US1841896A - Train control system - Google Patents

Description

Jan. 19, 1932. 1... 1.. JONES TRAIN CONTROL SYSTEM 3, 1927 2 Sheets-Sheet 1 Filed. Jan

iNVENTOR Le s1er L, Jones iTTORNEYS Jan. 19, 1-932. JONES 1,841,896

TRAIN CONTROL SYSTEM Filed Jan. 5. 1927 2 Sheets-Sheet 2 TRIP RELAY '1: H INVENTOR g Lesrer Ldones ATTORNEYS Patented Jan. 19, 1932 LESTER L. JONES, OF ORADELL, NEW JERSEY TRAIN CONTROL SYSTEM Application filed January 3, 1927. Serial No. 158,462.

This invention relates to train control systems, and has special reference to the provision of an improved train control system of the induction type, and more particularly relates to improvements in the induction train control system disclosed and claimed in my application for U; S. Letters Patent Sci. No. 143,608, filed Oct. 23, 1926.

In the train control system disclosed in my aforesaid copending application, a single roadside inductor is employed and selective ly operated to produce in a vehicle carried inductor means a number of operations corresponding to the conditions of the roadside,

which operations comprise the production of a condition in the vehicle carried inductor means to produce a tripping or train control stopping operation in the train control apparatus or/and a condition in the vehicle car- 23 i'ied inductor means to permit a passive state in the vehicle carried apparatus, that is, to permit the vehicle to pass a roadside controlling station without any operation being produced in the vehicle carried apparatus, combined with a third condition producible in the vehicle carried inductor means for effecting a resetting operation ofthe vehicle carried apparatus in response, for example, to a clear or caution roadside condition. In brief, therefore, a unitary inductor means is combined with a single roadside inductor for producing in the vehicle apparatus either a tripping operation, as in response to a danger roadside condition, a passive operation, as when the roadside conditions are unchanged, and a resetting operation, as in response to a clear or caution roadside condition. In the system of my invention, more over, the single roadside inductor is controlled by a circuit devoid of an energy source so that activating tripping and resetting actions are effected without using any roadside energy source.

In the train control system for accomplishing these cooperative functions in accordance with the principles of my invention, I employ a vehicle carried inductor, preferably of the type having inductively related primary and secondary coils, which inductor governs the operation of two translating devices such as relays, one relay being operatedto produce a tripping condition in the Vehicle carried apparatus and the other relay being operated to produce a resetting condition in such ve-' -l11Cl6 carried ap 'iaratus. A principal o'o1ect of my present invention relates to improvements in this type of induction system where% in the reset relay is so associated with the other parts of the system as to reduce to a minimum the possibility of operating the same other than through the control ofv the roadside apparatus, and in so inter relating the operation of the reset relay with the remainder of the system as to minimize any false clear operations which might possibly be produced by a breaking or shorting of parts of the vehicle carried circuits.

Other principal objects of my present invention will become evident as the description proceeds, and to the accomplishment of the foregoing and such other objects as will hereinafter appear, my invention consists in the elements and their relation one tothe other in circuit combinations as hereinafter more particularly described and sought to be defined in the claims; reference being had to the accompanying drawings which show the preferred embodiment of my invention, and in which:

Fig. 1 is a wirin diagrammatic View of a train control system embodying the principles of the invention and showing the cooperation between the vehicle carried and roadside inductors for producing the train control operations, and

Fig. 2 is a wiring diagrammatic View of a modification of said train control system.

Referring now more in detail to the drawings, and having reference first to Fig. 1 thereof, show the invention applied to a train control system in which the vehicle carriedand roadside inductors comprise respectively a vehicle carried inductor means generally designated as A and a track inductor means generally designated as B over which the vehicle inductor means is movable in the movement of the vehicle over the roadbed, the said vehicle inductor A comprising inductively coupled primary and secondary coils g) and s respectively, both preferably wound on laminated cores 10 and 11 respectively and having a relaion such as is described and claimed in the copending application 01' A. G. Shaver, Ser. No. 506,595, filed Oct. 10, 1921.

The primary coil 1) is connected to an alternating current source of energy 13 having a frequency of 360 by means of a primary circuit a which is generally designated in Fig. 1 of the drawings by the legend Pri mary, the said primary coil p preferably includin a second windin 14 wound over the core 0 the secondary coil .9 in opposite sense thereto, the said winding 11 constituting a buckdown winding for producing a neutralization of residual flux in the secondary coil 8 under certain conditions of operation, as is described and claimed in the patent to A. G. Shaver No. 1,521,332 of Dec. 30, 1924.

The track inductor B comprises a track coil t also preferably wound over a laminated core 15 and a circuit b of which the track coil t preferably forms a part, the said circuit 6 being devoid of an energy source.

