US1745064A - Train-control system - Google Patents

Description

TRAIN CONTROL SYSTEM Original Filed Sept. 26, 1921 2 sg eis-sneet 1 INVENTOR PHUL J. 6mm EH FIT-roRnEY' Jan. 28, l 930.

P. J. SIMMEN 1,745,064

TRAIN CONTROL SYSTEM Original Filed Sept. 26, 1921 Sheets-Sheet 2 INVENTOR PAUL. J. SIMMEN HTTORHEY Patented Jan. 28, 1930 PATENT, OFFICE *AJZTI. J. SIMMEN, OF EDEN, NEW YORK TRAIN-CONTROL SYSTEM Application filed September %6,'1921, Seflal lWo. 503,235. Renewed May 26, 1928.

This invention relates to train control systems and more particularly to a system which involves the co-ordination of central office apparatus, means for establishing difi'erent ficircuit conditions and devices severally re- "sponsive to the circuit conditions and employed for the regulation or control of train movements. I

The features of improvement, broadly stated, severally relate first to the recording at the central ofiice of the movements of trains in relation to particular devices for regulating such movements, second, to the selection at the central oflice of diiierent cab ment controlling devices are severally responsive, third,. to the co-ordination of the recordin 2o ments 0 trains in relation to particular deselection at the central ofiice of the operation of such particular devices, and fourth, to the co-ordination by a single selective operation of the cab circuit conditions of two same track whereby a circuitcondition in one train which will produce the operation of a particular regulating device for that train will be concomitant with another circuit condition in the opposing train and which will produce the operation of another particular regulating device for the "opposing train and which is appropriate the 7 operation of the device for the regulation vof the first train.

The invention also consists tails of structure and combination appur-' tenant to the several features of improvement above stated.

The general objects of the inventionare to provide a greater flexibility and capacity in the regulation of train movements from the central oflice, to provide greater detail and certainty in the recording of train movements and train movement regulating operations at the central oifice, to reduce to a minimum the necessity for telephonic communication between the engineer or motorman and the despatcher and likewise to reduce to a minimum the issuance of orders or circuit conditions to'which the train moveat the central oflice of the 'mnve-- vices for regulating such movements and the trains moving in opposite directions on the of various de-- directions'by telephone or telegraph, and in general to give the despatcher greater and more certain control of traific conditions and greater and more certain continuous and instant information as to such traflic condi- 55 tions, thereby to combine facility of operratus at the despatchers oifice in relation to the track of the railroad.

Figure 2 is a diagram showing the cab circuits and equipment.

Figure 3 is a side'elevation of one of the despatchers operating switches. Figure 4 is a rear elevation of the same.

The devices for regulating train move- "ments are preferably signals and are further preferablylocated in the cab. For the transmission of the signal currentsI preferably use, in accordance with known practice, short third rails or ramps. Along the track 1, which may be assumed to run east and west, are a number of stations A, B, 0,1), E, etc., which may be actual stations or other convenient dividingpoints between blocks, station A being assumed to be a terminal of the road or of a division 1 thereof. At each station there is a siding 2, which in the diagram of Figure 1 is shown disproportionately large in relation to the distance between two adjacent stations .or blocks. The signal rails, are also provided at each station and preferably and in accordance with known practice are connected in pairs, each pair comprising a home rail 3 and a distant rail 4;, these rails being provided for each direction. of train movement and conveniently located on the right hand side of the track. The car or locomotive indicated diagrammatically bythe showing of the truck T -is provided with a movable shoe 5 for engagement with the signal rails whose arrangement is such that the shoe 5 will first engage the distant rail and thereafter the home a rail.

The difi'erent cab circuits are controlled by different electrical conditions of the rails 3 and 4. These electrical conditions involve the use of currents of different characteristics, e. g. alternating and direct currents. As shown and preferred the electical conditions are obtained by a combination of alternatin and positive direct current, a combination of alternating and negative direct current, positive direct current only, negative direct current only, alternating current on] and the absence of electrical energy.

T he cab circuits and the devices for regulating the train movements, in the present instance signal lamps, are shown in Figure 2. The car carries relays A R and D R which are used to control the operation of such lamps. The relay A R is double wound, that is to say it has a coil 39 which is energized by alternating current and a holding coil 40 which is energized by direct current. This relay also has two armatures 41 and 42 which are in the upper position, as shown, when either of the coils 39 or 40 is energized but move to their lower positions when both of the coils are deenergized. The relay D R has armatures 43, 44 and 45 which, when the relay is energized, are in the upper positions as shown but when the relay is de-energized are in their lower positions. The relay D R also includes polarized armatures 46, 47, 48 and 49. These armatures swing from left to right as viewed in the drawing. When the relay D R is energized positively, that 18 to say when the current enters relay D R by the wire 50, then all of the armatures to 49 inclusive swing to the left to the positions as shown in the drawing. When, however, the relay D R is negatively energized, that is to say, when the current leaves by the wire 50, then all the armatures 46 to 49 inclusive swing to right hand positions, corresponding to the left hand positions as shown in the drawing. To insure the operation of the coil 39 of relay A R only by alternating current a condenser 51 is inserted between the wires 52 and 53; and to insure the operation of the relay D R only by direct current an impedance coil 54 is inserted between the wires and 55.

For the control of the circuits of certain of the lamps, as hereafter pointed out in detail, I provide a four-pole double throw switch S whose arms may be assumed to be in the right hand position on east bound trains and in the left hand position on west bound trains. The switches S of opposing trains insure that the energy in a signal rail which will produce the operation of a particular regulating device in an east bound train will produce in a west bound train the operation of a different regulating device, appropriate however to the operation produced in the east bound train. In other words the switch S provides for an automatic bilateral selection of regulating devices which will co-ordinate the movements of such trains.

