained energized by a stick circuit through its frbnt contact 13 and a back contact 14 of the last step relay V3, and also through a front*contact 15 of relay SA. This energization of the starting relay STR closes the line circuit at its front contact l6, and also closes at its front contact Tl the energizing cirsuits for the relays PC and NC. When relay first picks up, one or the other bus wires 18 or 19 for relays PC and NC is energized, dependent upon the position of contact? 80 of relay RA over a circuit which maybe traced from through back contact 8| fo-f relay VP, back contact 82 of relay V3, hack contact 83 of relay V2, back contact, 84 of relay Vl, wire 85 to contact 80 of relay RA to bus'18 or 19, relay PC or NC, as the case may be,.and front contact 11 of relay S'I'R "'to This energizes the line circuit with one polarity or the other in accordance withjthe first element of the code combination: of train identity.
Line relays F and FI, and relays FP, FP and SA, SA for the transmi't'ter and receiver are then energized, and then the relay VP, which opens at its back contact 8| the energizing circuit for relay PQ or NQ'thereby dropping both of these relays to open the line circuit.
If this first energization is of positiv polarity,
I polar contact ll of relay Fl of the receiver shifts to the right and closes a circuit to energize relay RAP over wire l2, through the back contacts 89, 88 and 81 of the stepping relays Vl V2 and V3 If this relay RAP is energized, it is maintained energized by a stick circuit through its front contact 20, bus 9! and front contact 92 relay SA until the end of the operating cycle.
Upon opening of the line circuit and ge-energization'of the line relays F and Fl and their repeaters FF and FP the next step relays VI and VI are energized at the transmitter and receiver. The energization of relay VI of the transmitter, with VP picked up, establishes a circuit through front contact ill of VP, back contact 93 of relay V3, front contact 94 of relay Vl, wire 95, to contact $16 of relay RB, so that relay PC or NG'is energized-dependent upon the condition of this contact 96 of relay RB. This determines the polarity of the next energization of the line circult; and if this energization is positive relay RBP is picked up and stuck up. During this energization, relay VP of the transmitter shifts, i. e. is
' de-energizedgand opens at its front contact 8| the energizing circuit for PC or NO thereby again opening the line circuit. The next step relay V2 now picks up, and the polarity of the next energization of the line circuit is determined by the position of contact 9'! of relay RC, and relay RCE of the receiver is conditioned accordingly. The line circuit is then automatically opened by the shift of relay VP, whereupon the next stepping relay V3 picks up, and the polarity of the next energization of the line circuit isfdetermined by the position of contact B8 of relay RD, and relay RDP otthe receiver is conditioned accordingly. 7 V During the last energization of the line circuit, following energizatign. of the last stepping relay V3 of the receiver, sending or execution circuit is established from through front contact IUD of relay. SA front contact llll of relay FP wire I02, front contact I03 of relay V3 to the front contacts 384l of the relays RAP, RBP, RCP and RDP (corresponding to similarly identified contacts of Fig. 2), thereby selectively mer- 'gizing buses BA, BB, BC and BD to operate the storage and display tower equipment of Figs. 2A and 2B in the manner described.
When the relay VP shifts, i. e. drops during this last energization of the line circuit, relays PC and NC are both de-energized and remain deenergized, since there is no other stepping relay to establish their energizing circuits; and the slow-release relays SA drop, whereupon the starting relay STR, the stepping relays VI, V2, etc., code responsive relays RAP, RBP, etc. are all de-energized, restoring the parts to the normal position ready for the next operation.
The group of counting relays VI, V2, etc. (including relay VPV) of the storage and display unit are operated for each operating cycle of the code transmission system by the energization and. de-energization of the stepping relay VI 1 as shown in Fig. 4A, or in a similar manner. Contacts 425 and M9 of relay VI of Fig. 4A correspond to contacts 25 and I9 respectively of relay SL of Fig. 2.
It will be noted that the code transmission system of Figs. 4 and 4A enables any desired number of distinctive train identifications to be transmitted for any desired distance over only two line wires; and among other things, this enables the train describer system of this invention to be applied to situations on railroads, as in a centralized traffic control system, where it is desired to communicate train descriptions to a control oifice over a relatively long distance from some remote point. For example, in an installation of centralized traffic control, the system of this invention may be applied to automatically describe trains in the central control oflice as they enter into the territory under the control of the operator at a distant point.
