US1626486A - Railway-traffic-controlling apparatus - Google Patents

Description

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed dot. 20. 1923 2 Sheets-Sheet 1 IIQ IVENTORF pfa.mm, 7 mm MNN MEN

NW J as -L m Apnl 1927' H-. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS z Sheets-Sheet 2 Filed 001.- 20. 1925 4 R um% Q 2/. 9 U W Y 6 J5 r8 F 5 5 P 4 P w R H Um I m 7 2 9 gwbo fP 1 7 c 5 I 5 1 1 0 4, M H m I 0 I 7 8 6 INIYVE'N'ILOR:

Patented Apr. 2%, 1927.

HERBERT A. WALLACE, F EDGEVGOD BOROUGH,PENNSYLVANIA,-ASSIGNDB TO THE UNION SWITCH 85 SIGNAL'COMEANY, 0F SWXSSVALE, EENNSYLVANIA, A CORPORA- TION 01E PENNSYLVANIA.

RAILWAY-TRAEFIOCONTRDLLENG' AIPARATUS.

Application filed Gctober 20, 1923. Serial 210,669,733.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising train carried governing means controlled by energy in 5 the trackway.

I will describe one form and arrangement of apparatus embodying my invention, and will. then point out the novel features thereof in claims. H v

' In the accompanying drawings Fig. 1 is a view, partly diagrammatic, showing one form of train carried governing apparatus embodying myinvention. Fig. 2 is adiagrammatic View showing one form of'track way apparatus adapted to co-operate with the governing apparatus shown in Fig. '1.

Fig. 3 v tion of the device K shown in Fig. 1.

Similar reference characters refer to similar parts in each of theviews.

Referring first to Fig. 2, the reference characters 1 and 1 designate the track rails of a railroad over which traffic normally moves in the direction indicated by the arrow. These railsare divided, by means of insulated joints 2, into a plurality of successive track sections O-P, P-Q, etc. Each such section is provided with a source of track circuit currentv here shown as a track transformer designated by the refercncc character T with an exponent corre-' sponding to the location and having its secondary 7 constantly connected across the rails adjacent the exit end of the section. The primary 8 of each such transformer is constantly supplied with alternating current from some convenient source,- such as an alternator N, over line wires 3 and 3 interposed between one rail 1 and the secoudary 7 of each. track transformer is an impedance 9 one function of which is to limit the output of the transformer when its terminals are short-circuited by the wheels and axles of train. Each section is further provided with a track relay here designated by the reference character R with, a suitable exponcnt and connected across the rails adjathe entrance end of the section. Each ion is thus provided with a track cirit comprising the secondary 7 of atrack transformer T an impedance 9, a track relay R, and the rails of the section in series.

Means are also provided for supplying is a detail view showing a modifica- -currcnt with respect. to each other.

ate point in the section. v The immediate supply of local current for each section is the secondary 11 of a local transformer designatedby the reference character U with an exponent correspondingto the location and the primary 10 of which is constantly sup plied with alternating current from alter-' nat-or N over line wires 3 and 3 Refermg particularly to section Oe-P', one

' connected acrosslthe rails at an intermedilocal circuitpasses from secondary 11 oflo-v cal transformer U through wire 12", front contact 13 of track relay B? wire 1%, 1mpedan'ce 6 in sect on 0 1 through the rails of the section to impedance 4, thence by wire 15, front contact 16 of track relay R and wirel'l' back to transformer U This circuit is closed, of course, only when relay R is energized. .When' this relay becomes de energized a second local circuit is closed and local current flows from; secondary 11 of local transformer U through wire 12, back contact 13 of track relay R wire 15 impedance 4 in section O-P, through the rails of the section to impedance 5, thence by wire 18',"bacl contact 16 of track relay R and wire 17 back to transformer U It is therefore clearthatsection O-P is suppliedwith.

local current ofone'relative polarity, which I will term normal relative polarity, f

throughout the length of thesection, or with local current of the other relative polarity,

which I will term reverse relative polarty. between lmpedances 4. and 5, depending upon whetherrelayR? is energizedor d een eLrgized, that is, "depending upon whether "section PQ is occupied or unoccupied.

For purposes which willj appearhereinthe voltage applied to the rails by the assoaften. it is desirable tofdisplace' the phases aconvenience, the main relay.

ciated track transformers T, and making the impedances 4, 5 and 6 non-inductive resistances, thus causing the local current to be substantially in phase withthe voltage applied by the associated local transformers U; Since the local transformers and the track transformers are energized from the same source, the result is that the local current and track circuit current are displaced in phase.

Referring now to Fig. 1, the reference characterV designates a railway vehicle which may be either a locomotive or a train. Located in front of the forward axle 27 on this vehicle are two magnetizable cores 19 and 19 which are disposed above the two track rails respectively. These two cores are provided with windings 20 and 20 respectively, and these windings are so connected that the voltages induced in these windings by current flowing in opposite directions in the two track rails are additive. These two windings I shall refer to collectively as a track coil. At some other point, such as in the rear of the axle 27, are

two other magnetizable cores 22 and 22 located above the track rails and provided with two windings 23 and-23, respectively.

These two windings are so connected that.

the voltages induced therein by current flowing in the same direction in the track rails are additive. These windings I shall refer to hereinafter the local 0011.

