US1421005A - Winthrop k - Google Patents

Description

APPLICATION FILED 1mm; i915.

h \W Q R W w nm M MN L M a 5 a \N F? hicle, with the added thereto.

a citizen of the United .AIITOMATIC TRAIN-CONTROL SYSTEM.

Application filed January 21, 1915. Serial To all whom it may concern:

Be it known that I, WINTHROP K. Howe, States, and a resident of the city of Rochester, in the county of Ionroe and State of New York, have invented new and useful Improvements in Automatic Train-Control Systems, of which the following is a specification.

This invention relates to improvements in systems for automatically controlling movable vehicles, particularly such vehicles as railway cars and trains.

he primary object of this invention is the production of an improved automatic train controlling system. Other specific objects and advantages will appear as the-description of the invention progresses, and'the novel features of the invention will beparticularly pointed out in the appended claims.

In describing the invention in detail reference is bad to the accompanying drawing, comprising a single figure, which is a schematic illustration of a railway track with two cars thereon, each of which is equipped with a train controlling device.

1 and 2 designate the two rails of a railway track, upon which railway vehicles are 'movable.'

In the schematic view two vehicles are shown connected b a coupling 4. Each vehicle is represented as including two wheels and an axle. The wheels and axle of one vehicle are designated by 5, Sand 7 respectively, and the wheels and axle of the other car by 5 6 and 7 respectively. Each vehicle has the ordinary journal boxes, as 8 and 8 supporting a side bar, as 9 and 9 The parts associated with the vehicle shown at the right in the drawing are given the same reference characters as the corresponding parts associated with the other .ve-

distinctive exponent 1 Each side bar 9 supports, by means of a projection, as 10, a shoe, as 11, of-an'y ordinary and proper form. The shoes, as 11,

are loosely mounted in the projection 10 and l have a collar 12 rigidlyattached thereto,be-

tween whichand the projection 10 is positioned a spring 13, which causes the shoe to normally move downward asfar as permitted by on the vehicle at the right of thefigure.

Specification of Letters IPatent.

. moved upwardly by .rotor 23 of by the enlarged upper end 14,413 shown Patented June 27, 1922. N 3,469.

The side bars, as 9, also support the two members 15 and 16 of a circuit controller, which, due to the resiliency of the member 15, assumes the closed position when the shoes, as 11, are in their lower position, and which is opened by the contact of the upper end 14 of the shoes, as 11, when the shoes are contact'with a ramp, as 17, positioned along the trackway.

Each car of the train has positioned thereon a translating device, as 19, which is 0pperable only by current of a particular char- 'acter, such, for instance, as'alternating current. In the form shown the translating device 19 consists of a stator member, 20, having two poles. 21 and 22 positioned directly opposite each allow the positioning therebetween of a any proper construction. diagonally opposite portions and 22 have placed thereon continuous bands of conducting material, 24 and '25, which will be recognized by those skilled in the art, as the well known shading-coils. The stator 20 has placed thereon the energizing coil 26. The description of the translatin device 19 will be recognizedy by those skilled vin the 70. other and separated soas to The I of the poles 21- p signalling art, as that of a well known alternating current motor, which has been illustrated'in the drawings and described in this specification as one form of translating dev1ce which may be used-by applicant to put his invention into practice.

he rotor 23 is connected with, and when it moves, causes a movement of arm 27 which at its outer end has a portion of magnetic material 28 attached thereto, which when moved into the position shown. in the I drawings, is in operative relation with the core of the direct current electromagnet 29, so that if the electromagnet 29 is energized the member 28 will be held in the-position shown. The electromagnet 29 is.not so positioned in relation to the member 28 and is not of such strength that when the member 28 is at the lower" limit of its downward will be able'to lift the member 28. The electromagnet 29 will 'only hold the in the The member 27 has link 30 attached thereto which transmits motion to the-armature,

movement caused by gravity upona de- 1 '7 energization of the translating device 19, it'

