US3037462A - Railway control system for coincident local and express service - Google Patents

Description

L. D. BARRY June 5, 1962 3,037,462 RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE 5 Sheets-Sheet 1 Original Filed Feb. 28,

June 5, 1962 D. BARRY 3,037,462 RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE Original Filed Feb. 28, 1950 5 Sheets-Sheet 2 M m m m June 5, 1962 D. BARRY I 3,037,452

RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE Original Filed Feb. 28, 1950 5 Sheets-Sheet 3 AUXILIARY cal/PL ER INVENTOR.

June 5, 1962 D. BARRY 3,037,462

RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE Original Filed Feb. 28, 1950 5 Sheets-Sheet 4 IN VEN TOR.

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June 5, 1962 I L. D. BARRY 3,037,462

RAILWAY CONTROL SYSTEM FOR COINCIDENT LOCAL AND EXPRESS SERVICE Original Filed Feb. 28, 1950 5 Sheets-Sheet 5 COUPLE? IN V EN TOR.

edema/a42 Unitd 83: 1:6 P Patented June 5, 1962 30 Claims. (Cl. 104 1s This invention relates to a system and means for railway transit and in particular to a system employing a means for transferring passengers and goods to and from a train.

This is a continuation of my parent patent application Ser. No. 146,767, filed February 28, 1950, now abandoned, and is entitled to the effective filing date of the parent application. I

The primary object for this invention is to provide a connected local and express service over the same track using the same cars both in separate units of one or more self-propelled cars for local service and alternately in a multiple-unit train for express service. The train consists of a number of local units joined end to end. The units are joined to the front, progressed to the rear, and later detached from the rear of the train to make local stops between trains. Passengers, express, or goods are hereby transferred to and from the train without requiring the train to make any stops, yet leaving ample time for the passengers to move from car to car.

A further object is to provide equipment needed to make such operation safe without necessarily reducing train speed upon connecting or disconnecting a unit.

Another object is to increase the capacity of the track by such operation that a two-track rapid transit system can serve at least as well as a four track system, thus decreasing first cost for new installations where four tracks would otherwise be required.

Another object is to enable much shorter stations to sutfice than are used in railway transit where the whole train stops, thus reducing the distance that some patrons are required to walk to leave stations and thus permitting a first cost and upkeep saving.

Other objects resulting in improved service, safety. and economy are to be found in the following description of this invention. Other advantages may become evident to those skilled in the art of transportation.

In operating this railway system in accordance with this invention, a local runs a distance, for example a mile, wherein passengers or goods which have left the train are deposited at stops or stations and other passengers or goods are taken on. At the end of this distance a train of units is due from which the rear unit is detached and to which the unit that has completed the foregoing local run is attached. The cycle of local service is repeated between each train. Complete local service can be provided by each unit upon detaching from a train stopping first at the station Where the unit about to join the train has just left, thus making that station a junction or overlap point of local service. By extending the overlap to two or more stations better local service can be provided at the stations served by two overlapping locals between trains. Thus a person wishing to go to a station served by the last unit on the trains that pass his boarding station must take two locals, transferring at the junction, unless he board the local preceding a train at an overlap station, connect with the train, walk to the rear unit about to leave the train for local stops. Also alternate trains may distribute units which have completely overlapping local runs. The overlap is usually extended to include at least two stations so that the trains will not interfere with detached units if required to slow down before coupling to the unit leaving the second station.

The operation of this system provides in effect what might be called a wave-train in which the cars can be regrouped according to requirements for different sections of local service. The operator of the joining unit can become the operator of the train, and the train operator can go to the rear unit to detach and operate it. Operation is flexible in that the number of cars in operation can be increased or decreased easily, branch service can be worked into the schedule, and the spacing of trains and length of local runs can be changed without interruption of service.

Accompanying drawings illustrate this invention as ap plied to electric operation. Other motive power which permits convenient passage between cars might be used. The system as illustrated is provided with automatic control for regulating speed differences between cars within a special control circuit limited in range by track and control circuit blocks. The circuits shown provide one method and degree of control which enables connecting and disconnecting of units without necessarily reducing train speed.

FIGURE 1 is a portion of a schematic plot plan of the tracks and stations showing trains and units in twoway operation.

FIGURE 2 is a perspective view of a portion of FIG- URE 1 showing a train about to take on a car and the car which has left the train about to stop at a station.

FIGURE 3 is a schematic elevation view of a section of the system which is repeated end on beginning throughout the system and includes control block circuits, track circuits, signals, and other cooperating items. Also included are cars schematically represented.

FIGURE 4 is a side elevation of one and a portion of another car with part of the trucks cut away to show the motors and certain auxiliaries. The control circuit between the cars is also shown in which a current is represented by arrows.

FIGURE 5 is a top plan view of the cars shown in FIGURE 4 one car having its roof removed to show the interior.

FIGURE 6 is a front view of a car.

FIGURE 7 is a rear view of a car with rear passage opened.

FIGURE 8 is a perspective view frames in closed relation.

FIGURE 9 is a top view of the end passage frame opened out.

FIGURE 10 is a section view on line 1010 of FIGURE 8.

FIGURE ll is a top view of the ends of two cars as they round a curve to show the relation of movement of car bodies to car end passages turned with the trucks.

FIGURE 12 is a schematic diagram of automatic intercar control in cooperation with multiple-unit control.

FIGURE 13 is a side elevation of two goods express cars connected and at a freight station.

FIGURE 14 is a top plan view of the cars and station shown in FIGURE 13.

FIGURE 15 is a section broken vertically through the center of a passageway in closed position.

FIGURE 16 is a perspective view of portions of a truck and attached swivel coupler and passage.

FIGURE 17 is a side elevation of the coupler and friction bufiing and draw gear having a long travel.

FIGURE 18 is a schematic top plan view of a hydraulic buffer, retractor, and extender as applied to the draft gear.

FIGURE 19 is a partial cutaway longitudinal view of a train line coupler.

FIGURE 20 is a simple auxiliary safety coupler with of the end passage magnetic release for use in place of conventional chains and hooks.

Referring to the drawings and in particular to FIG- URE 1, tracks 1 and 1 are provided to enable two-way uninterrupted operation. Track 1 is the return portion of track 1. Tracks 1 and 1' are looped together at the ends of the line. Upon track 1 is shown car 2 about to be joined to the train 3 at a suitable difference of speed; while car 4, having detached from train 3, is automatically slowed to a very low speed at which automatic stopping controls, to be described further, are disengaged. On track 1 is shown car 24, having just detached from train 23, and car 22 about to be automatically started provided the operator of this car holds down a control switch while the car is ready for operation with doors closed. Along the track are conveniently spaced stations A, B, C, and D. This series of stations is repeated and the series consecutively numbered. Stations 1A, 1B, 1C, 1D, 2A and 2B constitute a local run which car 4 is shown beginning at station 1A and car 11 is shown finishing at 2B. Car 2 which has just left the station 1B, the last stop on its local run, has overlapped with the local run from 1A to 28 at stations 1A and 18. Stations A and B are overlapping stations of the local runs.

Referring in particular to FIGURE 2, which shows further details of a portion of FIGURE 1, along each track 1 and 1' are run a control line conductor and a power conductor 12 both supported from poles 13 by bracket arms 14 and insulated from each other and from the ground by conventional strain insulators. Each powered car has two shoe trolleys 15 and 16 contacting respectively the control line 10 and the power conductor 12. The trolleys are mechanically connected together by insulating member 17 to insure that the control line trolley is contacting line 10 whenever the car is operated.

