US2371568A

US2371568A - Trackway system for train control

Info

Publication number: US2371568A
Application number: US409335A
Authority: US
Inventors: Wintsch Max Theodore
Original assignee: NEWTON M WEAVER
Current assignee: NEWTON M WEAVER
Priority date: 1941-09-03
Filing date: 1941-09-03
Publication date: 1945-03-13
Anticipated expiration: 1962-03-13

Description

March 13, 1945.

M. T. WINTSCH TRACKWAY SYSTEM FOR TRAIN CONTROL Filed sept. 3. 1941 3 sheets-sheet i March 13, 1945. v M. T. wmTscH.

TRACKWAY SYSTEM-FOR TRAI CONTROL Filed Sept. 5, 1941 3 Sheets-Sheet'Z um N N mum@ 111|! Ill wmw|1|| l hun llllll! .U m .m x ILT qkm. MIKQEMII .HLL,||111| FiledSept. 5, 1941 3 Sheets-Sheet 5 Patented Mar. 13, 1945 TRACKWAY SYSTEM Fon TRAIN- CONTROL Max Theodore WintschLancaster, Pa., assignor of fifty-one per cen't to Newton M. Weaver,

Lancaster, Pa.

Application september a, i941, serial No. 409,335 v 15 claims. l(c1. 246-63) This invention relates to a trackway system adapted particularly for use where the traic is light rolling stock, such as subway trains and suburban cars, and where there are relatively short block sections. By this invention high speed loperation of such traffic will be entirely safe and feasible.

" i One of the objects of'myinvention is to provide a trackway system which will supply control currentfor a four indication cab signaL'utilizing the track rails and an auxiliary trackway conductor circuit to convey the controlcurrent.

Another object of my invention is to provide a system in which the block sections maybe dividedinto so-callecl main and intermediate block sections and control current may be independently flowed in the track rails and auxiliary trackway conductor circuits of keach or-theymay be' interlocked as desired Vto indicate varying l'traffic conditions. l

This invention is also concernedwith the .pro-

vision of adequatesafeguards to insure that any failure of the equipment will result intheeffect ing of a restrictive condition indication in` th cab signal, insuring against accident. i v i According to this invention, the track rails are divided into block sections, each of which includes a main block section and, at the exit end of each block section, an intermediate block section. Electrical circuits are provided for impressing control current upon the track rails in the main and intermediate block sections in accordance with traffic conditions in advance block sections. An auxiliary current conductol` is provided in the intermediate block sections and ex- Eg.,

`tends into or throughl the main yblockysections. Electricalcircuits are provided for the energiza- ,tion-of the conductors and these circuits are like- Wise controlled by advance traflic conditions, the vintermediate and main block auxiliary trackway conductor circuits being independently controlled. Preferably, afsingle pick-up transformer is provided on thevehicle to be controlled and this'is effective for receiving the current in the rails and in the auxiliary trackway conductor-'circuits and suitable signalling and controlling equipment is provided to translate the current received by thepick-up transformer from the rails and the auxiliary trackway conductor circuits into signals and/or controls. y

' Inorder that my invention may be'easily understood, I-Will describe the same in conjunction with the attached drawings, in which,

Ams

FigureZ is a diagram illustrating the flow of vcontrol current in the track railsand auxiliary ,trackway conductor circuits andshows the signal indications effected-when avehicle occupies an advance' main block section,

fFigure 3 is ya similary view showing a vehicle in an advance intermediate `blcck section, y

`Figurei shows a still further traffic condition with vehicles in both rnainy and intermediate block sections, and l N f Figure 5 is a schematicjlayout of a typical cab signal and-control arrangementwhich may be operated by the track system'shvow'nin Figure l.

,THnTRAcK'CnicUrrs Referring to Figure l, the track'rails are di. vided into a plurality of `main or primaryl block sections, main sections A'afn'd B beingshown. AAt the exitend of each mainvblock section,v an intermediate `block nsection is' provided. In the drawings, intermediate block sections B' and C are shown. The exit end of block jA, which is not shown, would include a similar intermediate block section. Therailsin each section A, B,'B andA C are insulated kfifo'm'the 'rails inthe next adjacent section, theinsulation 2 being diagrammatically shown in the drawings. Each block section,'therefore, constitutes an electrically insulated current.conduct ing 'portion of trackage for the rreceptionof train control current.