As is described in the aforementioned copendin applications, as well as in the patent to A. Shaver No. 1,521.332 for shunting or trip device, patented Dec. 30, 1924, when the vehicle transformer inductor A covers an inert track element such as B, that is, such a track element with its coil in open circuit, the magnetic flux flows from the primary coil p to and through the inert track element, resulting in a diverting or shunting of mag netic flux from the secondary coil 8, the shunting of said secondary or receiving coil 8 resulting in a reduction in the energizing current of a relay 16 or equivalent device designated in Fig. 1 by the legend Trip relay located in a secondary circuit 0 also designated in the drawings by the legend Secondary, of which circuit the secondary coil 8 forms a part. The reduction in the energizin current of the relay 16 results in an effective deenergization of the relay so that any apparatus such as the armatures controlled thereby are opened for tripping other train control circuits. It will be understood that normally, that is, when the vehicle carried inductor A is not in a position for movement over the track inductor B, the transferrence of flux from the primary coil p to the secondary coil 8 of the vehicle inductor A cuer izes the device 16 and the secondary circult c to maintain the armature contacts of the trip rela 16 closed.

Now as escribed in my aforementioned copending application Ser. No. 143,608. I have found that when the engine or vehicle carried inductor A moves or is positioned over a track inductor B either inert or provided with a circuit 7, short-circuitcd or tuned, not only does the power supplied by the alternating current source of energy 13 to the primary coil p of the vehicle carried inductor change, but that marked changes are produced in the phase angle between the current and voltage effective on said primary inductor coil, which phase changes be effectively applied in operating conma troiling circuits on the vehicle and in producing activating operations thereof b means of such short-circuited or tuned trac inductor circuits without the use of any roadside energy source. Accordingly, in the system of my invention I employ a relay 12 designated in Fig. 1 by the legend Reset relay connected to the primary circuit a, the said relay comprising a two-element translating means having its elements so disposed as to efficiently respond to the phase changes, as well as to the power changes produced in the vehicle carried inductor in the cooperation of the latter with the roadside inductor. As will become clearer hereinafter, in Fig. 1 the elements of this reset relay are all connected in the primary circuit and phase changes are produced in the primary circuit to operate the elements of the relay, while in Fig. 2 I show a modification wherein advantage is taken of the phase changes produced between the primary and secondary circuits, the reset relay having elements one connected in the primary circuit and another connected in the secondary circuit.

As disclosed in Fig. 1 of the drawings, this reset relay comprises in the preferred construction armature and field coils 17 and 18 respectively, the field coils embodying two coils in series and arranged in series with the primary coil 12, while the armature coil 17 is arranged in parallel to the primary coil 1) of the vehicle arried inductor A and in series with field coils 18.

As further disclosed in my copcnding application, the armature and field circuits are given such constants as to produce a notorque relay for some one track conditions and positive or negative torques of different magnitudes for other track conditions; and to accomplish this the armature 17 of the relay 12 is connected across the current supply source 13 through suitable resistance and capacitance produced by a resistor R, and a condenser C arranged in the in-parallel circuit of the armature 17, these resistance and capacity factors being preferably selected so that the quotient of the resistance and the reactance of the primary inductor equals the uotient of the armature circuit reactance ivided by the resistance.

Normally with this circuit arrangement described and with the preferred selected constants thereof, the currents in the armature and field 17 and 18 of the relay 12 are phased 9O electrical degrees apart, producing a no torque condition in the relay so that an armature element 19 controlled by the armature coil 17 is held in a neutral position, as shown in Fig. 1 of the drawings. However, when the vehicle carried inductor A moves over the track inductor B with the track circuit 6 short-circuited or tuned in a manner to be presently described, the change in the power supplied to the primary coil p together with the shift in the phase angle between the current and voltage effective thereon, produces a marked shift in the phase between the armature and field currents of the relay 12 resulting in a change in the re conditions, as, for example, clear or cantion roadside conditions. The number of indications produced in the relay 16 may be further extended by tuning the track circuit to values above or below resonance, so as to produce sharp changes in the vehicle carried inductor primary currents lagging or leading the applied primary voltage. These changes may be made more critical or pronounced by tuning the engine power supply circuit as by means of a series condenser 20 arranged in the primary circuit (I.

To produce a variety of indications in the vehicle carried inductor system as described, the track inductor circuit Z) comprises a movable contact 21 movable over the series of taps 22,23, 24- and 25, movement of the contact 21 onto the tap 22 producing a short-circniting inductor circuit, movement of the said contact onto tap 23 introducing a capacity into the circuit Z) by means of the condenser 26 and movement of the contact 21 onto the tap 24 introducing another condenser 27 into said circuit b. The condensers 26 and 27 may be of the desired values to either tune the circuit Z) to resonance at the frequency of the vehicle carried alternating source 13 or to tune the same above or below such resonance point to produce the lagging or leading primary cur rents referred to. As applied to the vehicle carried circuit shown in Fig. 1, I may merely employ the taps 24; and 25 or the same in combination with the tap 22, the tap 25 being em ployed to open the track circuit Z) to produce a deenergizing or trip operation of the trip relay 16, the tap 22 being employ-ed for permitting the vehicle carried apparatus to move over the roadside apparatus without change, and the tap 24: being employed for introducingthe tuned track circuit to produce an activating condition in the vehicle inductor A to effect a combined resetting operation of both the trip relay 16 and the reset relay 12, as will be described more specifically hereinafter, these operations corresponding respectively to a danger position, to a clear passive position and to a clear active or resetting position;