Referring to FIGURES l and 4 generally and in detail to FIGURE 3, intercar speed control is provided between powered cars by a control circuit consisting of control line 10, rails 7 and 8 or 7 and 8 acting as grounded returns, trolleys 15, and automatic control ACC operating in series with axle driven dynamos herein shown as direct current dynamos 26. This circuit connects the automatic control and dynamo of each car in parallel with those of other cars electrically connected together by line 10. The dynamos generate the control line voltage which is dependent on car speed or they take power from the line dependent on circuit conditions and the difference from maximum car speed between intercontrolled cars. Though the dynamos tend to balance speed differences between cars when permitted, the automatic control ACC controls the car motors 27, 27, 28, and 28 to balance speed differences. The control depends on intercar current which is under given conditions in proportion to the voltage difference between cars connected by the control line.

The zone of intercar control should be no longer than needed and should extend where used a safe distance on each side of the cars. To limit the zone of control, insulators 29 or 29 are provided in line 10, FIGURE 3. Where required for intercar control insulators 29 are bridged by a relay switch 30 which upon dropping shorts insulators 29 extending the zone of control. Bridging relay 30 has back contacts held open by a current through battery 31 and front contacts of relay 32. Relay 32 is energized by a track circuit.

Single rail track circuits are provided by insulators 36 in rails 7 and 7, transformer feeds 37, and track relays 32, 33, 34, and 35 across rails 7-3 and 7--8'. Impedance bond track circuits might likewise be used. Where intercar speed control is needed insulators 36 are spaced about halfway between control line insulators 29 which are spaced at a distance equal to or greater than the automatic service or safety stopping distance required by the cars at maximum speed. The distance between insulators 29 or between insulators 36 is called a block.

Variation of the length of the zone of control for a single car is from a minimum of one-half block to one and one-half blocks in advance as well as to the rear of the car. Upon approaching another car of any type, the zone of intercontrol varies from one to two blocks between the cars. The track circuit extends the control ahead one block upon being shorted and retracts the zone at the rear one block when the preceeding track circuit is cleared.

To stop a disconnected car without also slowing down the train, intercar speed control is prevented in a stopping zone by control line insulators 29' which are spaced less than a car length apart and suspended by catenary wire suspensions 38 throughout the stopping zone.

To assure safety in traversing this stopping zone from other cars being therein to a required distance beyond, the following are provided: signals 4 and 41; orders for cars or trains to approach the stopping zone at least one block apart; and an automatic train stop line 42 which grounds the control line to the rear of the stopping zone when the stopping zone to a point beyond is occupied and so grounds the control circuit of any train electrically connected to the grounded portion of the control line, the resulting control current being of a particular direction which causes the train to be stopped as later explained. A stopping zone track circuit which operates signal 40 through track relay 33 runs from the beginning of the stopping zone to automatic stopping distance beyond or as shown in FIGURE 3 to one-half block beyond, with signal 41 operated through track relay 34 to indicate the condition of the next block at a distance therefrom to allow stopping before the middle of the next block is reached. Signals 41 can also be provided to indicate the whereabouts of cars to be joined. Relay 33 when energized makes a clear track indication at signal 40 through front contacts of its upper contactor 33a and when deenergized makes a stop indication at signal 40 through the back contacts of contactor 33a. Through back contacts 33b of relay 33 is run automatic train stop line 42 between the control line 10 and the ground in series with front contacts of relay 357 The shorting of the control line stops the cars connected thereto as explained later.

To insure that the rear cars of a train are not braked by this stopping device as the train enters the stopping zone, a track circuit of car length is provided just ahead of the stopping zone track circuit, and the coil of relay 35 is connected across this short track circuit to be deenergized when a train is crossing it, preventing the connecting of train stop line 42 until the train has cleared the short track circuit.

Indication is given at B stations that the train is approaching in time for the operator of the car, conductor, or station attendant to close station gates 45 and car doors 46 and 47 and the operator make ready for automatic operation of the car before the control line connects the car and train electrically, otherwise stopping the train. Relays 48, connected across one or more track circuits ahead of B stations, make contact in parallel to complete a circuit through battery 48 to indicator lamp or hell 49.

Referring in particular to FIGURE 12 and for further reference to FIGURE 4, the cars are provided with both multiple-unit operator control, using an ordinary master controller K, and automatic intercar speed control which operates separately in each car. The two controls are tied together in notch-up relays U and tie-in relays DT. The control will be further explained in detail because of its novel nature.

The automatic control circuit operates on the principle that two or more shunt generators connected across a line will run either as a motor or generator according to whether they receive or send current to the line without reversing in direction of rotation when changing from motor to generator action. Thus the direction of the current through the control circuit will depend on whethr er the car is operating below the highest car speed or operating at the highest speed in the interconnecting circuit. Between cars of a train or cars operating at equal speed there will be no appreciable current, while between a car or group of cars having different speeds there will be considerable difference of generated voltage and consequently current when electrically connected by the control line.

The control circuit dynamo 26 is driven oif a shaft extension from one of the traction motors 27 and is separately excited by a train car lighting type fixed polarity generator G likewise driven from another traction motor 28. This separately excited direct current dynamo, while operating similar to the shunt generator described, can have a characteristic whereby voltage increases approximately as the square of the speed thereby causing the same difference of speed between cars to have more regulating effect the higher the speed.

The automatic control ACC is provided with switches which set up the control line circuits through the proper line and relays according to the desired or required conditions of control. The conditions of control are namely Controlled, to be accelerated or retarded to zero control current; Neutral, to be retarded to zero control current; and Controlling, to not be controlled unless a control circuit overload bypasses this setup and to enable the overtaking of cars at a safe difference of speed. The switches, relays, and auxiliaries which cooperate to direct the control current according to conditions of control are grouped in FIGURE 12 by phantom lines and called a director DIR.

Director DlR has hand operated Controlled switch 70 and Controlling switch 72, which upon being held down against spring compression places battery 74 in parallel across train line wires 76 and 77 or 76 and 78 respectively. Across wires 76 and 77 is connected Controlled relay 80 which upon being energized through switch 70 connects the automatic car controls to the control line for complete control to accelerate or retard the car or train. Across wires 76 and 78 are connected Controlling relays 82 and 84. Relay 82, energized through switch 72, together with relay 83, energized by a control current, connect in a circuit having no controls therein but which can be bypassed by the automatic car controls upon overload. Relay 84 upon being energized through switch 72 connects the circuit which enables the overtaking of cars. By means of the train line the conditions of control are the same in each connected car. The controls of each car operate the same.

Polarized relay 86 prevents any current in the direction which would start or speed up the car from reaching the car controls unless the operator holds down the Controlled switch 70. Relay 86 allows a stopping current to operate the car controls when relay 82 or 83 is deenergized, that is making lower contacts, or upon the closing of the polarized one or more of overload stopping relay 88 or overload relays 92., 94, or 96. The normally engaged back contacts of relay 86 are in series in a low resistance bypass 98 of car controls which permit the completion of the control circuit between cars so that faster cars within the circuit will be slowed when required. Front contacts of relay 86, readily engaged by a stopping current, permit the slowing of the car provided relay 82 or 83 is deenergized or if relays 82 and 83 are energized and any of relays 88, 92, 94, or 96 are engaged by an overload current.

Polarized overload stopping relay 88 has overload pullin coil 89 in series with the control current and holding coil 90 in series with the front contacts to hold this relay and permit the car to be slowed to zero control current which occurs at what will be called balancing speed. Polarized relay 88 operates only on a stopping current of more than the highest permitted value but is held until the control current approaches zero.