The track coil is connected, through a suitable amplifying device 21, with one winding 26 of a three-position two-element relay G, which 'I shall call for purposes of The local coil is connected, also through a suitable amplifying apparatus 24, with the second winding 25 of main relay G. The relay G comprises a plurality of contact fingers 28, 29, etc. These contact fingers are responsive to the current or currents in windings 25 and 26 of relay G in the following man- 'polarity, voltages'are induced the track swung toward the right in which case certain normal contacts are closed. When the train .153 on: a stretch of track whichv is sup- 7 plied with trackcircuit current and with 10- cal current of reverse relative polarity, the

relation of the resulting currents in windings 25 and 26 causes the contact fingers of relay G to be swung to the left in which case certain reverse contacts are closed.

hen the train occupies a stretch of track from which the supply of either track circuit current or local current or both is discontinued, the re sulting interruption of the current in one or both of the windings of relay Gr causes the contact fingers to assume an intermediate position in which case certain back contacts are closed. J v

The operation of the apparatus thus far explained is follows: As shown in Fig. 2 the apparatus is in the condition corresponding to the normal or unoccupied condition of the stretch of track shown in the drawing. Under such conditions the rails of section 6-]? are supplied with tracrr circuit current from transformer U Relay R is energized and, local current of normal relative polarity is thereforesuppliedto the rails of section OP throughout the length of the section from transformer U If now train V (see Fig. 1) enters the section O-P at point 0, relay G is energized as explained hereinbefore, through the medium of the track coil and the local coil, in such a direction that the normal contacts on this relay are closed. I

I 'will now'assume that section PQ, is occupied by a train. Under these conditions, relay R is de-cnergized. The supply of track circuit current to section OP by transformer T is unaffected by this condition but the rails of section O P are now supplied with local current of reverse relative polarity between impedances and 5 and with no local current between impedances 5 and 6. Ifvehicle V now enters section ()P, the currents supplied to windings 25 and 26 are in suchdirection and of such phase relation thatthe reverse contacts on relay G are closed. until the train V passes the impedance 5 in section O-P. Beyond this impedance the interruption of the localcurrent in the track rails causes an'interruption of the current in winding 25 of relay G, which in turn causes relay G to become dc-energized thus closing the back contacts of this relay. After the train enters section P Q the absence of track circuit current causes winding 26 of.

relay G to become de-energized, and the rc This condition persists lay therefore remains open as the train procoeds through section PQ.

To simplify the description, I have shown.

and described one specific arrangement of trackway circuits and apparatus, but it is understood that this particular composition is not essential to my invention and that any means for similarly controlling a train carried relay by energy received fron'ithe trachway could be substituted for the apparatus shown without affecting my invention. 7

The'relay G controls, through the medium of certain apparatus which I will describe in detail hereinafter, a magnet valve M which in turn controls suitable governing mechanism such as the brakes on the train valve member 28 controlled by a winding 33. This valve comprises a valve body 34 containing a valve chamber 29 and a second chamber 30 constantly connected with atmosphere by means of a. port 82. The valve member 28 is normally biased by means of a spring 31 into a position wherein chanil'ier 29 coinnunicatcs with chamber 30. lVhen winding 33 is energized, however, valve member 28 is moved againstthe bias exerted by spring 81 into a position in which chamber 29 is disconnected from chamber 30. A brake pipe 12 is connected with chamber 29 and is normally supplied with fluid pressure.

.Automatie brake application n'iechanism,

forming no part of my present invention and omitted from the drawing for the sake of simplicity is respons ve to the pressure in this pipe p to apply the brakes in the usual manner when the pressure in pipe is reduced. It is therefore clear that de-energization of magnet valve M results in venting pipe 2 to atmosphere through chambers 29 and 80 and port and applying the brakes.

The reference character, A designate; a

source of constant potential. such as a turbine-driven generator. A econd generator here designatedby the reference character B is connected with a moving part oi the train in such a manner that the electro-motive force produced by this generator is proportional to the speed of the train. The two generators are so designed that the electromotive force produced by generator B when p the train is moving at maximum speed is 7 less than the constant Jotential delivered b 7 l I generator A. Tne two generators A and B are connected in series opposition so that the voltage across their terminals, that is, the

voltage between wires 110 and 111' is at'all' forms the engineer of the train speed. This indicator may be a voltmeter calibrated to read directly 111 m les per hour or may be of any other suitable form. The electro-res'ponsive device K controls certain contacts in' response to the voltage between wires 110 and 111 and hence in response to the'train speed. As here shown this devlce'coinprises a solenoid'58 connected in series with indi- I cator Land containing a inagnetizable plunger -9. A contact finger 60, pivotally mounted at point 60 is controlled by'this plunger and the parts are so disposed that when the train speed is below a low speed such as mil'es per hour, the solenoid which brakes as will be seen hereinafter.

is then supplied with a high voltage draws the plunger upward against the force'of gravity intola position wherein contact finger 60 enga es three contact strips 61, 62

and 63. If the train speed increases, the voltage applied to solenoid 58, as explained 'hereinbcfore, is reduced by an amount proportional-to the train speed and the plunger 59 therefore is allowed to move downward. it will thus be clear'that for any train speed there will be one, and only one position of linger 60. The various parts are so proportion-ed that at speeds between15 miles per hour and an intermediate speed suchas 45. miles 1 er hour, finger 60 engages only strips 62 and 63, at speeds between the intermediate speed and a high speed such as. 60 miles per hour, the finger engages only strip 63, and at speeds above the high speed, asGO miles per hour, finger moves outof eng gement with allthe stripsGl, 62 and 63. "it should be noted that if'the 'circuit for solenoid 58 becomes open the device will open all its contacts, thus applying the in addition to the apparatus alread'y de scribed, the train provided with a slow acting relay H, an auxiliary relay J and three timing devices here designated bytlie i'ei'erencecharacters (3,1) and E.