Manual registration of trainv identitiesr-The storage and display equipment of Figs. 2, 2A and. 23 may be manually controlled as well as automatically controlled by the trains themselves; and Fig. illustrates diagrammatically a simple arrangement for facilitating the manual operation of setting up train descriptions or identifications for transmission to the tower equipment.
This manual control apparatus comprises a number of keys or push buttons, such as KA, KB, KC, and KD, four being shown to provide different train descriptions. These keys KA, KB, etc. are manually operated to pick up stick relays AS, BS, etc. If desired these keys may bear numbers 1, 2, 3, and 4, so that they may be readily actuated to conformwith the number code of train identity. Each relay AS, BS, etc. is stuck up through a front contact I96, stick bus I91, energized through back contact I98 of a relay SAL and a correction key CK. Front contacts I3ll- I33 on the stick relays AS, BS, etc. are preferably used'to close circuits for lamps numbered I, 2, 3, and i of a local indicator which may be observed by the operator to check his manipulation of the keys. The train code identification is transmitted to the tower storage and display equipment, either by direct line wire control, or by a code transmission system, whenthe operator actuates a sending key SK to close a contact I04 to supply current through the contacts I05I08 of the stick relays AS, BS, etc., thereby energizing line wires LA, LB, etc., or controlling the code transmitter of Fig. i in a manner similar to the control of such transmitter bythe relays RA, RB, etc. shown in Fig. 4. The operation of the sending key SK supplies current through its back contact Hi9 to the stick bus I91 of the stick relays AS, BS, etc. At the .same time, the slow-release relay SAL is energized through back contact I In of sending key SK, so that when this key is released, the stick relays AS, BS, etc. drop, ready for the next operation.
Modified display indicator.--The organization of this invention may be employed to display train destinations or descriptions at station platforms for the information of passengers, or may be employed in various other ways, where it may be desirable to de-code the code combinations constituting the train descriptions to show individual names or the like. The selective energization of the busses aI, bI, cI and lil for the indicator IW, as shown in Fig. 2A, may be employed to selectively control relays A, B, C, and D, as indicated in Fig. 6; and the composite condition of these relays, constituting the code combination identifying the trains, may be decoded by an arrangement of contacts and circuits readily traced on the drawings, so as to light a lamp or otherwise display an individual ind"- cation for each train, all in a manner which will be apparent without further discussion.
Modifications of automatic registration of train identities.-Various other organizations of cooperating car-carried and trackway devices may be employed to perform the functions of the particular arrangement shown in Fig. 1. For this purpose devices co-operating inductively through an air-gap are desirable, since such inductive devices can be adequately protected and housed and are immune to snow, ice, and other adverse weather conditions.
Fig. 7 illustrates a variation or modification of the inductive devices illustrated in Fig. 1, and comprises a similar organization in which two distinctive frequencies are employed, so that two different relays, such as RA and RB, may be selectively controlled by the co-operation of one carcarried core and one track core, thus reducing the number of cores required to provide the same number of 15 distinctive train identifications from four to two.
In this modification of Fig. 7, the motor generator MG is provided with two windings to generate two different frequencies fl, and f2, preferably relatively high frequencies, such as 300 and 500 cycles. The coil 8 on each track core is connected to two circuits in multiple, each including a tuning condenser 9 and impedance I0, and respectively controlling the energization of two relays such as RA and RB. These two multiple circuits for each track coil 8 are preferably coupled with a neutralizing transformer CT, so that each frequency is confined to its own circuit, so to speak. Two separate coils, one for each frequency may be used on the track core if desired. Each carcarried core CA, CB is provided with two separate coils I and I2I, each arranged to be connected to its own stop condensers I22, I23 of suitable capacity through the contacts controlled by the token device E.
Considering the operation of this modification of Fig. '7, when the approaching car drops the track relay IT, the out-put circuit of the motor generator MG is closed, the relays RA, RB, etc. are momentarily energized, and are then maintained energized by their stick circuits, in the same manner as in the arrangement of Fig. 1 already described. When a car-carried core such is destroyed and both relays RA and RB are deenergized. If only one of the coils I20, |2l of the car-carried core CA is connected to its stop condenser, the resonant condition for only one of the frequencies is affected to de-energize one of the relays RA or RB, the frequencies being so chosen that the stop condenser for one frequency is equivalent to a clear condenser for the other frequency. In this way, the co-operation of one pair of cores CA and TA serves to -de.-energize either one or the other, or both, or neither of two relays such as RA and RB, thereby simplifying the car equipment. The additional complication of generation of two distinctive frequencies is; confined to the track locations.
