US2628572A - Magnetic control system for railway traffic - Google Patents

Description

Feb. 17, 1953' J. A. LE 'GOFF 2,628,572

MAGNETIC CONTROL SYSTEM FOR RAILWAY TRAFFIC Filed March 13, 1947 5 Sheets-Sheet 2 Feb. 17, 1953 1 J. A. LE GoFF 2,628,572

MAGNETIC CONTROL SYSTEM FOR RAILWAY TRAFFIC Filed March 15. 1947 5 Sheets-Sheet 3 mm, A wm. um. wm Mv Feb, 17, 1953 L. J. A. LE GoFF 2,628,572

MAGNETIC CONTROL SYSTEM FOR RAILWAY TRAFFIC Filed March 15. 1947 5 Sheets-Sheet 4 *puy 11111111! Feb. 17, 1953 J. A. LE GOFF 2,628,572

MAGNETIC CONTROL SYSTEM FOR RAILWAY TRAFFIC Filed March 13. 1947 y 5 Sheets-Sheet 5 2 7 90 10o 7/ me 7 93 a' -IIII Patented Feb. 17, 1953 MAGNETIC CONTROL SYSTEM FOR RAILWAY TRAFFIC Lucien Joseph Armand Le Goff, Clichy, France, assigner to Societe dElectricite Mors, Clichy,

France Application March 13, 1947, Serial No. 734,513 In France April 7, 1939 19 Claims.

The present invention has for its object a device for facilitating and improving the conditions in which railways are operated. A principal objective is to provide each train with an indicating mark which is peculiar to given working conditions as to circulation and destination data.

Said indicating mark actuates, automatically, stationary receiving sets which intervene in turn either in indicative or imperative manner on devices such as devices usually arranged alongside the tracks.

According to the invention, magnetized zones are formed on wheel treads through magnetic inscribing members positioned -in xed places where the vehicles pass by; those magnetized zones then act by induction on stationary track members electrically connected with the devices which are to receive indications or controls.

In the rst place the invention is applicable to the shunting or switching of cars. In this case, the wheels of each car are provided with inscriptions which are peculiar to this car; by acting on electromagnetic receivers said inscriptions control automatically the different points in order to enable the car concerned to reach the desired line.

The invention is also applicable to the signalling of trains at level crossings.

Level crossings must be closed before the trains come. If the time table is relied upon for this purpose, broad time limits have to be adopted, and the crossings are kept at a standstill for too long a period. If automatic devices located at a certain distance before the level crossing are relied upon, for signalling the on-coming train, and if those devices are positioned at points which are suitable for fast trains, they will signal too early in case of a slow running train.

With the help of the magnetic inscriptions according to the invention, it is possible to either signal each train or control the closing of the crossing at the desired moment so as to prevent the crossing from remaining closed too long.

The invention is shown by way of example only in the following drawing, in which:

Fig. 1 shows diagrammatically the tracks of the shunting yard.

Fig. la is an elevation view of a wheel showing diagrammatically diierent magnetic patterns thereon.

Figs. 2 and 3 are a vertical sectional View from II-II and a plan View of the magnetic inscribing apparatus, respectively.

Figs. 4 and 5 are a vertical sectional View from IV-IV and a plan view of an apparatus for the reception of magnetic signals, respectively.

Fig. 6 shows diagrammatically the head installations of a shunting area or group of points, said installations serving for inscribing` the magnetic signals on the treads.

Figs. '7, 3 and 9 are a vertical sectional view, a horizontal sectional View from VIII--VIII and a plan view of the magnetic inscription controlling device, respectively.

Fig. 6a following Fig. 6 is a diagrammatic view of the controlling arrangements for a switch in a shunting yard.

Fig. l0 is a diagrammatic view of a train signalling apparatus for level crossings.

Referring to Fig. l, a netwark of shunting tracks is shown here. The train of cars to be shunted is located on track 33 shown diagrammatically with a single line, the level of said track, especially on knoll F being substantially higher than that of the receiving lines numbered from I to 32, thus enabling the cars released on the knoll to reach the receiving yard through their own weight. Suitably positioned switches make possible a run from track 33 to any one of tracks I to 32.