As describedin my said copending application, in order to produce the most eflicient results the constants and characteristics of the circuits should be suitably selected and determined. Thus the tuning condenser 20 is preferably adjusted to approximately neutralize the inductive reactance of the primary circuit, and preferably this condenser, is so set that the resonant frequency of the primary circuit a is normally somewhat higher than the freqenucy of the generator or A. C. source 13. The secondary circuit 0 is also preferably tuned as by means of a condenser 28, and preferably the resonant frequency of the secondary circuit 0 is adjusted to a value slightly lower than the normal generator frequency.

Before describing the train control circuits which are governed by the combined and selective operation of the trip and reset relays l6 and 12 respectively, I will refer to Fig. 2 of the drawings, which shows a modification of the inductive circuits described above for Fig. 1 of the drawings. The vehicle carried and roadside inductors and operated elements shown in Fig. 2 of the drawings are the same as those shown in Fig. 1, except for the construction of the reset relay and the manner of connecting the same to the inductor elements, and such similar elements are designated by similar and primed reference characters. In the system shown in Fig. 2, in lieu of employing a reset relay of the rotor armature type, I employ a vane type relay in which both the armature and field coils l7 and 18 respectively are stationary and in which the moving element generally designated as 19a is a laminated iron ari'nature in the field of the armature coil. This construction permits of the use of heavy copper arma- -ure windings leading to a much more efficient armature circuit, and with such a construction I have found that the armature 17 may be approximately placed in series with the secondary circuit 0, that is, in series with the trip relay coil 16. By means of this con struction, I am enabled to eliminate the use of the condenser C and resistance R, employed in the in-parallel armature circuit of the system shown in Fig. 1. Accordingly the stationary armature 17 of the reset relay 12 is arranged as shown in Fig. 2 of the drawings in the secondary circuit 0 in series with the relay coil 16, while the field coils 18 of the reset relay 12 are arranged in the primary circuit a in series with the primary coil 7).

By means of this arrangement shown in Fig. 2 of the drawings, I utilize the power changes in the primary and secondary circuits together with the relative phase changes between the currents in said primary and secondary circuits which take place when ill) the vehicle carried inductor A moves over the track inductor B in tuned or open cir- '-cuit. Normally, that is, when the vehicle inductor A moves between controlling stations, the trip relay 16' is energized by the transferrence of flux from the primary p to the secondary a, while a no torque condition is produced in the reset relay 12, the armature and field circuits thereof being hased 90 electrical degrees apart, this phasin between the currents in the armature and fie d circuits of the reset relay 12 being obtained by the arrangement described, such arrangement producing a normal phase difference in the primary and secondary circuits a and 0 respectively of 90 electrical degrees. Now when the vehicle carried inductor A moves over the roadside inductor B when the latter is in open circuit, and in response, for example. to danger roadside conditions, the shunting or diversion of flux from the secondary s of the inductor A results in the etfective deenergization of the secondary circuit 0' with the consequent effective decnergization not only of the trip relay 16', but also of the armature 17 of the reset relay, resulting in a tripping of the trip relay Without producing an energizing operation of the reset relay 12. When the vehicle carried inductor A moves over the roadside inductor B with the latter in closed tuned circuit. as in response to a clear or resetting roadside condition, the primary and secondary circuits 0 and c are influenced to produce an activating operation of the trip relay 16 and a resetting operation of the reset relay 12, such influences being obtained by the power and phase changes produced both in the primary and secondary circuits, as will now be described both for the systems shown in Fig. 1 and Fig. 2.

As disclosed in the copending application of Theodore Bodde, Ser. No. 145,192, filed Oct. 30, 1926. it has been empirically determined that when a vehicle inductor, such as inductor A (Fig. 1) moves over a tuned track inductor B, a torque may be produced in the relay 16 which is substantially greater than the normal torque thereof, this increase of torque being probably due to an increase in the driving E. M. F. in the secondary coil 8, such increase in driving I). M. l. being in turn probably due to a strong counter magnetomotive force setup by the tuned track inductor which opposes the poles of the primary inductor p and hence constrains or forces a part of the flux of the primary away from the roadside inductor, and consequently confines the magnetic field of the vehicle carried inductor more closely to its own vicinity, thereby tending to increase the flux through the secondary winding 8. In brief, under the assumed condition of inductor A moving over a tuned induct-or B, the flux transmission from the primary coil 1 to the secondary coil 8 increases, resulting in a power change in the secondary circuit 0 and an increase in torque in the relay 16. The primary circuit a under this assumed condition is also influenced by power and phase changes, the movement of the inductor combination A over a tuned track inductor B producing a marked shift in the phase between the armature and field currents of the relay 12, Fig. 1, resulting in a change in the relay torque from a no torque condition to a positive torque condition of substantial ma nitude.