Referring particularly to device C, the reference character 65 designates a rotatable shaft supported by means not/shown in the drawing and provided with two contact 7 cams KS-and 67 rigidly attached to the shaft 65'. Under normal -CO11CiltOilS the shaft'65 biased, by means of a. spring 179 into the position shown in the drawing in which a pro ection 66" on cam' 66 engages a fixed stop 68 thus preventing further motion.

Shaft 65 is arranged to be moved longitudinally by a centrifugal devace 79; This device comj'irises a longitudinally fixed, rotatable fcausin collar TS to engage nro'ection- 65 z- I. A

and thereby move shaft (2 longitudinally to the riglit'untl the end of shaft 65 engages the end of shaft 7?, thereby preventing further longitudinal movement, Simultaneously friction between collar 78 and pro -ection on on shaft {55 will cause shaft; 65 to rotate against the bias exert-ed by spring 179 into a positionwherein the projection 67? on cam 67 engages a second f xed stop 72'.

in the position shown in the drawing. When motor devzce 64 rotates shaft 65, the pro ection on cam 67 moves out of engagen'ient with contact ting-c1771 and contact- 6'Z,71 1s broken. A contact linger Tet engages cam 66 at all times and a second contact linger 70 is adapted to at all times engage the projection 66 on this cam. Vv hen device C is in the norn' al position, contact linger 70 does not engage cam-66 but if motor device 64 isenergized, the longitudinal movement of shalt 65 due to the operation of centrifugal device 79moves cam 66 into engagement with contact finger 70. As the motor I device continues to operate, cam 66 is rotated in a counter-clocluvisedirection as viewed in Fig.1 and after adeiinite time interval dependingupon the proportion of the parts and the magnitude of the voltage applied to motor device '64, contact 66 is again broken by the movement of projec- Lion 66 out of engagement with finge 70.

The timing device D is similar to timing device G except that the cam 67 is omitted, and a contact similar in all respects to contact 71 for cam 6'7 of timing device C, is added for co-operation with cam 66 of timing device D. Clockwise motion of cam 66 )S limited, in this devlce, by engagement of a pin 68 on cam 66 with stop 68. Timing device E is similar to device C except that contact finger 71 is omitted, and a contact finger 81 is provided which engages cam 67 of device E as long as device'E is energized.

in addition to finger 80 provided to cooperate with cam 66 as in device D, an auxiliary contact finger 82 is arranged to engage finger 70 when this finger is in contact with the projection on cam 66 of device E. The purposes and functions of these various contacts will be apparent as the description proceeds.

Although in the particular en'ibodiment of my invention herein illustrated the timing devices C, D and E are electrical devices, it should be understood that any other equiva lent forms of apparatus could be substituted for these devices without affecting the operation. 1

The reference character F designates a manually operable switch comprising two contacts 8384 and 85-86. As shown in the drawing this switch is in its normal position and under this condition both these contacts are open. When switch F is reversed, however, contacts 83-8 i and 85 86 are both closed. 7 7

Under normal conditions, that is, when main relay G is energized in the normal direction, and switch F is in normal position, relays H and J and timing devices C, D and E are tie-energized. Under these circumstances a circuit is provided which passes from one terminal of generator A,through wires lltl'and 87, contact 60-63 of device ii, wire 88,1ioima'l contact 89 of relay G, wire 99, winding of magneth-I, and wires iii and that thiscireuit is closed only when relay (i is energized in the normal direction and the spec of the train is below 60 miles per hour. if new the main relay G becomes energized in the reversediiection, the'opening of normal contact 89 will de-energize n'iagnet M and result in an auton'iatic brakeapplica- 952 back to generator A. It is plain tion. 15, however, just previous to such rerersal, as justhefore the trainenters the sectionneXt in the rear of an occupled section, the engineer reverses switch F, afcir.

cuit is closedwhich passes-from generator A throu h wires 110 and contact H7 n 7 t4t6680 of tnnmgdevlce E, wire 99, contact H;-66 O of timing device D, wire97,

motor device (ii of timing device C, wire 96,

contact 83-Sst of switch F, wire 95, normal contact 94' of main relay G, and wires 93 and 92, back to generator A. vice C is therefore energized and immediately closes contact 7066 thereon. ,After a definite'time interval, for example 10 seconds, thisv contact is again opened, as explained hereinbefore. Since motor device (34-. is energized from a source of constant potential the time interval required for its operation is fiXGClZLRCl having been once adjusted is not variable. The closing of contact 7066,-74 of timing device C completes a pick-up circuit for slow-acting relay H and current flows from generator A, through wires and 100, contact Timing de- 7e- -668O oft-timing device E,wire 99, contact 7 7' "7 i-6,68O of timing device D, wirel98, contact 7-l6670 of timing device C, wire/101,

normal contact 29 of relay wire 102, winding of relay H and wires 93 and 92 back to generator A. "It: will be clear that this H device 6 of timing device D, wire 105', re-* verse contact 106 ofrelay G, wire 107, front contact 108 of slow acting relay H, and wires 109 and 92 back to generator B. ,OI'

course tl1e-pickup circuit traced above for relay H is opened by the reversal of relay G, but relay H, being slow acting, remains closed for a short interval of time. The circuit just traced for timing device'D being closed, this device becomes energized. "Since motor device 6% of this timing device is energized from generator 13, the voltage of which is proportional to the tr .in speed,it follows that the time interval required for timing device D to complete its stroke. is in versely proportional to the speed of the train. operate, astick circuit is closed torrelay H which passes from generator A through wires 110and 100, contact 74-6680 of timing device E, wire 99, contact 7et6670 of timing device D,wire 112, reverse contact 28 of relay G, wirej113, front contact 114 of relay i-i, wires 115 and 103, winding of relay H and wires-93a'nd 92 back to generator A. At the expiration of the timeinterval required for device D to operate, the

opening of contact T066 will de-energize.

relay H unless the train speed has been reduced to miles per hour or less in which case relay l-l will be maintained in its energized condition over circuit which passes from generator A, through wires 11.0 and 87, contact 60-62 of device K, wire 116, front contact 117 of relay H, wire 118, reverse contact-28 of relayiG, wire 113, front contact 11:: of relay H, wire 115, winding of relay H, and. wire 92 back to generatorA.

