US1303227A - Train-control system - Google Patents

Description

1.*5. ANDERSON. THAI",` CONTROL SYSTEM. APPLICATION FILED DEC. 9* 19l5.

v Patented yMay 13, 1919,`

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l. E.v ANDERSON.'- f TRAIN' CONTROL SYSTEM.` ArrLqcATlon min nic. 9. m5.

Pated Amy 13,1919."

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gmc/Wto@ 1. E. ANDERSON; TRAIN coNmoL' svsEM.

APPLICATION FILED DEC.9. |915.

n PatentodMay 13, 1919,

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J. E. ANDEBSUN. IRAIN'CONTROL SYSTEM. Arfumou mio usc,` e. 1915.

Patented May 13,` 1919 ,y 4 snare-sneu 4 wmpow f Moy @im m. m M m w o..

. UNITED STATES PATENT ortica. y

Jossrii n. ANDEis'soN, or coscois, CONNECTICUT. i A. j

TRAIN-CONTROL SYSTEM.

Specication of Letters Patent.A Patented May 13, 1919.

Application led Iecenibei' 8, 1915. v Serial No. 65,904.

To all inkom t may concern:

Be it known that I, JOSEPH E. ANDERSON, a citizen of the United States of America,

f residing at Coscob, in the county of; `Fairfield and State of Connecticut, have invented certain `new vand useful-Improvements in Train-Control Systems,of which the following .isa specification, reference .being had u l therein to the accompanying drawing. t

Thisinvention relates to train control systems, and its object is to provide an elec trical train control system which is simple, positive, reliable and efficient, and which ma' .be `economically installed and` operated.

helinve'ntion consists in 'thefeatures of construction, combination and arrangement of parts more fully hereinafter described, reference being had to the accompanying Figure `1 is a diagrammatic view show-ing `the track circuits ozf severalblocks of atrain v'control system embodying my invention;

Fig.' 2 -is asimilar view showing the arrangements'- of parts of the ,'system' at a Fig. is a plan view of a-port-ioiiofthe track, showing in detail the 'construction of the stop rail;

Fig. lis a cross section through one` ofthe plates' land magnets of Vthe stopj rail: and showing the yposition of one of the `magnets of the actuaitiii-gmeans upon the locomotive relative thereto;

Fig. 5 is a side elevationof the parts of the stop rail` shown in Fig. 4=e; and! -f Fig.4 is a diagrammatiefviewof theactu- .Referring to the dwiiigs, (ses rige; AandrfAf and B and B', respectively desiglated from Aeach other between: "blocks, i as shown at F, and, for'purposes of illustration, five blocks :or stations yof the main line,

denoted F', F2, F, F* and`F5 (see Fig. 1),

are disclosed inthe present instance, and

corresponding portions of a sidingorbraiich track will be hereinafter described.`

Each block circuit lis normally open.

Each block comprises one one-point relay. gI

and one four-pointrelay gu, also the neces sary Wires as' there-in indicated which hconnect these Vrelays with the track circuit in that block. G, G', G2, G3, Gtindicate electric circuits controlling andoperating in conjunction with their respective blocks F, F2, F3, F4, F5. With each of these block circuits cooperates a control or stop rail H. This rail H extends centrally between the track rails and. consists of a series of faceplates H (see Fig. 4)A making almost a con` tinuous rail of magnetic influence. Attached to the underside of each face-plate is a magnet H2 arran ed in ya non-magnetic box` or casing H?. he magnets of the control orstop rail of each block are Wired, up in parallel relation with the track circuit in 4the distantiV (second) block ahead .which` con- -trolsthehlock in question. An important fact concerning these magnets is, that 'their` north i' p oles 4face p upwalrd, and' that lunder certain conditions theniagnetsareadapted rails A of Vthe second blockbehi nd,l while the conductor g leads from saidmagnet to a point' for coperation with one of the con- Y`diictors-"g*. The switch g3A normally connects the-conductors 4g'f andy, lwhich latter has arranged therein a four pointrelay or` electromagnet 912, controlling switch ,members gia, gn gis5 and gia. connectsv Awith the `conductor .gl which is normally connected by the switch Vmember glf* with conductor g8, while the conductor g9 is normally connected bythe-switch `member gu' with the conductor g1 leading to the .f advance conductor g of the' second or distant block ahead. The'- conductor g1? con-` nects with 'switch member n gm, while! con- `ductor 'g4 is normally connected `with conductorgf by switch member glu.. The switch The conductor g member g1? oi each block e'reufit' is normally Open and 'is mentent@ b'@ sed fb-y .tra magnet g12 when the latte1- is energized and opens the other switch membersP to connect the conductor gu with ne et the Genaue: tors h ofthe stop rail circuit, inclndingthe conductor h, which conductors g and h lead res ectively to the rails A-Af of the distant lock or second block ahead'. The