with the system shown in Fig. 2 of the drawings, the movement of the vehicle inductor A over a tuned track inductor B, in causing a power change in the secondary circuit 0'. produces an increase in operating current of the reset relay armature 17'; and this power change is combined with a change in the phase relations of the cuirents in the primary and secondary circuits to efl'ect a very positive operation of the reset relay from a condition of no torque to a condition of substantial torque. The power change produced in the primary circuit a when influenced by a tuned tiack inductor B, also contributes to the positive operation of the reset relay 12.

It will now be seen that in both the systems shown in Figs. 1 and 2 of the drawings, a single roadside inductor B (or B) of the inert circuit type may be used to influence a single vehicle carried inductor combination A (or A) for differently controlling or differently operating two vehicle carried translating devices such as the trip relay 16 (or 16) and the reset relay 12 (or 12). It will be further seen that these dilfeient operations of the relays are produced both when a. tripping or/and a resetting operation of the vehicle carried apparatus is desired to be produced. Thus under a danger or trip operating condition the trip relay 16 (or 16) is deenergized without modifying the operation of the reset relay 12 (or 12) and thus also under a clear or reset operating condition the trip relay 16 (or 16) is operated by a power change influence in the secondary circuit, while the reset relay 12 (or 12) is operated by different or distinct influences such as the power and phase changes obtained in the associated primary or secondary circuits (Fig. 2) or in the associated armature and field circuits arranged in the secondary circuit (Fig. 1).

These distinct or diflerent manners of influencing or goveining the operations of the translating devices or relays under given roadside conditions I utilize in controlling the vehicle carried circuits so that these vehicle carried circuits will be made to respond only to governing or controlling conditions of the ioadside; and the provision of a system embodying a control of the vehicle carried circuits conjointly by the cooperation of said relays which are differently influenced under a given condition constitutes one of the principal objects of the present invention. It will be appreciated that in a train control system wherein the controlling energy is on the vehicle and no one: gy is employed on the roadside, some changes in the operations orfconditionsof the vehicle carried ener: gy or the immediate circuits controlled thereb ma )roduce an undesired resettin oneration of the vehicle carried circuits result ing' in the possibility of a false clear. \Vhile, as heretofore defined, the constants of the circuits may beso selected as to minimize the possibility of false clears, I have found itdesirable, in order to produce a substantially unerring system, to utilize the combined actions of the primary and secondary circuits for governing the resetting'operation of the vehicle carried apparatus. This manner of controlling the vehicle governing circuits will now be described.

In the train control system exemplified in Fig. 1 of'the drawings, the relay 16 is employed as a trip relay for operating a train control circuit generally designated as (Z and the relay 12 is employed as a reset relay functioning conjointly with the relay 16 for operating a train control circuit generally desig nated e to reset the operation of the vehicle carried apparatus when the latter is tripped. It will be understood that the conjoint operation of the relays 12 and 16 takes place only during the time of cooperation between the vehicle inductor A and the track inductor B and in order to delay the return or release of these relays to their normal positions after the vehicle inductor passes the roadside inductor, 1 preferably employ a means for controlling the operation of the relays to delay the releasing action thereof, this means functioning to carry the connition of the relays over any mechanical or electrical transients which may exist due to the speed of action required of the parts in high speed train operation or to carry the same over any valleys in the curve of operation of the track inductor which may be due to a reversal of E. M. F. in the track inductor.

This rele'asecontrolling means may be associated with either the reset or trip relay 12 or 16 respectively, and in the preferred construction, as shown in Fig. 1 of the drawings, the same is associated with both of the relays.

Preferably this release controlling means comprises a slow release magnet 29 controlling a movable aunature 30 which in turn The slow release controller 32 comprises a vessel 33 having a body of mercury 34 therein, the said vessel having a branch 33a into which extends a wire heater 35 preferably made of nickel and a branch 33?) into which extends a conductor 36, the bottom end of which immersed in the mercury body 34. The circuit f in which this delay controlling means 32 and the delay magnets 29 and 31- are arranged in series further comprises a l). C. so potentiometer connected across the mains 38), conductors 39 and 40, a contact 41 normally open and controlled by the reset relay 12, conductor 42, delay magnet 31, conductor 43, th. elements of the release controller 32, conductor 44, delay magnet 29, conductor 45, a second contact means 46 normally open and connected to be operated by a stem 47 which is actuatable by the armature 48 of the trip relay 16, conductor 49 back to the source of energy 37. lVith this construction it will be open at two points, to wit, the contact means 41 and contact means 46 and when the circuit is closed at such two points by the simultaneous operation of the relays 16 and 12, the delay magnets 29 and 31 will be energized, the former to attract its armature 30 and the later to attractits armature 19. The energizing of magnet 29 in moving the armature 3O permits the upper contact 46 to drop and maintain its engagement with the lower contact 46, and the energizing of magnet 31 in attracting its armature 19 permits the connection between the mercury bodyfand the' heater element 35, which breaking of connection results in the opening of the circuit f and a deenergization of the magnets 29 and 31 to permit a release of the operated elements of the trip and reset relays 16 and 12. Thus the eifective action of these relays after being i11 momentarily operated by the inductors is maintained for a predetermined time period.