As soon as timing device D becomes en-' ergized, that is, as soon as relay G becomes energized in the reverse direction, the engineer can restore switch F to its normal position. thus interrupting the circuit for timing device C which returns to its normal condition. As soon this is accomplished, a circuit estab ished "for magnet valve M over which current flows troin generator A. lu- ough wires 10 and 100, contact 71 G$SU of timing device E, wire 99, contact H---\i=?0 of timing device D, wires 1i2 and 119, contact 7f. 6771 of timing device C. wire 90, winding of magnet valve Iii. and wires 91 and 52 back to en-' crater A. Since this circuit includes c'ontact (Kt-70 or" device D, it is obvious that the circuit willbe interrupted, subsequent to the energizution of device D, at the expiration of a time interval inversely proporticnal to the train speed. It the train speed reduced to below 45 miles per hour prior to such interrupt-ion a brake applicatioiris ted. magnet M then being energized en: which flows from generator A, wires 110 and Sifcontact -62 ice it. wire 116,'t'ront contact 117 of wires 118, 112 and 119, contact ct" timing idevic'e C, wire 90',

91 211111 92 ack to generator A, The train As soon as this device commences to winning 3? oi magnet valve M,-and wiresis then allowed to proceed at speeds below 45 miles per hour as long as relay G is energized 1n the reverse direction.

It main relay G .'s now de-ene-rgized, as

.generator B, through wires 1 11 and 120, motor device 64: of timing device E, wire 121., front contact 122 of relay H, wire 123, back contact 94 of relay G, and wires 93 and 92 back to generator B. The circuitijust' traced is provided with branch which passes from wire 121, through contact 73-6781 of timing device E, back to wire 123. It will be plain therefore that-as soon as the device E is energized by the circuit jjusttraced, contact 7 3-6781 is ,closed and, thereafter relay i-l isremoved' from the control of device E. This device their completes its stroke, the time required tor this operation being inversely proportional to the speed of the train. The device is then maintained in its final position by the current through the branch just traced till relay G is energized.

preliminary valve magnet circuit is closed which passes from generator A through wires 110 and 100, contact Tt-6682 of, timing device E, wire 124, back contact 125' of relay J, wires126 and 90, winding 33 of As soon as timing device E is energized a valve mamiet M and wires 91 and 92 back to generator A. After a time interval the durat1onot-wh1ch is a function of the train speed, timing device E will open contact 66-82.- and. the circuit just described will be opened, thus de-energizing magnet 'M and applying the brakes. This accurrence may be prevented it, prior to the expiration of this time interval, the engineer reverses switch Fr Relay J is then energized by current which flows from generator A, through wires and 100, contact 74- 6670 of timing device E, wires'127 and 128,.contact 86-85 of switch F, wire 129, winding of relay- J, and wires 130 and 92, back to generator A. The switch F may then be'restored to its normal position and relay J willbe retained 111 its energlzed'condition by a ,stlck circuit whlch will pass,

from generator-A, through wires 110 and 100, contact 74.66-70 of timing device E,

wires 127 and 128, front contact 131 of relay J," wires 132 and 129, winding of relay J, and wires 130 and 92, back to generatorv A. It is therefore clear that relay J will be maintained in its energized condition till If the train speed is below 15 miles per.

hour relay H is energized by current which flows from generator A, through wires 110] and 87, contact 61 of device K, wire 103, winding of relay H and wires 93. and 92 back to generator A. The enen relay H completes a final valve magnet circuit which passes from generator A, through wires 110 and 87, contact 6062 of device K, wire 116, :tront contact 117 of relay H, wires 118, 1 12 and 119, contact 73-.6,77l of timing device C, wire 90, winding 33 of valve magnet M, and wires 91 and 92 back to generator A. Under these conditions the train isallowed to proceed at any speed below 15 miles per hour. It the train speed exceeds 15 miles per hour device K opens contact (3061 thereon, thereby de-energizing relay H which in turn tie-energizes valve magnet M and causes an automatic brake application.

Under certain circumstances a dangerous condition might arise from the failure oi one of the generators A or B. For example, if a train is proceeding through an occupied section, and generatorB should become short-circuited, the entlre voltage of generator A would be applied to device K ating conditions, the spring 13a prevents member 133 from being displaced and hence no change is made in the circuitcontrolled by projection .133. If however, the entire Voltage of generator A is suddenly applied to winding 33, plunger 59,will be drawn sharply upward, and the considerable momentum of this plunger will then move member 133 upward against the bias of the spring 134 and open contact 135-133-136.

' As a result, energy will be disconnected from the apparatus, valve magnet M will be de-energized, and the brakes will be applied.

A trigger device 137 urged against plunger gization of 59 by a spring 138 will engage the lower end of theplunger and maintain it in its upper position, thus holding member 133 insuch' position that wire 110 is disconnected from generator .A.