31, and the armature 31 has the link 32 connected thereto so as to in turn transmit motion to the armature 33, so that all of the parts 30, 31, 32 and 33 partake of the motion of the member 27 and move synchronously with it. I

34 designates a generator of alternating current energy to which are connected the line wires and 36 extending the length of the trackway. At suitable points transformers as 37 are connected across the line wires and 36, each having a primary winding 38 and a secondary winding com posed of two portions, 39 and 40. One terminal of the secondary portion 39 is connected by a wire 53 directly to a track rail, as 2. The other terminal of the secondary portion 39 is connected to one terminal of the secondary portion 40, and they are both connected to a wire 41 connected to a switch arm 42. secondary portion is connected by means of wire 43 to the switch arm 44. Switch arms 42 and 44 are movable into and out of engagement with the metallic strip 45, and the strip is connected by means of wire 46 to the ramp 17.

In carrying out this invention in practice la-ted that the differences of potentials applied to the several ramps, as track 'will be automatically governed by track relays in accordance with traffic conditions in advance, such as shown for example in my application Serial No. 6,248 filed February 5, 1915. For simplicity, however, the switches 42 and 44 are shown on the accompanying drawing to control the artial circuits supplying differences of potential to the ramp 17, it being understood that these switches are illustrative of the functions performed by the circuit control- .lers which in practice are operated autoondary portion matically by track relays.

Assume that the translating devices 19 of the train are deenergized; then if a shoe, as 11, contacts with a ramp, as 17, when a switch arm, as 44, is in contact with a metallic strip, as 45,

following circuits: one terminal of secondary portion 40, wire 43, switch arm 44. strip 45, wire 46, ramp 17, shoe 11, wire 47, bus 48, which extends throughout the train, and thence on each car along wire 49, g 26, wire .50, impedance 51, wire 52, journal box 8, axle 7 wheel 6, wire 53 and secondary portion 39 to the other terminal of the sec- 40. If translating device 19 is deenergized, at the moment contact is made between shoe 11 and ramp 17 it will thus be energized, and, causing its rotor 2 to turn, will cause member'27 to be the upper position," as shown in the figure, and so cause member 28 to come into operative relation with electromagnet 29, and at the same time causes armatures 31 and 32 The other terminal of the then current will flow in the 3 The translating devices, raised to to be raised to the upper position, as shown in the figure.

Not only will the contact of shoe 11 with a ramp, as 17, which is connected to the entire secondary of the transformer 37, cause translating device 19 to be energized, but it will also cause all of the other translating devices similar to translating device 19, as 19, upon all of the other cars of the train, to be energized by current which flows in a circuit as follows: secondary portion 40, wire 43, switch arm 44, strip 45, wire 46, ramp 17, shoe 11, wire 47, bus 48, wire 49 winding 26 wire 50, impedance 51 wire 52, journal box 8, axle 7 wheel 6 rail 2, wire 53 and secondary portion 39 to the other terminal of the secondary portion 40. Current flowing in the above traced path will thus energize all the translating devices, as 19 located upon all the other cars of the train, whether or not the shoes, as 11 ,-of the other cars, are in contact with an energized ramp, as 1 The energization of translating device 19, and the movement of member 27, together with the movement of armature 31, causes a shunt circuit to be formed about the impedance 51 so that the current which it was formerly stated flowed from wire 50 to wire 52 by means of impedance 51, will then flow from wire 50 to wire 52 by means of wire 54, armature 31'and wire 55 to wire 2 The result of forming und imedance 51 is to allow a smaller difference of potential between the ramp rail 2 to energize the translating device 19 sufficiently to cause it to hold the member 27 in the upper position, as shown, than is required to raise sition. If while the shoe 11 were on the ramp 17 after current had flowed through the circuit including the switch arm 44, and had so energized the translating device 19 that the member 27 is moved to the upper position, as shown, then if switch arm 42 is put into contact with strip 45 and arm 44 is removed from in contact with strip 45, the translating device 19 will maintain the arm 27 in the upper position, as shown, because, although a less difference of potential exists between ramp 2, this smaller 17 and rail difference of potential causes a current to flow through the shunt path around impedance 51 instead of through the impedance 51, and consequently the potential difference across the terminals of the winding 26 of the translating device 19 is maintained sufficiently high to enable the translating device to hold the member 27 in the upper position. as 19 on all of the other cars of the train. would, of course, for analogous reasons to those hereinbefore pointed out, be caused to maintain their movable members, as 27 in the upper position, as shown, by current caused to flow through the windings thereof, by reason of the difference of potential between the ramp 17 and the rail 2.