rails A-A of each-blk 'are adapted "te be electrically connected or bridged by the c@minderev @,r a and a? a maar controlled tibk circuit which designenA `haemotion 'with acta-ating mechanism on 'the locomotive lfai matematica name-agarra aan ecmtrolling plriises.

Theb1eckfiritSF and F1 shewn in lchec't'inwith thesidng l3 l switch .point are'kthe saine "as those in the main `line above decrbed, with the ezcpticn of ythe inclusion off' an electric'fswitfch l assoeinen with rhe'swfh @eine throwing mee-11- anis'm fer thawing me Siding bleek Circuits into and ont of working connection w'thfthe :I'lllaih'liiejblliCiiclts, and `With the' fr ina-ry enana far marteling nl@ @naar the eran-caes er feegiaucwfsfg aria 'gi for an mainline aalfaianandi-eiainfg annee-eens.

' ontnelioeemetve, which @clearly ehu-'vger 'in 'meer "the wheels er axles ci imefleccmctive 'o age lr'al normally-'open'cntrollifngand ndicat contr i olvrcnits'-, governed 'by 'main elec- `trf' Oagefs M" and NPJ- Thesejnagirets af'le 'mchten @pon piatte@ levers Maan-d N2 ner ially sistain'ed fb'y rings vM3' and Na4 'and the "free ends of 'w'iich are, respectively, 'newbie between eers effec-meets Mt and so that said levers, wf bh "are ceni'nectejl with the prmarypcls ci the-'main magnets', ffrih v switches cdncrcling ead l crclts. The stpfiagnet M is located inthe center line cf 'the engine for coperatn with-the stop 'r'ail 1H, while the Vspeed 'inagg circuit including Step and VSpeed ling net. is located to, the ri l tfor leflor both) vofthe engine for ceie'Y tibn W1 tHe speed rail or rails J. On the switch levers are armature plates na-,11,2 'for coperaton with holding niagiieit' vhs-n3 whereby said switch leyer when drawn downward are held down, as hereinafter described.

The control magnets MmN have their north poles facing downwardly and are 'nor- -rnallyenergifzed fby the supply of current from the generator and are held sustained by the springs predetermined' 'elevaticn, eaeh magnet being free ce mbveydewa 'ward frein anormal aceleran, in whichxhey engage the contacts mand m to a @einen in which 'they engage che contents m anti m',-

and' lthe armatures are attracted and lheld by the electrmnagnets 4the magnets being thus inn-unten soa's 'to :be :attracted or repe'lled by the nails H and J while cnever having actual Contact therewith. The magnet M centrale e series 'chelem-ids MaM and M6, fthe cores m4, 'm5 :and m. of which are connected with handles lor operating levers '0, o and "0'2 fof valves `O, 0 and :0.21, the valves O vand O arranged the Steam suep'lyv connections tc ycentr-ol. the' :su-pplyfnf `steam itc Vthe engine cylinders, While the valve =O2 i'S-'dspoeed at 'a suitable 4:pei-nt vin the air brake mechan-isrn,'.fsaiid ya-lves being operatively Commented' V.with valve- A`'clifsin, g;"f' springs 03 acting upon the mag-net icones. The vinagnets ,N eUni-1vol 'a similar series 4"of solenoi'dsN, fNieind Nfl; the Cores 514,7?? and n of which are connected withrfhandles/or levers p, p and p2 of valves P,frP and-1PZ,