In the arrangement shown, track 33 is doubled at stage A, each line being doubledin turn on stage B toward switches B1 and B2, said lines being doubled in turn on stage C at C1, C2, Ca and C4, and so on, on stages D and E. With live subsequent stages, 32 tracks may be connected, which is generally a suilicient number; another stage would tie in a total of 64 tracks. Under these conditions, a vehicle starting from line 33 will meet with a switch at each stage A, B, C, D and E and its course is completely defined if the position of the switch of stage A, then of the switch of stage B, etc. are defined. For instance, a vehicle bound to track 21 passes over switch A on the right, switch Bz of stage B on the right, switch C4 of stage C on the left, switch D7 of stage D on the right and switch E14 of stage E on the left.

According to the invention, suitably selected zones of one or a plurality of wheel treads are magnetized so as to form an inscription carried by the vehicle and corresponding to its prescribed itinerary.

In the embodiment described, said inscription takes place on the treads of both wheels of a given axle (leading axle of the vehicle or train, for example). Magnetic indications are peripherically distributed so as to allow, for instance, placing eight of them on the wheel having the smallest diameter, which corresponds to a given linear development. A rst magnetic indications O (Fig. la) provided simultaneously on both left and right wheels will denne the origin of the inscription; the indications are then placed either on the left or on the right side according to the direction of the control to he determined. n the example shown, the nrst magnetic indication O tells the source of the inscription, the second indication A placed either on the left or right side corresponds either to the left or right control of the firsth switch met (stage A); the third mark B arranged on the right or left side corresponds to the right or left side control direction of the second switch met (stage B), and so on. On the whole, there are sin marks used to control the switches, and the two additional marks may be employed for automatic control of stationary brakes arranged in the shunting places so as to slow down fast running cars, space the cars regularly on the shunting area and moderate speed on receiving tracks, taking into account the load and wind-resisting characteristic of each car, etc. Such arrangements are not shown in the example given.

The magnetic inscription is obtained through electromagnets arranged alongside the assembly of tracks. This assembly of apparatus is located before the rst switch, ina sloping zone of knoll F where the already fast running cars are clearly spaced from one another. This suitable arrangement is however, not indispensable and the unit may be placed at any point on the top of the knoll or adjacent thereto.

The assembly includes two units of six electromagnets each arranged face to face on the two rails of the track as partially shown in Figs, 2 and 3 on which 34 is the rolling rail; 35 a magnetic iron member having a low retentive characteristic, said iron member being secured on the rail web and carrying a core with a pole extension 31 terminated by a narrow extension 3; level with the running surface or tread of the rail and at a certain distance therefrom. A winding S9 carried by a spool 40 is mounted on the core. Each apparatus is completed. with a housing 4l and plugs 42. It will be readily understood that when current flows through the winding a magnetic eld is created. When a wheel passes over, the magnetic flux path is closed by the wheel tread (shown at G3) and creates therein `a magnetic condition in the zone adjacent to the contact point with the rail. In the absence of current, the passing wheel is not affected due to the low retentiveness of the metal of the electromagnet.

The distance from axis to axis of the electromagnet fixed on the same rail corresponds, as stated hereinabove, with a determined section of the periphery of the smallest wheel employed.

Ahead of each switch, under conditions to be detailed further on, each wheel comes in front of a xed member, which may be influenced by the magnetic zones created on the wheel treads for the purpose of controlling the switch. For this purpose, each rail includes an apparatus such as shown in Figs. 4 and 5, comprising substantially a low retentive magnetic core 44 fixed on the rail web, carrying a winding 45 or a spool iii and a pole extension 41. This extension is directed toward the head of the rail almost at the running surface thereof. a suitable gap being provided therebetween. It is desirable that this gap be Variable, and so the extension 4'.' is conditioned to bend, the possible contact zone being protected or not by a strip of suitable material, for instance of rubber, not shown.

During the running period, when a magnetized zone of the tread moves near the extension 41, a magnetic flux running through extension 41, core M and the rail, is created, increases and then decreases: the result thereof is a momentary electromotive force in winding 45 which will be used to control the switch as stated hereinafter; the number and arrangement of these subsequent voltage impulses determining the way the switch is to be thrown and being governed by the arrangement of the magnetized zones previously created on the wheel treads. The longitudinal dimansion of extension 4? must secure a complete reception of the signal carried by the wheel; said dimension is somewhat lower than the total developments of a wheel having the maximum practical diameter and of a wheel having the minimum practical diameter of a car.

Non-magnetic supports 49 in suitable qua-ntity are distributed along the apparatus.

In the zones where signalling, traction and undetemined wandering currents flow it may be desirable to form an extension 43 similar to extension 47 but directed towards the rail bearing plate or sole, so that the magnetic reluctance to the iiux toward the head of the rail opposed by the extension il and toward the sole by extension t28 are equal. It may be readily seen that under these conditions the flux created by the currents in the rail and located in the head and the sole cancel each other in the core M and may not influence the winding.