Assuming that alternating current is supplied to a signal rail, the car T is advancing with its shoe 5 in contact with such rail and the signal rail and a rail of the track 1 are terminals of the generator, under such conditions the alternating current will flow by the signal rail, the shoe 5, the wire 53, condenser 51 and wire 52 through coil 39 of relay A R and thence by wires 39 and 57 to a rail of the track 1 (i. e. through the axle and wheel of the car). The resultant energization of relay A R causes armatures 41 and 42, if in their lower positions, to be raised, or, if already raised, to be held in raised ositions. Each signal rail is, as usual, inc ined on both ends and this permits shoe 5 radually to lower as the car T passes, where y the insulated metallic plate 60 mounted on the shoe connects wires 61 and 62 before the shoe actually leaves the ramp. The connection of wires 61 and 62 by the shoe 5 while the armature 41 is in a raised position causes'a stick circuit to be formed through the coil 40 of the relay A R, which circuit maintains the relay A R energized until the advancing car T causes the shoe 5 to contact with another signal rail. This stick circuit is as follows, the diagram of Figure 2 being also considered and'it being assumed that the last previous energization of the relay D R was positive: One terminal of battery 68, wires 69 and 70, armature 47 in the left hand position, wires 71 and 65, armature 41 in a raised position, wire 62, plate 60, wire 61, coil 40, wires 64, 57, 66 and 73, armature 46 in the left hand osition and wire 74 to the other terminal of attery 68. If, however, the last previous energization of the relay D R was negative the stick circuit is traced in the opposite direction and through the armatures 46 and 47 in their right hand positions, that is to say, one terminal of battery 68, wire 69, armature 46 in the right hand position, wires 73, 66, 57 and 64, coil 40, wire 61, plate 60, wire 62, armature 41, wires 65 and 71, armature 47 in the right hand position and wire 74 to the other terminal of battery 68.

Assuming that the signal rail is positively energized and in contact with the shoe 5 of the advancing car T and that said signal rail and a rail of the track 1 are battery terminals, direct current will flow through the relay D R entering by wire 50. The circuit is as follows: signal rail, shoe 5, wires 53 and 55, impedance coil 54, wire 50, relay D R and wire 66 to track rail 1. Asthe car passes beyond the ramp the shoe 5 will make contact with the wire 67 so that, the armature 43 being in a raised position, a stick circuit for relay D R will be formed as follows: one terminal of battery 68, wires 69 and 7 O, polarized armature 47 in the left hand position by reason of the previous positive energization coil 54, wire 50, relay DR, Wires 66 and 73,

polarized armature 46 in the left hand position and Wire 74 to the'other terminal of battery 68. Assuming that the signal rail is negatively energized and in contact with the shoe 5 of the advancing car T and that saidsignal rail and a rail of the track 1 are battery terminals, direct current will flow through the relay D R, entering by the wire 66. In such a case the circuit will be as follows: from the rail 1, thence through wire 66, relay D R, wire 50, coil 54, wires 55 and 53 and shoe 5 tosignal rail. .The stick circuit which becomes effective when shoe 5, leaves the ramp. is as follows: one terminal of battery 68, polarized armature 46 in the right hand posltion by reason of the previous negative energization of relay D R, wires 7 3 and i 66, relay D R, wire 50, coil 54, wires 55 and 53, shoe 5, wire 67, armature 43 in its raised position, wires 72 and 71, armature 47 in the right hand position and wire 74 to the other terminal of battery 68. I

It will, of course, be understood that whether rela D R is energized positively or negatively, t e armatures 43, 44 and 45 will be in the upper positions and it will be only when relay D R is not energized at all that these armatures are in the lower positions. It will also be understood that polarized armatures 46 to 49 inclusive will remain in the positions to which they have last been moved until the relay D R has been reversely energized.

The cab circuits described provide for six different circuit conditions pursuant to whichsix phases'of train movement regulation, each responsive to a particular circuit condition,

may be utilized in the embodiment disclosed. As shown the train movement regulating devices consist of si a1 lamps which may have any desired signi came. The lam s are desigated 76 to 81 inclusive and in t e present diagram respond to cab circuit conditions es tablished in the following order, namely, the lamp 7 6 of an east bound train when alter nating and positive direct current is supplied to the signal rail, and of a west bound train when alternating and ne ative direct current is supplied, the lamp 7 of an east boundtrain when alternating and negative direct current is supplied to the signal rail, and

of a west bound train when alternating and ositive direct current is supplied, the lamp 78 of an east bound train when positive direct current only is supplied to the signal rail,

and of a west bound train when negative di rect current only is supplied, the lamp 79 of an east bound train whennegative direct current only is supplied to the signal rail,

and of a west bound train when positive direct current only is supplied, the lamp 80 of an east or west bound train when alternating current only is supplied to the signal rail and the lamp 81 of an east or west bound train when the signal rail is de-energized. It is further to be noted that the circuits ofthe lamps 76 to 79 inclusive are completed by 80, orange, for caution or call at once an lamp 81, red, for danger.

In the case of lamps 76 to 79 inclusive an electrical condition in the signal rail which will cause the lighting of a particular lamp in an east bound train will cause the lighting of a different lamp in a west bound train because the arms ofthe reversing switch are in left hand positions on east bound trains and in right hand positions on west bound trains. Thus the cab circuits for the lamps are such that when alternating and positive direct current is supplied to the signal rails it will cause the lighting of lamp 76 (the clear sign) in an east bound train andof lamp 77 (no right of way) in a west bound train; when alternating and negative direct current is supplied to the signal rails it will cause the lighting of lamps 76 and 77 in reversed relation, that is to say the lighting of lamp 77 in an east bound train and of lamp 76 in a west bound train; when positive direct current only is supplied to the si a1 rails it will cause the lighting of lamp 8' (take siding) in an eastbound train andof lamp 79 (take main track) in a west bound train; and when negative direct current only is supplied to the signal rails it will cause the lighting of lamps 78 and 79 is reversed relation, that is to say the lighting of lamp 79 in an east hound train and the lighting of lamp 78 in a west bound train. t

For greater convenience the various elec trical conditions of the signal rails and the lamps responsive thereto in east bound and west bound trains are set forth in the following table: i

East bound Westbound 7 Conditions of signal rail train I train A O and D O positlye Lamp'76 Lamp 77 A O and 1 0 negative Lamp 77 Lamp 76 D G positiye onl Lamp 78 Lamp 79 D 0 negative on y. Lamp 79 Lamp 78 A C only v Lamp 80 Lamp 80 De-energized Lamp 81 Lamp 81 the opposite terminals of the source of cur rent supply relay A R is ener 'zed, relay D R is positively energized, an the arma' tures 46 to 49 are moved to the left, as shown. Under these conditions a circuit is formed through the lamp 7 6' as follows: battery 68, wires 69 and 70, polarized armature 47, wire 71, armature 42, wire 98, armature 44, wire 84, polarized armature 49, wire 85, neutral pole 110 of reversing switch, through corresponding arm of said switch in left hand position, contact 111, wire 86, lamp 76, wires 6, 57, 66 and 73, polarized armature 46 and wire 74 to other terminal of battery 68.