operatively connected with -valvkJ 'closing springs p4, e. The' valves l .and P2 are Karranged in the air brake system', While the ywa'lve P rearranged vin the :steam suppliyfsystem of the locomotive, and 'these Avalves are vadapted to be controlled do 'reduee and go-V ernthe -speed fof vthe locomotive. when preaching and running over @a switch The magnets M4L and vN4 ,have one of 'their terminals conheeb'ed with the positive faindl Ynegative "conductors Z 'and .-Z leadlg from the generator L,faafrd the lother temn'lnals` .of these magnets are connected by condetore g, Q gz. and with; the terminals vvof; the eledtrolhafgnets M and N', thearrangement lbeing such 'that the imagnets M', vN', M* `and Nl* are vnormally -incircut with and si'xpplie'd lwith current frbln the generates: la whenthe y"locomotive is inv motion, and, censmluently, f' theiceres of the two laslt named magnete; are attracted and holdthe `Valfies and P fopen against the resistance of [their springs d? and ya?, and are released foactron fmtomatically when'thegenerator L isi-rendered inoperav' tvelt'oeifect the c'losingof'the valves. ThefV v cehtat Pin; which is ardistence clearance con- 'taict, isl connectedby a oondmtor--rwith a greener-'clear lig-ht r,wohs hected in turn with a recorder Rfc'onneted by la con- 'the terminals ofy the magnet mi, and has arrangedl therein the solenoids Ms and M, while a conductor r leads `from the other terminal of the magnet m3 to the contact m whichis a danger signal contact. The contactrn is an idle-contact and simply serves as aistoplto limit `the upward movement ofthe lever N2, while the contact 'n' is a speed ccntrol and releasecontact and isconnected by a conductor s with the valve-lever o', which also operates. as a release switch, normally engag'mgpafswitch contacta@ .which is connectedbyfa conductor s2 with one terminal of themagnet n", the other terminal-of which is-connected by conductor t with a blue or other suitably colored switch indicating lampi and with the recorder R, all of the parts of the Acontrolling devices on the locomotive lbeing thus arranged for electrical controlto. govern the movements ofthe train according to conditions along the line of the trackw'ay, as'ind'icated by the elements of the track Acircuit hereinbefore described. :'-Vlhe recorder.,4 R-fgives .an indication. for future observationfand reference whenever the devices onthe locomotive are affected by outside conditions, while. the lamp 1", which isnorinallyin use is to indicate, when .glowing theffact that theftrack isgclear for travel,

while the, red y light,l whenA glowing, indicates 4danger ahead andlthatthe parts of the controlling mechanism have been operated to aver-t suchdangen-while the ylamp t when glowing indicates that the controlling mechanism at the switch point is in proper operation and-the switch point has been fully thrown for the safe travel of thetrain, the speed of which is under automatic control :during the entire'travel of the train between thennain and branchlines yor vice versa.

.Theyfunction of,` the lever o initsaction as a; switchis to contrqlthat portion o f lthe circuit in@ whichy the holding- 'magnet a -isar- `ranged 5 to, effect` the. deenergizationy of .said ,magnet and release of the lever Nzwhen the stealnsupplyhas been cut ,down and the speed ofv the, train reduced to a certain de yec- Y, n theA operation of. myV improved automatic train control system, inthe control of a Atrainrunning yupon a4 fstraightaway track, the entrance of a train or portion `thereof into a block results in the examination ,of three conditions, to Wit: first, Whether or not there. isatrain occupying the; distant bloclr; second, whetheror not the Vrails along thefrightof Vwayin the distant block are in perfectl condition, and, third, whether. or not the ,electric circuit controlling'the block is ys'ainywhere broken. If the distantblock is occupied by a train or portion thereof, the

`are normally open and the stop rails normally denergized, that. each stop rail is energized upon the entrance of a train into its block and only so when the distant block is perfect and ready for occupation, the trainbeing brought under control, under all conditions, upon the absence of electricity on the rightl of way. After being automatically stopped the train is automatically released and is then in the hands of the engineer, but not so until it has fully stopped. The automatic release above mentioned is accomplished in two separate ways: In the first case the control Vis released by the stopping of the train, since the current suppliedf-by the generator ceases when the engine stops; and in the second case the automatic release is accomplished by reducing the speed ofthe' train, `so that the solenoid which maintains the steam valve-'open by the Agenerationof electricity through the moverneI-it,` .0151` the train releases the auxiliary magnet` which holdsv the control after having passed the f control rail on the right of way. The elements of the circuits on the locomotive are preferably inclosed, in ractice, in a metal case or cabinet and un er lock and key, so that neither the engineer nor any other un- '105 authorized person can meddle with the. apparatus.