Fig. 8 illustrates another modified arrangement similar to that shown in Fig. 1, in which the relays RA, RB, etc. are energized by the inductive cooperation of the car-carried and trackway devices, rather than de-energized. In this modification of Fig. 8, the circuits through the coils of the trackway cores are normally non-resonant and the effect of the corresponding car-carried core, such as CA, with its coil connected to a condenser of suitable capacity, is to increase the current in the track coil circuit sufficient to energize the corresponding relay RA, this effect being produced apparently by reflection of capacity into the trackway circuit. Each relay'RA, RB, etc.,
when thus energized, is maintained energized by a stick circuit through its front contact I26 and a stick bus I21, which is energized through afront contact I 28 of the repeater relay ZTP, in multiple with a back contact I29 of the track relay T1 of the track section just beyond the inductor location, so that these relays RA, RB, etc. are maintained energized until the train enters and leaves said track section. In other respects the operation of the modification of Fig, 8'is the same as that described for Fig. 1.
One advantage of this arrangement of Fig. 8 is that the relays RA, RB, etc. are energized by the effect of a coil connected to a condenser, and the various fittings and other iron bodies on the car, which may pass over the trackway cores, will not have the same effect. In other words, the trackway apparatus is immuneto an improper inductive action by iron parts on the car passing over the trackway cores at relatively small air-gaps. In this connection, it should be understood that, due apparently to the use of a relatively high frequency, solid bars of iron do not produce the same effect as a laminated core; and even where the control is produced by a de-tuning action as in Fig. 1, any solid masses of iron on the car, passing over the trackway cores at the same air gap, will not produce an efi'ect comparable with that of a laminated core, particularly if a coil on this core is connected to a stop condenser of the'proper capacity.
Fig. 9 illustrates another modification or variation in which relays RA and RB, only two being shown in this case, are energized by energy transmitted or reflected from the trackway to the car and back to the trackway. In this modification, a transverse core TN on the trackway, having a minimum of magnetic coupling with the receiving cores TA and TB, has a coil I40 thereon strongly energized from themotor generator MG, when the track relay IT drops, the circuit for this coil being tuned by a condenser MI so as to obtain a large circulating current for a relatively low voltage. The car carries a similar transverse core CN, the coil I42 of which is arranged to be connected to the coils on the longitudinal cores CA, CB in series with tuning condensers of suitable capacity by the contacts operated by the token device E.
In this modification of Fig. 9, when a car passes the inductor location, the strong magnetic field of the trackway transverse core TN momentarily induces a high frequency voltage impulse in the coil N2 of the transverse core CN on the car, and supplies current to the coils of either core CA or CB, or both, if their circuits are closed by the token. The current circulating in the coils on the core CA, CB in turn induces a voltage impulse in the coils of the corresponding trackway cores TA, TB to energizethe correspending relays RA, RB which are then stuck up in the same Way as in the arrangement of Fig. 8. The cores on thecar and on the track are disposed in the same relation, so that their registration is substantially simultaneous.
One advantage of the modification of Fig. 9 is that the relays RA, RB are energized by energy reflected from the car, and hence cannot be adversely influenced by any equipment on the car, the frequency employed being preferably a relatively high frequency the same as in the other forms.
In all of these variations of the inductive devices, it is contemplated that the car-carried cores and trackway cores will be disposed symmetrically with respect to the center line of the track, so that the desired co-operation or registration will occur when the car or locomotive is running with either end ahead. If a car or locomotive should turn around and run over the track inductors in the same direction, it is evident that the controlling condition of the carcarried cores must be changed to set up the same code combination of train identity. For this purpose, suitable circuit controller boxes may be provided to receive the same token, and by virtue of their different electrical connections,
change the controlling condition of the car-oar-.
ried cores to give the same identification whether one end or the other of the car is leading.