If the train be west bound and its shoe 5 in contact with a signal rail to which alternating and positive direct current is supplied the arms of the switch S will be in right hand position and lamp 77 will glow, the circuit being as follows: battery 68, wires 69 and 70, polarized armature 47, Wire 71, armature 42, wire 98, armature 44, wire 84, polarized armature 49, wire 85, neutral pole 110 of reversing switch, throu h corresponding arm of said switch in rig t hand position, contact 112, connected wires 113 and 87, lamp 77, wires 77, 57 66 and 7 3, polarized armature 46 and wire 74 to other terminal of battery 68.

If a clear signal is to be given a west bound train by means of the lamp 76 alternating and negative direct current is supplied to the si nal rails and, the arms of the switch S being 1n ri ht hand position, relay A R is energized, re ay D R is negatively energized, and the armatures 46 to 49 are moved to the right. Under these conditions a circuit is formed through the lamp 76 as follows: battery 68, wire 69, polarized armature 46, wires 73, 66, 57 and 7 6, lamp 76, connected wires 86 and 114, contact 115 of reversing switch, through corresponding arm of said switch in right hand position, neutral pole 116 of reversing switch, wire 97, polarized armature 49, wire 84, armature 44, wire 98, armature 42, wire 71, polarized armature 47 and wire 74 to the other terminal of battery 68.

If the train be east bound and its shoe 5 in contact with a signal rail to which alternating and negative direct current is supplied the arms of the switch S will be in left hand position and the lamp 77 will glow, the circuit being as follows: battery 68, wire 69, polarized armature 46, wires 7 3, 66, 57 and 7 7 lamp 7 7 wire 87 contact 117 of reversing switch, through corresponding switch arm, neutral pole 116 of reversing switch, wire 97, polarized armature 49, wire 84, armature 44, wire 98, armature 42, wire 71, polarized armature 47 and wire 74 to the other terminal of battery 68.

If the signal take siding is to be given an east bound train by means of the lamp 78 positive direct current only is supplied to the si al rails, the arms of the switch S are in le t hand position, and the relay A R is de- H energized because its stick circuit is broken fiythe raising of the shoe 5 consequent to its {contact with the ramp, while relay D Ris positively energized and the armatures 46 to 49, inclusive, are moved to the left hand position as shownin the drawings. The circuit "thus established may be traced as follows: battery 68, wires 69 and 70, polarized armature 47, wire 71, armature 42 in its lower positlon, wire 96, armature 45, wire 99, polarized armature 48, Wire 100, neutral pole 118 of reversing switch, through the corresponding switch arm in left hand position, contact 119, wire 88, lamp 78, wires 7 8 57, 66 and 73, polarized armature 46 and wire 74 to the other terminal of battery 68.

If the train be west bound and its shoe 5 in contact with a signal rail to which positive direct current only is supplied, the arms of the switch S will be in right hand position and the lamp 79 will glow, the circuit being as follows: battery 68, wires 69 and 70, polarized armature 47, wire 71, armature 42 in the lower position, wire 96, armature 45, wire 99, polarized armature 48, Wire 100, neutral pole 118 of reversing switch, through the corresponding switch arm in the right hand position, contact 120 of reversing switch, connected wires 121 and 89, lamp 79, wires 7 9, 57, 66 and 73, polarized armature 46 and wire 74 to the other terminal of battery 68.

If the signal take siding is to be given to a west bound train by means of the lamp 78 negative direct current only is supplied to the signal rails, the arms of the switch S are in right hand position, and the relay A R is deenergized because its stick circuit is broken by the raising of the shoe 5 consequent to its contact with the ramp, while relay D R is negatively energized and the armatures 46 to 49, inclusive, are moved to the right hand positions as shown in the drawings. The circuit thus established may be traced as follows: battery 68, wire 69, polarized armature 46, wires 73, 66, 57 and 78, lamp 78, connected wires 88 and 122, contact 123 of reversing switch S, through the corresponding arm of said switch in its right hand position, neutral pole 124 of reversing switch, wire 101, polarized armature 48, wire 99, armature 45, wire 96, armature 42 in the lower position, wire 71, armature 47 and wire 74 to the other terminal of battery 68.

If the train be east bound and its shoe 5 in contact with a signal rail to which negative direct current only is supplied, the arms of the switch S will be in left hand position and the lamp 79 will glow, the circuit being as follows: battery 68, wire 69, polarized armature 46, wires 7 3, 66, 57 and 7 9", lam 79, wire 89, contact 125 of reversing switch through the corresponding switch arm, neutral pole 124 of reversin switch, wire 101, polarized armature 48, wlre 99, armature 45, wire 96, armature 42 in the lower position, wire 71,

- armature 47 and wire 74 to the other terminal the raising of the shoe 5 by the signal rai Assuming that the lastoprevious energization of relay D R was negative, so that the armatures 46 to 49, inclusive, are in their right hand positions, the circuit may ;be traced as follows: battery 68, wire 69, polarized armature 46, wires 73, 66, 57 and 80, lamp 80, wire 102, armature 44in its lower position, wire 98, armature 42, wire 71, polarized armature 47 and wire 74 to the other terminal of battery 68. If, however, the last previous energization of the relay 1) R was positive, so that the polarized armatures 46 to 49, inclusive, are in their left hand positions, the circuit may be traced as follows battery 68, wires 69 and 70, polarized armature 47, wire 71, armature 42, wire 98, armature 44 in its lower position, wire 102,

. lamp 80, wires 80, 57, 66, and 73, polarized armature 46 and wire 74 to the other terminal of battery 68.

. If the signal rails are de-energized, the

' lamp 81 will be lighted whether the train be east bound or west bound. In this case the relays A R and D R are both de-ener- ,gized, the armatures 41 to 45, inclusive, are

in their lowered positions and the armatures 46 to 49, inclusive, are in either right or left hand positions accordingly as the previous energization of the relay D R was negative or positive. Assuming that the armatures 46 to 49 are in their left hand positions, as shown, consequent to the last energization of the magnet D B being positive, the circuit thus,established may be traced as follows: battery 68, wires 69 and 70, polarized armature 47, wire 71, armature 42 in its lower position, wire 96, armature 45 in its lower position, wire 103, lamp 81, wires'81, 57, 66 and 73, polarized armature 46, and wire 74 to the other terminal of battery 68. If, however, the last previous energization of the relay D R was negative, so that the polarized armatures 46 to 49, inclusive, are in their right hand positions, the circuit may be signal lamps, that is to say the lamps 76 to 79, inclusive, has two circuits controlled by the reversing switch and operative for east and west bound trains respectively. It will further-be seen that the signaling current supplied to the rails for causin the lightin of any of the signal lamps 6 to 79, inc usive, selectively differentiates between the lamps of east and west bound trains and co-ordmates the lamps thus selected whereby the signals on opposing trains are j appropriate to one another.