It will be evident that as there is employed on the rightofway a normally open track circuit at each block and extends to 110 the st-op rail two blocks inthe rear, the stop yit also closes the circuit of the second block ahead. If this block ahead or distant block 1.20 is not occupied and the circuits connecting thereto are perfect, then the examining train will be permitted to proceed by virtue ofthe fact that the stop rails will be energized. V

Assuming, however,that the sto or con- 1,215

trol rail should be denergized, an that the engine having the necessary control apparatus is-passingover vthe said rail, since the rail is denergized, it presents itself to the engine. mesetas an Ordinary .lengte @i iron 1?0 the dont-roi mechanismen the engliewi-ll be-*- Het imite notion. On the other hemd, should" the :'stop'or controlnil ,be magnetized, since l5v seid rail is ilnagin'etined With'neith magnetisni there `will bea large field fof magnetism existing .the )entere length of the ruil'. AS the .continelhng magnet enthe engine passing- Iover the mill alsepreeents a nieguen-'e :field @if north: pblarityxtwll be evident .that since both fields are of 'like pei'urityj vthey will tend .te fepuils'e eachother. Hence there will not be any change ofA conditionsV en the engine and' lthe engine Willi proceed, there Abei-ng iinthi's opef'rzttien en zwoidance Lof the faotuel :Contact i pente in the. tnstfok-Wuy-an'd upon the loeemetive, end' the resida being ettained the -shnpie changing 'of si length of iron inem e magnetic :eendneter te `e @megnetized 'feendnctfexivith netth magnetic fpelety, ee that -apassing' feneginedmegyiiet'wifll itself to 'theni'egiie'tie oonfdueier er" be repulsed-by the'xne'gnetieed-cen- :duerme i Y E1n the control of train in taking e switch, it will be evident ythem; @ein een approach a ewiteh gleeeted in the inrnediete bleek nntilt hes tested the `security ef sefid switch. Thetrnn epproedhin'g'nheswitch will 1er-form the fell-dwing exemineti'ens, Witt rst, whether'- er not seid-switch iis fpfeperly set; second, if the Switch is oniy half "Set the t'iiiin ion vJeUtet-ing* the honne block :wel die einem fbleek :cenni-,ring elfe ewliteh een will #be .bronght ,te n @top heitere .ltreefehes'sed Sivit-eh.f if, the f-rst examination, the ewftdi fbdnd prepeniy eet, @then-esima; enters :the-immediate bleek ieonte'infng the 'switch brde-fte @mekefthe siding, it is automa-tm@ breng-ht te e lsibvv peed', for exemple,- teh dni/les per hour. Even tfho'u'h the trein passes fier beyond :the centr-o1 reiltfwll stili celte the switch et eneeieeeuefmnm Speed, afer wenn 1t-.win v'5"5 "be yleaute'nticfally *released reetoied to ithelebntrel @tithe-engineer. 'A111515 these opi'eifitihe ere nccomlihed and dile to the -pieence or fheenee of electricity on gthe righft "hf ive-y. In this train control Syfitem 560 thereare two 'distinotj end'seperateelectric I "feed -circnts, one-of iiivggh pressure and ene 'efiow pressure.; the ene termed Athe fXba-tft'ery ircuit and the other the"Y2bettery circuit. l Assumii-Ig that a trein has entered bleek manage? ,ducterv y te mein .condudtor ED', tnhs conileting the circuit. In' this operation ithas ein foundohat ithe fbloclt isnotooeupied by e enairi or A'portion thereof. Also it has `been found that the oironitsconneotingisthe units are perfect. eotnpletimglthis en` cuit rely g1g lin block FS :breaks the 10W pressure Ybettery einen-it 'to bleek F3 end the -feneut'frem bleek F te condueter D. Thus it isimpossibie yfer e trein Ahaving en- 'tenedl 'the block F te leave :seid bleek, because it; oenno't eeinplete its own circuit. Again', relay gm 1in bleek 'F3 also closes the -treek circuit to 'block F5 so that'condl'i'ctor E is in connection with the contacts' in relay g12 in block F5 th'nough'eonductore g8, gr7 and the trank rails te relay' g and thro-ugh the switch fylaitef edndueter fh 1 through the Step rafl H, then threugh eendueter' fh vnid'fte and ehreufghlthe Ibreek rene (esths is "the'pes'itivesid' ef the 'iT-battery e eit the 'current-"win 'not .pees-"w yce'minet"ergg) en@ f :thence 1 fhiieug'h' @Omi-defer y? e0 lmein veenduc'tor E. Thu'sgthe train FV-has found that the tracks and eiifliits block F5 are in; perfect condition beceuse it'has successfuiiy elosed the oiroift's and 'entered the' 'electricity into oor'trelr stop r'ai. The trein in meek F3 does net vv,ehem 'examine bloc/ik F4, for it 'hasreviilely done se when it was in F2'. ermore, it has entered the sain-e b1oek`F3, ibeca, when ft -wa's in Mock 1F" it there examined fbieek' "Ffh Hence ft will' be {theteveryy'trein exreines the distant Meek here@ t ieeve's fthe :bleek 'it is eeeipying. @ifdef-feinem: meek Afis feceupied the examining `7641111 erop in theheme block teem-se e unable ee reeeive 'eiectiiiity into its -owivnV =tc'ittioi Tail. Therefore, for a -trelih to 'proceed everything must be in perfect communication and-the distant block 'must notbeoecupied. If the reverse of either o'rboth of these conditions exist, then the train will be caused lto vstop Since there is no relectricity fon itliegright of In the operation 'of thi'trin eontro'l syseen, Avcffthfre erdtetheffea'tien of a. switeh 'tothehlin f -ine tlclrt, refeexieis nad' to Figs. 1 and Q ef the dre-wings, Fig; "1 shewin'g the Switch .'leyont, vin seen e wey Ie@ 'to fornit fthe' @meededen (if either the main line `br the "siding", *Whichever condition may 'be-under ensrdeition.