In `describing the trackk circuit arrangement,

reference will belmade primarily to main blockv section A, which is ,occupied by a vehicle V,.main block section B, and intermediate block section B'. Each main and intermediate block section will be similarly equipped and, accordingly, corresponding numbers have beenappliedto the minor'portionof Athe track and control relays for block section B, shown in Figure l; for convenient understanding ofthe invention.,

Each main and intermediate block section is provided with a vhigh voltage transformer 3, supplied with current from atransmission line 4 to which the primary `5jof the transformer .3 is permanently connected. Eachy main block ,section is'provided with a track transformer 6 and each intermediate block section with a similar track transformer 1. The Aprimaries 8,and `9, respectively', `of saidr track transformeraone side of eachvof which ispermanently connected to secondary loof thehighvoltageftransformer 3, are fed withcurrent frornthe'sec'ondary I0 only when predetermined track conditions existQvas will be more fully hereinafter described; The. second aries Il and I 2 ofthe track transformers E and 1 are permanently connected to the track rails in the main and intermediate block sections, respectively. In each main block section, the secondary I! is connected through leads I3 and I4 and in each intermediate block section the secondary I2 is connected across the track rails by leads l5 and I6. In other words, the primaries of the track transformers are controlled to eiect the supply of current to the track rails, the secondaries being permanently connected to the track rails.

Each main block section is provided with a track relay TR. (a letter corresponding tothe block section letter has been added to each .relay in the track circuit). Likewise, each .main .block section is provided with a control relay CR. The intermediate block sections are provided with track check relays TIR and safety relays SR..

The track relays TR are effective for controlling the supply of signalling or control current to the 'track rails Ain the next rearward adjacent intermediate block sections. The control relays CR are similarly eiec'tive for controlling the supply of such current to the track rails in the next rearward main block sections. This will be apparent `from an examination of Figure 1 Where track relay' TRA, through its 'ar-mature l1, when energized and elevated into engagement Ywith front point of contact 'l1' (it is shown in deenergized and `lowered position?, connects the controll'edside of the primary 9 yof track transforn'ier 1 for 'intermediate `block `section B', with the secondary l0 lof high voltage `transformer 3, through leads +B, 19 and 20. same manner, control relay CRA, through its armature 21, connects `the primary 8 of track transformer 6 circuit with the secondary lil of high voltage transformer 3, through

leads

18 and 22 armature 23 of relay IRA.front point of contact 24. lead '25, .armature 26 ofV track check relay "IIRB, front point of contact 21 and leads 28 and 29.

By this means, .the supply of control current to the track rails of each of the main and intermediate block sections .is electrically'controlled in accordance with existing traffic conditions.

Extending throughout each intermediate block section .and into theexit end at least of each main block section is an additional means for' supplying control current. This is in the form of an auxiliary trackway conductor circuit including a 'conductor bar 3U, having sections a and b, connected together by a choke coil 3l.. The length of the bar 30h in each main block section will depend upon the type of rolling stock normally using the trackage and its normal operating speed, as well as the length of the main block sections. In .many instances, if the bar extends one thousand feet, into the main block section, it will -provide adequatewarn'ing of conditions in theinterinediate block sections to permit safe operation, even under abnormal weather and other conditions. It is desirable, however, to extend the bars throughout substantially the entire length of the block sections or, if less than the entire length, to provide adequate right-ofway signals to indicate the exact track conditions.v The bars 30 are preferably of insulated copper or other current conducting wire and are Epiked or otherwise secured, insulated against ground, to the cross ties. Each bar, when electrically connected-constitutes a loop upon which current may be impressed. f

Each intermediate block section has a. motor alternator set'32 or other similar device for sup- In the l plying control current to the trackway conductor circuit. This set includes a motor 33 and an alternator 34 adapted to supply alternating current of say 100 cycles at 30 volts when the motor is in operation. The trackway conductor section 301) is normally connected to the alternator 34 by

leads

35, 36, and 31, so that when the motor .alternator set 32 is in operation, current of 100 cycles frequency flows through the trackway conductor section 33h. The trackway conductor section 30a is controlled bythe track relay in the next advance main blocksection as will be hereinafter described. Unlike section 30h it is not permanently connected to the alternator to be energized whenever the alternator is in operation, but only when the traic conditions in the next advance block are such that the application of control `current thereto is proper.

, Operation of the motor alternator set 32 is lcontrolled by track relay TR of the next advance 'block section. A source S of low voltage current, say lcycles at 120 Volts, extending along the right-of-way, provides current for the motors yof the respective motor alternator sets, one side of each motor 4being normally connected to the line through a lead 38. The other side of the source S connects by lead 39 with armature 40 of track relay TR and a lead 4I `connects to the other side of the motor 33, the circuit being complete when armature 4l! falls into engagement with contact point 42 to which lead 4l is connected.

Relay CR 'is fa direct current relay and is utilized as a control, being rendered inoperative in the event of any failure of the auxiliary trackway conductor circuit. This is eilected in 'the following manner: A battery 43, or 'a rectifier if preferred, is connected to one side of the rel-ay CR through lead 44. A 'lead 45 from the other side of the battery connects with lead 3B joining with the bar 33a. vChoke coil 3l which will pass direct current connects bars 30a and 3011. Lead 35' from the conductor 301; connects with leads '46 and 41 extending to a choke coil 48 which blocks the alternating current and connects by a lead 49 to the relay CR. Ablocking condenser BC is `provided in lead 35 of the auxiliary trackway conductor circuit to prevent the passage of direct current from the battery 43 of the control relay Acircuit into the circuit of the alternator 32, while at `the same time permitting the free passage of alternating current to the auxiliary trackway'conductor circuit. The circuit traces from battery 43 through

leads

45 and 36, bar section 30a, choke coil 3|, bar section 30h, leads 35, 46 and 41, choke coil 48, and lead 49 to the relay CR. If there be any break in the auxiliary trackway conductor circuit, therefore, relay CR will be deenergized and its armature 2l will fall. interrupting the circuit for the supply of control current to the track rails in the next rearward main and intermediate block sections, effective to initiate a suitable signal or control or both.

l,To insure that the battery will always be fully charged, a trickle charger 50 may be provided which is supplied with current from the source S.