In describing the operation of the apparaj tus as a whole, I will first assume that the section to the right of point Q in Fig. '2 is occupied by a train. As has been explained *hereinbefore, sect-ion OP is supplied with track circuit current and with local current of normal relative polarity. Section PQ, is supplied with track circuit current throughout its length and with local current of reverse relative polarity between impedances A and 5,'but with no local current from impedance 5 to impedance 6.

Trackcircuit current is shunted away from that portion or the section to the right of Q which lies between the train occupying that section and point Q. It now a train equipped with the apparatus illustrated in Fig. 1 enters section O-t-P at'point. 0, main relay G is energized in the normal direction. The train is therefore allowed to proceed at high speed. ceeds 60 miles per hour, however, the opening of contact 6063 of device K de-enen gizes the valve magnet M and applies the brakes. 11. the train is proceeding at a speed less than 60 miles per hour and the supply of eithertrack circuit current or local current is discontinued, the consequent de-energization of relay G causes normal contact 89 to open the circuit for magnet M and the brakes are applied,

As the train enters section PQ,, the reversal of the local current causes relay G to become energized in the reverse direction. Assuming that the eengineerafails' to make acknowledgement of this change by proper manipulation of switch F, the opening of normal contact 89 of relay G tie-energizes magnet M and applies the brakes. If however just prior. to the entrance of the train 10 seconds elapses subsequent to the reversal of switch F and prior to the reversal of relay G, relay H will again be de-energized and the brakes will be applied when relay G does reverse; But if relay G reverses within this time limit of 10 seconds, an actuating circuit is closed for timing device 1). The operation of this device closes a stick circuit for relay H. This circuit is closed, however, only for a limited length of time, the duration of which is dependent upon the speed of the train. If, before the expiration of this time interval, the speed of the train is reduced below 45 miles per hour another stick circuit is closed for relayH includingcontact 6062 of device K. As soon as re 7 If the speed ofthe "train exlay G has reversed, thus opening the high speed circuit for valve M, the engineer may restore switch F to normal thus allowing device C toreturn to its normal position and close'a circuit for valve magnet'lviwhich,

includes contact 7066 of device 1). It. is plain that this circuit is closed only during the variable time interval mentioned above at the expiration of which the magnet M will apply the brakes unless the speed is below miles perhour. If the speed is be'- low 45 miles per hour the medium speet valve circuit is closed,- including contact .6062 of device K and contact 6771 of device C. The train is then allowed to proceed at any speed less than 45 miles per hour. If, under these conditions, the local circuit is'energizedin the normal direction,

as by the train passing out ofthe section to 'the'right of Q, the relay G will close its norde-energizedbut, being-slow acting, will hold its front contacts closed to energize timing device E. is subsequently energized over tact;8167 73. This closes the preliminary low speed valve circuit over contact 8266T l or timing device E and back contact 125, of relay J. The contact 82-6G of timing device E is closed immediately follong enough This device its own conlowing the energization of this device but is subsequently opened at the expiration of a variable time interval the duration of which varies in accordance-with the speed of the train. As soon as relay H opens its front contact 117, the intermediate valve circuit is opened and therefore as soon as contact 8266 of device E is opened the brakes are applied by de-energization of magnet M. it, however, prior to the expiration of this interval, the engineman reverses switch F, relay J is energized and is subsequently held n this position by a circuit which includes its own front contact 131. The closing of front contact 125 of relay J completes a temporary low speed valve circuit for magnet M. If the train'speed is reduced to below 15 miles per hour, a pick-up circuit is closed for-relay H which includes contact -61 of device K. The switch F may now be restored to normal and the magnet M will be energized over a circuit which includes front contact 117 of relay H. The train will then be allowed to proceed at speeds below 15 miles per hour. of the train'exceeds 15 miles per hour, re-

1 lay H will be de-energized,which in turn If the speed and apply the train is'proceed'ing under this low speed limitationas in an occupied 7 section, relay G should become energized in the reverse direction as by the train in advance moving out of the section, a stick circuit would be closed for relay H including reverse contact 28* of relay G and the train would thereafter be permitted to accelerate to 45 miles per hour. lf'while traveling under the low speed restriction, the main relay G should become energized. in the normal direction, the high speed valve circuit would be closed at normal contact 89 of relay G and the train would be allowed to accelerate to 60 miles per hour. V

W'herever in the foregoing description I have stated that the brakes are applied by de-energization of magnet M it is understood that they may be subsequently released only when magnet M is re-energized. It is therefore clear that my invention provides means for continuously controlling the speed of a train in response to traffic condition 1112161 311043 with a' simple arrangement of" apparatus which may be made rugged and accurate. It further appearsthat the apparatus is so arranged that any failure will result 'in an immediate brake applica tion which will stop the train.

Although I have herein shown and de scribed only one form and arrangementof' railway trahlc controlling apparatus em bodying my invention, itis understood; that various changes and modifications may be, made therein within the scope of the up pended claims without departing from the spirit and scope of my invention.

Having thus described my invention'what I claim is: c r, 1

'1. In combination on a vehicle, a gen orator adapted to. supply a constant electro-v motive forcega second generator adapted to supply an electro-motive force the magnitude of which increases in response to increases in the speed of the vehicle. a plurality of normally closed contacts, means responsive 7 to the difference between the electro-motive forces of said generators for successively opening said contacts as thespoed of the vehicle increases, and governing means for the vehicle controlled by said contacts.-

2. In combination on a'vehicle, means for.

3. In combination on a vehicle, means for producing an electro-motive force the mag i nitude of which decreases in response to increasesin the'speed of the vehicle, a plu rality of normallyclosed contacts, means responsive to the magnitude of saidelectromotive forcev for successively opening said contacts as the speed oi the vehicle increases, and governing means for the vehicle controlled by said contacts.