In the first place, beginning with Fig. 1, We' will assume that .atrain has entered block F4 and that the despatch orders of this train are such that it is to takelthesid ing B-l-B,`Fig. 2, at a predetermined speedI of ten miles per hour. The train having entered block F4 closes the following circuit:l

battery circuit X in block F4, conductorg5, contact g,- relay g1?, conductors g, g?, then rail A1, through the engine to A, then con-v ductor g leading to mechanically controlled switchcontacts I, then conductor- `g to 'relay g2, block Firom here over g1, to relay contact g1", on relay g1, andfronrhere overy .conductor g4, to D1, the negative'side of the Xbattery. Thus we have completed the circuit involving relay glin block F", Fig. 1. In so doing,'the relay y broke contacts glgj, g1", and made contact g`1i-,`\ivl'1ichy completed the circuitl involving the stopl rail H in block F 4, Fig.` 1. In tracing out this last named circuit, refei to Fig. 2; the electricity Will come from the positivev side of the liT-battery'., over conductor E, to g",

lblock F", contact point g, conductor g?,

to rail 'Akte conductor'gl,leadingto a contact onfmec'hanical switch 2I, thenY over tog", tothe main line rail` A1, in block F s?, "then over conductor' g1" `toarelay contact y,

block F, then over h1, 'to stopV railH "1n block F4, returningoverA conductor 7a', and continuing over main line rail A, tog, then to acontact onfmechanical switch I, and over g, to siding 'rail-"A, 'land'froin here to "glo, then' relay contact g, and finally: over conductor g", to the negative side of thezY- battery circuit, which is conductor E1. In completing this circuit involving the stop rail H in block F4, Fig. 1, We have examined the main line track and siding, also the switch location C, Fig. 2,` and found that the yt'raclV circuit ,thereinfis complete and that 'the svvitchis `rbperlys`et toI be taken.l Thus the stop rail in Ff, Fig, '1, would be ene-gized and' the'trai'n yvill be able to pro,-