Track check relay TIR is also eiective for controlling the supply of4 signalling or control current to the track rails in the next adjacent rearward main block section. Thus, when track relay TRA is deenergized (as shown in Figure l) and set 32, through lead 4I.

point of contact 5I andcurrent -rom the secondary VIIJ of high voltage transformer liiowsv through lead I8, larmature`2l,-lead 22, armature 23, back point of contact 5I of relay TRA, a lead 52 to armature 53 of track check relay-TIRB, a point of contact 54, lead a point of contact 56 which is-engaged by armature 51 of safetyy relay SRB and a lead 58 which connects with lead29 to the primary 8 of tracktransformer 6 for block section B.

By this arrangement, current is fed to the track rails in the next rearward main block section (main Yblock sectionv B, for example) when a vehicle occupies the next advance block section (main block section A as shown in FigureL l);

Track check relay TIR, like track relay TR, is controlled by conditions existing in the intermediate block section across the railsrof which it `is electrically connected, although it is also controlled by relay 'I'RA as will be brought out. l

Safety relay SR is provided in each intermediside of the secondary I Il ,is normally connected to the other side of relayTIRB through leads 62, 66

' .and I5. to the track rail to. which relay TIRB is intermediate section 36a ofthe auxiliary trackate block section so that, in the event of failure of the alternator 32 for any reason, the supply of `the control current for the nextv rearward main block section Will be interrupted.. Referring to Fgcurrent source S through lead 38. Armature 51 of relay SRB is thus elevated into engagement with point of contact 56, closing the circuit for the supply of current to the track rails of main block section B through control of 'primary' ofA track ,transformer 6. The circuit is fromsecondar'ydll of high voltage transformer 3, through lead I8, point of contact 6|, armatureZI, lead 22 to armature 23 of relay TRA, point of contact5l lead 52, l.

armature53 ,of track check relay TIRB, .point of contact 54, lead 55, point of contact l56,- and arma- -f ture 51 of safety relay SRB and leads 58 and 29 to one side of the primary 8. vThe other side ofthe primary 8 is normally connected to the secondary I Il of the high voltage transformer 3 by lead 62. f

Thus, when a vehicle occupies an advance niain block section control current for the track rails in i the next rearward main block will ow therein so long as the alternator remains in operation.

Should the alternator fail `for any reason or should the current 'supply' for track check relay TIR lfail because of abroken rail or an obstruction in the intermediate blocksection to which it is connected, safety relayA SR-will be deenergized and control current in the correspondingmain block'will fail; resulting in the establishment of a Warningl signal in any vehicle occupying or entering the main block, as will be hereinafter described.

Armature lI1 of track Vrelay TRA is provided with a back point of contact 63 which is elTective for controlling the flow of current to track-check relay TIRB in the event of .deenergization of track relay TRA. The circuit is from the secondary I Il of high Voltage transformer 3 through leads I8 'and I9, armature I1, backA point of contact 63, a resistor l64 effective for reducing the current to that suicient for operation of track check relay TIRB, and lead 65 to the relay The other The other connected by lead 61.`

ldeenergized relay TIRB will remain energized Thus, when relay TRA is unless the current lsupply through the rails of the ,intermediate block sectionis rshunted out, 'for example, by a vehicle occupying intermediate blockfsection B. f

Track relay TRA is provided with a fourth armature 68 which is effective when relay TRA is -deenergized for Vcompleting the circuit for the Way conductor, circuit. The circuit is from alternator 34, through blocking cmdenSerBC, leads 35, 46 and 69 to-armature` 68, point of contact 16 and lead 1I to one side of the trackway conductor 'section 36a.v The other side ofthe conductor 30a is. normally connected to the other side of `the alternator through lead 36.

Track check relay TIRB is provided vthird.armaturen which is elective forr energizing the motor alternator "32 when relay TRA.

- whichno-rmally controlsitupon deenergization,

'ure' 1, the safety relay SRB is shown in energized position, it being connected by leads 59 and'lilll vacross the leads 36 and 46 from the alternator'34.

is lenergized and relay TIRB is deenergized by .reason of a vehicle in intermediate section B', for

example. AUnder such conditions, armature 12 falls into lengagementwith point of contact 13 and .current is then fedv from source S through leadIII, armature 12, point of contactl13, and a lead 1,5 to oneside of motor y330i` the motor alternator32. The other Vsideof the'm'otor is normally connected tothe source 31.by lead'38. By this arrangement control current is fed to trackway Vconductor Asection 3Ilb when a vehicle occupies the intermediateblock section.