4. In combination on a vehicle, means for producing an electro-motive force the magnitude of which decreases in response to increases inthe speed of the vehicle, a plurality of normally closed contacts, means responsive to the magnitude of said electromotive force'ior successively opening said contacts as the speed of the vehicle increases, means responsive to traflic conditions in advance, and governing means controlled by said contacts and by said last mentioned means.

5. In combination on a vehicle, a generator adapted to supply a constant electromotive force, a.second generator adapted to produce an electro-motive force the magn tude of Which increases n response to in- .creases in the speed of the vehicle, "an electro-responsive device, an electro-responsive indicator, and an electrical circuit including said device and said indicator and said two generators in series opposition.

6. In combination on a vehiclea generator adapted'tosupply a constant ,electro-.

tude of Which varies in accordance with the speed o't' the vehicle, a device responsive to the difference of such electr c-motive forces,

a relay responsive to trafficconditions in advance, a magnet valve, and means controlled by said relay and said device for supplying energy to said magnet valve from said first geperatorj t. In combination on a vehicle, means for producing an electro-motive force the magnitude of which decreases in response to increases in the speed of the vehicle, a device responsive to the magnitude o'tsaid electromotive force, a timing device, manually operable means for controlling said timing device, and brake application apparatus controlled by said first device and said timing device. I

S. In con'ibination on a vehicle, means for producing an electro-motive torce the mag; nitude of which decreases in response to in creases in the speed of the vehicle, a device responsive to the magnitude of such electromotive force, a relay, manually operable means for energizing said relay, means controlled. by said device for subsequently maintaining said relay in its energized con.- dition, and brake application.apparatus controlled by said relay. I

,9, In combination on a vehicle, means for producing an electro-motiveforce the magnitude of Which decreases in responseto increases in the speed ofthe vehicle, a

device responsive to the magnitude ofsuch.

electro-motivc force, a normally open contact, means for at times closing said contact tor a detmite time interval, a relay,

means including saidcontact for energiz-. mg said relay, means controlled by said device i'or subsequently maintaining said relay in its energized condition, and brake application apparatus controlled by said relay.

10. In combination on a vehicle, means for producing an electro-motive force the magnitude of which decreases in response to increases in the speed of the vehicle, a'

device responsive to the magnitude of such electro-motivc force, a contact, means for a closing said contact for a fixed time interval and subsequently opening said contact,

a relay, means including said contact for energizing said relay, means controlled by 11. In combination on a vehicle, means for producing an electro-motive force the magnitude of which decreases 1n response to increases in the speed of the vehicle, a

electro-motive force,'a contact, means for closing said contactfor a fixed time interval and subsequently opening said contact, a manually operable sivi'tchfor actuating said second means, arelay, means including saidcontact for energizing said relay, means controlled by said device for subsequently maintaining said relay in its enerized condition, and brake application ape 2D 1 paratus controlled by said-relay.

In combination on a vehicle, a contact responsive to tra'liic conditions in advance, IUQRDS for automatically applying the brakes when such contact is opened, and .means including an electric motor for at times preventing such brake application for .95 device responsive to the magnitude oi. such a period of time the duration of which is dependent upon the speed of the vehicle.

13. In combination on a vehicle, a contact responsive to traffic conditions in advance, means for automatically applying the brakes, when such contact is opened, means including an electrlc timing device forfat' times preventing such brake applicat on for a period of time the duration of which is dependent upon the speed of the vehicle, and n'ianually' operable means ior actuate i ng said first means. 7

14. In combination on a vehicle, a con-' tact, responsive to traiiic conditions in advance, means for automatically applying the brakes 'When such contact is opened,

35 withenergy for a period of'time the duration for a period of time the duration of which is dependent upon the speed of the vehicle, and means for permanently preventing said automatic brake application if the speed of the train isreduced below a predetermined speed prior tot-he expiration of said period oftime. I

15. In combination on a vehicle, means responsive to tratlic conditions in advance for. causing an automatic brake application, a manually controlled electric timing de vice, a second electric timing device, and means including said two timing devices for at times delayingsuch automatic brake application for a tim'einterval the duration of which depends upon the speed of the vehicle and for subsequently preventing such brake application if the speed of the vehicle .is reduced below predetermined speed prior to the expiration of such time interval. v V

16. In combination on a vehicle, an electro-respbnsive device, means for causing an automatic brake application when such device is Clo-energized, 'a Second electro-responsive deviceresponsive to the speed or the vehicle, means controlled by said second electron'esponsive device for supplying energy to said first electro-respons ve device, means responsive to traffic-conditions 111 advance for at times interrupting suchsupply, a manually controlled electric timing device, and means controlled by said timing device and operative after such interruption to supply "said first electro-responsive device tion of which is dependent upon the speed of the vehicle. 1

1-7. In combination on a vehicle, an elec troer'esponsiv-e device, means for causing an automatic brake application When ,such' device is de-energized, a. second electro-respon sive" device responsive to the speed of the vehicle, means controlled by said second electro-responsive device for supplying energy to said first electro-responsivedevice, means responsive to traflic conditions in-1 advancefor at times-interrupting such supply a manually controlled electric timing device, a relaycontrolled in part by said timing device, and a circuit for said first electroresponsive device controlled by said relay.