ceed. through block* Ff,

wat uit.Xfbatteryfaticck-sting; 1, fram conductorD', g5, '573, relay g12,` `g ?,"g railA,

through the engine to rail A, conductor, g,

(See Fia, 2) ,then 91,1 ...a 2,;.0 Switch "Cen-l circuit Willbe continued over g, 1, then v relay g?, conductor g1, to relay'coritactfgfl, then o vcrmq`4 to D1,`the negative sideof the X-bettralruit- Now thei Y-b ttery circuit becomes active, .since theI circuit. ,involving relay g, block F5, '1, (whichis the main lineltrack') is completed. Beginning at the positive side of the Ygbattery circuit E, in block F2, Fig.

l, (F2 being electrically the continuation of F7, Fig. Q), the circuit continues over conductor gli, contact gs, relay` g, conductors cuff/7, thenrailfA-lto g, (transfer Fig.v 1, so' that block F5, Fig. 1, will match up with block FS.-"Fig;`2,^and form the main line tact g'ls, blockF to conductor 7&1, then stop rail lil,returning 'over h, Fi`g.1`, (transfer Fig; 1 to Fig. 2, so that block F2, Fig'l,

ductorn, Fig'.` 1, to track rail A, conductor g1, relay contact g1", then g, and over to" tracks), i'heii'co'nductor g, Fig. 1, to :con-

`matches up with block F7, Fig. 2)then` con'- El; vwhich is the negativeside-o the Y-battery' circuit. In completing this vcircuit involving stop rail II, block Ff, of the main line tra'clr,'vve have fou-nd that the distant block in the siding safe for 'travel'.1 Thus 4the train can proceed"intblock F8, Fig. 2,

which is the block'containing the switch 1ocati'on CL" i It vvill be noted that the speed controlling member J Vhas not been mentioned heretofore, becausel it -is'desired notto energize this unfitg'sihce the speed of" the train has yet 'fto'be.eiliic'ed.A Having entered block F", Fig. 2, the en-ginel closes the Vcircuit i'r`1volvf in ,'"g12"*, the electricity will "tal'e' the Vlilfollfofvvin'g course: conductor D ofwbatter'y :Circuit/X1 C'ntactgss ,relfy glia con; i

"gi, leadiiigtd contact on mechanical switch.

B, 0f Sidingl", then r1, (Place/F2, Fig! 1, to' 'match up 'yvith the siding, so that the block F2 will represent the blockbe'yond F, Fig. 2), then conductor vg, Fig,"1,' block F, through relay g?,'conductor g1., relay contact g1, then g4, then out oye'r conductor D1, which is the negative side of .the Xbattery. Thus We have energizedrelay 9125, Fig. 2, andmade contacts'y lfand g1?, involving the .this circufiufthe"electricity 'takesthe followthrough Contact g, then hf, tostop rail H,

" .niet h,.g?",`texe1=ayf90n 1 (see Fig. 1),.then conductor h, Fig.l 1', 'rail A to ,conductors gland g1", E120 then contact. g`1, 5,ftdgand E1, which', is the negative-side of .theY- battery clrcuit. In completing this ..Tcircuit preventing the 'train [from s'tonplegm F.il

Speed 4control fraillI, `beingy denergized, will attract the s pd .cintfllin magnet N1, Fig;