Assuming now that` a vehicleV is operating in lblocksectionfA and moving in the direction of the arrow, the? Supply of currentfor track transforr'ner 1 will be interrupted in the following manner: The vehicle V will shunt vout vthe current supply-'for the track relayTRA WhichI iscon- Ane"cte d'a`.cros's the rails of main block section A, in

which 'the vehicle-V is'operating.` Armature I1 vr(as well as all the armatures) will thereupon fall andthe current supply for the primary 9 of track transformer 1, which is fed from the secondary If of the vhighv voltage transformer 3 through leadsV I8` and IS, armature I1, and point of'contact `I 1', connectedv with lead 20 from the primary 9 of track transformer1, will be open. j

y mediate blockl sectional?l and the rails in intermediateblock section `B'Y will vnot be4 energized WhenV a vehicle occupies block A.

Af Armature I 1 will, however, fall into engagement` with point of contact 63 and current will thereupon be fed to the track checkv relay TIRB through vthe circuit from secondary II), through` leads I8 andl I9. armature I1, point of contact 63. resistor 64 and lead 65 to relay TIRB. The other side of this relay is normally connected to 'the 4otherside vof the secondary I0 through a lead 61 to Aone of the track rails and from the track rail by leads I5 and 6,6. 'l

Thus, relay TIRB will be energized even though no current is flowing in winding I2 of trans'- rformer 1 which supplies currentto the rails to with a' check relay but also the resistor circuit as well. While the vehicle occupies block A and track relay TRA is de'energized,v armature 40 connected with lead 39 from' the source of low Voltage current 31, will be in contact with pointl of `contact 42 which connects through lead 4l to motor 33 of the motor alternator set 32. `The motor 33 will, therefore, be in continuous operation and` alternating current 100 cycles per second will be fed finto the trackway conductor sections 30a and 30h. 'This is effected in conductor 30a through blocking condenser BC, leads 35, 46 and 69, armature 68 of relay TRA, point of contact 10 and lead 1l. The other side of trackway conductor section 30a' is normally connected -to the alternator 34 .by lead 3S. Trackwayconcluctor section 30h is normally connected to the alternator 34 so that when the alternator is in operation current of 100 cycles frequency is fed to the trackway conductor section 36h. This circuit is through blocking condenser BC, and lead 35, trackway con ductor section 30h, lead 31 and lead 36 to the other side of the alternator.

Thus, when a vehicle occupies block A, current of 100 cycles per second frequency will be impressed upon the trackway conductor sections 30a and 3th of intermediate block section'B'. p

The rails of main blocksection B `will be supplied with current from track transformer B (this may be alternating current of 140 cycles at 30 volts). This is eected by lead 62 from one side of the secondary l of high Voltage transformer 3 to one side of the primary 8 of track transformer 6. The other side of the secondary is y connected to the primary 8 through lead 18, point of contact 6I oi armature 2l of control relay CRA, lead 22, armaturel 23 of' track relay TRA, back point of contact l,lead 52, armature 53 oftrack check relay TIRB, contact 54, lead55, point of contact 55, and armature'l of safety relay SRB, and leads 58 and 29.

Thus, 'the track rails in main block section B will be energized with alternating current of.140 cycles when a vehicle occupies block A.

Since track control current Will beflowing in main block section B-when .block A is occupied, as previously described, track relay TRB will be energized and track control current will besupplied to intermediate block section C. No current Will be ilowingin the auxiliary trackway conductor circuit of-interrnediate block section C', however, since track relay TRB is eiective for energizing the circuit for the motor alternator set for that block section only when relay TRB is deenergized. Also, track controlcurrent will be supplied tomain block section C since armature Il of track relay TRB- which corresponds to relay TRA Will be in engagement with a point of contact il', closing the circuit for the primary 8 of the track transformer 6 which supplies current to the rails of main block section .C (not shown) in the same manner as TRA when it is energized. v

Similarly, no current vWill be owing in the trackway conductor section of main block section C since the check relay TIR for that block will be energized by the control current supplied from its track transformer. c .l

Thus, when a vehicle occupies blockA, block sections C and C will have current of 140 cycles per second frequency impressedupon their track rails and no current will be flowing in' their respective trackway conductor sections.

Recapitulating the conditionstexisti-ng in the M afin block section A (a) yCurrent shunted by vehicle V causing de-l energization of the track relay TRA (b) No current in the auxiliary trackway conductor circuit Intermediate block section B (a) No current in the track rails. Nevertheless, relay TIRB remains energized by current from Winding l0, through register 64 (b) Current of cycles frequency in the auxiliary trackway conductor circuit Main block section B (a) Current of cycles4 frequency in the track rails (b) Current of 100 cycles frequency in the auxiliary trackway conductor circuit AIntermedicne block section C" and main block section C (a) Current of 140 cycles frequency in the track rails (b') No current in' the auxiliary trackway conductor circuit.