In the embodiment disclosed the electrical condition of the signal rails is controlled b switches at the despatchers ofliceand which are designated generally as 126. There is a switch for each station or block division A-E, etc., of the road and for convenience each switch is shown in the diagram of Figure 1 immediately above its corresponding station. The switches 126 include rocker shafts 127 by which they are mounted and each shaft 127 is connected by a line wire 128 to the signal rails 3-4 of the corresponding station.

The signallin currents are su plied by batteries 129 and 130 and b an a ternating current generator 131, all 0 which are connected by a line wire 132 to a rail of the track 1, the wire 132 being connected to the negative pole of battery 129 and the positive ole of battery 130. At their other oles the atteries 129 and 130 are connecte to wires 133 and 134, respectively, in each of which is arranged an impedance 'coil 135. Magnets 136, one for each station of the road, are bridged across the wire 133 and right hand contacts 1370f the switches 126 and magnets 138 are similarly bridged across the wire 134 and left hand contacts 139 of theswitches 126. The generator 131 is connected to the wire 132 by wires 140 and 141 between which is arranged a suitable condenser 142. The other terminal of the generator 131 is connected to a wire 143 and magnets 144, one for each station of the road, are bridged acrbss this wire to right and left hand contacts 145 and 146, respectively, of the switches 126, a condenser 147 being interposed in the wire 148 whichconnects each magnet 144 and the contacts 145 and 146.

Each switch 126 has rocking movement about the axis of the shaft 127 and longitudinal movement in the direction of said axis. As thrown either to the right or to the left the switch has three positions in its longitudinal range of movement, in the first of which it engages only one or the other of the contacts 137 or 139, in the second of which it engages the pair of contacts 137 and 145 or the pair of contacts 139 and 146 and in the third of which it engages only one or the other of the contacts 145 or 146. The structural details of the switches are shown in Figures 3 and 4. The shaft 127 is mounted in a front bearin 149 and in rear bearings 150 and 151 whic bearings are carried by a suitable supporting bracket 152. The shaft 127 is rovided with contact arms 153 and 154 which are insulated from said shaft by bushings 155 and carry a bus bar 156 to which the line wire 128 is connected. The

arm 153 is arranged to engage either of the contacts 137 or 139 accordmgly as it may be moved to the right or to the 'left (Figure 1 being considered) and the arm 154 is similarly arranged to engage either of the con-. tacts 145 or 146.

The contacts 137 and 145 comprising the rangement that their engagement b the corresponding switch arms Wlll be as follows in the various operative positions of the switch:

Assumin that the switch is in either of its ri ht or left hand position-when the shaft 12 is in its intermediate longitudinal position as shown in Figure 3 both arm 153 and 154 will engage corresponding contacts of either pair, that isto say if the switch-is thrown to the right the arm 153 will engage the contact 137 and the arm 154 will engage the contact 145 and if the switch is thrown to the left the arm 153 will engage the contact 139 and the arm 154 will engage'the contact 146; when the shaft 127 is in its forward longitudinal position the arm 153 alone will be operative and will engage the contact 137 or 139 as the case may be, the arm 154 being located out of the path of its corresponding contacts 145 and 146; and when the shaft 127 is in its rearward longitudinal position the arm 154 alone will be operative and will engage the contact 145 or 146 as the case ma be, the arm 153 being located out of the path of its corresponding contacts 137 and 139.

It is further to be noted that the switch 126 has an intermediate pivotal or neutral position in which the arms 153 and 154 are inoperative; and as shown and preferred the construction is such that when changing from one longitudinal position of the shaft 127 to another longitudinal position of said shaft the switch must first be brought to neutral position and maintained in such position throughout the shifting movement of the shaft, advantages in safety and certainty of operation and control being thereby secured. For these purposes the bearings 150 and 151 are provided with vertical slots 157 and the shown the shaft 127 is in intermediate longitudinal position and the key 158 is intermediate the bearings 150 and 151. The manipulation of the shaft is provided for by a suitable handle 159 mounted on its front end and if it be desired to move the shaft longitudinally in either direction from the position shown in Figure 3 the switch must first be turned to neutral position whereby to aline the key 158 with the slots 157 upon which the shaft 127 may be moved forward or rearward accordingly as it may be desired to operate only the arm 153 or only the arm 154. In like manner in either of the forward or rearward positions of the shaft the switch must first .be moved to neutral position before the shaft can be shifted to intermediate or the opposite extreme longitudinal position.

It is also preferred to provide means for holding the switch against accidental pivotal movement in any longitudinal position of the shaft 127. For this purpose a friction latch may be employed which, as shown and preferred, comprises a spring pressed ball 160 fitted in a socket at the end of an arm 161 secured fast to the shaft 127 and a base 162 having longitudinal grooves 163 corresponding to the right, neutral, and left position of the switch and in which the ball 160 engages, the grooves 163 conforming in length to the range of longitudinal movement of the shaft 127. It will be apparent that the frictional engagement of the ball 160 in any one of the grooves 163 will not interfere with an intentional turning movement of the shaft as effected by the handle 159 but will prevent an accidental turning movement of said shaft.

In the forward longitudinal position of the shaft 127 direct current only will be supplied to the signal rails, positive if the switch be turned to the right and negative if it be turned to the left. In the rearward longitudinal position of the shaft 127 alternating current only will be supplied to the signal rails in either the right or left hand positions of the switch. In the intermediate longitudinal position of the shaft 127- combinations of alternating and direct current will be supplied to the signal rails, alternating and positive direct current if the switch be turned to the right and alternating and negative direct current if the switch be turned to the left.