Relay 83 has back contacts in series with front contacts on relay 82. Relay 82 has back contacts which make the same connections as when relay 82 is energized and relay 83 is deenergized. When relay 8'2 is energized through switch 72 the control circuits are unchanged until relay 83 is energized by a control current. Relays 82 and 83 close through their front contacts in series a circuit branch from the control line through trolley 15, the coil of relay 86, coil 89, the coil of relay 83, front contacts of relays 82 and 83, resistance 100, and ammeter AM to dynamo 26. This path does not include the car controls. Relay 84 being at the same time energized closes a circuit through an adjustable voltage supply, battery 104, and a field'on dynamo 26 opposing the main field, contrary field 106. This contrary field reduces the generated voltage of the dynamo and enables a predetermined difference of speed to exist between cars at zero control current.

When a train or car enters at speed into intercontrol with a slow or standing car a large control current flows along control line 12 from the faster to the slower train or car whatever the condition of control. If the current is above a maximum allowable value relays 88 operate at once in the speeding cars to connect stopping relays. If the current is not above this maximum it must also be reduced to zero within a time limit. The operator can read ammeter AM while holding down Controlling switch 72 and tell when the intercontrol connects up and whether the car ahead is responding to the control current by accelerating, which is indicated by a dropping of the ammeter reading without his car or train being slowed. If the current does not fall off to set values within definite time intervals after the control current starts, the train must be slowed either by the operator or automatically.

The direction of this control current depends on which end of the car is forward in motion and the mechanical and electrical connections to dynamo 26. The dynamos of the cars are similary connected and the cars are lined back to front on the track. The cars can safely operate in either direction on a stretch of track by reversal of the traction motors, since generator G has fixed polarity the dynamos will reverse polarity with reversal of direction of movement. The cars should not be turned end for end without extra precaution.

When the control current does not drop off within limits the Controlling condition is automatically made ineffective by the path through resistance 100, which provides no control, being bypassed with a circuit through the car controls.

A definite time-limit multicontact relay 108 starts operating upon a substantial control line current being established through its operating solenoid 110. This relay, having a timing mechanism similar to what is commonly provided with this type of relay, connects after an interval the coils of overload relays 9'2, 94, and 96 in timed sequence to a shunt circuit across resistance and the front contacts of relay 83 which are at the same time engaged. The overload relays are set for successively lower values so that if the car to be joined is not accelerated to sufiicient speed at any time before balancing speed should be reached an overload relay will operate. Overload 96 is connected when the car to be connected has had time to reach balancing speed as a final check of the control current down to a value where relay 83 drops and thereby opens the Controlling path through resistance 100 and closes the circuit to the car controls. From then on as long as intercontrol is established the control line current should not become large enough to operate relay 83 or the solenoid 110, the track being clear of rail trafiic for at least two blocks ahead of the car to be connected.

Overload relay 92, 94, and 96 make contacts upon overload to connect the car controls to the control line through relay 86 which checks the direction of current to prevent a car from being accelerated thereby. Relay 92 has a holding coil which is connected upon overload to hold the relay contacts closed until relay 94 is connected and relay 95, whose coil is in series with the closing of relay 94,

opens the circuit of relay 92. Similarly relay 94 has a holding coil which holds the relay if overloaded until released by relay 97 whose coil is in series with relay 96. Since relay 96 operates on most any low current, no holding coil is needed. More overload relays can be used to provide a closer check on the falling otf of the control line current. The timing relay 108 resets when solenoid 110 releases on low current.

The director DIR, in conclusion, always sets up safe control circuits in spite of the operators use of the two switches therein. If neither switch 70 or 72 is used a car or train is controlled to the speed of the slowest car in the zone of control. If both switches 70 and 72 are held down the Controlled condition is established.

The automatic intercar speed controls are connected in series with dynamo 26 through contacts on a polarized relay 112 upon the closing of relay 80 or the closing of front contacts on relay 86. Relay 112 has its coil in parallel with either of two banks of control relays according to the direction of the control current. Relay 112 makes front or back contacts thereon according to whether the control current is respectively in the direction which is to accelerate the car or in the direction which should slow down the car respectively called a starting and stopping current. Current direction reading relay 112 is sensitive to operate before the relays it connects can operate.

The back contacts of relay 112 connect in notch-down relays D1, D2, D3, D4, D5, D6, D7, and others if required to give the desired number of steps. These relays operate in sequence through front contacts of the preceding relay. These relays are held closed only as long as there flows a sufficient stopping current through the coils. The coils of these relays are in series with coils in tie'in relays DT1, DTZ, DT3, DT4, DTS, and DT6 respectively and operate in parallel with each other. The more relays D1, D2, D3, etc. operated in parallel the stronger is the minimum control current required to hold them. This parallel operation is not objectionable if all these relays can be held by a minimum current that requires no further control of the car speed. Relays D1, D2, D3, etc. can be of the dash-pot type to provide the desired time delay. Relay D7 closes front contacts to coil 114 which operates the brakes which are standard equipment and therefore not shown.

The front contacts of relay 112 connect in notch-up relays U1, U2, U3, U4, U5, U6, and others if required for closer speed control. These relays notch up in sequence or in groups to accelerate the car. They are operated from the master controller K in groups or singularly through leads a, b, and c to the upper coils of these relays. They are operated by the control current through the lower coils. Relays UB1, UB2, UB3, UB4, and UB connect in the bottom coils of relays U2, U3, U4, U5, and U6 respectively and in sequence, and are operated by the control current through the lower coils of relays U1, U2, U3, U4, and U5 respectively. Relays UB can provide time delay if desired. Notch-up relays U1, U2, U3, etc. each have a holding coil which holds its relay closed upon closing and holds the notched-up condition of its relay until its holding circuit is opened. The holding coils are the middle coils on the relays and each holding coil is in series with the front contacts of its relay. The holding coils are connected in series across battery 129 as the notch-up relays close. One wire from the holding coil on each of relays U1, U2, U3, U4, U5, and U6 is run in series with the required resistance and back contacts of relays DT6, DT5, DT4, DT3, D12, or DTi respectively. Relay DT thereby permit the notch-down relays to open the notch-up relays one at a time from the last notch-up to the first. The notch-down relays when deenergized do not effect the notch-up relays. The lines from the holding coils continue to tie-in cylinder 124 which determines the position and operation of a shunt pilot motor 128.

Pilot motor 128 turns the cylinder 124 through shaft 130, form 131, worm gear 132, and shaft 133. Against the circumference of cylinder 124 the lines from the holding coils of relays U1, U2, U3, U4, U5, and U6 make contact through brushes, in order from right to left, FIG- URE 12. Cylinder 124 has a cylindrical stepped conducting face 125 which has an increased circumferential rap or step with each brush length to the left. On each step is a conducting rectangular patch 126 insulated from the stepped face. The remainder of the circumference is insulating material 127. The face of the cylinder is smooth so that the brushes may ride over it. The stepped face is insulated from the cylinder with a lead to slip ring 135. The patches 126 likewise insulated are all connected together by a lead to slip ring 138. A brush on slip ring 136 completes its circuit through the coil of relay 140 the lower coil of relay 152, and back contacts of relay 142 to battery 120. A brush on slip ring 138 completes its circuit through the coil of relay 144 and the same coil of relay 152 and back contacts of relay 142 to battery 120.