After the member 27 has moved the member 28 to the upper position, as shown, it will be maintained in that position by reason of the energization of magnet 29, which takes place just prior to the movement of the shoe 11 off from the ramp17, because, due to the inclined ends of the ramp 17 the shoe 11 moves downwardly as the car progresses, but before actually leaving the ramp it moves so far downwardly that the members and 16 come into contact, whereby a circuit is formed as follows: one terminal of the battery 56,.wire 57 electromagnet 29, wire 58,

'member 15, member 16 and Wire 59 to the other terminal of the battery 56. Current flowing in the above traced path will maintain electromagnet 29 energized and the member 28 in the upper position, as shown, after the shoe 11 passes off fromthe ramp 17, so that the armature 33 will be held in the upper position, as shown, so that the device for controlling in. any desired manner the movement of the vehicle, will be energized, so that it will in no way have any effect upon the movement of the vehicle.

It will be observed that the parts and circuits embodying this invention carry out the important principle of failure on the side of safety. The train. control apparatus'60 is so constructed as to become active whenever the currentnormally supplied to it is cut off, so that if the source of current on the vehicle should fail, or some of the wires become broken, this apparatus will be set into operation, resulting in the control of'the train on the safe side. traveling between signal or control points a under safe trafiic conditions, the train control apparatus 60 is normally held in its inactive condition by current flowing-in its control circuit which is closed by the armature 33 in its upper position. The armature 33 has a tendency to open but is held in its closed position by the attraction of the electro-magnet 29, and this electro-magnet is in turn energized by current in a normally closed circuit which is opened and closed by the shoe contacts 15 and 16 When the train reaches a control or signal point, engagement of the contact shoe of each of its cars in turn with the ramp 17 breaks the normally closed circuit for the electro-magnet 29 at the shoe contacts 15 and 16, thereby permitting the armature 33 to drop and set the train control apparatus 60 into operation unless something occurs to prevent this action. It should be noted that this tendency to set the train control apparatus 60 into.

operation at each control point occurs irrespective of whether the ramp at that point is energized or deenergized, so that a failure for. any reason to receive a proceed impulse While the train isfrom a ramp will result in the operation of the apparatus rather than its non-operation. The ramp will be supplied with alternating current in case trafiic conditions are safe and the trackway circuits are operating properly. This current passes through the winding 26 of the translating device 19, and since this device is responsive to alternating current, it will act to maintain the armature 33 closed.

It will thus be apparent that any ordinary failure of the devices or circuits, such as.the breaking of a Wire or running down of the battery, will result in placing train control apparatus into operation. To illustrate, if any of the wires 57 58 or 59 should break, the electro -magnet 39 wouldbecome deenergized, and this in turn would break the normally closed circuit for maintaining the train control apparatus 60 in its inactive condition.- If any of the wires in the track way circuits, as the wires 16 or 53, should become broken for any reason, the ramp 17 would fail to be energized and the electro-magnetir device 19 in turn would fail .to respond so that upon engagement of the contact shoes with such a ramp, the train control appa ratus would be set into operation.

It should be noted that the electro-magceed impulse transmitted to the train from the track, is constructed so as to be respon sive only to alternating current. This is desirable because it prevents any improper operation of this device 19 by current from any of the batteries on the'train, and also by any stray or leakage direct current on the ramp 17 which may exist because of an improper cross or connection with the third rail or trolley wire.