It is contemplated thatthe trackway apparatus of Fig. l and the other modifications, will be located at any one of the desired points along the track where it is desired to identify the train in a tower, or the like. For example, where trains of different descriptions run through a number of difierent interlocking plants, the trackway equipment may be installed at the approach to each plant; and each car or train will then identify itself at all of these various points. The utility and advantages of the invention for such uses will be apparent.
. Oneimportant characteristic of this invention is that no energy is required on the cars for the train describing system; and the car equipment comprises a simple organization of cores and coils, condensers, contacts, etc., and without relays or other moving parts, so that it may be economically installed and maintained on a large number of cars. The energy for the operation of the system, and the responsive relays are located on the trackway at the train describing control points, which in practice will naturally be much less in number than the number of cars or trainsjzo be described.
It can be seen that the train describer system of this invention provides for registering any desired number of different train identifications in the proper order, for storing any desired number of these identifications, for displaying such identifications for any desired number of the trains in the proper order, and for clearing out or cancelling these identifications of the trains in turn as they are no longer needed; and it is apparent that a system having these characteristics may be advantageously employed in various ways in railroad operation.
Various adaptations, modifications, and additions may be made in the particular arrangements and organizations of the-parts and circuits illustrated and described, without departing from the principles and. mode of operation characteristic of the invention.
What I claim is:
1. In combination, a stretch of railway track; a station located alongside said stretch of track; an indicator at said station comprising a plurality of lamps adapted-to illuminate different characters for identifying an approaching train, the number of said lamps being less than the number of difierent classes of trains identifiable thereby; an entrance counting relay bank and an exit counting relay bank each having a plurality of positions; means controlled by consecutive trains entering said stretch of track 'for advancing said entrance counting relay bank to consecutive positions for counting approaching trains; means controlled by consecutive trains leaving said stretch of track for advancing said exit counting relay bank to consecutive positions for counting leaving trains; a class register device; means including said entrance counting relay bank for registering on said class register device in rotation the classes of consecutive approaching trains; and means including said exit counting relay bank for consecutively energizing the lamps of said indicator any one lamp alone or a plurality of lamps in different combinations in accordance with the class of the next train to arrive at said station of the successive trains registered on said class register device.
2. A train announcing system comprising; an indicator along the track for indicating the class of an approaching train; a trackway control coil included in a circuit energized from a source of alternating current,'said circuit being normally resonant to the frequency of said source; relay means on the track responsive to a decrease in the energization of said resonant circuit; vehicle carried control means for inductively influencing said control coil or not dependent upon the class of the vehicle, whereby said circuit is rendered non-resonant to said frequency and said relay means is deenergized for one class of vehicle and not 'for another class; and means controlled by said relay means for actuating said indicator.
3. A train announcing system comprising; an indicator for indicating the class of an approaching train; a plurality of trackway control coils included in circuits energized from a source of alternating current, 'said circuits being resonant to the frequency of said source; relay means distinctively responsive to a decrease in the energization of one or more of said resonant circuits in different combinations; vehicle carried control means for inductively influencing one or more of said control coils in accordance with the class of such vehicle, whereby one or more of said circuits are rendered non-resonant to said frequency and said relay means is distinctively controlled; and means controlled by said relay means for actuating said indicator to display the class of such vehicle.
4. In a train describer system for a stretch of railway track, a number of register devices for 1 storing different train descriptions and each comprising a plurality of relays, train describing means associated with the entrance end of said stretch for setting up descriptions for successive trains entering the stretch, an entrance bank of counting relays automatically operated step by step by the entrance of successive trains into said stretch for rendering said register devices responsive one at a time to said train describing means so that the descriptions of the successive trains passing into said stretch are stored on said register devices in rotation, a plurality of display panels associated with the exit end of said stretch and each adapted to display any one of the various train descriptions that may be stored on the register devices, a track circuit adjacent the exit end of said stretch, an exit bank of counting relays, means including said track circuit for automatically operating said exit bank of relays to the next counting position for each train leaving the stretch of track, and means governed by said exit counting bank for operatively connecting said plurality of display panels to diiTerent like pluralities of register devices as said exit counting bank operates to different counting positions, so that said panels display the descriptions for the plurality of trains next to arrive at the exit end of the stretch and in the order of their arrival.