The energizing of a U1 to U6 relay holding coil sends a current through its brush on tie-in cylinder 124 which is then making contact with either the stepped face 125 or its rectangular patch 126 on the cylinder. If the brush is making contact with the stepped face, relay 140 operates, closing front contacts to drive pilot motor 128, which operates contactors 146 on shaft 133 by cam action or wheel motion as in the accelerator used on PCC cars, or a cylinder controller may be used for operating the main power contactors. Motors, reverse, cut-out, and con tactors are of common practice. The pilot motor operates until all brushes on cylinder 124 are nonconducting through stepped face 125 dropping relay 140. The last conducting brush now being in contact with a rectangular patch 126 holds relay 144 open thus opening the pilot motor circuit and stopping the pilot motor. When the current through holding relay 144 ceases, the relay drops and makes contacts which drive the pilot motor in reverse until the current again flows or until the pilot motor circuit is disconnected. The field 129 of the shunt pilot motor 128 is connected across battery 150 in series with front contacts of relay 152. The armature of the shunt motor 128 is connected across battery 150 in series with front contacts of relay 152, and back contacts of relays 140 and 144 in series which are in parallel with front contacts of relay 140 50 as to provide reversible operation dependent on the position of relay 140 and to provide for stopping the pilot motor upon the lifting of relay 144 or the dropping of relay 152. FIGURE 12 shows the details of this arrangement.

Relay 152 opens the pilot motor circuit upon the opening of the circuit through its upper coil in series with battery 154 and turn-limit switch 156 opened by projection P on cylinder 124 when moving to the limit of travel in off position of the contactors. The lower coil of relay 152 is added in series with the tie-in circuit of battery 120 to enable the pilot motor circuit to be closed in the off position by a current through the tie-in circuit of battery 120.

Relay 142 opens the tie-in circuit of battery 120 when the controller K is turned to the full off position through contacts 157 added to controller K and connected in series with battery 158 as shown in FIGURE 12. The circuit is broken at ee' for clarity.

The contactors are opened by the controller in the fulloff position as is standard practice, and the pilot motor can then take its time returning to off position.

The operation of the controls is illustrated by the following examples.

Suppose the operator turns the controller K from off to full speed position connecting control circuit lines a, b, and c with the power supply voltage. Then line a closes relay U1; line b closes relays U2 and U3; and line 0 closes relays U4, U5, and U6. Relays 140, 144, and 152 are energized and raised, and the pilot motor is thereby connected across battery 150 and driven to bring the contactors into full-speed position. As the cylinder 124 is turned by pilot motor 128 the brushes on the cylinder which were all in contact with the stepped face 125 in off position successively from the right make contact with their rectangular conducting surfaces herein referred to as patches 126 and the insulated surface 127. The pilot motor operates until the brush connected with the holding coil of relay U6 is contacting only patch 126, holding relay 144 up and dropping relay 140, stopping the pilot motor at full speed position. The circuit for bolding the pilot motor is as follows: battery 120, lead to front contacts of relay U1, holding coil on relay U1, front contacts of U2, holding coil on U2, etc. to front contacts of U6, holding coil on U6, front contacts of DT1 to brush on left of cylinder 124, patch 126, lead to ring 138, brush thereon to coil of relay 144, lower coil of relay 152, back contacts of relay 142 to battery 120 in series. The armature of the pilot motor 124, being connected in series with open contacts of relay 144, is therefore stationary even though its field is energized by battery 150 through closed contacts of relay 152. Before the cylinder 124 arrived at full speed position relay 140 was energized through face 125 and ring 136 in series with the above mentioned portion of the circuit from battery 120 to the brush on 124, and the pilot motor armature was connected to battery 150 in parallel with the open contacts of relay 144 through front contacts on relay 140 then closed.

Suppose a stopping current from another train is received which opens DT1 and DT2 without necessarily closing D2. The holding coils of relays U6 and US are deenergized even though the operator holds relays U6 and U closed through line c. Relay 144 drops while relay 140 with back contacts closed drives the pilot motor in reverse until the brush connected by the line to holding coil of relay U4 connects with the rectangular patch and lifts relay 144 stopping the pilot motor at a speed position under full speed.

Suppose the stopping current dies out. Then DT1 and DT2 close, and the controls may be notched up in full again either by the operator holding the controller K notched full or by an accelerating current being later received. The controls may remain at this intermediate speed position when the controller is notched above fulloff and is at or below this intermediate speed position and when the control current does not require further control.

Similarly the pilot motor may return the contactors to any required position without first returning to the otf position by the successive opening of relays DT1, DT2, etc. with time delay provided therebetween allowing the pilot motor to return the contactors so that the brushes of the holding circuits for relays U6, U5, U4, etc. engage their respective patch 126 on cylinder 124 as these hold ing circuits are opened by relays DT1, DT2, etc. respectively. Then when the stopping current approaches zero relays D1, D2, etc. cease to close, stopping the further return of the pilot motor. The relays D1, D2, etc. which were closed drop, and relays DT1, DT2, etc. which have opened are closed as by spring pressure restoring further control of the pilot motor to the accelerating relays U1, U2, etc. This will enable smooth operation and fine adjustment of speed required to give a small but definite value of speed difference determined by the tap on battery '104 connected for joining cars at speed.

Uncoupling of the cars, followed by automatic braking of the unit which leaves the train, is controlled through hand switch 160, normally open, which when closed against spring pressure enables a current to flow through the coil of relay 162 provided the front end doors are closed. Relay 162 upon being energized closes a circuit through battery 158, train line coupler release solenoid 166, auxiliary coupler solenoid 168, and main coupler solenoid 170 having contacts 172 which close when the coupler opens. Switch 172 connects battery 158 to train line wire 174 which energizes the pull-in coil on. each stick relay 176 on the cars of the detached unit, the coil 178 on each relay :17 6 being connected across lines 174 and 76. Line 76 can be grounded. The energizing of relay 176 closes a circuit across battery 158 through the upper coil of relay 142 connected in the circuit broken at d-d, 'FIGURE 12, which circuit also in cludes back contacts of relay 182, the coil of brake operating relay 184, and the hold coil of relay 176. Relay 142 when energized opens the circuit through pilot motor control relays and 144 which return the pilot motor to off position of the contactors. Relay 182, being deenergized, permits the braking to continue until at a low speed it is opened by the circuit through its coil. Relay 182 is energized through battery 186 and back contacts of relay 188. This circuit is broken at ;ff'. Relay 188, having been held open by current flowing from generator G, closes at low speed when the generated voltage fades out. The lifting of relay 182 drops relay 142. The operator is now able to accelerate the car.

The cars shown in the accompanying drawings are specially constructed to adapt them to operate satisfactorily and have a large safety factor in wave-train service.

Truck frames 200 include an extension 202 on which end platform 204 is mounted by springs 206 shown in FIGURE 16. An opening 208 is provided in the extension 202 for a tight-lock coupler 210. Other openings 212 and 214 are provided through which auxiliary couplers 216, FIGURE 20, operate and hold. One auxiliary coupler is attached to the right-hand side of the platform 204 to engage in the hold 212 on the left ofa joining truck. The tightlock coupler with draft gear 218 pivots with the truck. Platform 204 is curved to slide against curved member 202 on the car body which has a radius to the pivot axis of the truck. Platform 204 has grooves 222 and 223 in which operate door frames 224 and 225 shown in FIGURES 8, 9, 10, 15, and 16. They open from the middle outward to form a wide passageway. Trolley wheel ways 226 and 227 are provided in passage cover member 228, FIGURE 15. This cover member is pivoted at 229 on the axis of the truck pivot and is turned with the shifting of the truck through the lower platform and the rigid door frames 224 and 225 (see FIGURES 11 and 16). The back passage cover member is designated 228'; which is shown longer than 228, since obstruction of the operators view need not be considered at the rear. Car member 230 is curved to the radius of its distance from the truck pivot axis and to this curve the passage cover 228 is fitted for turning.