6 refers to the controlling and feeding devices or the inscribing eiectro magnets placed ahead of the group of points as at VI-VL The train to be shunted moves on track 33 in the direction of arrow 5D. During this movement, the wheel treads pass in front of the extensions of a demagnetizing device which is to cancel every previous magnetic condition of the treads. Such device, arranged in a manner analogous to that above described in connection with the reading of inscription adapted to the particular function, includes notably extensions adjacent to the running surface of the rail on a length corresponding to the development of the wheel having the maximum practical diameter'. To each extension 5|, 52, on each rail, cori esponds an energizing winding E3, :lf3 fed with alternating current through wires The whole of the magnetic inscriping apparatuses are fed by a set of batteries 56 loaded by a transformer 57 and a rectifier 58.

In the followinug movement of the vehicle, the treads of the first axle mt successively on each rail the six inscribing electro-magnets shown by means of their pole extensions and windings, 59a, 55h, 50c, 59d, 59e, 59j, 60a, 60h, 60e, 60d, 56e and Edf placed faced to face. The windings Ede, Elda for simultaneous inscriptions on the two treads of the original mark are fed in parallel between wire Gi and wire 62 connected to the terminals of battery 55 through contact 63 of relay Se. windings 59D or Gib of the electromagnets of the following row are fed between wires 6I and 82; the circuit is closed on 59o or 60h through operation of a reversing contact 64 and completed by contact 63 of relay 64. In the same way, the action of contact E5 allows winding 59e or 63e to be fed, contact 65 operates the selection of the CZ row windings, Contact 61 that of row c and contact 58 the selection of f row contacts.

In the same way as contact Blof relay 64 a1- lows the windings of rows a, b, c, to be fed, contact 169 of relay'l enables the feeding/of windings d, e, f. Selecting contacts 64, 65, 66, 61, 68 are controlled by a mechanical selector described hereinafter; the depression of a push button applied to a reception track of the-selector determinesl by setting the contacts, the energizing of the windings of the suitable left or right track. For instance, the operation of push button 21 sets contact 61| for feeding 60h (right raill; the setting'of contact 65 energizes winding'Gc (right rail); the setting oi" contact 66 energizes winding 59d (left rail); the setting of contact '61 energizes winding 60e (right rail), and the setting of contact 68 .feeds winding 59! (leftA rail).

At the moment where al vkey or push button such as 21 (-Figf. 7!) is depressed, triggering plate 92 is caused to .move under condition that. locking device 1I is disengaged by winding 1.2', which cannot take place unless contact 13 of relay 16 normally closed, is in fact closed. 'I'he triggering plate closes contacts 14-but for a briefV interval 'and' then is returned to the triggering position of the key by a spring (Fig. 7). By closing of contacts 1'4, la circuit is closed between conductors 6| and 62 bynormally closed contacts 15 and 16 of relays 10 and 11 tofcause operation of relay 18'. Contact 19' is substituted then for contacts 14 for maintaining relay 18 in an energized condition. Thus, contact 80 remains set (relay 18).

Before coming up to the nrst inscribing electromagnet, the Wheel engages a pedal 8l which closes the normally open circuit of relay 82 energized between conductors Iii- 62 by contact 83 of relay 10, When relay 82 is energized, it closes its contacts 841-85., and 84 closes the circuit. of relay 64 which becomes thus energized; the circuit is completedV by contact 80 of relay 1.8 set as stated above. Relay 64 being energized, its contact' 86 proper is substituted for contact '84 of relay 82, the latter beingde-energized as soon as the wheel has passed over pedal 81; the circuit of relay 64 is then closed by contact. 86' and pedal. contact 81 in its normal position. The. short durationof the closing ro1 contact 85 has allowed. the simultaneous energizing of relays 10 and 11, which circuit is completed by contact' 80, as stated above. The energizing of relays 10 and 11 opens normally closed contacts 13, and` 16. Feeding contacts 15 bis, 16 bis of relays 18 and 1-1 are substituted for back contacts 15 and 16 of same relays, thus securing an uninterrupted feeding circuit for relay 18. The openingof contact 13 opens the energizing contact of winding 12, and then the locking device 1l prevents triggering plaque 10 from moving thus impeding any further depression of another key until the very moment corresponding to the end of the magnetic` inscription of the whole of the sig-nal or indication referring to the reception track as will appear from the next part of this description, and the circuit of relays 10 and 11 is then kept closed by pedal contact 89 which is normally set.