The mechanism or circuits ultimately operated by the controlled circuits cl and e are substantially the same as those described and claimed in the copending application of Shaver & Meisel, Ser. No. 138,869, filed Oct.

1, 1926 for train control system; and in the present disclosure I show the manner in which such circuits control the operation of relays 50 and 51.

The trip circuit (Z derives its energy from the potentiometer 37 over a path which may be traced from the positive side of the potentiometer, conductor 39, a trip contact 52 con- .rce of energy 3'? (in the form of a seen that the delaying circuit f is normally trolled by the relay stem 47, a pivoted contact 53 cooperating therewith, conductor 54, a manually operable switch 55, conductor 56, the two relays 50 and 51 arranged in multiple, conductor 57 and contact 58 arranged in multiple with conductor 57a and contact 580, conductors 59 and back to the energy source 37. With this circuit the relays 5t) and 51 are normally energized through the two stick contacts 58 and 58a, the circuit beipzg normally closed at the contacts 52 53.

en the vehicle carried inductor A moves over an open-circuited track inductor B, the trip relay 16 is effectively deenergized, causing a release of the armature stem 47, which results in the dropping of contact 52 and the consequent opening of the stick circuit d, the resulting deenergization of the relay magnets and 51 causing this stick circuit to maintain or persist in its deenergized state although the contact 52 is re-closed after the inductor A passes the inductor B. Also when the vehicle carried inductor A moves over a short-circuited track inductor B, the trip relay1 6 will be maintained in energized condition unatfecting the then condition of the relay magnets 50 and 51.

' The reset circuit e comprises the potentiometer 27, conductors 60 and 61, a contact 62 cooperating with a contact portion 63 of the armature 3O (normally open), conductor 64, a. pair of contacts 65 and 66 arranged in multiple, conductors 67 and 68 also in multiple and connected to the relay magnets 50 and 51, both multiple circuits joining in the common conductor 56, the circuit being comleted by switch 55, conductor 54, cooperatmg contacts 52 and 53, and conductor 39, the latter ortion of the circuit being also a portion of the trip circuit (1. This reset circuit is therefore normally open at the contact means 6263 and at the contacts 65 and 66, the former being controlled by the trip relay .16 and the latter by the reset relay 12.

.With this recited construction it will now be apparent that when the vehicle apparatus is in tripped condition, the movement of the vehicle inductor A over a roadside inductor B with the latter in tuned circuit produces a simultaneous actuation of the trip and reset relays 16 and 12 respectively. the operation of the relay 16 resulting in lifting the rod 47 sufiiciently far to close the contacts 46, this also causing the reset circuit 0 to close at the contacts 62-63 and the operation of the relay 12 causing this circuit to close at the contacts 65 and 66, the closing of the circuit resulting in the re-energization or resetting of the operating relay magnets 50 and 51. It will be further seen that although the reset circuit is but momentarily closed, the reener 'zation of magnets 50 and 51 in attracting t e armatures 58 and 58a closes the normal energizing circuit aand maintains the same closed after the reset circuit c is again na4neoe opened. For the reasons heretofore stated, the re-opening of the reset circuit 0 is delayed for a limited period of time by the delaying circuit means It will be noted that the pivotal mounting of the contact 53 permits the movement of the contact 52 in response to a resetting operation without altering the functioning of the normal energizing and trip circuit (1, and it will be further noted that the pivotal mounting of the armature 30 permits the maintainence of contact between the contact elements 62 and 63 during the period of delay controlled by the delay circuit means f.

In the modification shown in Fig. 2 of the drawings, the vehicle control circuits are the same as those described for the system shown in Fig. 1 and are designated by similar and primed reference characters.

The use and operation of the system embodying my present improvements and the numerous advantages thereof will in the main be fully apparent from the above detailed description of the construction and mode of operation thereof. It will be further apparent that while I have shown and described my invention in the preferred forms, many changes and modifications may be made in the structure disclosed without de )arting from the spirit of the invention, defined in the following claims.

I claim:

1. In combination, vehicle carried mechanism comprising an electrically operated device, an inductor embodying inductively coupled primary and secondary coils, a plurality of relays jointly controlling the operation of said device, said relays being connected inthe circuits of both the primary and secondary coils and being differently controlled thereby; and roadside mechanism for inductively influencing the vehicle carried inductor to operate said relays concurrently to jointly produce the operation of said device.