The truck with attached pasageway and couplers presents a front which is always practically at right angles to the track tangent thereby permitting approaching car couplers and passages to line up practically parallel on curves and thereby enabling the couplers to safely meet at speed. The shifting passage permits tight locking between all joining faces stabilizing the movement of the car ends, FIGURE 11.

The front of the rapid transit cars are provided with Windows 231, 232, 233, and 234, as shown in FIGURE 6, to enable the operator to have a good view of the right-of-way. Windows 232 and 233 are in doors 242 and 243 which upon being opened or closed move in top guide track 246 and bottom guide 247. Along the meeting edges on each of doors 242 and 243 are attached inclosure members 248 and 249 respectively. Inclosure members 248 and 249 are the mirror image of each other and are connected to passage frames 224 and 225 respectively as shown for 249 in FIGURE 15, member 248 being shown in FIGURES 2, 4, and 5. Each passage frame 224 and 225 has projections 250 and corresponding depressions 251 which interlock with those of joining cars so that when the operator opens doors 242 and 243 and passage frames 224 and 225 the passage frames of the joining car are thereby opened to prevent an opening to the outside. The doors 242' and 243 can be held steady when not being opened or closed by means such as pinch han- 1 1 dles 252 similar to those used on car Window curtains. When doors 242 and 243 are opened, windows 231 and 232 are overlapped as a double window. Likewise windows 233 and 234 overlap. As the car trucks shift the end passage frames, the doors 242 and 243 remain steady while the inclosure members 248 and 249 extend or retract to inclose the gap between the passage frames and the car doors. Side guards may he used in addition to inclosure members 248 and 249.

The train line couplers may be placed on the front of end platforms 284, since the platforms need not have practically any movement between each other when joined. Flush train line couplers 254 and 255 are provided to prevent ice interference and provide inclosed contacts. Each end platform is provided with a male coupler 254 and a female coupler 255 spaced to meet respectively a similar female and male coupler of the joining car. FIGURE 19 shows line couplers 254 and 255 about to meet. The male coupler 254 comprises a housing, a hollow cylinder therein, contacts on the cylinder embedded flush therein and connected each to a line of the train line, insulating material surrounding the contacts and held in the housing, a lever arm 256 connected by offset rod to the back of the hollow cylinder and pivoted at 258, a spring 259 to hold the cylinder in the housing, and relay 166 having a latch held outward by a spring 260 to engage and hold an extension of the lever 256 in out position of the cylinder. The female coupler 255 comprises a housing, an insulating cylinder, a spring holding the cylinder flush with the face of platform 204 against stops at the back of the cylinder, longitudinal bar contactors spring loaded against the cylinder and spaced to correspond with the contacts on the male cylinder. The cylinders of joining couplers have the same diameter and are engaged by the operator through the lever 256. Only one set should ordinarily be engaged between cars.

The tight-lock couplers 210 normally extend from the uncoupled cars as shown in FIGURES 2, 4, 5, and 16 and have a wedge 268 at the other end of their shank 270 which is engaged between suitable material such as rubber 272 faced with a material that will take wear such as steel rods bent vertically at the ends away from the center to prevent lateral movement, FIGURE 17. The rubber 272 is held in a hollow slot 274 in draft gear member 218. Member 218 has a hole 278 through which passes the kingpin for the truck.

From each side of the draft member 218 extend rigid arms 280 and 281 to hold respectively hydraulic or air cylinders 282 and 283 as shown, FIGURE 18. The cylinders are connected together at their backs by pipe 284 and at their heads by pipe 286 to balance pressures between cylinders. Each'cylinder has a piston 288 having therein at least one valve 290 to permit passage only toward the head. From the sides of the wedge extend rigid arms 292 and 293 parallel to arms 280 and 281. The pistons are parallel and connect each with an arm 282 or 283. A reversible delivery pump 291 is connected between pipes 274 and 286 and is used to pump the pistons inward to join the cars completely when the couplers are not retracted fully by the momentum spent in coupling.

Upon coupling cars the couplers are moved inward by the relative movement of the cars dissipating energy in the friction draft member 218 and in the piston valves 290. Pump 291 is operated by motor 291' started by the closing of the tight-lock couplers or by the conductor and operator and stopped upon the closing of the auxiliary coupler by use of contacts 294 and 295, FIGURE 20.

Upon uncoupling cars relays 166 and 170 are energized and the pump motor 291' is reversed by any of these or another relay not shown and can be driven to pump the coupler back out to the limit of travel by limit switch control not shown. Valve 290 remains closed under low pressure.

A portion of a goods express unit is shown in FIGURES 13 and 14, and is provided with a hand pushed railway within the cars to facilitate movement of goods from car to car enroute. The track 296 is laid on top of the floor and between cars a laminated, telescoping, and hinged section 297 is provided to provide the flexibility, extensibility, and removeability required. The track is shown on out-swinging side doors 298 in the sides of the cars. If any of these doors are open the unit can not operate. The track is provided with turn tables 300 and where the track is extended to the station platform 302 a portable turn table 304 is provided to align with the tracks within the cars. An operators bay 306 is provided on each powered goods express car.

Having described the embodiments of this invention as shown in the accompanying drawings a few considerations may help to reveal the broader aspects thereof.

Two control lines each divided into blocks by insulators positioned each opposite the middle of the other control line block will dispense with the track circuit in so far as connecting tne control line blocks is concerned. An extra control current collector will be required for the additional control line. Third rails can replace the trolley lines.

The same cars can connect with a train from the rear and leave from the rear thus providing what can be called rear end transfer service. This variation of service will require sidings and switch controls which can be provided at the end of each local run distance. The transfer service requires that the car or unit travel comparatively much faster than the train to catch up with the train, while in wave train service the car or unit need not travel as fast as the train until connected thus enabling the car to conmeet with the train in a much shorter distance than is possible with rear transfer service for a given train speed.

The intercar speed control not only provides a means for safely connecting cars at speed but also can be used to guard against collision between cars or trains and permit close scheduling of trains. Intercar control may take on various forms and variations without departing from the intended development of this invention. Modifications of the control may readily suggest themselves to those skilled in the art.

I claim:

1. In railway transit a railway suitable for wave-train operation which comprises in combination, a track, stations spaced at intervals therealong, trucks and multipleunit cars mounted thereon and on said track, self-propelled units of one or more said cars to provide local service as a unit and express service in wave trains made up from one or more units to which said units join at the front, progress to the rear by coupling and uncoupling of other said units, and uncouple at the rear, automatic couplers mounted on said cars to turn with the movement of said trucks on said cars, end passageways on said cars to permit passenger movement between cars, a control conductor paralleling said track, a current collector on each said unit contacting said conductor, insulators spaced in said conductor to limit the extent of control current, means for bridging electrically past said insulators when a said unit is within the vicinity of said insulators, a direct current dynamo on each said unit driven and excited to provide a voltage dependent on car speed whereby a given voltage produced represents substantially a particular car speed, electrical conducting means connecting said dynamos on units connected electrically through said control conductor, said dynamos being connected with like polarities together when said cars are operated in the same direction along said track, current direction detection control means connected in the circuit through the said dynamo on each of the said self-propelled units and arranged to reduce current through the said dynamo of that unit by controlling the traction motors of the unit whereon located to reduce the speed difierence between trains by automatically accelerating the unit upon the approach or another unit until the control current 13 between the units is substantially Zero, and means for varying the output voltage of the circuit of a said dynamo to provide a speed difierence between units at zero control current which is safe for coupling.