Now assume that the Vehicle occupies' inter mediate block section B'; as shown in Figure 3, instead of main .block section A and also bearing in'mind the showing of Figure l. This vehicle Will shunt out winding I2 supplying current for track check relay'TIRB, causing armature 2 6 which controls the supply of current to -tracktransformer 5 to fall and no control current will flow in the track rails of main block section B. Armature 'l2 of relay TIRB Will fall into engagement with point of contact 13, completing the circuit for the motor alternator 32 which will thereuponsupply current to the track- Way conductor section4 30h of main block section B. .Since there is no control current in the rails of main block section B, relay TRB will fall and the alternator for intermediate block section C' will be set in operation, supplying current to the loop circuit. Since there is no vehicle in main block section A, track relay TRA which controls the energization of the auxiliary trackway con- .ductor circuit for intermediate block section B through armature 'I0 will be energized and the circuit for the trackway conductor of inter-mediate block section B Will be open and no current will ow therein.

Under such conditions-a vehicle occupying intermediate blocksection B and no vehicle' in main block section A, the control and signalling current in the track and auxiliary trackway conductor circuits will be as follows:

Intermediate block section B' (a) Current shunted by vehicle V causing deenergization of checkrelay TIRB (b) No current in the auxiliary trackway conductor circuit l Main block section B (a) No current in the track rails v (b) Current oi 100 cycles frequency in the auxiliary trackway conductor circuit Intermediate block section C (a) Current ofA 140 cycles frequency in the track rails o (b) Current of 100 cycles frequency inthe auxiliary trackway conductor circuit. Referring now to Figure 4 Where a vehicle V occupies main block section A and another vehcle X'isffollowing in overlap block section Bf,

the conditions are yas follows: Vehicle V shunts out relay TRA; armature 40 completes the circuit for motor alternator 32 and armature 68 completes the circuit for the loop circuitin overlap block section B.v Vehicle Xshunts out relay TIRBand armature 26 whichk controls the s upp ly of current for track `transformer 6 willbe openl-no current will be impressed ori-.the track -rails of main block section B. Relay TRB will thereupon open, itsarmatureV falling into engagement vwith point ofcontact 63 completing thecircuit forothe track check relay for `intermediateblock section C (in' the samemanner as rent impressed-upon the track railsand the relay |53 being responsive to alternating current of `100r cyclesper second corresponding to' the current -impressedupon the various loop circuits. .(These reed relays are Well known andare more particularly described in my United States Patent -No.12,105,134'.)` yCurrent from a 'battery source |56 is fed to a vacuum tube amplifier I5| and,

Whenfeither of thev relays |52l or |53 lis .in vibra--v tion,r current is `fed to control relays;n

"Referring .to the recapitulation of :conditions existingin the track-,andloop circuits `with main block section A occupied by a vehicle and referring v to Figure 2, it will be observed lthat intermediate previously` described in connection with Figure 2 whererelay TRA is open). Armature 'l2 of relay TRBwill complete the circuit for the alternator for overlap block section C andcur'rent Will .flow inthe auxiliary rtrackway conductor circuit for overlap block `section C.

The track and auxiliary 'trackway conductor circuit conditions will be: e

y n Main block section A Y (a) Current shunted by vehicle yV causing deenergization of track relay TRA (mNOcunent in the auxiliary trackwayconductor circuit i Y -Intermedicteblock section 13A (a) vCurrent of 140 cycles frequency in'A the track rails (b). Current of `100 cycles frequencyin the auxiliary trackway conductor circuit.V

THE CAB CIRCUITS The cab signalarrangement shownin Figure 5 will'fnow be'consiclered.

Suspended onthevehiclea distance ahead of the first pair of Wheels 'above therails an'dl on the side adjacent the bar (Figure 5), there is block section C has current of 140` cyclesy frequencyy impressed uponthe track rails but 'no current rin;the;auxiliary trackway conductor circuit. Relay |52 is responsive to alternating current of a frequency 140 cycles per secondand isytherefore,in.vibration Whena vehicle entersl overlap block section'C" with main block section A- occupied. Grid |58 of .vacuum tubel'l is thereby inuenced-resulting infa oWPof current through control"1elay.|til; Relay |60i's connected -to battery -|56 byleadslGI" and |62. The other side of relayii i's'connected to the plate-cathode circuit|59byl1ead |63; `1 7- `2=flWhen relay-|60 is energized, its armatures/Will `3.0 'all' be elevatedas shoWnin Figure; Its arma- 'S4-Will engage'front point of contact |65 carrying?current from the battery |56 through leadsl |62 ller; lucana m te signa iight rsa "-niay- -loelcoloredr green. The otherside vof llllfgiArrnaturel'lD will engage front point of contact I'H and will complete a circuit from the towakjpoint of;contact` |13 of signal'relaylflll, through armature y|15 `'of.`.S g1f1al relay |14 and oft'whichisfconnected'to the 'power source |56 through ground by leadw|`|8. The solenoidvalve I lflfis thus normally energized andi/s elective for l closing .the airj supply line to the ,alarmY whistle |199@ i'gIf vthe train be electricallyv operated,` a holding coil lmay be provided effective forholding the circuit-breaker for thefmain power supply4 in closed'position. Ifthis be employed, armature Il lll Will, be Supplied =on signal relay and this i willf'clo'se'the front point of contact|62 connectedby" lead`f|83 to one sideof the holding coil l'lthufsljsupplying current to the holding' coil ljflro'rngth'e battery |56 through' the leads |62, |6|fand|66. The other side of the holdingvcoil is.