2. In combination, vehicle carried mechanism comprising an electrically operated device, an inductor embodying inductively coupled primary and secondary coils, a plurality of relays jointly controlling the operation of said device, said relays being connected in the circuits of both the primary and secondary coils and being difierently controlled thereby; and roadside mechanism controlled by a circuit devoid of an energy source for inductively influencing the vehicle carried inductor to operate said relays concurrently to jointly produce the operation of said device.

In combination, vehicle carried mechanism comprising an electrically operated device, an inductor embodying inductively coupled primar Y and secondary coils, a pair of relays joint y controlling the operation of said device, said relays being connected in the circuits of both the primary and secondary coils'of said inductor; and a'roadside inductor'controlled by a circuit devoid of an energy source for inductively influencing the vehicle carried inductor to operate said re lays concurrently to jointly produce the operation of said device. 7

4. In combination, vehicle carried mechanism comprising an electrically ooerated device, an inductor embodying inductively coupled primary and secondary coils, a plurality of relays jointly controlling the operation. or" said device, the said relays being connected one with the said primary coil and theother with the said secondary coil; and roadside mechanism for inductively influencing the vehicle carried inductor to operate said relays concurrently to'jointly produce the operation-oi said device.

5. In combination, vehicle carried mechanism comprising an electrically operated device, a circuit for said device, an inductor embodying inductively coupled primary and secondary coils, a plurality of relays each having a contact in said circuit for jointly controlling the operation of said device, said relays being connected in the circuits of both said primary and secondary coils and being diflerently controlledthereby; and roadside mechanism for inductively influencing the vehicle carried inductor to operate said relays,

concurrently to jointly produce the operation of said device. 7

6. In an induction system, an electrically operated device, an inductor involving inductivelv coupled primary and'secondary coils, a plurality of translating means o ly controlling the operation of said device, said plurality of translating ,ineans being connected in the circuits of both the primary and secondary coils of said inductor so as to be differently controlled thereby, and means for influencing the inductor to operate said translating devices concurrently to jointly produce the operation of saic device.

7, In an induction systeiinan electrically operated device, an inductor embodying a primary coil and a secondary coil, a plurality of translating means ointly controlling the joperation of said device, said plurality of translating means beingconnected to the pair of coils of said inductor so as to be differently controlled thereby, and means for influencing the inductor to operate said translating devices concurrently to jointly produce the operation of said device.

8. In combination, vehicle carried mechanism comprising an electrically operated dcvice, an inductor embodying primary and' secondary coils, a plurality of relays jointly controlling the operation of said device, said relays beingconnected to and differently controlled by the coils of said inductoryand a single roadside inductor embodying an inductorelement having a single flux path and a controlling circuit therefor devoid of an energy source for governing the operation of the vehicle carried mechanism, said roadside inductor on closed circuit influencing the vehicle carried inductor to produce the said dili'erent controlling operations of said relays.

9. In combination, vehicle carried mechanism comprising an electrically operated device, an inductor embodying primary and secondary coils, a plurality of relays jointly controlling the operation of said device, one relay being connected in circuit with the primary coil and another relay being connected in circuit with the secondary coil of said induct-or; and a single roadside inductor embodying a controlling circuit devoid of an energy source for governing the operation of the vehicle carried mechanism, said roadside inductor on closed circuit influencing the vehicle carrier inductor to produce the said different controlling operations of said re lays.

' 10. In a vehicle control system, circuit means, an inductor embodying primary and secondary coils, a pair of translating devices tively produce the predetermined and moditying operations of the circuit means.

in combination, vehicle carried mechanism comprising vehicle controlling circuit means, an inductor embodyin inductively coupled primary and secondary coils, a pair of relays connected in the circuits of both the primary and secondary coils said inductor, means connecting said circuit means to one of said relays to produce a predetermined operation of the circuit means when said relay is operated in response to a given operation of said inductor, and means connecting the said circuit means to both of said relays to produce a modifying operation in said circuit means when both of said relays are operated jointly in response to a dill'erent operation of said inductor.

13. in combination with the vehicle car.-

ried mechanism of claim 12, a roadside inductortor influencing the vehicle inductor to produce the predetermined and modifying operations or" the circuit means. Y

14. In combination with the vehicle carried mechanism of claim 12, a roadside. inductor for influencing the vehicle inductor to produce the predetermined and modifying operations of the circuit means, the roadside inductor including a circuit devoid of an energy source operable when opened and closed rcspeetively to produce said predetermined and modifying operations.

' 15. In combination, vehicle carried mechanism comprising vehicle controlling circuit means, an inductor embodying primary and secondary coils, a pair of translating devices connected to and controlled by said inductor, one translating device being connected in circuit with the primary coil and the other translating device being connected in circuit with the secondary coil of said inductor, means connecting said circuit means to one of said translating devices to produce a predetermined operation of the circuit means when said translating device is operated, and means connecting the said circuit means to both of said translating devices to produce a modifying operation in said circuit means when both of said translating devices are operated jointly.