18. In combination on a vehicle,.an electro-responsive device. means for causing an automaticbrakeapplication .When such device-is de-energized, a second electro-responsive device responsive to thespeed of the vehicle, means controlled by said second electro-responsive device for supplying energy to said first electro-responsive device, means responsive to traffic conditions in advance for at times interrupting such supply. a manually controlled electric timing device. a relay controlled in part by "said timingdes vice, and a circuit for said first ele'ctro-retrolled by said relay.

spon sive device controlled said relay and said timing device.

maintaining said'relay in its energized condition, and governing. means contro'lledby said relay. v

20. In combination on a vehicle, a. timing device, a manually operable switch for actuat'ing said device, a relay, a second timing device controlled by said relay, means Qcontrolled by said first timing .'device for en-e'i'- gizing said relay, means controlled by second timing device forsubsequently maintaming said relay in its energized condition,

a device responsive to the speedrotthe vehicle, means including. said speed respon sive device but not said second tuning-f de vice for malntalning said relay in 1ts.en.el

gized condition, and governing means controlled by, said relay. f v .7 f 21. In combination on a vehicle, a timing device, a manually operable. swit'chfor. actuating said device, a relay, a seco-ndtiming device controlled by said relay, means controlled by. said first timing device for en ergizing said relay, means controlled by said second timingdevice for subsequently maintaining said relay in its energized condition, a device responsive tothe trafiic. conditions in advance, means including said speed responsive device but not saidsecond timing device forpmaintainingsaid relayin its en I ergized condition, and

governing means con- 10:5".

. 22.111 combination on a vehicle, a tuning device, a manually .operable svvitch vfor 'ac tuating said device, a relay, means respona I Sivetotrafiic conditions in advanceotthe vehicle,,a second tim ng device controlled by said'meansand said relayfmeans controlled by said first timing device t'or en-ergiaing sald relay,-'means control-led said second I timing device for subsequently maintaining said relay in its energized condition, a cir- Clllt for said relay controlled by said first mentioned means, and governing mechanism controlled by said relay.

23. In combination on .a vehicle, :a tuning device, a manually operable switchtor actuating said device, a relay, means responsive to traffic conditions in advance of the vehicle, asecond timing device controlled by said-means and said relay, means con-v trolled by said first ti Hi ing" device -for 'ener gizing said relay, ,mea-ns controlled by said second timing device. tor subsequently ma d taming-said relayim its energized condition for an interval of t1me,'-means controlledzby said first means but notby said second tim lee relay, means controlled by said second timby said relay.

ing device for subsequently maintaining said relay in its energized condition for an interval of time, a device responsive-to the speed of the vehicle, means controlled by said first means and said last mentioned device for maintaining said relay'in its energized condition after the expiration of said interval of time, and governing mechanism controlled 25. In combination on a vehicle, a timing device,ja manually operable switch for actuating said device, a relay, means responsive to traific condltions in advance of the vehicle, a second timing device controlled by said me ns and said relay, meanscontrolledby said first timing device for energizing said relay, means controlled by said second timing device forsubsequently maintaining said. relay in its GIIGIglZBdCODClltlOIl for an inter-- val of time, and means controlled by said. first meanstor maintaining such relay in its energized condition after theexpiration of said interval of time if the speed of the vehicle is below a predetermined value.

26." In combination on a"vehicle,'a timing device, a manually operable switch for actuating said device, a relay, means responsive to trafiic conditions in advance of said vehicle, a second timing device controlledby said means and said relay andcomprising a normally closed contact adapted to be opened following the energization o'fsuch device afterthe expiration or a time interval the duration-of which is dependent 'upon'the speed of the vehicle, means-for energizing said relay, means including said [contact for subsequently maintaining said relay in its energized condition, means responsive to the speed of the vehicle for maintaining; said relay in its'energized condition after the open-f ing of said contact, and governing mecha- 'nism controlled by said relay.

27. In. combination on a vehicle, a timing device comprising a normally open contact adapted'to be closed only for a fired interval of time following the energization of said device,a manually operable switch for energizing said-timing device, means controlled by trafiic' conditions in advanceiof said vehicle, a relay, a second timing device controlled by said means and'by said] relay,

means including said contact for energizing device, means I valvecontrolled by said relay said relay, means controlled by said second timing device for subsequently maintaining said relay in its energized condition for a time interval the duration which is dependent upon the speed of the vehicle, means controlled by said first means but not by said second timing device for maintaining said relay in its energized condition after the expiration of said last mentioned time inter val, and governing means controlled by said relay.

28.111 combination with [an automatic fluid -pressure breaking mechanism on a ve-- hicle, a 'inagnet valve adapted when deenergized to cause a brake applicat on, a re-' lay responsive to traiiic conditions in ad- Vance of such vehicle, means responsive to the speed of said vehicle and-comprising 1 first contact normally closed but arranged to be opened when the speedof the train ex ceeds a predetermined high speed and a second contact normally closed but arranged to be opened when the speed of the trainer;- ceeds a predetermined medium speed, a circuit for said magnet valve including said first contact and controlled by said relayya manually operable switch, aitiming device comprising a third Contact normally open but arranged to be closed onlymfor a fixed time interval following operation of-said switch, a normally tie-energized relay, a second timing device controlled by said relayand comprising a fourth contact normally open but arranged to be closed when said relay is energized for a period of time the duration of which is inversely" proportional to the speed of the vehicle," a pick-up circuit for said relay controlled by said first means and includingsaid third contact, a stick circuit for said relay including said fourth contact and said second contact, a second stick circuit controlled by said first mentioned means and including said second contact,

and an auxiliary circuit for said magnet said second contact. I r

' 29. In combination on a railway vehicle, a timing); device'comprising a contact normally open but ada iited to be closed when. said timinn device is energized-and a siecondcontac normally openbut adapted to be=closedtoiv an interval ottime folloi-ving'the energizetion of such device, means tor temporarily energizing said timing device, meansincludmg said first contact for subsequently con tinuinp; said energization, and governing meanscontrolled' by said second contact;

and including viio In combination on a railway veliiclcp a relay responsive 'to traffic conditions in ad- I vance of said vehicle, a second relay controlled by said first relay; a timing devicei means controlled by said firstrelay andsaid. second relay for at times energizing said controlled by said first. relay 4 trolled by said relay.