As soon as the wheel has passed the lthird row of electro-magnets, it operates a` pedal 81 which cuts its contact involving the opening of the circuit of relay 64 which is thus de-energized. This release is conrmed by the opening of contact 86 of the same circuit replacing the short duration cut of the pedal contact when the wheel passed over it. The de-energizing of relay 64 provokes the yopening of contact 63 which suppresses the feeding of three rows of electro magnets having ended their action on the treads. 'I'hisarrangef ment enables 'putting'under tensionthe flrstth'ree electromagnets during exactlyy the time necessary and preventstheir-actionon. thewheeltread` of the following axles at a shortdistance, such as-the second axle of. a. bogiei. The. vehicle, iol:- lowing its movement, is iniluenced bythe three last rows of electro-magnets, then the.. wheel. 'engages pedal 89 which openszits. contact,.thu`s lopening the circuit of' relays 1.6-1.1.. Relay 10 is im mediately deenergized,. 'conrming' through the release of contact 88 the short. action yof pedal contact 89 which closesas soon 'as'. thel wheel passes on. The release of relay lil'results in the de-energizing of the three lastA rows of' electromagnets, dueto the opening or contact 69.v

Relay 11, having a slow release characteristic. remains in an energizedipositipn for a shortwhil'e after 'relay 10 has been released, then the circuit of relay 18 is opened by contact 15 bis of relay 19. Relay 1,8" is defenergized, thus. terminating a cycleof operationL otV the apparatus, every member of which being nowy in its initial position of rest. As soon as the last axlejof the car or group of cars has passedy over pedal 81 on its way,;the depression of another key or push button will set the. assembly in position for the new destination selected.

It may be remarked that in the. arrangement thus described by way of example.. the energizing of the inscription electromagnetstakes place during the very shorttime of thefpassing of av single axle.; such arrangementmaks" itpossible Ito `apply a-consi'derable amount of electric power to each electro-magnet4 without any-danger of heating and without an exaggerated consumption oi' elec. tricity, while still obtainingpowerful magnetic results on the wheel treads.' 'y The separation of the unit into. two groups of three electromagnets each on each rail may give satisfactory results,` and said separation may be decreased or increased. yIn some particular embodiments of the invention, it would' be possible, for instance, to have a pedal associated' with each row'of electromagnets, allowing an individual energizing thereof when the wheel passes. over it. In this arrangement, the energizing of each electromagnet may be obtaine'dthrough the kdischarge of a condenser thus enabling powerful re'- sults of very short duration to be obtained with a reasonable amount rof energy.

Contacts. 64, 65, 66, 151', 68 for selection of the inscrbing electromagnet windings shown in the diagram of Fig. 6- are indicated withl the same reference numbers in Figs. 1, 8,79 showing the mechanical controlling selector. This apparatus S, enclosed in a housing 9.0, has push buttons numbered from l to 32 extending from its upper portion in the example shown, corresponding each to a reception track of the shunting area. Their' arrangement is made according to` numbers by rows of ten. Each key is biased upward by a spring such as S'I bearing on the fixed bottom and actingv on a llange provided on each stem.

The push buttons pass through a triggering plate 92 and five switch plates93b, 93e, 93d, 93e, 93j. These plates move transversely to the push button axis in guiding portions of side supports E34- 95. vThe switch plates, due to action of push members 96h, to 96], operate inversing contacts 64 to 68. The push rods have' a set of elements 91 and 98 with alternating largeand small diameters, so that when the, push button is depressed the large'diameter elements are level with the switch plates. A taperedpcrti'on ensures a proper junction of each larger diameterelement with its next small diameter element above.

The push rods pass through the plates by means of holes the diameter of which corresponds to the larger elements of the rods. The clearance of said holes around the small diameter elements of the rods enables the plate to `occupy indifferently a position on the right or on the left of its stroke. The depression of a push rod causes the tapered junctioning portions to act on the plates thus moving same toward the left or the right according to the position of the hole, the latter being centered on the large diameter portion of the push member at the end of its movement. For instance, the depression of push button 21 confirms or provokes the positioning of plate 93h to the right, 93c to the right, 93d to the left, 93e to the right, 93f to the left and causes contacts 64 land 68 to be closed in the suitable direction. A large diameter element lies above or under the triggering plate 92 according to whether the corresponding push rod is protruding or depressed. Said large diameter element is rounded on by two tapered portions with the small diameter elements on either side. At the moment the key is depressed, the tapered portion located under element 99 acts on the triggering plate and pushes it toward the right. At the right end of this stroke, the hole in the triggering plate is concentric with the operated push rod; the same lapplies to every other key, and notably a previously operated key is not hindered from gettingr back to its protrud ing position under the action of spring 9|. Following the operation of the selected key the large diameter element 99 passes under the plate, the latter returns, under the action of spring l to its initial position and triggers or retains the key n its depressed position such as shown for push button 21.