w ground connection.

provided .a pick-up transformer |50 which is adapted to receiveby induction thecurrent iinv pressed upon the rails or upon the 4loop 3 0, The

the` relays |52 andv |53; the relay |52y being responsive to alternating current of afrequency of lfiQ- cycles per second,corresponding-tagline curj the vo oe rator will .,getjfa green,l or clear signal indication Vas Vhis -vehicle moves through intermediate block section Cf Q When the Vehicle -mo'vesV intothev zone thev loop circuit of nain-block section; B, however, current'of 100 cycles frequency is'flowing in the auxiliary trackway conductor circuit as .Well as the cycle current in the track rails. The current in thelocpv circuit will be picked up inductively by` the pick-up transformer |50 and after lpassing-through the amplifier will energize 'reed relay |53Which is tuned to l100` cycles per second.

Since 140 cycle current is also owing inthe rails of main block section B, reed relay |52. will also be in vibration and the green signal light will be illuminated so long as the vehicle continues to move through main block sectionB.

Thus, with block A occupied, a train moving through main block section B will get a clear indication (green), if the loop circuit does not extend throughout the extent of main block section B, until it reaches the zone controlled by the auxiliary trackway conductor circuit whereupon it will get an approach medium 4signal (green over. yellow) indicating to the operator that he should approach at medium speed.

When they vehicle Vpasses from main block section B into intermediate block sectiony B' the green signal light will be extinguished since the track rails in that section are not' energized and an approach signal (yellow over red) will be given in the following manner: Since current of 100 cycles per second is still owing in the auxiliary trackway conductor circuit of intermediate block section B', the yellow light will remain illuminated, current being supplied in the manner just described for main block section B. There is no control current in thetrack rails of intermediate block section B', however, and relay |52 will not be energized. Asa consequence, control relay |60 'will be deenergized .and its armature |64 will Vfall, completing the circuit for a signal light which may be coloredred. The connection is from armature |64., back point of contact |9| and lead |92 tothe signal light |93, the other side of which is connected to the power source |56 through ground connection by lead |69.

When the vehicle enters block section A which is already occupied by the vehicle V, there will be no current flowing in the rails for it has been shun-ted out by the vehicle V. Thus neither relays |52 and |53 -will be in vibration and both relays |60 and |14 willbe deenergized. This will bring armature |64 into engagementI with back point Armature |8| will drop away from front point of contact |82 thus interrupting the supply of current for the holding coil and the main circuit for the supply of current to the driving motors, if the engine be electrically driven, will be interrupted.

Should the operator desire to continue move-l ment of the vehicle, he may manually operate the reset button |94, thus energizing the holding coil |30 and the valve |11. The danger signal will continue to be illuminated, however, so long as the vehicle carrying the signalling equipment is occupying the same block as another vehicle or the supply of current to the track rails is nterrupted for any other reason;

The cabsignals appearing in a vehicle approaching occupied main block section A would be:

Intermediate block section C: Green-clearproceed at full speed Main block section B: Green over yellow-approach medium-approach next signal or indication point at notexceeding medium speed Intermediate block section B: Yellow over redapproach-prepare to stop at next signal or indication point. Reduce to low speed.

Main block section A: Red-danger-stop at OnCe.

The cab signals which would be given for the other conditions are shown in Figures 3 and 4 where the cab signal designations have been shown over the various block sections.

Assuming that all blocks are unoccupied, relay TRB will be energized since it is only deenergized when the supply of current is shunted out by a vehicle in block B or when the current is shunted out of the track rails in intermediate block section B causing relay TIRB to fall and interrupting the supply of track relay current to main block section B at point of contact 21. When relay TRB is energized no current flows in the auxiliary trackway conductor circuit for intermediate blockvsection C since the supply of current to that circuit is controlled by arma` ture 12 of relay TIRB which is elevated away from its back point of contact 13 and by armature 40 of relay TRAwhich is elevated from its back point of contact 42. There is, therefore, train cab control current flowing in the track rails of all block sections and no train cab control current flowing in the trackway conductors. Thus a vehicle moving along the trackway would continuously exhibit a green or lclear-proceed at'v full speed signal.