32. In combinationvona railfway vehicle. means responsive'to traffic-conditions inpad Vance, a timing device controlled by said means, a relay, a nianually .operableswitcli, means controlled by said timing device and said switch-for at" times energizing said relay, means. controlled only by said timing device forsubsequently maintaining said relay in its energized condition for an interval of time the duration of which increases in response to decreases in the speed of the vehicle, and means effective upon the deenergization of said relay to cause a brake application unless the speed of the vehicle is below a predetermined speed.

33. In combination on a railway vehicle, means responsive to trafiic conditions in advance, a timing device controlled by said means, a relay, a manually operable switch, means controlled by said timing device and said switch for at times energizing said relay, means controlled only by said timing device for subsequently maintaining said relay in its energized condition for an interval of time the duration of which decreases in response to increases in the speed of the vehicle, a device responsive to the speed of the vehicle, and governing means controlled by said relay and said speed responsive means.

34. In combination on a railway vehicle, means responsive to traflic conditions in advance, atiming device controlled by said means, a relay, arnannally operable switch, means controlled by said timing device and said switch for at times energizing said relay, means controlled only by said timing device for subsequently maintaining said relay in its energized condition, for an interval of time the duration of which decreases in response to increases in the speed of the vehicle, and means effective upon the de-energiza-tion of said relay to cause abrake application unless the speed of the vehicle is below a given low speed.

35. In combination on a vehicle, means responsive totrafiic conditions in advance, a timing devlce, means controlled by said first means for energizing said timing device, a relay controlled by; said timing-field vice, means controlled by said firstfmeans for causing 'ab'rake application, manually operable means for *del'ayingsaid" appl'ica tion' for an interval or time followingytlie en'ergiz'ation'otflsaid timing device a second relay, and means controlled by 'sai'd seco'nd relay for 'at times preventing said brakea'p v plication.

, 36. In combination on a vehicle, means re-g sponsive to trafii'c' conditions in advance, a; timing device, means controlled by saidffi'rst means tfor' energiz-ing said timing device, a

relay controlled 'bysai'd timing; devic'e,means controlledby' said first means for causing a brake: application, manually" operable 'means for delaying"said application for an" interval of time following, the energiz'ati'on of said" timing device, a second relay, and 'means, controlled" by said second relay for" at. times preventing. said brake application?"ifmtlie speedioft'lievehicle is below a predetermined low speed. f

37. n1 combination-'on-a vehicle, means re sponsive to traffic conditions in advance of the vehicle, a timing device controlled by said means, a relay, manually operable means effective for a time interval following the energization of said timing device to energize said relay, means controlled by said relay for causing a brake application at the expiration of said time interval, a second relay, and means controlled by said second relay for preventing such brake application.

38. In combination on a vehicle, means responsive to traffic conditions in advance of the vehicle, a timing device controlled by said means, a relay, manually operable means effective for a time interval following the energization of said timing device to energize said relay, meanscontrolled by said relay for causing a brake application at the expiration of said time interval, a second relay, and means controlled by said second relay for preyentmg such brake application-if the speed ofthe vehicle is below a predetermined speed.

39. In combinatlon on a vehicle, means responsive to traffic conditions in advance of the vehicle, a timing device controlled by said means, a relay, manually operable means effective for a timeinterval follow. ing the energization of said timing device to energize said relay, means controlled by said relay for causing a brake application at the expiration ot'said time interval, a device responsive to the speed of the vehicle, a second relay controlled by said last mentioned device, and means controlled by said second relay for preventing such brake application.

40. In combination on a railway vehicle,

a device responsive to the speed of the vehicle and comprising a contact closed only when the speed of the vehicle is below a predetermined low speed, a relay, a circuit for said relay including said contact,'a magnet valve for controlling the brakes on said vehicle, a manually controlled timing device comprising a normally closed contact adapted at times to be opened, and a circuit t'or said magnet valve including said last mentioned contact and a front contact of said relay. I

41. In combination with an automatic fluid pressure braking mechanism o'na Vehicle, a relay responsive to traflic conditions in advance of said vehicle, a manually operable switch, an electro-responsive timing device controlled by said relay and said switch, and'means controlled by said timing device, said switch and said relay :t'or actuating said mechanism. I

42. In combination with an automatic fluidpressure braking mechanism on a vehicle, means responsive to traffic conditions in advance of said vehicle, an electric timing device controlled by said means and comprising a rotating electric motor and a contact mechanism, and means controlled by said contact mechanism for actuating said braking mechanism. a

4L8. In combination with an vautomatic fluid pressure brake application mechanism on a vehicle, a rotating. electricmotor responsive to traflic conditions inadvance vof said vehicle, a cam operated by said motor, contact fingers cooperating with said cam, and means controlled by such contacts for actuating said mechanism. p

44:. In combination with an automatic fluid pressure brake application mechanism on a vehicle, a rotating electric motor responsive to trafiic conditions in advance of said vehicle, a cam operated by said motor, a contact finger constantly engaging said cam, a second contact fingerfor at times engaging sald cam, and an electric circuit in cluding said two-fingers for controlling said mechanism.

In testimony whereof I aflix my signature.

HERBERT A. WALLACE.

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