2. In a coincident local and express system in which vehicles are uncoupled from a train to make local stops, a train having at least one self-propelled enclosed car endward thereof, said car having in combination, a railroad coupler for coupling to the car ahead, a passage to the forward car, means for closing and securing closed said passage on both of the coupled cars, operator controlled means for opening said coupler from within said car when said passage is closed, control means actuated by the pulling out of the coupler pin for disconnecting power to the traction motors and applying brakes to slow the car to a low safe speed to separate from the train, operator switch means and means responsive to the speed of the car and controlled by said switch means for re leasing the brakes and returning control to the operator when car speed is reduced below a predetermined value.

3. In railway transit a system combining local service with express service comprising in combination, a railway track, a multiple-unit train thereon having end passage between cars, means including an operator for detaching therefrom at speed a unit of one or more self-powered cars, means for automatically slowing the detached unit to a safe speed upon uncoupling without necessarily reducing train speed, means including an operator for operating said unit alone to continue running to make a local run, means for automatically controlling the speed of said unit wherever approached along said track by a said multiple-unit train to start and bring said unit up to a suitable difference of speed between said second train and said unit at a distance apart providing a suitable safety factor, coupling means for automatically connecting said unit to said second train at said difference of speed.

4. in a railway system, the combination of a vehicle route; a first and a second vehicle thereon, said first vehicle being ahead of said second; coupling means for coupling said vehicles; means along the route and on each said vehicle to complete a circuit which represents the speed difference between vehicles as a direct current having a direction on each said vehicle determined by which vehicle is traveling faster, said means extending for a distance to complete the circuit between said vehicles to beyond a safe stopping distance apart; current direction sensitive means controlled by said last mentioned means to accelerate said first vehicle to a safe speed difference for coupling said vehicles at speed.

5. The combination; a railway track, multiple-unit trains thereon, end passages between the cars of said trains, automatically operated couplers and connections at the ends of said units; a two-way control communication system between units for comparing speeds, automatic control means connected in said system and including accelerating means and decelerating means to be actuated in accordance with a speed difierence between units above a predetermined safe difference for accelerating the slower and decelerating the faster of two rail units to establish a predetermined speed difierence therebetween for coupling at speed, switch means for connecting said accelerating means in said system so that an operator can select whether the unit can be accelerated by a faster unit, switch means for disconnecting said decelerating means from the system so that an operator can postpone slowing of his unit by a slower unit, circuit means for bypassing said last mentioned switch means and including delay means for closing the bypass, said delay means being connected in said system to be actuated by an initial signal from another train for a period of safe delay to permit the other train to balance its speed therewith, means limiting the range of said control communication to the distance between units wherein control therebetween is desired; said units being operated as 14 locals to pick up and discharge passengers and alternately as cars in a passenger express train by the acceleration and coupling of the units at the front of the train and the later uncoupling of the units from the rear, passengers being enabled to select the proper car for the desired local run.

6. In a railway control system in combination with a vehicle way and self-propelled rail vehicle units traveling in a given direction thereon, a control circuit between said vehicle units which includes an electrical generating device on each of said units dispensing a voltage representing and dependent on vehicle speed, conductors running along said way and circuit means on said units connecting said generating devices across said conductors whereby a control current can flow between said vehicle units, and current direction discriminating means in said control circuit for automatically controlling the speed of a said vehicle unit according to the current direction through the said generating device on the vehicle unit being controlled thereby.

7. In a railway control system means for automatically regulating speed differences between trains within a zone of interspeed control and comprising in combination, a length of track, trains thereon, a loop circuit connected between each of said trains, at least one direct current dynamo on each said train, said dynamos being connected in said loop circuit and driven and excited to vary their output voltage with train speed and provide opposed and equal voltages when their respective trains are operating at substantially the same speed in the same direction along said length of track, automatic traction motor controls having automatic accelerating relay means for closing circuits of the motor controls and automatic decelerating relay means for opening these circuits and for applying brakes on each said train, current direction detection means in said loop circuit on each said train for selectively connecting said accelerating means or said decelerating means to said loop circuit to respectively accelerate or decelerate the train when said dynamo thereon is substantially operating as a motor or generator respectively with said loop circuit closed, operator controlled electrical switch means for connecting said accelerating means through said detention means to control acceleration of the train with a current in said loop circuit having a direction through the dynamo on that train indicating that the dynamo is functioning as a motor, said current direction detection means being arranged to conduct current to decelerate the train when said dynamo on that train functions as a generator.

8. In a control system as in claim 7 on one or more of said trains; a second electrical operator controlled switch means, a relay having front contacts and having its coil connected in said loop circuit to be energized by a strong current therethrough as results from the train completing a control circuit with a standing vehicle and circuit means connected by contacts of said second switch means in series with said front contacts so that an operator in conjunction with a strong current in said loop circuit which closes said contacts can disconnect said controls from said loop circuit, delay means actuated by a control current substantially greater than that required for operation of said controls, a plurality of contact points closed in succession by actuation of said delay means, overload relay means energized from said loop circuit through said contact points arranged to require less control current to operate upon the closing of successive contact points, said overload relay means being rated and connected to return said controls to said loop circuit when required to slow the train.

9. A control system for controlling the speed ditference between two or more trains within a Zone of control and which comprises, a trackway, railway vehicles thereon, conducting means paralleling said trackway for completing a control circuit between vehicles, control circuit means on said vehicles connecting said conductive means in a closed electrical circuit between vehicles, a dynamo developing simultaneously similar polarity on each said vehicle when moving in the same direction along said trackway and the output of said dynamo being connected in the circuit of said control circuit means on the vehicle whereon the dynamo is located, means driving and exciting said dynamo in such a way that the voltage generated thereby varies with the speed of the vehicle on which the dynamo is located and whereby the same voltage on each vehicle electrically connected by said conductive means represents the same speed on all of these vehicles and whereby a ditierence of voltage between vehicles causes a current in the circuit between these vehicles, and a polarized relay having its coil connected in series in said circuit to detect whether a said dynamo is operating as a motor or generator and means controlled by said relay to decelerate a said vehicle when its said dynamo is operating as a current generator.

10. In a control system for railway vehicles as in claim 9, field adjustment means for varying the output voltage of the dynamo within a limited range that provides a safe speed difference adjustment between that train and other trains when the control circuit is closed between trains; the current in the control circuit then balances to substantially zero at the safe speed difference selected.

ll. In combination, a first voltage source, a second voltage source, said first source being a dynamo driven and excited to develop a voltage caried with and representing the speed of a vehicle, said second source providing a voltage representing a limiting speed for the vehicle, a circuit connecting both said sources in series opposing and including current direction detection means in said circuit, and control means connected to said detcction means for controlling the speed of the vehicle according to the current direction through said detection means, whereby the maximum speed of the vehicle can be limited.