-The continuous conductor or bus-line 48 extending between the several vehicles of the .train which are equipped with the train control apparatus performs the important function of enabling the control relays on the several vehicles to be simultaneously restored. This simultaneous restoration is of cars with automatic train control apparatus and its associated controlling devices. When the motor cars are coupled into a train, it is preferable to have the train control apparatus on each of the motor cars capable of stopping or retarding the train as a whole.

This adds to the safety of the system because some one of the several apparatus-are sure to operate properly. With these contrain control apparatus ditions. after the train control apparatus on the several motor cars of the train h ave been set into operation at acontrol point, it is important to restore them simultaneously at the next control point under safe traffic conditions, in order that the train as a whole may proceed without delay. Otherwise, the train control apparatus on some one of the rear cars of the train would restrict progress of the train as a whole until it had progressed far enough so that this rear car would reach the control point and have its restored. This desirable feature is provided for by this invention in a simple and reliable manner. \Vith any one of the several contact shoes of the train on an energized ramp, all of the control relays of the train will be restored without. waiting until its own particular contact shoe strikes this energized ramp.

Applicant has herein illustrated the means for controlling the movement of the vehicle in the ordinary and conventional manner, as the particular means used forms no part of the present invention, because the present invention is applicable to the control of any proper well known means forcontrolling the movement of a vehicle.

Although I have particularly described the construction of one physical embodiment of my invention, and explained the operation and principle thereof; nevertheless, I desire to have it understood that the form selected is merely illustrative, but does not exhaust the possible physical embodiments of the idea of means underlying my invention.

What I claim as new and desire to secure by Letters Patent of the United States, is

1. In an automatic train controlling system, in combination: a trackway having a movable train composed of a plurality of cars thereon; a distinctive current relay on each car; means for simultaneously energizing each of the said relays on each of the cars; and automatic trafiic rotecting means governed by each of said re ays.

2. In an automatic train controlling system, in combination: a trackway having a movable train composed of a plurality of cars thereon; a distinctive current relay on each car; an arm moved to contactlng position by an energization of said relay; means for holding said contacting arm in contact,

ing position; means for energizing said re lay; and automatic traffic protecting means governed by said arm.

3. In a system for protecting railway traftic, in combination: a railroad track; a train including a number of vehicles adapted to travel, on said track; automatic trafiic protecting apparatus carried by said-train; a distinctive current relay on each vehicle for controlling said apparatus; means for controlling said relays on the several vehicles of vices in cooperative relation carried by said train simultaneously; and devices in cooperative relation carried by said train and located along said track for governing said last mentioned means.

4. In a system for protecting railway traffic, in combination: a railroad track; contact rails located along said track; means for creating a difi'erence of potential between said contact rails and a track rail of said track; a train including a number of vehicles adapted to travel on said track; a continuous conductor extending between said vehicles; a relay on each vehicle; a contact shoe carried by each vehicle and arranged to engage said contact rails as said train passes along said track; a partial circuit for governing the relay on each vehicle terminating at said conductor and at the wheels of said vehicle; and means for electrically connecting each of said contact shoes with said conductor.

5. In a system for protecting railway traffic, in combination: a railroad track; atrain including a number of vehicles ada ted to travel on said track; automatic tra c protecting apparatus carried by said train; an

alternating current relay on each vehicle arranged to control said apparatus; electrically conductive paths constituting a circuit connecting said relays in multiple; and desaid train and located along the track for energizing said energize said relays simultaneously.

6. In a system for protecting railway traffic, in combination: a train including a number of vehicles; a control rela on each vehicle, a source of current on t e vehicle for energizing said relay; a device carried by each vehicle and adapted when energized to govern the corresponding relay, said device being incapable of being energized by current derived from said source; and electrically conductive paths connectin the devices on the several vehicles of the train, whereby said relays are controlled simultaneously.

fi 7 In a system for protecting railway trafa ber of vehicles; a relay on each vehic1e;'a continuous conductor extending between said vehicles, the relay on each vehicle being connected between said conductor and the wheels of the vehicle; and means including traflic controlled impulse devices along the track for creating a difference of potential between said conductor and a track rail of the track over which the vehicle passes.