Should there be any failure of any auxiliary trackway conductor circuit, control relays CR will be deenergized. They are direct current relays receiving current through the auxiliary trackway conductor circuits in the manner pre' viously described. When any control relay CR isl deenergized, the circuit for the track current in the next rearward main block section will be opened and since no current will then be flowing auxiliary treackwayv By providing such relays provision is made for y adequately safe-guarding against'any failure of the equipment for upon such failure a morere'- stricted condition is indicatedthan actually ex.-V l

Thel particular type .of ca-'o signalequipment is not important so long'as it isdesigned to translate the currentin the'track rails and auxiliary trackway conductor circuits into proper signals and/or controls. :The reed vrelay type equipment isparticularly well adapted for use with this invention.

By the terms control and train control as used in the specification and the claims I mean to include signals which indicate to the vehicle operator the proper control to be effected as well' as direct mechanical or electrical control as in the device described above where the'brakesv of the vehicle' are controlled. Likewise by the term different current as used herein in distinguishing the auxiliary trackway conductor andftrack currents, I intendto include alternating currents of diiferent frequencies, alternating and direct current, alternatingand pulsating direct current, and thelike. i I I i While I have illustrated and described certain preferred embodiments ofl my invention, the same is not limited to those described and illustrated but all other embodiments within the scope of the following claims: i

Iclaim: l. ..l f r- 1. .A trackway systemf for train control in tracks. divided into block sections comprising means for impressingtrain control periodically varying current of one'frequency upon Ythe track rails in each blocksection only when the next advance block section is clear, an auxiliary trackway conductor disposed within a portionvat leastl of each Vblock section, and means for impressing train control. periodically varying current of a 4second frequency upon the conductor in 'said block `section only when the nextor secondedvance block section is not clear, said currents of dilerent characteristics flowing in said track rails and conductor respectively; either simultaneously-or in one or the other depending upon`v advance traffic conditions.

2. A trackway system for train control in tracks divided into block sections comprising means for impressing train control periodically varying cur-v rent of one frequency upon the track rails of veach block section only when the 'next advance block section is'clear, an auxiliary trackwayV conductor disposed within a'portion at least of each block;

simultaneously when'the said next advance block section is clear but the second advance block sectiondsnotclean. iy 1.1.1.

.3.;Atrackwaysystem for train controlin tracks divided into blocks each including a main and an intermediate section comprising means for impressing train-control periodically varying 7 currentl of'one frequency uponthe track rails in a 'section onlyV when the next advance section is clear, an. auxiliaryv trackway conductor in the intermediate `section and a similarpconductor in the. exit end at least of the main section, means, for :impressing tra-in control periodicallyk varying current ofl a second rfrequency upon the conductor in the next rearward main or intermediate A section when the adjacent advance section isf` not clear, and means for impressing saidcurrents of diiferentcfrequencies .onto Asaid rails and conductor respectively, in a rearward main lor in.- terniediate block section when the adjacent advance section is clear butthe second advance section is not clear. l i i @4.A trackway system for train control in tracks divided intorblock .sections comprising means forimpres'sing train control periodically varying current of one frequency Vupon the track 'rails' of each block section. when the next advance block section is clear, an auxiliary trackway conductordisposed within-a portion at least ofeach` block'section, means for impressing train control periodically varying currentof another vfrequency upon' 'said kauxiliary trackway conducto-nwhen said next or second advanceblock section is not clear, currents of different frequencies flowing inv said track rails and conductor respectively, sin multaneously erin one Ior vthe other 'depending' uponladvance tra'ic conditions, a train carried pick-up :transformer for receiving said'4 currents, and train lcarried meansresponsive to said train control currents for initiating signals indicat-I upon said `auxiliary trackway conducto-r when said'next or second advanceblock section is, not A clear,A currents of dilferent frequencies flowing in said track rails'A and conductor. respectively, simultaneouslyl or "in one orthe other depending upon'fadvance traffic conditions, a train carried pick-up transforr'ner for receiving-said currents, train carried means responsive to said train control currents for initiating signals indicating traffic conditions, and a train carried.L receiver including means for translating said track current into one signal indication, meansfor translating said; yauxiliary trackway conductor currentv into va second signal indication, and means opera-v tiveupon'the failure of said track current for initiating a third signal. l

6. A trackway system for train control in tracksl divided into electrically insulated Ymain andoverlap'block sections comprising meansfor impressing train control periodically varying current of one frequency upon the track rails in the main and overlap block sections :in accordance with' advance traffic conditions, auxiliary trackway "conductors disposed within said intermediate blocksections andthe exit end at leastof.

saidmain" block (sections, 'means for impressing train controlperiodically varying current'fof' a secondfrequency upon the auxiliaryKA conductors in the main and overlap block sections in accordance .with advance tralc conditions, a track relay responsive to the flow of said train control current in said main block section and effective for controlling the Supply of train control current tothe track rails in the next rearward intermediate block section, a track check relay responsive to the iiow of said train control current in said intermediate block' section and effective for controlling the supply of train control current to the track rails in the next rearward main block section, and a circuit controlled by said track relay for supplying energizing current to said track check relay when the track relay in lthe next advance main block section is deenergized.