It is preferred to provide means which is effective in corresponding longitudinal positions of two or more adjacent switches for interlocking them against certain pivotal movements relatively to the neighboring switch or switches. For this purpose interlocking segments 164 are employed. These segments are mounted on the shafts 127 and are each provided with concave lateral edges 165 and a convex intermediate edge 166. To illustrate the cooperation of the interlocking segments it may be assumed that the switches for stations A, B and C are in corresponding, e. g.

case the segments 164f'prevent' any manipula-,. tionof these switches which will give clear left handipositionto give a clear- Intermediate, longitudinalpbsitions in" which signals tooppo'sing trains." .Fo'r example,"if the switch for station? (lbs in the-gleftthand p it s'as sh n; tofg l arf g a i q; a west boundtrain the switch for station :13;

cannot be" set in the right hand position to, 7 'give aclear'signalto an east bound train and in like manner ifwthe switch folfstation A. p be set in the right hand positionglajsshown oundtrain' to give a clear signal to. an east the switch for station -Bca'nno sf a t west bound train. 1 where alternate switc are set' to give a clear signal ,toopposin trains, as, for exam' 1c, the switchesfor 'st tions A and G in t e diagram of Fi re the intermediate switch is interlocked nneu tral position in which the signal rails of its corresponding block are de-energized to give a danger signal and such switch cannot be) moved either to the right or to the left. "The segments 164 cooperate in the same way if the ad] acent switches are both or all in forward or. ositions, that is to say as'between two switc es arranged to the left and right of one another theswitch' at;

both or all in rearward be turned to its left hand position if the switch at the left he in neutralposition or.

turned to its right hand position.

g If it be desired to supplypositive direct current only to the signal rails of a particular station the switch. for that station will be shifted to its forward longitudinal position and turned to the right so as to engage its arm 153 with the contact 137. The battery 129 is the source of positive direct current and it may be assumed that the switch of station A has been manipulated as described to supply positive direct current only to the signal rails of that station. Under these conditions a circuit for positive direct signalling.

signal rail at station A, shoe 5, thence through the cab as previously described to a rail of track 1 and by wire 132 to the other terminal of battery 129.

If it be desired tosupply negative directcurrent only to the signal rails of a particular station the switch for that station will-be turned to the left in its forward longitudinal position so as to engage its arm 153 with the contact 139. The battery 130 is the source of negative direct current and it may be assumed that the switch of station G has been manipulated as just described to supply negative direct current only to the signal rails switch mag only? is established as follows: battery 130, Q W re 132, a rail of track 1 thence through the cab, j'as; previously descrihed,= fany signal rail Qfs'tatI nC, wire 128,.bar'156, swltch arm ;1 53,'contact 139, wire 168, magnet 138 of sta- :t1on wire 134, and impedance coil 135 the opp te terminal of battery'130. .1:

f it be ,desiredto supply alternating-current only to the signal rails of a particular station the switch for that station will be turned either to the ri ht or to the leftin its -rearward longitudina 4 er'ator 131is the source 0 position, The gen- I alternating current and it may be assumed that the switchof station D has been manipulated as just described nal rails of that'statlon'l Under these con tions a circuit for a'It'ernatin signalling current onlyis established as follows: generator 131, wire. 143', magnet 144 corresponding to station D, condenser .147, wire 148, either of alternating current only to the. sifi the {contacts'r145 r {146, according as the H be turned to theright or to the left,- switc arm'154, bar 156, wire 128, any" signal rail at station D, thence through the wires 132, and 141, condenser 142 and wire 140 to the other terminal of generator 131.

it be desired to supply 'a combination of direct and alternating current to a particular station the switch for that station is set in its intermediate position and is turned to the right if the direct current be positive and to the left if the direct. current be negative. In the dia am of Figure 1 it is assumed that the switc for station" E has been manipulated to provide for the supply of alternatin and osit'ive direct current tothe signal rai s of t at station in which case itsin the two paths previously traced for stations A and D respectively. In like manner if the combination of negative direct and alternating current be supplied to the signal rails, the respective currents, negative direct and alternating, will flow in the two paths previously traced for stations G and D respectively. In any case where a combination of alternating and direct current is supplied to the signal rails the alternating current is prevented from flowing through the batteries by the impedance coils 135 and the direct current is prevented from flowing through the generator 131 and the magnets 144 by' the condensers 142 and 147.

According to the invention the signals and the movements of trains in relation thereto I c ab;as previously described, a rail of track 1. the left cannot be turned to its right hand?" position if the switch at the right be in neutralposition or turned to its left hand position and, conversely, the switch at the right cannot rollers and which bears regularl spaced transverse or horizontal lines 170 indicative of divisions of time and lon itudinal or vertical lines 171 indicative o the stations to which they severally correspond, as indicated in the drawing by the letters A, B, C, D and E. The shaft 172 of the winding roll of said web may be clock driven in any suitable manner but it is preferaably geared to a ratchet wheel 173 which is operated by apawl 174 carried by the armature of an electromagnet 175. Current for the operation of the magnet 175 is supplied by a battery 176 and flows by a wire 177 to the magnet 175, thence by a wire 178 to a clock switch 179, shown conventionally, and thence by a wire 180 to the other terminal of battery 176. The chart 169 is employed in connection with a series of perforating punches which operate adjacent the station lines 171 to record different signals given at the several stations and the movements of the trains in relation to such signals.

The operation of the perforating punches is electrically controlled and according to the invention the circuit which governs the operation of a punch intended'to record a particular signal-is co-ordinated to the operation of that signal. As shown and preferred this co-ordination is effected by means of the despatchers switches in connection with main relays of which three are preferably provided for each station, one being a positive direct current relay D R P and of which the magnet 136 is an element, the second being a negative direct current relay D R N of which the magnet 138 is an element and the third being an alternating current relay ure l-the punch 183 which operates when alternating current only is supplied to the signal rails is shown as arranged in alinement with the station line 171, the two punches 181 and 182 which operate when positive currentis supplied to the signal rails are shown as arranged at the right of the corresponding station line and the two punches 184 and 185 which operate when negative current is supplied to the signal rails are shown at the left of the corresponding station line. In the diagram of Figure 1 it is assumed that the chart 169 is being driven in the upward direction as indicated by the arrow and it may also be assumed that stations A and E are the western and eastern terminals of the line or division thereof. Under such conditions the perforations which are records of the movements of east bound trains will follow a generally oblique path extending downward from left to right of the chart and the perforations which are records of the movements of west bound trains will follow 'a generally oblique path extending downward from right to left of the chart. In this way the despatcher or oflicial can tell whether the perforations were made by east or west bound trains and the relative location of the perforation on the chart will also indicate the character of signalling current supplied to the train and hence the particular signal which the train received.