'I'he operation of a push button is dependent upon the position of the triggering plate 92. The latter is controlled by an electr-o magnetic locking device having a Winding 12 carried by elements forming a magnetic circuit with pole extensions |0|-|02. These elements may be pole extensions I0| which are connected by a transverse vertical member |02. The member |02 pivotally supports one edge of lan armature |03, to wh-ose opposite edge is pivotally connected a vertical link |04. On the upper portion, the link |04 is guided by part |05 of a fixed member |05 and has on its end a triggering member 1| or disc which ilts in an opening in the triggering plate 92. When the locking device is in its energized position the disc 'il is level with the opening of said trigger plate 92 thus Aallowing the triggering plate to be freely actuated. An insulating block |06 acts upon contact 14 operated by the triggering plate.

Each vehicle or group of vehicles the iirst axle of which has received magnetic inscriptions corresponding to its predetermined itinerary, as disclosed hereinabove, subsequently controls the switches it encounters. Both equipment and -operation of a third row switch are described hereunder, switch C4 for example. A device similar to that disclosed is provided for each point. As soon as the first axle has passed over the point of the previous switch, i. e. B2, its Wheel treads act through their magnetic marks on the extensions 419, 41d (Fig. 6a), of a feeler or magnetic flux detecting apparatus. Voltages are inducted in the corresponding windings 45g, 45d. Each 8 winding is connected with the entrance circuit of an amplifier |019, |01d fed on the other hand with alternating current by a line |08.

Particulars of the amplifying circuit are not shown, the latter being of a conventional type. suitably amplified voltage impulses feed relays |09d, |099 after the waveform has been transformed and rectified through transformer rectiiier units lld, ||09. Thus, relays |09d and |099 are subjected to the rhythm of impulses corresponding to the magnetic marks carried by the wheels of the first axle. A D. C. supply fed through a transformer rectifier unit ||2, causes conductors |3-| |4 to be energized. 'I'he Wheel approaches the feeler device in any way and the impulses received subsequently on the left or right rail cause either of relays |09d. |099 to beat without any further consequence.

When the magnetic mark, arranged to correspond on both wheels so as to serve as origin of the magnetic inscription, appears the two relays |09d and |009 are energized simultaneously. A circuit is then set from conductor ||3 by contact ||5d of relay |09d, contact ||5g of relay |099, the winding of relay H6, parallel with winding ||1 of the step by step rod switch IIB and back to conductor ||4. Relay ||6 is energized and remains in this condition for a time, under the action of ring ||6a, on its magnetic circuit. Another consequence of the energizing of relay I6 is that*l locking tooth 9 and operating teeth |20 are engaged on the ratchet wheel of the step by step switch due to arms |22 and rollers |23, |24. When winding ||1 is energized armature |25 is attracted and operating tooth |2| is actuated thus moving the switch by half steps.

When winding I |1 is de-energized, the action of tooth |20 moves the switch by another half step, thus engaging brushes |26d and |269 with the first row of stationary contacts |21d and |219 not connected elsewhere in this case. The following impulse is received either by relay |09d, or by relay |099. A circuit is then established from conductor ||3 either through Contact |28d or contact |289, then through contact |29 of relay IIE, and the current flows in parallel in the windings of relay ||6 which is thus held energized and in winding ||1 of the step by step switch which is thus moved another hall.' step under the action of tooth |2|, cutting the contact between the brushes and the first row of fixed contacts. When the winding ||1 is de'energized, there takes place another motion of the switch under the action of tooth |20 and subsequent engagement of brushes |26d, |269 with the second row of stationary contacts |30d, |309.