8. In a system for protecting railway traffic, in combination: a railroad track; a train including. a number of vehicles adapted to travel over the track; contact rails located at intervals along the track; means for creating a difference of potential between each in combination: a train including a numlast-mentioned circuit to thereby vehicle; contact ranged to make contact rails; an electrical conductor connecting all of the contact shoes on the several vehicles of the train: and tratlic protecting means governed by the cooperation of the contact shoes and the contact rails.

9. In a system for protecting railway traflie, in combination: a. vehicle; traflic protecting apparatus carried by the vehicle; an alternating current relay for controlling said apparatus; a circuit for energizing said relay including an impedance; a shunt for said impedance; and means governed by said relay for closing said shunt when the relay is energized.

10. In a system for protecting railway trailic, in combination; a railroad track: a rails located along the track; a contact shoe carried by the vehicle; trafiic protecting apparatus carried by the vehicle; an alternating current relay for governing said apparatus; apartial circuit for energizing the relay terminating at the wheels of the vehicle and at said contact shoe; an impedance included in said partial circuit; a shunttor the impedance; means governed by said relay for closing the shunt when said relay is energized; and means for applying differences of potential of difi'enent intensities across each contactrail and a track rail of the track.

11. In a system for protecting railway traffic, in combination: a train including a number of vehicles and a track therefor; contact rails locatedat intervals along the track and insulated therefrom; means for creating a difference of potential alternating in character between said contact rails and the track rails; a contact shoe carried by each vehicle and arranged to make electrical contact with said contact rails; a relay on each vehicle responsive to alternating current only; a partial circuit on each vehicle for governing its relay and terminating at the shoe and frame of that vehicle; and means for electrically connecting the shoes on the several vehicles f the train, whereby said relays may be simultaneously energized.

12. In a system for protecting railway trailic, in combination: a railroad track; a train including a number of vehicles adapted to travel over said track; mechanism for automatically protecting the movement of said train; a distinctive current relay carried by each vehicle; means controlled by said relay for controlling said mechanism; electrically conductive paths connecting said relays to enable them to be operated simultaneously; contact rails located at intervals along said track; a contact shoe carried by each of said vehicles and arranged to cooperate with said contact rails; a partial circuit on each vehicle terminating at each contact shoe and at the wheels thereof for governing the corresponding relay; a source electrical contact with said of distinctive current capable of operating said relays; and a partial circuit including this source of current and extending between a track rail and a contact rail.

13. In a system for protecting railway traffic, in combination: a railroad track; contact rails located at intervals along said teach; means for creating differences of potential alternating in character and of different intensities between said contact rails and a track rail of said track; a train including a number of vehicles adapted to travel over said track; a contact shoe carried by each vehicle and arranged to cooperate with said contact rails as said train passes along said track; a relay on each vehicle: a partial circuit for governing each relay terminating at said contact shoe and at the wheels of said vehicle, an impedance included in said partial circuit; a shunt for said impedance; means for closing said shunt when thecorresponding relay is energized: and means for electrically connecting the relays on the several vehicles of said train to cause their simultaneous operation.

14:. In a system for protecting railway trafiic, in combination; a railroad track; a. vehicle adapted to travel over the track; traiiic protecting apparatus on the vehicle having a tendency to assume its activecondition; electromagnetic means and a source of current for normally maintaining said apparatus in its inactive condition; a dis tmctive current relay on the'vehicle operating, when energized, to maintain said apparatus in its inactive condition independently of said electromagnetic means, said relay being incapable of operating on the source of current used for operating said electromagnetic means; and means for supplying distinctive current to said relay at different control points along the track.