12. In a railway system, a stretch of track, trains thereon, signaling means on each said train establishing a control signal representing the speed of the train on which the signaling means is located, conducting means for carrying said signals between trains, and means associated with said conducting means to maintain said conducting means nonconducting between trains until said trains are within a predetermined distance apart, reading means for detecting and evaluating said control signals to determine the speed difi'erence between trains when connected "by said conducting means, means controlled by said reading means for regulating the speed of each said train to balance out a speed diiference between said trains when electrically connected by said conducting means and comprising, accelerating means and decelerating means, a first switch means engageable by the operator for rendering said accelerating means for that train operative upon the approach of another said train, a second switch means engageable by the operator for rendering said decelerating means inoperable for a limited duration, means for checking the reduction of the speed difference between trains and for actuating said decelerating means when one said train approaches another said train and the speed difference therebetween exceeds desired limits, whereby a said train is allowed time to be automatically accelerated upon approach of a said train before the approaching train is slowed,

13. A railway control system comprising in combination a stretch of track, trains thereon, electrical contact conductor means paralleling said track, a current collector on each said train contacting said conductor means, a direct current dynamo on each said train driven and connected to develop a voltage representing the speed of the train on which located relative to the voltage produced by each other said train, conducting means for completing a control loop circuit between each two said trains through said control conductor means and through said dynamos on each said train, electrically operated means on each said train for controlling deceleration of the train, electrically operated means on each said train for controlling acceleration of the train, means directing current from said dynamo on the train to operate said means for controlling deceleration or to operate said means for controlling acceleration according to the current direction through said dynamo on that train, switch means for an operator to select whether the train is to be automatically accelerated when approached by another train, a control-circuit current bypass about said means for controlling deceleration, a second switch means for closing said bypass so that an operator can delay automatic deceleration, relay and delay means for opening said control-circuit bypass by excessive or sustained control current or by reduction of the control current to a low value whicheveer comes first, whereby a said train is decelerated whenever a said train ahead is not accelerated sufficiently.

14. In a railway as in claim 13, means for selecting the desired safe speed difference for coupling at speed comprising, means for adjusting the output voltage of said dynamo over a limited range and means for controlling said means for adjusting to provide an adjusted voltage whenever said switch means for closing said bypass is closed, said voltage adjustment being such that said trains are permitted to approach at a safe speed difierence for coupling.

15. In a railway system, in combination, a track, track circuit blocks therealong, multiple-unit self-propelled cars thereon, an electrical conductor paralleling said track, insulators spaced at substantially block intervals for a distance in said conductor, relay and track circuit means for bridging electrically across each said block spaced insulator upon the occupancy of the track for a length at least to substantially half a said block from each said block spaced insulator, a current collector on each said self-propelled car for contacting said conductor, a dynamo which develops substantially full voltage on open circuit on each said self-propelled car driven at a speed proportional to car speed to develop a voltage representing the speed of the car on which located, current operated accelerating means and current operated decelerating means in series with said dynamo between the ground or rail and said conductor, said accelerating means and dccelerating means being connected to accelerate or decelerate the car on which located and controlled by the current supplied by the dynamos of two or more cars according to the direction of this current through the dynamo of the car on which located, said blocks and insulators limiting the range of the current between cars.

16. In a railway system, the combination of a track, insulating means dividing said track into track circuit blocks which are electrically connected to pass direct current from block to block, a control conductor paralleling said track, insulators therein dividing said conductor into insulated sections of substantially block length, tracl: circuit relays having contacts which bridge said insulators upon the approach of a rail vehicle, multiple-unit rail vehicles on said track having thereon the following: a polarized generating device driven at a speed dependent on vehicle speed and having a polarity reversed by a change of direction of rotation of the wheels of the vehicle, a first series of relays for successively closing control circuits in parallel with the operators controller to accelerate, a second series of relays for successively opening the control circuits in the reverse order of closing and for applying brakes, circuit means for directing current to said first or second series of relays according to the direction of current through said generating device, contact and conductor means connecting said generating devices across said control conductor and the rails of said track, said track and control conductor completing a circuit between said vehicles upon the approach of said vehicles whereby current through said generating devices represents a speed difference between said vehicles when close enough to be electrically connected through said control conductor and effects speed control according to the direction of said current.

17. In a railway system as in claim 16, insulators spaced at less than car length dividing said control conductor for a distance longer than the stopping distance of a car to block automatic control current between vehicles so that when the cars are uncoupled upon entering this distance they can be slowed without also slowing the train, said insulators being arranged to maintain a continuous running surface over which said cont-act means has moving contact.

18. In a railway system as in claim 16, a section of track for protecting rail vehicles coextensive with which the conductivity of said control line is terminanted, a track circuit extending coextensive with said section, a first track circuit relay having its coil connected across the entrance end of said section and having back contacts, a short track circuit block ahead of said section and longer than the longest span between car wheels of a train thereon, a second track circuit relay having its coil connected across said short block and having front contacts, conducting means connecting said control conductor ahead of said section to the rails ahead of said short block through said contacts of said first and second relays in series, whereby a rail vehicle in said section will ground said control conductor to the rear of said section to stop said rail vehicle approaching said section.

19. In a train to train control system an arrangement to extend and retract the zone of control about vehicles, comprising: three parallel contact conductors each insulated from the others, insulators dividing a first said conductor into block lengths, block circuits each comprising a current supply connected across the first and another said conductor and relay means connected across the same two said conductors in the same block length thereof so as to be engerized from said current supply and alternately shorted by a vehicle in the block, insulators dividing a second said conductor into block lengths and electrical conductive means connected across adjacent block lengths of this second said conductor in series with contacts of said relay means arranged whereby a vehicle shorting said current supply will electrically bridge a plurality of adjacent block lengths of the second said conductor together inclusive of the block in which the vehicle is, vehicles each having an electrical control signal source and moving contact means electrically connecting said source across the second said conductor and the third said conductor to move thereon, control signal means in series with said control circuit, and whereby a control circuit is completed between vehicles within the zone of the blocks bridged by the vehicles and open beyond this zone.

20. In a system as in claim 19, said control signal source being direct current dynamo and means for driving and exciting the dynamo to develop a voltage relatively representing the vehicles speed, said control signal means including a direct-current ammeter in said controll circuit in series with the dynamo on that vehicle and in view of the operator of the vehicle.

21. In a railway system, the combination of a track, two control line conductors paralleling said track and having insulators therein spaced at intervals each opposite substantially the middle of the distance between insulators of the other, multiple-unit rail vehicle units on said track, a control circuit between said units consisting of the following: electrical means providing a voltage variable with and representing vehicle speed, a first series of relays connected for closing the control circuits in suc cession and in parallel with the operators controller to accelerate, a second series of relay connected for opening the control circuits closed by said first series of relays in the reverse order of closing and for applying the brakes, contactors on each said unit each for contacting one of said control conductors, conducting means connecting said contactors in series with said electrical means to the rails and means for connecting either said series of relays in the circuit through said electrical means according to the direction of current in the circuit closed through said conductors and the rails between said rail vehicles whereby near units are electrically connected and speed diiferences controlled and units far enough apart are electrically separated by said insulators.

22.. A system and circuits for controlling railway vehicle units to couple and uncouple them at speed which comprises in combination; a stretch of track; self-propelled rail vehicle units thereon; means to transmit a speed signal between said rail units; means selectively conducting responding to a transmitted signal indicating a train in the vicinity having a substantially different speed, a current supply, automatic controls connected through said selectively conducting means across said current supply, said automatic controls comprising a first series of relays having front contacts each after the first connected through front contacts of the preceding relay of the series, a series of drive control circuits of successive speed steps each connected through front contacts of a relay of said first series in order of increasing speed to accelerate the rail unit in steps, means to hold each said drive control circuit closed after closing, a second series of relays each relay thereof after the first relay thereof connected through contacts of the preceding relay, contact means operated by said second series of relays to open said control circuits in steps from the highest notch to the lowest and means actuated thereafter by said second series of relays to apply braking, said selectively conducting means passing current to said first or second series of relays according to whether respectively the vehicle is traveling slower or faster than the speed of the fastest vehicle whose signal is received, and means for uncoupling the vehicle units at speed; and means for interrupting signaling between vehicles after uncoupling whereby a unit uncoupled at speed can be stopped without effecting the speed of the forward unit.