Since the circuits for the operating magnets 186 to 190 inclusive may be closed only when one or more of the relays D R P, D R N and A C R are energized and since these re- A C R of which the magnet 144 is an element -days areenergized according to the particular The perforating punches for each station preferably correspond in number to the five electrically energized conditions of the signal rails, the punch 181 being operative when positive direct current only is supplied, the punch 182 when a combination of alternating and ositive direct current is supplied, the punc 183 when alternating current only is supplied, the punch 184 when negative direct current is supplied and the punch 185 when a combination of alternating and negative direct current is supplied. The punches 181 to 185 inclusive are respectively operated by magnets 186, 187, 188, 189 and 190, the circuits of which are selected by the main relays DRP,DRNandACR.

The relay D R P includes three armatures 191, 192 and 193, the relay D R N includes three armatures 194, 195 and 196 and the relay A C R includes a single armature 197. The armatures 191 to 193, 194 to 196 and 197 are raised when their respective operating magnets 136, 138 and 144 are energized and are lowered when the magnets are de-ener- 'zed.

As a matter of convenience and for a clearer understanding of the diagram of Figenergization of a signal rail only when a shoe 5 is in contact with such rail to close a circuit through the cab it follows that the recording perforation of a particular punch will be made only when the shoe 5 is in contact with a signal rail of the corresponding station but that a punch will be made each time that the shoe 5 passes over a signal rail .of that station.

I Assuming that positive direct current only is supplied to the signal rails, when the shoe 5 contacts with such rails the circuit of relay D R P of the corresponding station will be closed and the armature 191, 192 and 193 will be raised while the circuits of the other main relays will remain open and their armatures will be lowered. This relation is shown in Figure 1 in connection with the main relays of station A. Under such conditions the operating magnet 186 of the perforating punch 181 will be energized by current supplied by the battery 176 to cause said punch to make a perforation in the chart 169, the circuit being established as follows: battery 17 6, wires 177, 198, 199, 200 and 216, magnet 186, wire 201, armature 193 in its upper position, wires 202 and 203, armature 197 in its lower position, andwires 204 and 180 to the other ter-t minal'of 'battery. 176. r

Assuming that the combination of alter natin and positive direct current onlynis supphed to the signal rails of a particular station, when the shoe 5 contacts with such rails the circuits of relays D R P and A G R of the coresponding station 'will be closed 'andthe armatures 191, 192, 193 and 197 will be raised while the circuit of the relay D. R N

will -remain open and the armatures 194,195 and 196 will be lowered. vThis relation is.

shown in Figurel in connection with the main relays of station E. Under such con-' ditions the operating magnet 1870f the periorating punch 182 will be energizedby current supplied :by the battery 176 to cause said punch to make a perforation in'the chart 169, thecircuit bein established as follows 20 battery 176, wires 17 198, 199 and'205', magnet 187, wire 206, armature 192- in its upper position, wires 207 and 208, armature 197 in its upper position and wires 204' and 180 to the other terminal of battery 176. g Assuming that alternating current only is supplied to the signal rails, when the shoe 5 contacts with such rails the circuit of relay A C R of the corresponding station will be closed and the armature '197 will be raised while the circuits of the other main rela s will remain open and their 'armat'ures W111 be lowered. This relation is shown in Figure 1 in connection with the main rel'ays of station D. Under such conditions the operating magnet 188 of perforating armature 194 in its lower position, wire 208,-

armature 197 in its upper position, and wires 204 and 180 to the opposite terminal of battery 176.

Assuming that the combination of altermating and negative direct current is supplied to the signal rails, when the shoe 5 contacts with such rails the circuits of relays D R N and A C R of the corresponding station will be closed and the armatures 194, 195, 196 and 197 will be raised while the-circuit of the relay D R P will remain open and the armatures 191, 192 and 193 will be lowered. Under such conditions the, operating magnet 190 of the perforating unch 185 will be energized by currentsupp ied by the battery 176 to cause said punchto make aperforationin the chart 169. The circuit thus established may be readily traced in connection with the relays of station E by keeping in mind that the armatures 194, 195 and 196 are assumedto be raised while the armatures 191, 192 and 193 are assumed to be '65 lowered. Such circuit is as follows: battery unch" 183 will be energized by current supphed by.

176,. wires 177, 198, 199 and 212, magnet 190, win 213, armature 195 in its upper position, wire 208, armature 197 in its upper position and wires 204 and 180 to the other terminal ofbattery 176. I 7

Assuming that negative direct current only is supplied to the signal rails, when the shoe S contacts with suchrails the circuit of relay .D'R N of the corresponding station will be energized and the armatures' 194, 195 and 196will be raised while the circuits of the other main relays'will remain open and their armatures will be lowered. This relation is shown in 'Fi ure 1 in connection with the rent supplied by the battery 176 to cause said punch to make a perforation in the chart 169, the circuit bein established as follows; battery 176, wires 17 7, 198;" 199, 200 and 214', magnet 189, wire 216 upper position wire203, armature 197 in its lower position andwires204 and 180to the other terminal of batter 176.

It will .be understoo that the invention is believed to be of considerable breadth;

its particular field and hence that to description herein contained is inten ed to put an limitation'u n the 'sco e of the appende claims or to taken forv the pur ose of ex'positionl Having ully describedfjmy invention, 1; claim; I 5 f 1. In a systemof train control, the combination with. a vehicle and -a trackway of at least three electrical receiving'devices on the vehicle, a single unit associated with the trackway and upon which electric current of diflerent characteristics ma be'impressed, means for severally conditioning said devices in accordance with the electrical condition of said unit, and means operated at a central oflice for selecting a current of particular characteristic and causing the same to be impressed upon said unit.

2. In a system of train control, the combination with a vehiclev and a. trackway of sources of electric current of difi'erent characteristics, a single unit associated with the trackway and upon which electric currents of difi'erent characteristics may be impressed, at least three electrical receiving devices on the vehicle, means for severally conditionin said devices in accordance with the electrica condition of said unit and a central oflice switch connected to said sources and to said unit for selecting a current of particular characteristic and causing the same to be impressed upon said unit. a

3.111 a system of train control, the combination with a vehicle and a trackway of sources of electric current of difi'erentcharacteristics, a single unit associated with the trackway and upon which electric currents armature 196 in its ot erwise than of different characteristics may be impressed, at least three electrical receiving devices on the vehicle, means for severally conditionin said devices in accordance with the electrica condition of said unit, and a central ofiice switch connected to said sources and to said unit for selecting current from one or a combination of said sources and causing the same to be impressed upon said unit.

4. In a system of train control, the combination with a vehicle and a trackwa of electrical receiving devices on the who e, a single unit associated with the trackway and upon which electric currents of different characteristics may be impressed, means operative according to the characteristic of the current impressed on said unit for creating at'least three distinctive conditions of said receiving devices and means operated at a central ofiice for selecting a current of particular characteristic and causing the same to be impressed upon said unit.