6, aus' aduana 'the' aaai "the predetermined degreebefore it, reaches the switchI- location C. 'Having' passed the 160 l then tlirough the engine to A, conductor y, to mechanical switch contact, then g, to rail iso switch C, vthe train Will pass into block F7, Fig, .2. The. trein has non passed through anicl beyond the severalhlocks involving the Switch location f Y 'In the Secondplete, beginning With Fifgz 1We will assume that theY train in question has entered block Ft, Fig. l, and that the despatch orders of this train are suele that it is t0 @Ontinne oir the Inain line track,y past the switch location C, in block FS, Fig. 2, (plena Fig... 1 inrelation with Fig.. 2, so .that block-FS7 Figj, will be the block next beyongl block F?, Fig. 1);. The train being vin bleek F4 will naturally close the circuit inrelying-relay .9 1?, in block F, then the ele@ tricityA will talethe follan/in Course: D, which. is the positive side of tv e X-battery circuit g, g1?, relay v 9212, ge, gl, rail A1, through theengine rail A, conductor g, (see 'Figa 2),;then conductor g, Fig. l, in block F 8,' (thexmechanicall. controlled switch cnntacts I, lig. 2, Wou d be changed from Vthe completed circuits indicated, to the circuits shown uncompleted, by the fact that the switch point C is positioned for the train to 00.1.1.ti1nne `on the mein line tracks), then through lenv-itch vcontracts l, to g, and relay g2, then gli, to .relay `Contact g1", `and g, to Di, n.fhich isthe negative side. of the X-ba-ttery; circuit.: l,lhnsrelay g12 becomes ener.- giz'efll, and enntects mede and breken as helfetofoite described., Next. the Yfbattery .eircuit W" ll v4heL considered. Beginning in block F gthe. .circuit is g8., Contact .914, glf'norten; of theme@ line tracks, tenondnctor gl?, mechanical switch I, 97, 11o-rail Alttheng1?, to (see Fig.. l), Colltwt 913,. lll

scriglied. v4I havererened frominserting the detajlsjof .bleek Fibecause .of the .natural @Oiispn oflthl' multiplicity' of .lines It will befseen'froin the preveusly y(leser.bedl alterngteblo'cls that if 1310011515l is clear the .train lilofcfklwill receiye the roper linclicatiQn 4itsklstop railHNand .tus .e permitted to passl into 4,block F8, Fi 2.

Henin arrived in bloclrFs, t e train will bring-wanen man1 and, @lose the circuit lea jln'gto 'ayfgi in FS, vIn tracing this 'cireulfl battery circutXgonconductor then'g contact,'g35 relay Q12, 5l/6, re-

'layfyto gi, railQAto Conductor g, .Ine-

chaneelvswitch l. `y?, .ralA thrQu'gh the .en-v

.eife frail.

uCtQr 9, mechanical, .switch I, conductor g te'rail A, then g, to relay g2, block F10, conductor g1, contact g1, then g, to D1, which is the negative side of the X- battery circuit. Thus therelay Q12, to stop railH, and relay j3 to speed rail J in block F8, haye become energized and in so doing each relay made andz broke contacts. (The obj-@Ct now is to energize the stop rail H and the speed rail J in block F8, so that the, respective, engine magnets M1- "and N1, Fig. 6, will not change their respective. normal positions, vand thus. permit train to proceed Witlwutafltetingits speed Next the battery circuit o conductor E is continued over g8, bleek F10, .Figf 2,; @11GB gt4, gli mi] A1, 9-11, t0 contact gt3, in block F8, then g1, to stop rail H, returning over h, to track rail A, then g, to contact gli. gp, to conductor El, which is the` negative, side of the Y-battery circuit. Thug We` have energized the stop rail H,l in bleek Ff*` Referring to the speed control rail J the circuit begins from conductor E, of the Y-battery circuit, to jg, .contact jt, conduetor jl, to rail J, (stop railJ is Constructed in ,duplicate and electrically connected in parellel forY aiectation on the en.- gne, whshererend ef the' @Heine may be traveling forwerdmost) then returning over j *20 Etf W..l1.i, .1V .is the negative side-ef. the Y- battery circuit,. Thus we have energized the speedt rail J, prevented the speed c011- trolling ineehanifnn-on the engine from epe-rating` :I11is,ofconrse, will permit the train t0 Without rduoine its 'speedw The trainnoyy is. :free to into blookFg, the.