The following impulse (the second impulse after the double original impulse) operates in a similar way and brings the brushes in engagement with the third row of stationary contacts lld and. |319. The next impulse (the third im pulse after the double original impulse) corresponds to the control of the point or switch. In fact, a circuit utilizing contact |32 of relay |6 is closed either through contact |33d of relay |09d, brush |26d, stationary contact I3Id, winding |34dI and back to conductor ||4; or through contact |339 of relay |099, brush |269, contact |3|9, Winding |349 and back to conductor H4. The operation of the step by step rod switch takes place as formerly and continues with the following impulses. Windings |34d and |349 belong t0 a so-cal'le'dltilter recorder relay having two-positions and stabilized by a device not shown (magz Y neticlor mechanical), so that the movable members-of said relay fare'held in the last position set.l -The momentary feeding of reither winding* |34d, |34g as disclosed hereinabove, confirms the positionof theftilter recorder |35 or causes same to tilt inthe direction corresponding t the controlof the switch. .It has been seen that the recurrence of impulses cau-sed the maintaining of relay-||6 in anvenergized condition. kWhen the last r`impulse of vthe characteristic signall has been received, a certain time elapses, then relay ||6 is l f sending current directly through winding |34d or winding- |349 of `theftilter. recorder.

The `tracks controlled byswitch C4 are equipped like'- a conventional trackgcircuity from a place H Ilocatedeabove the'switch and; a-longit-hefbranches to the gaugeclearance,` withY feeding through. a

transformer '|38 andi-a protectingiresistance |39. y

As-soonfas a vehicleis clear ffrom theAtra-ck circuit, track current reaches Ia twoelement relay |40which becomesfthus energized. y, A circuit is contacts vl-42d, |42g, "tilt'er recorder` |35, either yof windingswl'43d, |43g,'-of a'relay .with two stabilized positions 49 called tiltervb'reaken .and the Acircuit closes on conductor ||4. The-operation of the tilter' breaker is similarto that of the tilter recorder,'but -it compriseslhighintensity contacts thev-threeiphasemotor |41 which controls -the f switchconsidered. Contacts |4801, lleldnlitd,

|ll9gare'. Send Astroke contacts 'controlled by the Figi 110 Yshows 'an example lwherein the cnagv netic inscri'bing device is appliedto alevel crossing warning `device.`

A-Bis a railway track-level crossed at P byT a roadway. Thedescription relates to the` casewherein the railway traffic takesplace from left Y to right. y.

A contact |`5| is actuated in a iixe'd vai)para'tusj' called -peda1'" kby' the nfread'orfia'rige of the when of the first.y axle of any 'oncoming trai'non the track. The'depression' of said i'a'edal'open's''a4 coni'v tact |5| and immediately delener'g'iz'e-s' a rela'ylr" been rendered 'definitive 'by "cutting contact |56' `causes both`the"lghting"of "ai warning lamp'A` |51v andthe ringing 'of abell 5'8"through-contact" |59f *This device,- in the usual way; the lminediate-warning'yand pedal |5| must be located-bear# clear the level crossing area.

scribed applies-only -in case of fast and highly ac@L celerating vehicles.

Slow vehicles. actfthrought-he wheels of their Thel device'- de-r ilrst axle iirstly Ion'pedal |5I, thenalso 4on'the pole :extension of vaY feelingV device |52 similar to that'describedin connection with Figs.;:2l and 3;

The 4impulses corresponding to the -magnetic mark previously set on the-wheel tread-are suit-` ably amplified, then rectiiiedy through amplifierA |18 and rectier |79 and eventually applied to a local supply IGI through contacts |62 of relays l |54 "and |63 of relay |60. The energizing of rerlay lcontrols thro-ugh a Contact |64 a warning light which signals the approach of a slow train. Y

This signal may be used ydirectly by the railwayv personnel to ldelay the closing of the level crossing. A switch provided with contacts IE6-|61 or Aautomatic devices (pedals, track circuits) is provided soas to enable the relays to return to their initial energized Ucondition whenythe train is passed. The actuation of relays |54-I60 may be added together with the intervention of slow relays or clockworks -or obtaining automatif;l cally the immediate or delayed operation of theA signal-ling devices according to the type of oncoming train. i

Although the present specificationonly-relatesto two types of trains, it is clear thaewithout de parting from the frame `of the invention,- several classes of vehicles may lbe selected by means of different marks locatedononepr more wheels. -v