5. In a system of train control the combination with a vehicle and a trackway of six electrical receivin devices on the vehicle, a single unit upon which currents of different characteristics may be impressed, sources of current of different characteristics, means operated at a central ofiice and connected to said sources and to said unit for impressing a particular electrical condition upon sai unit in relation to one or more of said sources and means connected to said unit for conditioning said receiving devices in accordance wit-h the electrical condition of said unit.

6. In a system of train control the combination with a vehicle and a trackway of electrical receiving devices on the vehicle, a single unit upon which currents of different characteristics may be impressed, sources of current of difierentcharacteristics, means 0 erated at a central ofiice and connected to sald sources and to said unit for impressing six electrical conditions upon said unit in relation to said sources and means connected to said unit for establishing in accordance with the electrical condition of said unit one of six distinctive conditions of said receiving devices.

7. In a systemof train control the combination with a vehicle of a source of alternating current, a source of positive direct current, a source of negative direct current, a unit upon which current from any one of said sources or conjunctively from the alternating and either of the direct sources may be impressed, means including a single switch operated at a central office and connected to said sources and said unit for selecting current from one or more of said sources and impressing a particular electrical condition upon said unit, electrical receiving devices on the vehicle, and means for distinctively conditioning said receiving devices in accordance with any electrical condition of said unit.

8. In a system of train control, the combination with a vehicle of electrical receiving devices thereon, a single unit upon which currents of different characteristics may be impressed, means for im ressing at least four difierent electrical con itions upon said unit, means for establishing at least four distinctive conditions of said receiving devices in ac cordance with the particular electrical condition of said unit, and means for interchanging said conditions of said receiving devices inat least two series, each of at least two conditions, in relation to electrical conditions of said unit in corresponding series, each of corresponding conditions, thereby to provide for bilateral selection of the conditions of said receiving devices in opposing trains.

9. In a system of train control, the combination with a vehicle of electrical receiving devices thereon, a single unit upon which currents of different characteristics may be impressed, means including a single selecting switch operated at a central ofiice for impressing at least four diflerent electrical conditions upon said unit, means for establishing at least four distinctive conditions of said receivin devices in accordance with the particular e ectrical condition of said unit, and means for interchanging said conditions of said receiving devices in at least two series, each of at least two conditions in relation to electrical conditions of said unit in corres onding series, each of corresponding conditions, thereby to provide for bilateral selection of the conditlons of said receiving denvices in opposing trains.

10. In a system of train control, the combination with a vehicle of at least four electrical receiving devices thereon, a single unit upon which currents of different characteristics may be impressed, means for impressing at least four difierent electrical conditions upon said unit, means for establishing the operations of the respective receiving devices in accordance with the particular electrical condition of said unit, and means for interchanging said operations in at least two series, each of at least two operations, in relation to electrical conditions of said unit in corresponding series, each of corresponding conditions, thereby to provide for bilateral selection of the operations of said receiving devices in opposing trains.

11. In a system of train control, the combination with a vehicle of at least four electrical receiving devices thereon, a single unit upon which currents of different characteristics may be impressed, means including a single selecting switch operated at a central oflice or impressing at least four difierent electrical conditions upon said unit, means for establishing the operations of the respective receiving devices in accordance with the particular electrical condition of said unit, and means for interchanging said operations in at least two series, each of at least two oper- 'ations, in relation to electrical conditions ofsaid umts in corresponding series, each of corresponding conditions thereby to provide for bilateral selection of the operations of said receiving devices in opposing trains.

12. In a system of train control, the combination with a vehicle, electrical receiving devices thereon, means for supplying selectively combinations of alternating and positive direct current and of alternating and negative direct current and means for creating, according to the particular combination but of alternating and direct current supplied, either of two electrical conditions of said devices including means for interchanging said conditions in relation to the combinations of alternating and direct current.

13. In a system of train control, the combination with a vehicle and a trackway, a single unit associated with the trackway and upon which electric current of difierent characteristics may be impressed, electrical receiving devices on the vehicle, means operative according to the characteristic of the current impressed on said unit for creating at least three conditions of said receiving devices, and central oiiice devices co-ordinated in operation to the several permissible conditions of said receiving devices.

14. In a system of train control, the combination with a vehicle and a trackway, of at least three electrical receiving devices thereon, a single unit associated with the trackway and upon which electric current of different characteristics may ,be impressed, means operative according to the characteristic of the current impressed on said unit for creatin at least three conditions of said receiving evices, and central office devices co-ordinated in operation to the several permissible conditions of said receiving-devices.

15. In a system of train control, the combination with a vehicle of signals therefor operative at a predetermined point in the line of travel, recording devices at a central office, one for each slgnal, means for selecting and establishing the operation of a particular signal, and means operative upon the movement of the train in relation to such signal for selecting and causing the operation of a corresponding recording device, thereby to record the operation of the signal and the movement of the vehicle in relation thereto.

16. In a system of traincontrol, the combination with a vehicle of electrical receiving devices thereon, means located along the line of travel upon which electric current of different characteristics may be impressed,

means for conditioning said receiving devices in accordance with the electrical condition of said first named means, recordin devices at a central ofiice, one for each con ition of said receiving devices, and means for co-ordi-nating the operation of said recording deties to said receiving devices whereby the operation of a be accompanied by the operation of a corresponding recording device.

17 In a system of train control, the combination with a vehicle of electrically operated signals thereon, means located along the line of travel upon which electric currentof dif ferent characteristics may be impressed, means for causing distinctive operations of said signals in accordance with the electrical condition of said first named means, recording devices at a central office, one for each slgnal, and means for co-ordinating the operation of said recording devices to said signals whereby the operation of a particular si nal will be accompanied by the operation 0 a corresponding recording device.

18. In a system of train control, the combination with a vehicle of a unit located along the line of travel and upon which electric currents of different characteristics may be impressed, signals for said vehicle and operative at a predetermined point in the line of travel, recording devices at a central oflice, one for each signal, means for causing the operation of said signals in accordance with the electrical condition of said unit and means for causing the operation of said recording devices in accordance with the electrical condition of said unit, thereby to record the operation of a particular signal and the movementof the vehicle in relation thereto.

19. In a system of train control, the combination with a vehicle of electrical receiving devices thereon, a unit located along the line .of travel and upon which electric currents particular receiving device will receiving devices, and means for causing the operation of said recording devices in accordance with the electrical condition of said unit, thereby to record the operation ofa particular receiving device and the movement of the vehiclein relation thereto.