safety 95E which was, est;ertainel in block F,

Inell the-,foregoing description, we have, ycons ilereldf .tliat the track in advance of the train nestifni.l .et all tinies yclear for travel. `he llppnsite of any one .of .these de scriptions would be caused by a tra-in occupying .the .distant block, .a brokenrail, a short Girelli@ 9,1? @11. 0pt/I1 Giliit, anywhere Within the .-ceniltrolethe trein .questen- Thus it Wil be clearly seengthat the control .of the train lin question is efected by the attractio igof lthe engine magnets by to a length ..0..Ni.1.9n(;called .the stop rail) or the l10n-attraction of-t'heeu ine magnets by the repellentationcdueto e magnetization of thislength of. iron. I ciaimrj l. In an .electrical train control system, a Seres'o blnGkS torceperetion with strain magheeeeehofed blocks prOVidd'Wit-ll e track ercut'fliafning e' tranfcontrollng niembr .theten 'Cempnsnee uermallicmeenetic conductor, .Seid .track .circuit including the reilskcf a blujkin @dyanne .di theftren con trolling 'inemfben member lening energiza efby 't e energ'fization otrtlre circuit. in which .it is. erlanged to. forme 'imghetzed conducta fior retelling Seid train .magnet 151.1: .electrcel ,trein .tonnel ersten a cuitv includin connections for energizing a l trein control ing member in a block .behind cck the condition of e track cirranged in the main and branch lines for regulating the speed of a train approaching -the switch point. f

12. In an electrical trein controlling system,va series o blocks arranged within main and branchlines, and each includingl a nor- ,mally open circuit adapted to be closed by v the rolling stock, means for connecting the track circuits of a portion of the main line with other circuits 1n line or with the circuits in the branch line, attain stopping device in each block adaptedv to be, energiaed for action by the presence of a .trein in' the immediateblock and speed controlling d evices in the main andbranch lines for govv erning the speed of a train approaching the vswitch point. Y`

13. In an electrical train control system, block ,circuits adapted'to be closed .by'rolling stock upon the block thereof, atrain govern# the .train governing device, said goirliing devicey forming a magnetic conductor when said circuit is open or inoperativey anda magnetized conductor when said circuit is closed andopcrative,anda train controlling tro-magnet repelledror retracted by the confy dition of said train governing device.`

14. In an electrical ltrain control system, and in combination with track circuits governed by the rolling stock and including a controlling member in each block forming a magnetic or magnetized conductor under diiierent conditions in thecoperating circuit, each track circuit including the rails of a block in advance of the controlling member therein, train governing means upon `the locomotive including. a circuit embodying a generator actuated by the Vrunning gear 'ofk the locomotive, train controlling devices, solenoids for controlling the same,

and an electro-magnet controlling the governing circuit andnormally supported above and free from contact with said conductor and adapted to be attracted or repelled by scid conductor.

l5: In. electrical trein System, and in combination with trein sltgping an f speed controlling 'devices gever by tljk conditions to form magneticlor magnetized conductors, train controlling and stopping Circuits QH the locomotive, a generator for supplying said circuits and actuated by the running gear of the locomotive, and electromagnets goyerning said circuitsand including circuit closing members; comprising magnets manually supported above the trackway for travel clear ci said conductors and adapted to be attracted orrepelled by the respective conductors Y 16. An lelectrical train control system elnbodyin block circuits each including a train control ing device comprising aftemporary magnet iniilileiiccd by the energization of a circuit in advance of the one 'in which it is arranged, said magnet being arranged t0 and vcontrolling lIneens upon a trainl to be controlled, said means including a temp@k retry-magnet presenting its north pole in operative relation tothe corresponding pole of first-named magnets. l

17. An electrical train control system embodying track i, circuits, each including a train control device comprising a temporary magnet influenced b the energization of a circuit in advance o the one in which it is arranged, and controlling means upon a train to be controlled also including temporary magnets, said magnets being arrangfed to presentv likepoles in facing relation w g n y y ybrought, into` proximity to each other. ing device in each block,each block circull r@including the rails of a block in advance of 18, An electrical train control system embodying track circuits, each including a arranged, said magnet comprising a'bar of kmagnetic*material and magnets dis-posed becircuit on vthe locomotive 'including 'an elecj neath said bar with their north poles in proximity thereto, vand controlling means upon a train to be controlled for coperation' with the block, magnets, said means including a temporary ma et presenting its north ein operative re ation to the magnetic bars oi the first-named magnets.

19. An electrical train controlling system embodying block circuits, each including a temporary magnet consisting of a magnetic Present its north pole in operativeposition,

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