What I claim is: K 1. A magneticcontrol system for railway ve-v hicles comprising means for selectively forming magneticpatterns on lthe margin-a1` portionsofv either of two of the vehicle rwheels on the'samef axle, magnetic flux detecting members along therailway track selectively actuated bysaid Imag--k neticpatterns, andfelectric switching meansoperated-by said magnetic yiiux detecting members. 2. A lmagnetic control system 'for railway vev hicles moving on tracks'comp-rising means for forming magnetic patterns on the marginal por-r tions oi the vehicle wheels, magnetic iiux detecting devices selectively actuated by said magnetic patterns when 'said patterns pass adjacent "to said-M devices, electric switc'hing" means operated V'by l said flux 'detecting devices; 'and' .means con'nectedv with said switching means and'saild'-ux detect-WA ing 'devices' 'for controlling" selectively' 4different"" track 'devices placed 'onthet'ra'cks'L' 3. Al magnetld'control 'system'orrailw'y hie-2' hicles com'prisir'ig stationary "magneticnsribingme'ans for rormingmagrietic patternsonth' marginal 'portions 'or' either or two 'of the' vehicle' whfeelsronethe same'axle, magneticux"detect-'-" ing devices selectivelyactuated by sai-dj maglietici'- patternswhen said-'patterns'passadjacentto said' V :devices, and-electricl switching means operate'el*by saidnux detecting devicess 4. A magneticy control` systfmrfor r`ailwa5'r`-fve-``1` hiclesl -movingon tracks-l cor-'nprisi-n'g:v stationaryif magnetic,y Jinscribing x'ne'rnbe'rs-coated#alongsideI the-railway 'tracksfor Arorminglma'gnetic patternsM on the 'marginalportionsV of vthe vehicle' wheels`,ff magnetic liux detecting devices placedalongthefV track and selectively operatedbysaid-magnetic patterns when said patterns passadjacent to said f 1iux detecting devices and 1 electric -switching-H means actuated by `said flux ydetectingdevices'.

A magneticcontrol system Yfor railWayf-ve-fvv hicles Imoving on tracks comprisingmeans `I-iorf f forming magnetic patterns on the-marginal por-` tions of the wheels of the vehicles, magneticiiuxl detecting devices selectively operated 4by saidr magnetic patterns when vsaid patterns pasggdn,

jacent to said iiux detecting devices, relay means'r operated by said devices,

and electric switching means actuated by said devices, said magnetic patteins including original zones i'or actuating certain oi' said relay means and zones for thereai'ter actuating certain other relay means selectively.

A magnetic control system for railway vehicles inovlng on tracks comprising means for forming magnetic patterns on the marginal poi'- tions or' the vehicle wheels, magnetic iiux detecting devices selectively operated by said magnetic patterns when said patterns pass adjacent to said nux detecting devices, relay means operated by said devices, and electric switching means actuated by said devices, said magnetic patterns comprising original zones ior actuating certain oic said relay means and zones for thereafter actuating certain other relay means selectively to actuate in the desired direction the railway switches to be encountered by the vehicle, said selecting zones being located on the side or' the vehicle corresponding to 'the direction which must be imparted to a given switch.

7. A magnetic control system for railway vehicles moving on tracks comprising means for forming magnetic patterns on the marginal portions oI' the vehicle wheels, magnetic nux detecting devices placed on the track and selectively actuated by said magnetic patterns when said patterns pass adjacent to said :lux detecting devices, electric switching means operated by said flux detecting devices, said iiux detecting devices comprising coils in which electric currents are induced by the nearby passage or' said magnetic patterns, and means Ior neutralizing the action oi currents running in the tracks.

8. A magnetic control system ior railway vehicles comprising means lor inscribing magnetic patterns on the marginal portions oi the wheels of the vehicles, magnetic nux detecting devices selectively operated by said magnetic patterns when said patterns pass adjacent to said flux detecting devices, electric switching means operated by said nux detecting devices, and means for selectively energizing said inscribing means, said inscribing means including a plurality of insciibingV members, and said energizing means including a selecting device enabling the desired inscribing members to be selected.

9. A magnetic control system for railway vehicles comprising means for inscribing magnetic patterns on the marginal portions of the wheels of the vehicles, magnetic flux detecting devices selectively operated by said magnetic patterns when said patterns pass adjacent to said flux detecting devices, electric switching means actuated by said flux detecting devices, and means for energizing said inscribing means, said inscribing means including a number or" inscribing members, and said energizing means including a selecting device enabling the desired inscribing members to be selected, in combination with in terlocking means for preventing a subsequent inscribing member from being operated until the previously activated inscribing member is restored to its original position.