5. In combination; a stretch of railway track; an entrance counting relay bank; means responsive to the entrance of each train into said stretch for causing said entrance counting relay bank to take one step, whereby the number of steps taken is equal to the number of trains entering said stretch; an exit counting relay bank; means responsive to the leaving of each train from said stretch for causing said exit counting relay bank to take one step, whereby the number of steps taken is equal to the number of trains leaving said stretch; a plurality of class registering relays for each step of said entrance counting relay bank; means operated in accordance with the class of each train entering said stretch for controlling said class registering relays for that step of said entrance counting relay bank to energize anyone of said relays or a plurality in a combination characteristic of the class of such train; means for maintaining the energization of each class registering relay thus energized for each step only until the corresponding step of said exit counting relay bank has been taken to deenergize all of the class registering relays for such step; a train class indicator; and means including said exit counting relay bank for distinctively controlling said train class indicator in turn in accordance with the energized class registering relays for the step of said exit counting relay bank next to occur when a train leaves said stretch, whereby said indicator displays a class description of the next train to arrive at the exit end of said stretch.
6. A train describer system of the character described for displaying visual indications near the exit point of a stretch of railway track to identify trains entering said stretch in the order of their entrance, comprising, in combination with a number of register devices each including a plurality of relays adapted to be energized one at a time or in different combinations for different train descriptions, train describing means associated with the entrance end of said stretch and operable to set up distinctive descriptions for the trains as they enter the stretch, a track circuit adjacent the entrance end of said stretch, an entrance counting chain of relays automatically operated one at a time by the passage of the suc-"' cessive trains over said track circuit, means 'including said entrance counting chain for operatively connecting said train describing'means to 5-, said register devices one at a time ina predeterrelays automatically operated one at a time the passage of the successive trains through said exit track circuit, means including said exit counting chain for connecting said indicator to said regis- I ter'devices one at a time in rotation and in the same order that said'register devices were operated to display on said indicator the description of the train next to arrive at said exit point, and means for;restoring the. relays of each oif said register devices to normal after the train described thereby has been counted out of; said stretch. T V
"7. In a traindescriber system for trains travelling over a stretch of railway track, a plurality of describing relays, a trackcircuit adjacent the entrance end of said stretch, means including said track circuit for selectively energizing one of said describing relays alone or a plurality in different combinations to identify different trains,
a number of register devices at a receiving location each comprising a plurality of relays with one relay for each of said describing relays, an entrance counting chain of relays automatically operated successively one at a time by the passage of trainssuccessively through said track circuit, "means including said entrance counting chain for rendering the relays of each one of said register devices in rotation responsive to the condition of energization of said describing re- 3 lays so that the descriptions of a number of successive trains may be stored in saidregister devices in the order said trains entered said stretch of track, a track circuit adjacent the exit end of said stretch, aniexit chain of counting relays actuated'successively one at a time by the movement of the successive trains through said exit track circuit, an indicator adapted to 'display distinctive indications of the different train descriptions, and-means including said exit counting chain for selectively connecting saidindicator to said register devices in rotation to display the description the train next to arrive at the exit point of said stretch.
8. In combination, a stretch of railway track; train ca rried inductor apparatus capable of Joe- 'ing manually conditioned in accordance with a particular code having a plurality of distinctive code elements as'assigned in accordance with the class of that train, wayside receiver apparatus ,,located at the entrance to said stretch'of track and adapted to cooperate withsaid train carried apparatus to receive said plurality of code elements describing that train, an entrance series of stepping relays, an exit series of stepping relays one for each of the relays in said entrance series, a plurality of code element storing relays for each step of said entrance fseries of stepping relays, said plurality including least one relay for each code elementfreceived' by said wayside 70,-,apparatus, means actuated by the entrance of a ;;tinctive code received by said wayside apparatus,
class indicator lamps by their respective codeelement storing relays for each step 'in" turnin' the same order fthat said code element storing relays have been selectively energized by'the entrance of trains into said stretch so that said train class indicator has its lamps selectively illuminated to display a code characteristic of the train to'next leave said stretch of track and to be entirely unilluminated whenever there is no train present in said stretch of track.