7. A trackway system for train control in tracks divided into electrically insulated main and overlap block sections comprising means for impressing train control periodically varying current of one frequency upon the track rails in the main and overlap block sections in accordance with advance traliic conditions, auxiliary trackway conductors disposed within said intermediate block sections and the exit end at least of said main block sections, means for impressing train control periodically varying current of a second frequencyy upon the auxiliary conductors in the main and overlap block sections in accordance with advance traiiic conditions, a track relay responsive to the flow of said train control current in said main block section and effective for controlling the supply of train control current to the track rails in the next rearward intermediate block section, `a track check relay responsive to the liow of said train control current in said intermedia-te block section and effective for controlling the supply of train control current to the track rails in the next rearward main block section, a source of high voltage current; and a resistor and a circuit controlled by s'aid track relay for supplying cur-rent from said source through said resistor for energizing said track check relay when the track relay in the next advance main block section is deenergized.

8. A trackway system for train control in tracks divided into block sections comprising Ameans for impressing train control periodically varying current of one frequency uponthe track rails in one block section, an auxiliary trackway conductor disposed within said block section, an alternatorvfor supplying train control periodically varying current of a different frequency to the conductor in said block section, either simultaneous with'or separate vfrom the supply of said track current, land means for controlling the supply of either frequency current to their respective railsfor conductors, including a track current re-y sponsive relay in an advanceblock section controlling the supply of track current and conductor current to rearward block sections to provide conductor current only in the first rearward block section and track and conductor current simultaneously in the second rearward block section when said advance block section is not clear. y

9. In a trackway system for train control in tracks divided into main and intermediate block sections, auxiliary trackway conductors in said sections connected together by a choke coil for the passage of direct current therethrough, a circuit for supplying alternating current to said trackway conductors, a direct current relay for initiating a restrictive control in a rearward` block section upon deenergization of said control relay through failure of saidA auxiliary trackway conductor circuit, a circuitv for the supply of direct current for energizing said control relay, said circuit Vbeing completed through said conductors and choke coil, and a blocking condenser sections, auxiliary trackway conductors in said sections connected together by a choke coil for the passage of direct current therethrough, a

l circuit for the supply of train control current in a rearward block section, a direct current relay in said circuit for initiatinga restrictive control in said rearward block section upon deenergization of said control relay through failure of said auxiliary trackway conductor circuit, a'

direct current into the alternator.

1l. A trackway system for `train control in tracks divided into electrically insulated main' and overlap block sections comprising a circuit for supplying train control periodically varying current of one frequency to the track rails in the main and intermediate block sections, a track relay responsive to the current in the main block section and controlling the supply of train control current to the track rails in the next rearward intermediate block section, a track check relay responsive to the current in the intermediate block section and controlling the supply of train control current to the track rails in the next rearward main block section, auxiliary trackway conductors disposed within the main .and intermediate block sections, an. alternator for supplying current of a second frequency to the trackway conductors, a circuit controlled by said track relayand said track check relay to initiate said alternator upon deenergization of either of said relays, a circuit permanently connecting the auxiliary trackway conductor in the main block section to said alternator, and an independent circuit controlled by the track relay in the next advance main section connecting the auxiliary trackway conductor in the intermediate block section to the alternator to provide for the ow of current only intheauxiliary conductor when the next advance block section is not clear, in the rails and conductor respectively, simultaneously when the next advance block section is clear but the second advance block sec-` tion is not clear, and only in the rails when at least two sections in advance are clear.

l2. In a trackway system for train control in tracks divided into sections, an auxiliary trackway conductor, means for supplying current of one frequency to the track rails, an alternator for supplying current of a different frequency to the conductor, a safety relay for controlling the V supply of current to the track rails in a rearway conductor, means for supplying current of one frequency to the track rails, an alternator for supplying current of a different frequency to the conductor, a track relay connected to the rails and responsive to said current of one frequency, a safety relay for controlling 'the supply of current to the track relay in a rearward block section to initiate a restrictive control through said track relay in the event of failure of said alternator, and a circuit for supplying current from said alternator to energize said safety relay only so long as said alternator is in operation.

14. In a trackway system for train control in tracks divided into sections, an auxiliary trackway conductor, means for supplying current of one frequency to the track rails, means for sup-- plying current of a `different frequency to thel conductor, and a safety relay energized by said current of different frequency for controlling the operationof a relay in a rearward block section to initiate a restrictive control in said rearward block section in the event of failure of said means for supplying current o f a different frequency to said conductor.

15. A trackway system in accordance with claim 3-`in which the means for impressingtrain I control periodically varying current of a second frequency includes an alternator for supplying current of a frequency different from the current supplied vto the track rails.

' MAX THEODORE WINTSCH.