15. In a system for protecting railway trafiic, in combination: a vehicle; trafiic protecting apparatus carried by the vehicle; means on the vehicle for controlling said apparatus which is normally inactive and has a tendency to assume its active condition; electromagnetic means and a source of current carried by ing said first mentioned means in its normal inactive condition; a distinctive current relay carried by the vehicle and operating when energized to maintain the first mentioned means in its normally inactive condition independently of the electromagnetic means, said relay being incapable of operating on the source of current used for operating the electromagnetic means; and means carried by the vehiclein cooperative relation with devices located at intervals along the track for the vehicle for rendering the electromagnetic means ineffective and for controlling the application of the distinctive current to said relay.

the vehicle for maintaini i said electromagnet 16. In a system for protecting railway traffic, in combination: a vehicle; trafiic protecting apparatus on the vehicle normally inactive and having a tendency to assume its active condition; a movable member for conrolling said apparatus and biased to move from its normal position corresponding to the inactive condition of the apparatus; an electromagnet for normally holding said member in its normal position,

being incapable of restoring the movable member to its normal position after it has once moved from that normal position; a normally closed circuit for energizing said electromagnet; electromagnetic means for restoring said movable member to its normal position; means lo cated at intervals along the track over which the vehicle passes and arranged to cooperate with the device carried by the vehicle to control the energization of the last mentioned means and to simultaneously interrupt said normally closed circuit.

17. In a system for protecting railway trafiic, in combination: a vehicle; trafiic protectingapparatus on the vehicle, said apparatus being normally inactive and having a tendency to assume its active condition; a relay operable by distinctive current; an armature operated by said relay for controlling the apparatus, said armature ing a normal position corresponding to the inactive condition of said apparatus and being biased to move from its normal position to an operating position, an electromagnet for holding said armature in its normal position, said electromagnet being incapable of restoring the armature from its operated position to its normal position; a normally closed circuit for energizing the electromagnet and including a source of current different from the distinctive current for operating the relay; and means for simultaneously breaking said normally closed circuit and for controlling the supply of distinctive current to said relay at predetermined. control points along the track over which the vehicle passes.

18. In an automatic train control system, a plurality of relays carried by the several vehicles of a train, electrically conducting paths constituting a circuit for connecting said relays for simultaneous-operation, and means comprising elements partly on the vehicle and partly along the track for transmitting current from the track to said circuit as each vehicle passes the control points along the track.

19. In an automatic train control system, a plurality of impulse devices carried by the several vehicles of a train, said impulse devices being adapted to cooperate with eleinents along the track to transmit electrical energy from the track to the vehicles, electro-responsive means on each vehicle, a circuit connecting said means for simultaneous operation. and connections for permitting electrical energy to be applied to said circuit from the impulse devices on any one of the vehicles.

20. In an automatic train control system, trafiic protectin apparatus carried on the vehicle, a movableelement for controlling the operation of said. apparatus, two electro-magnetic devices adapted to be seelectively operated by currents of different characteristics and each controlling the movement of said element, a normally closed circuit including a source of current on the vehicle for energizing one of the devices, means comprising elements partly on the vehicle and partly along the track for controlling the application of current from sources along the track to the other device in accordance with traffic conditions, said last mentioned means also operating to break said normally closed circuit at each control point. 4

21. In an automatic train control system, a train, a plurality of contact shoes carried by the train, a conductor electrically connecting said contact shoes, and a plurality of relays on the train each connected between said conductor and the frame of the train.

22. In an automatic train control system, in combination: a train including a number of vehicles; a contact shoe carried by each vehicle; a continuous conductor extending between the vehicles and electrically connected to the several contact shoes; a relay on each vehicle connected between said conductor and the frame of the corresponding vehicle; ramps along the track with which said contact shoes cooperate; and means for establishing at times a difference of potential between said ramps and the track rails.

23. In an automatic train control sys tem, in combination: a train including a number of vehicles; a contact shoe carried by each vehicle; a conductor extending between the vehicles and electrically connected to the several contact shoes; an alternating current relay on each vehicle connected between said conductor and the frame of the corresponding vehicle; ramps along the track with which said contact shoes cooperate; and means for establishing at times an alternating difference of potential across each ramp and a track rail, the voltage of said alternating difference of potential being varied. i

24'. In an automatic train control sys-' tern, a relay on avehicle, a circuit including said relay, means for changing the opposition to the flow of current in said circuit, and means operated by said relay for controlling said means.