9. In a train describer system for a stretch of railway track, a plurality of describing re'layslocated along the track adjacent the'entrance end; of said Qstretch, means including car-carried devices and receiving devices on the track and ef'- fective during the passage of a car to energize one or more of said describing'relays with a particular combination to correspond with the description of the passing'car, a number of register devices each comprising a relay fora each of said describing relays, an entrance counting chain of relays automatically operated successively one at a time by the passage of the successive cars by said control point for rendering the relays of said register devices one at a time in turn responsive to the energized condition of said describing relays as establishe'd'bythe successive cars so that the descriptions of said cars are stored in said register devices in the order of the movement of said cars past said control point,'a pluralityuof indicators adapted to display distinctiveindications of the diiferent' traindescriptions, a'tra'ckcircuit adjacent the exit point-of said stretch, exit chain of counting relaysactuated-succes sively'one at a time by the movement of cars through said exit-track circuitfand means including said exit chain of counting relays for op-ii eratively: connecting said plurality of indicatorsto a like plurality of said register devicesto display the descriptions for those cars nexttoar-- rive at the exit point in the order of their arrivalfsaid meansrestoring to normal each of said register devices in turn after the car described thereby has been counted out of the stretch by said exit counting chain. T
10. In a train describer system for railroads, a
plurality of describing relays located at a control location along the track, a plurality of inductive receivers on the track at the'control location one for each of said describing relays, car equipment for the various cars including a plurality of:-influencing devices one for each of: said track "receivers, each of said car-carrieddevic's when in a I predetermined controlling condition acting to influence inductively itsrespective receiver through an intervening air gap during the'passage of a car to control the energization of the correspond ing describing relay, said influencing devices on the cars of different descriptions being differently conditioned to 'cause energization of one or more of said describing relays in distinctive combinations, a track circuit adjacent said control location: means governed by said; track circuit for restoring said describing relays to a normal condi
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US3106706A (en) * 1957-08-08 1963-10-08 Stewart Warner Corp Railway car identification system
US3172628A (en) * 1954-10-21 1965-03-09 Westinghouse Air Brake Co Car retarded speed control apparatus
US3264614A (en) * 1959-01-21 1966-08-02 Hellstrom Borje System for automatic electric recording and indicating a code marked by means of passive circuit elements on a vehicle
US3516575A (en) * 1967-06-20 1970-06-23 John Edward Moffitt System for identifying and feeding animals

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2581552A (en) * 1946-09-06 1952-01-08 Westinghouse Air Brake Co Railway train describer
US2597517A (en) * 1948-06-05 1952-05-20 Motorola Inc Bus progress control system
US2673292A (en) * 1949-07-16 1954-03-23 Westinghouse Air Brake Co Vehicle reporting system
US2691093A (en) * 1950-05-23 1954-10-05 Westinghouse Air Brake Co Approach route control apparatus, including train carried control means for railway track switches and associated signals
US2684039A (en) * 1950-05-26 1954-07-20 King Donald Mayer Conveyer system
US2693525A (en) * 1951-01-17 1954-11-02 Gen Railway Signal Co Inductive control system
US2715178A (en) * 1951-06-16 1955-08-09 Westinghouse Air Brake Co Train describer system
US2670434A (en) * 1951-06-26 1954-02-23 Westinghouse Air Brake Co Train describer system
US2775689A (en) * 1951-07-27 1956-12-25 Westinghouse Air Brake Co Combined manual and automatic route control system for railroads
US2790071A (en) * 1951-10-17 1957-04-23 Westinghouse Air Brake Co Vehicle reporting systems
US2794117A (en) * 1952-08-28 1957-05-28 Gen Railway Signal Co Combined manual block and train identity system
US2877718A (en) * 1954-04-08 1959-03-17 Int Standard Electric Corp Arrangement for the destination-marking of dispatch container in transportation syste
US2800579A (en) * 1954-07-09 1957-07-23 Westinghouse Air Brake Co Combined manual and automatic route control system for railroads
US3172628A (en) * 1954-10-21 1965-03-09 Westinghouse Air Brake Co Car retarded speed control apparatus
US3056126A (en) * 1957-04-08 1962-09-25 Gen Railway Signal Co Indicator control system for a train describer
US3106706A (en) * 1957-08-08 1963-10-08 Stewart Warner Corp Railway car identification system
US3264614A (en) * 1959-01-21 1966-08-02 Hellstrom Borje System for automatic electric recording and indicating a code marked by means of passive circuit elements on a vehicle
US3516575A (en) * 1967-06-20 1970-06-23 John Edward Moffitt System for identifying and feeding animals

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