16. In combination, vehicle carried mechanism comprising vehicle controlling circuit means, an inductor embodying primary and secondary coils, a pair of relays connected to and controlled by the coils of said inductor.

one relay being connected in circuit with said secondary coil and the other relay having elements connected one in circuit with the primary coil and the other in circuit with the secondary coil, means connecting said circuit means to one of said relays to produce a predetermined operation of the circuit means when said relay is operated, and means connecting the said circuit means to both of said relays to produce a modifying operation in said circuit means when both of said relays are operated jointly.

17. In an induction system, in combination, an inductor including inductively coupled primary and secondary coils, a source of alternating current connected to said primary coil, a two element relay having one element in series with said primary coil and said source and having another element in circuit with said secondary coil. and roadside means for directly influencing said inductor to operate said relay.

18. In an induction system, in combination, an inductor including inductively coupled primary and secondary coils, a two element relay having one element in a tuned circuit with said primary coil and having another element in a tuned circuit with said secondary coil, and means for influencing said inductor to operate said relay.

19. In an induction train control system, in combination, Vehicle carried mechanism including an inductor embodying primary and secondary coils, a two clement relay having one element in permanent circuit with said primary coil and having another element in permanent circuit with said secondary coil, and A. C. energy source connected in circuit only to said primary coil, and roadside inductor means for influencing said vehicle carried inductor to operate said relay.

20. In a vehicle control system, in combination. vehicle carried apparatus including an inductor embodying primary and secondary inductor elements, a two element relay having one element permanently in circuit with said primary element and having another element permanently in circuit with said secondary element, an A. C. energy source connected only to said primary element, and means for influencing said inductor to operate said relay.

21. In an induction system, in combination, an inductor including inductively coupled primary and secondary coils, a first relay connected in circuit to said secondary coil and a second relay having two elements, one element connected in circuit to said primary coil and another element connected in circuit to said secondary coil, and means for influencing said inductor to selectively operate said relays.

In a train control system, in combination. vehicle carried apparatus including an inductor having primary and secondary coils, a first relay connected in circuit to said secondary coil and a second relay having two elements, one element connected in circuit to said primary coil and another element connected in circuit to said secondary coil, and means for influencing said inductor t selectively operate said relays.

23. In an induction system, in combination, vehicle carried apparatus including an inductor embodying primary and secondary coils, a first relay connected in circuit to said secondary coil and a second relay having two elements, one element connected in circuit to said primary coil and another element connected in circuit to said secondary coil; and roadside inductor means for influencing said vehicle carried inductor to selectively operate said relays.

24. In an induction system, in combination, an inductor including inductively coupled primary and secondary coils, a first relay connected in circuit to said secondary coil and a second relay having two elements, one element connected in circuit to said primary coil and another element connected in circuit to said secondary coil and arranged in series with said first relay. and means for influencing said inductor to selectively operate said relays.

25. In an induction system, in combination an inductor including inductively coupled primary and secondary coils, a first relay connected in a resonant circuit to said secondary coil and a second relay having two elements, one element connected in a resonant to selectively operate said relays.

26. In an induction system, in combination, an inductor including inductively coupled primary and secondary coils, a first relay connected in circuit to said secondary coil, a second relay having two operating elements, one element connected in circuit with said primary coil and the other element con-r nected in circuitwith said secondary coil, and means for inductively influencing said inductor to selectively produce either an operation of said first relay or a joint operation of both relays. 1

27. In an induction system, in combination, an'inductor including inductively coupled primary and secondary coils, a first relay connected in circuit to said secondary coil, a second relay having two operating ele ments, one element connected in circuit with said primary coil and the other element connested in circuit with said secondary coil and arranged in series with said first relay, and means for inductively influencing said inductor to selectively produce either an operation of said first relay or a joint operation of both said relays.

28. In .an induction system, in combination, an inductor including inductively coupled primary and secondary coils, a first relay connected in circuit to said secondary coil, a second relay having an armature and a field, the field being connected in circuit wlth 7 said primary coil and the armature being connected in circuit with said secondary coil,

and means for inductively influencing said inductor to selectively control the operation of said relays.

29. In an induction system, in combination, an inductor including inductively coupled primary and secondary coils, a first relay connected in resonant circuit to said secondary coil, a second relay having two operating elements, one element connected in a resonant circuit with said primary coil and the other element connected in circuit with said secondary coil, and means for inductively influencing said inductor to selectively produce either an operation of said first relay or joint operation of both relays.

30. In an induction system, in combination, vehicle carried apparatus including an inductor embodying primary and secondary coils, a first relay connected in circuit to said secondary coil, a second relay having two operating elements, one element connected in circuit with said primary coil and the other element connected in circuit with said secondarv coil and arranged in series with said first relay; and roadside means including an inductor for inductively influencing said vej. hicle inductor to selectively produce either an operationof said first relay or a joint operation of both relays.