23. A railway control system for controlling speed differences between rail vehicles and which comprises, a dynamo on each vehicle unit driven and excited to develop a voltage variable with and representing the speed of the vehicle unit Whereon located, conductors connecting said dynamos externally between units, said dynamos being connected with similar polarity to the same conductor so that their voltages are opposing when vehicles are operating in the same direction, at least one traction motor on each said vehicle unit, rotary contactors for controlling power to said traction motors, a reversible pilot motor for turning said contactors to increase or decrease power to the traction motors according to the direction of revolution of said pilot motor, a reverse relay, a power source connected across said pilot motor through from contacts of said reverse relay to increase speed and through back contacts to return the pilot motor, a holding relay having back contacts in series with said source to stop the pilot motor, a drum switch connected to rotate with fixed relation to said pilot motor, said drum switch having a row of brushes engaging a first conductive face on the drum which turns with increasing speed positions out from under successive said brushes one for each stopping position of said rotary contactors, a second conductive surface onto which the brushes are turned in succession as the drum turns toward full speed position and sized and positioned to hold the highest energized brush just after that brush leaves said first conductive face at a stopping position for said rotary contactors, a first series of relays each having front contacts and a holding coil, current operated means for closing said relays in succession, means in said control circuit for controlling said last mentioned means according to the current direction in said control circuit to close said first series of relays when the current in said control circuit is of the direction received from a faster moving vehicle, a first circuit for energizing said reverse relay completed in series through said first conductive surface and the holding coil and front contacts of any relay of said first series and through all preceding relays in the series, a second circuit for energizing said hold relay completed in series through said second surface and the holding coil and front contacts of any relay of said first series and through all preceding relays in the series, a second series of relays controlled by a current in said control circuit of a direction indicating too high a speed, contacts controlled by said second series of relays to open said last mentioned circuit in steps from the highest speed brush through the lowest.

24. In railway-transit automatic speed controls, means to automatically notch traction motor control power and comprising, a first series of relay means connected each above the first through contacts of the preceeding to be energized in succession for increasing speed of the vehicle in steps, holding circuits for holding said first series of relay means energized after closing, switch means controlled by the operator for opening said holding circuits, a second series of relay means each having contacts in series with a holding circuit to open said holding circuits of the relay means of said first series consecutively in the reverse order from which they .were closed, and circuit means for providing a control current of a value and direction to represent respectively the extent and direction of control desired to energize either said first or second series of relays according to the direction of the control current and means for providing time delay between operation of the relays of said second series whereby speed adjustment while the relays are being successively energized can reduce said control current whereby said first series of relays can remain energized to any particular relay in said series when said control current dies out.

25. A control circuit for controlling traction motors and comprising in combination: a first and a second control circuit voltage source, means for varying the output of said first source with vehicle speed to represent the speed of a vehicle, said second voltage source representing a limiting speed for the vehicle according to the voltage and polarity supplied, a circuit connecting the two said sources in series opposing, current direction discriminating means in said control circuit for passing or blocking current according to its direction, a first series of relay means having front contacts, energizing coil means if each said relay means being connected in parallel and each after the first being connected through front contacts of the preceeding and all being connected in series with said control circuit through said current dis criminating means, serving to block or pass current to said relay means, said relay means having contacts on successive said relay means for controlling traction power in steps, and circuit means for completing the control circuit to pass a current blocked from said series of relays.

26. In a combination as in claim 25, successive said relay means requiring successively larger control current to operate to cause the number of relay means energized to represent the intensity of the control current, successive said relay means being connected with less resistance.

27. Controls for automatically accelerating and decelerating a vehicle in steps comprising in combination, a series of stick relay means having front contacts, accelerating control circuits which are to be closed in succession each connected in series through front contacts and the stick coil of a relay means of said series, a closing circuit for energizing each said relay means and for energizing each above the first said relay means through contacts of the preceding and so close said control circuits in succession to increase speed, a second series of relay means having front and back contacts, an opening circuit for energizing the first said second relay means and energizing each above the first said second relay -means through front contacts of the preceding, said back contacts each being connected in series each with a successive said control circuit to open a number of said control circuits in the reverse order of closing to reduce speed to any automatic running notch.

28. In a control circuit for rail units wherein a direct current represents a speed difierence between units, control means for decelerating a rail unit upon reception of control current of a certain polarity, switch means for delaying automatic deceleration by switching the control current away from said control means, and means for automatically bypassing said switch means by connecting in said control means to slow the unit when required and comprising, a multiple-contact time-delay relay arranged to reset when deenergized and arranged and connected to be energized from the unit to unit control circuit current of value higher than that required to automatically control the units, relays arranged to actuate at successively lower values of power and to be successively connected through contacts on said time-delay relay into the control circuit for checking the reduction of control current periodically, said relays upon actuating each closing said control circuit to said control means.

29. A combination manual-automatic controller comprising; a series of first relays having front contacts; a controller and power supply means connected through said controller across the coils of successive groups of one or more successive said first relays in successive positions of said controller for energizing said relays in successive groups; automatic accelerating control means for energizing said relays in succession; a series of holding circuits each connected in series across a coil of a said relay, front contacts of that relay and front contacts of all of said relays preceding in the series, contacts for opening each holding circuit; means for controlling traction motor contacts; successive relays in said first series being connected to incrementally operate said last mentioned means to successively higher speed motor connections, and automatic decelerating means for opening any of said holding circuits and all higher speed holding circuits to automatically notch down the traction motor power to any desired speed.

30. In railway-transit automatic speed control, means arranged to automatically notch traction motor control power and including a pilot motor for closing contacts to traction motors, a pilot motor positioning cylinder arranged to turn with said pilot motor, a series of control circuits and contact means connecting each said circuit with said cylinder, a stepped conducting face on said cylinder and holding conductive means next to each step on the face of said cylinder and arranged whereby said series of circuits makes contact with said stepped face and successively engages said holding means as said cylinder is rotated and successively reaches the remainder of the face of said cylinder as the pilot motor turns in the direction which accelerates the traction motors, a pilot motor reversing relay, a pilot motor stopping relay having back contacts, current supply means for driving said pilot motor and circuit means whereby the armature of said motor is connected for accelerating through back contacts of both said relays to said current supply, and connected for deceleration through front contacts of said reversing relay, slip ring and circuit means connecting the coils of said reversing relay and said holding relay respectively to said stepped face and said holding conductive means, a series of stick relay means for closing said control circuits in succession each after the first through contacts of the preceding, and a second series of relay means connected in parallel each after the first through contacts of the preceding to be energized in succession and contacts on said second series of relay means connected to open said control circuits in the reverse order from which the control circuits were closed,

said second series of relays providing time delay between the opening of successive control circuits to permit the pilot motor to return notch by notch providing fine speed adjustment and stable operation of the relays.

References Cited in the file of this patent UNITED STATES PATENTS Estwick Apr. 23, 1918 Doyle Oct. 29, 1918 Tomlinson Oct. 21, 1919 Samuelson Sept. 21, 1929 Howe July 9, 1929 Alexanderson Feb. 11, 1930 Lewis Mar. 28, 1939 FOREIGN PATENTS Great Britain July 9, 1908

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