10. A magnetic control system for railway vehicles moving on tracks comprising stationary inscribing devices placed symmetrically on either side of the two track rails for forming magnetic patterns on the marginal portions of the vehicle wheels, magnetic flux detecting devices located on the railway track and actuated by said magnetic patterns when said patterns pass adjacent to said ux detecting devices, and electric switch- 12 ing means operated by said flux detecting devices.

l1. In a tracked railroad, a magnetic control system for railway vehicles comprising stationary inscribing devices located on the right and lei't rails i'or forming magnetic patterns on the marginal portions of the wheels of the vehicles, magnetic nux detecting devices located on the track and selectively actuated by said magnetic patterns when said patterns pass adjacent to said flux detecting devices, electric switching means operated by said flux detecting devices, and a selecting device for operating either the right or left inscribing device according to the position of the selector device.

l2. A magnetic control system for railway vehicles moving on tracks, comprising stationary inscribing devices for forming magnetic patterns on the marginal portions oithe vehicle wheels, magnetic ilux detecting devices on the track and operated by said magnetic patterns when said patterns pass adjacent to said nux detecting devices, switching means actuated by said nux detecting devices, and means operated by passage of a wheel to make operable said inscribing devices.

i3. A magnetic control system for railway vehicles comprising devices for inscribing magnetic patterns on the marginal portions or' the wheels o' the vehicles, magnetic nux detecting devices selectively operated by said magnetic patterns when said patterns pass adjacent to said flux detecting devices, switching means actuated by said nux detecting devices, means for energizing said inscribing devices including a selector whereby the desired inscribing devices are selected, said selector comprising a set o1' manually operated members, movable plates actuated by said members, and electric contacts operated by the movable plates.

14. A magnetic control system for railway vehicles having wheels comprising members for inscribing magnetic patterns on the marginal portions of the wheels of the vehicles, magnetic iiux detecting devices selectively actuated by said magnetic patterns when said patterns pass adjacent to said flux detecting devices, electric switching means actuated by said liux detecting devices, means for energizing said inscribing devices including a selector whereby the desired inscribing members are selected, said selector comprising a set of manually operable members, movable plates operated by said members and electric contacts actuated by said movable plates, said members having tapered portions and said movable plates having apertures, said apertures cooperating with the tapered portion of said members to move said plates.

15. A magnetic control system for railway vehicles comprising means for forming magnetic patterns on the marginal portions of the wheels of the vehicles, magnetic flux detecting devices selectively operated by said magnetic patterns when said patterns pass adjacent to said ux detecting devices, electric switching means actuated by tlie ux detecting devices, each flux detecting member including a winding connected with a controlling circuit, a rotary switch which is movable stepwise under the action of said controlling circuit, and contacts provided in said switch in positions corresponding to the magnetization pattern of the wheels, and means energized by operation of said flux detecting members to rotate said switch, and means operated 13 by said switch for directing the movement of said vehicles.

16. A magnetic control system for railway vehicles comprising means for forming magnetic patterns on the marginal portions of the wheels of the vehicles, magnetic flux detecting'devices operated by said magnetic patterns when said patterns pass adjacent to said flux detecting devices, and electric switching means actuated by said flux detecting devices, each of said flux detecting devices including a winding connected with a controlling circuit, a rotary switch which is movable stepwise under the action of said controlling circuit, contacts provided in said switch in positions corresponding to the magnetization pattern of the wheels and means for actuating a track switch from said rotary switch.

17. A magnetic control system for railway vehicles comprising means for forming magnetic patterns on the marginal portions of the wheels of the vehicles, magnetic flux detecting devices operated by said magnetic patterns when said patterns pass adjacent to said ux detecting devices, electric switching means actuated by said ux detecting devices, in combination with pedal operated switching means whereby fast trains having no magnetic inscriptions act only on said pedal operated signalling system, and slow trains bearing magnetic inscriptions act on the rst signalling system.

18. A magnetic control system for railway vehicles for causing them to switch themselves onto the desired tracks along their courses, comprising means to apply magnetic inscriptions on the marginal portions of two wheels on the same the tracks in order to read on the one or the other wheel.

19. The system as claimed in claim 18 wherein the inscribing means are under control of a selector comprising as many selector manually operable members as there are switch points to control, and electric control contacts actuated by said manually operable members to cause actua.- tion of the inscribing means.

LUCIEN JOSEPH ARMAND LE GOFF.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 928,004 Prochaska July 13, 1909 1,392,630 Egnell Oct. 4, 1921 1,702,997' Ewing et al Feb. 19, 1929 1,797,864 Harlandt Mar. 24, 1931 1,883,907 Hathaway Oct. 25, 1932 2,258,106 Bryce Oct. 7, 1941 2,429,266 Gieskieng Oct. 21, 1947 2,484,049 Putt Oct. 11, 1949

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