31. In an induction system, in combination, an inductor embodying inductively coupley primary and secondary elements, a first relay connected in circuit to the secondary inductor element, second relay connected in circuit to the primary inductor element, me ans for influencing said inductorunder one condition to shunt the magnetic flux from the secondary element whereby an operation of d first relay is produced, and means for arencing the said inductor to produce an increase in flux to said secondary element and a current phase change in said primary element whereby concurrent operations of both said relays are produced.

32. In an induction system, in combina tion, an inductor embodying inductively coupled primary and secondaryelements, a first relay connected in circuit to the secondary inductor element, a second relay connected in circuit to the primary inductor element,,and roadside inductor means for influencing said vehicle inductor under one condition to shunt the magnetic flux from the secondary element whereby an operation of said vfirst relayis produced, and for influencing the said vehicle inductor to produce an increase in flux to said secondary element and phase and power changes in said primary element circuit whereby concurrent operations of both said relays are produced.

33. In an induction system, in combinati on, an inductor embodying inductively coupled primary and secondary elements, a first relay connected in circuit to the secondary inductorelement, a second relay connected in circuit to both the primary and secondary inductor element, means for influencing said inductor under one condition to shunt the magnetic flux from the secondary element whereby an operation of said first relay is produced, and means for influencing the saidinductor to produce an increase in flux to said secondary circuit and a phase change in said primary circuit whereby concurrent and differentoperations of both said relays are produced,

34. In an induction system, in combination, an inductor embodying inductively coupled primary and secondary elements, a first and normally energized relay connected in circuit to the secondary inductor element, a second and normally deenergized relay connected in circuit to the primary inductorelement, means for influencing said inductor under one condition to shunt the magnetic flux from the secondary element whereby a deenergizing operation of said first relay is produced, and means for influencing the said inductor to produce an increase in flux to said secondary element and a phase change in said primary element whereby concurrent ener 'zin g operations of both said relays are prouce 85. In a vehicle control system, vehicle carried mechanism comprising an electrically operated device, a circuit normally energizing said device and openable for deenergizing or tripping said device, a second circuit for re-energizing or resetting said device, a relay contact for said first circuit, a pair of o relays, one of said relays governing said first circuit and both of said relays conjointly governing said second circuit, and inductor means embodying inductively coupled coils for selectively operating said relays, the rel' gys being connected in the circuits of both 0 said coupled coils.

36. In a vehicle control system, vehicle carried mechanism comprising an electrically operated device, a circuit normally energizsaid device and having a contact openab e for deenergizing or tripping said device, a second circuit for re-energizing or resetting said device, and having a pair of normalty open contacts, a pair of relays, one of said relays governing said first contact and of said relays conjointly governing said air vof contacts, and inductor means emying inductively coupled coils for selective y operating said relays, the relays being connected in the circuits of both of said coupled coils.

' 37 In a vehicle control system, vehicle carried mechanism comprising an electrically operated device, a circuit normally energizing said device and openable for deenergizing or tripping said device, a second circuit for rel-energizing or resetting said device, a pair of relays, one of said relays governing said first circuit and both of said relays conjointly governing said second circuit, inductor means for selectively operating said relays, and a single energyless roadside inducfor having a single flux path for influencing the vehicle inductor means.

38. In a vehicle control system, vehicle carried mechanism comprising an electrically operated device, astick circuit normally energizing said device and openable for de-energizing or tripping said device, a second circult for re-energizing or resetting said device andjsaid circuit, a pair of relays, one of said relays governing said first circuit and both of said relays conjointly governing said sec- 0nd circuit, and inductor means embodying inductively coupled coils for selectively operati said relays, the said relays being connecte in the circuits of both of said coupled coils.

39. In an induction system, in combination,an inductor embodying inductively coupled primary and secondary elements, a first relay connected in circuit to the secondary inductor element, a second relay connected in circuit to the primary inductor element,

means for influencing said inductor under one condition to shunt the magnetic flux from the secondary element whereby an operation of said first relay is produced, means for influencing the said inductor to produce an increase in flux to said seconda element and a phase change in said prlmary element whereby concurrent but momenta operations of both said relays are produce and circuit means controlled jointly by both relays for delaying the effect of the releasing action of the relays after an operation thereof.

40. In a vehicle control system, circuit means, an inductor, a pair of translating devices connected to and controlled by said inductor, means connecting said circuit means to one of said translating devices to produce a predetermined operation of the circuit means when said translating device is operated by said inductor, means connecting the said circuit means to both of said translating devices to produce a modifying operation in said circuit means when both of said translating devices are operated jointly by said inductor, and means controlled jointly b said translating devices for delaymg the e fect of the releasing action of said devices to a normal condition after an operation thereof.

Signed at New York in the county of New York and State of New York this 27th day of December A. D. 1926.

LESTER L. JONES.

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