25. In an'automatic train control. system, a train including a number of vehicles each carrying a control device, electricconducting paths constituting a circuit for connecting said devices for simultaneous operation, and means comprising impulse elements along the track adapted to cooperate with impulse elements on the several vehicles, said means being adapted to supply energy from the track to said circuit as a vehicle passes a trackway element-dependent upon the existing condition of that element.

26. In an automatic train control system, a vehicle, automatic train control apparatus on the vehicle, a normally closed circuit on the vehicle for maintaining said apparatus inactive, a second normally closed circuit on the vehicle and electro-responsive means therein for governing the first normally closed circuit, a normally open circuit and a distinctive current electro-magnetic device therein adapted to maintain or restore en-- ergization of the first mentioned normally closed circuit independently of the said second normally closed circuit, and impulse transmitting means partly ,on the vehicle and partly along the track acting to interrupt the second normally closed circuit at control points alon the track and adapted to supply at times distinctive current to'the normally open circuit.

27. In an automatic train control system, a vehicle, automatic train control apparatus on the vehicle tending to assume an active condition, means including a normally closed circuit and a source of current on the vehicle for holding said apparatus in its inactive condition, a normally open circuit on the vehicle, a distinctive current electromagnetic device included in the normally open circuit, and impulse devices at control points along the track acting to discontinue the flow of current into the normally closed circuit and adapted to supply 'distinctive current at times to the normally open circuit. r V

28.. In a system for protecting railway traflic, in combination: a vehicle; a contact shoe carried by said vehicle; mechanism for controlling the movement of said vehicle; a relay for governing said mechanism; a partial circuit terminating at the wheels of said vehicle and at said contact shoe for controlling said relay; means forincreasing the opposltion to the flow of currentin said partial circuit; and meansfor rendering said means effective when said relay'is deenergized. i

'29. In a system for protecting, railway traffic, in combination: a vehicle; automatic trailic protecting apparatus carried by said vehicle; a relay forcontrolling said apparatus which is responsive to alternating cur- ."ent; a contact shoe carried by said vehicle;

zwo partial circuits of different impedances For governing sa'd relay and terminating it said contacts e and at'the wheels source of current located in the .ing said circuit 30. Railway traflic controlling apparatus I for a train made up of a plurality of vehicles, comprising a train-governing electromagnetic means on each vehicle having a pick-up winding and a holding winding, a circuit for the holding winding of each electro-magnetic means including a circuit controller on the same vehicle biased to closed position, a continuous conductor extending throughout the train, the pick-up winding of each electro-magnetic means being connected across said conductor and ground, and means located in the trackway for opening the said circuit controller oneach ve hicle and for connecting a source of current with said continuous conductor and ground.

31. Railway trafiic controlling apparatus for a train made up of a plurality ofvehicles, comprising a continuous conductor extending throughout the train, electromagnetic means on each vehicle having a winding constantly connected to said conductor, a source of current located in the trackway, means for connecting said source to said conductor, and a holding-circuit for each electro-magnetic means including a source of current.

Railway traflic controlling apparatus for a train made up of a plurality vehicles, comprising an electro-magnetic device on each vehicle having a pick-up and a holding winding, a circuit for the holding windin of each device including a circuit controlIer on the same vehicle biased to closed position, a partial circuit on the train including the pick-up winding of each device, and means located in the trackway for opening said circuit controllers and for at times supplying current to said partial circuit.

33. Railway trafiic controlling apparatus for a train made up of a plurality of vehicles, comprising an electro magnetic device on each vehicle having a pick-up winding and a holding winding, a circuit for the holding winding of each a circuit controller. on the same vehicle biased to closed position, a continuous conductor extending throughout the train, the pickup winding of each device being connected across said conductor and ground, a trackway, for opencontrollers and for consource with said conductor and device including and means located in the trackway necting said ground. I I

I j WINTHROP K. HOWE. Witnesses:

SOPHIE LEVIN, ,Gnonon T. WHITNEY.

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