20. In a system of train control, the combination with a vehicle of electrically operated signals thereon, a unit located along theline of travel and upon which electric currents of diilerent characteristics ma be impressed, means for causing the operation of said signals in accordance with the electrical condition of said unit, recording devices at a central office, one for each signal and means for causing the operation of said recording devices in accordance with the electrical condition of said unit thereby to record the opcration of a particular signal and the movement of the vehicle in relation thereto.

21. In a system of train control, signals addressed to the engineer and operative at. a predetermined point along the line. of travel, means at a central oflice for selectively causing the operation ofsaid signals, devices at a central ofiice for recording the operation of said signals, one recording device beingprovided for each signal, and means for. co-ordinating the operations of said recording devices to the operations of said signals whereby the operation of a particular signal is accompanied by the operation of a corresponding recording device.

-22. In a system of train control, the combination with a vehicle of signals therefor operative at a predetermined point along the line of travel, means at a central oifice for selectively causing the operation of said signals, devices at a central ofiiceand corresponding to the signals for recording movements of the vehicle and means operative when the vehicle moves in relation to a signal point for causing the operation of the recording device corresponding to the signal displayed.

23. In a system of train control, the combination with a vehicle of-signals therefor operative at a predetermined point along the line of travel, means at a central ofiice for selectively causing the operation of said signals, devices at a central ofiice for, recording the operations of said signals, one recording device being provided for each signal, and means operative when the vehicle moves in relation to an energized signal for causing the o eration of a recording device correspondlng to such signal, thereby to record the operation of the signal and the movement of the vehicle in relation thereto.

24. In a system of train control, the combination with a vehicle of signals therefor operative at a predetermined point along the line of travel, means at a centraloflice for selectively causing the operation of said signals, devices at a central oflice for recording the operations of said signals, one recording device being provided for each signal, stationary contact means in cooperation with thevehicle and upon which electrical currents of different characteristics may be impressed and means for conditioning and coordinating said signals and said recording devices in accordance with the electrical condition of said contact means, thereby to record the operation of a particular signaland the movement of the train in relation thereto.

25. In a system of train control, the combination of signals addressed to the engineer, recording devices at a central ofiice, one for each signal, and means at a central office for the concomitant selection of the operations of a particular signal and a corresponding recording device.

26. In a system of train control, the combination of signals addressed to the enginer, recording devices at a central ofiice, one'for each, signal, and means at a central ofiice for the concomitant selection and co-ordination bination with a vehicle of electrical receiv-- ing devices thereon, recording devices at a central ofiice, one for each receiving device and means at a central ofiice'for the concomitant selection and co-ordination of the operations of a particular receiving device and a corresponding recording device.

29. In a system of train control, the combination with a vehicle of at least three electrical receiving devices on the vehicle, means along the line of travel of the vehicle upon which electric currents of different characteristics may beimpressed, means for severally conditioning said devices in accordance with the electrical condition of said first named means, central office recording devices, one for each receiving device, means for severally conditioning said recording devices in accordance with the electrical condition of said first named means, and means operated at a central ofiice for selecting a current of particular characteristic and causing the same to be impressed upon said first named means.

30. In a system of train control, the combination with a vehicle and a trackway of at least three electrical receiving devices on the vehicle, a single unit associated with the trackway and upon which electric current of different characteristics may be impressed, means for severally conditioning said devices in accordance with the electrical condition of said unit, central ofiice recording devices, one for each receivin device, means for severally conditioning said recording devices in ac cordance with the electrical condition of said unit, and means operated at a central office for selecting a current of particular characteristic and causing the same to be impressed upon said unit.

31. In a system of train control, the combination with a Vehicle, of sources of electric current of difierent characteristics, means along the line of travel of the vehicle upon which electric currents of different characteristicsvmay be impressed, at least three electrical receiving devices on the vehicle, means for severally conditioning said devices in accordance with the electrical condition of said first named means, central ofiice recording devices, one for each receiving device, means for severally conditioning said recording devices in accordance with the electrical condition of said first named means, and a named means.

32. In a system of train control, the combination with a vehicle and a trackway of sou'rces of electric current of difierent characteristics, a single unit associated with the trackway and upon which electric currents of different characteristics may be impressed, at least three electrical receiving devices on the vehicle, means for severally conditionin said devices in accordance with the electrica condition of said unit, central oflice recording devices, one for each receiving device, means for severally conditioning said recording devices in accordance with the electrical condi tion of said unit, and a central oflice switch connected to said sources and to said unit for selecting a current of particular characteristic and causing the same to be impressed upon said unit.

-' 33. In a system of train control, the combination with a vehicle of sources of electric current of different characteristics, means along the line of travel of the vehicle upon which electric currents of different characteristics may be impressed, at least three electrical receiving devices on the vehicle, means for severally conditioning said devices in accordance with the electrical condition of said first named means, central ofiice recording devices, one for each receiving device, means for severally conditioning said recording devices in accordance with the electrical condition of said first named means, and a central ofiice switch connected to said sources and to said first named means for selecting current from one or a combination of said sources and causing the same to be impressed upon said means.

34. In a system of train control, the combination with a vehicle and a trackway of sources of electric current of different characteristics, a single unit associated with the trackway and upon which electric currents of difierent characteristics may be impressed, at least three electrical receiving devices on the vehicle, means for severally conditioning said devices in accordance with the electrical condition of said unit, central office recording devices, one for each receiving device, means for severally conditioning said recording devices in'accordance with the electrical condition of said unit, and a central office switch connected to said sources and to said unit for selecting current from one or a combination of said sources and causing the same to be impressed upon said unit.

35. In a. system of train control, the combination with a vehicle of electrical receiving devices thereon, means upon which electric currents of different characteristics maybe impressed, means operative according to the characteristics of thecurrent impressed .on said first named means for creating at least three distinctive conditions of said receiving devices, central ofiice recording devlces, one

for each condition of said recelving devices,

rneans for severally conditioning sa1d recordlng devices in accordance wlth the electrical condition of sa1d first named means, and

means operated at a: central office for select-= ing a current of particular characteristic and causing the same tobeirnpressedupon said first named means.

36. In a system of train control, the combination with a vehicle and a trackway of electrical receiving devices on the vehicle, a single unit associated with the trackwa and upon which electric currents of di erent characteristics may be impressed, means operative according to the characteristic of the current impressed on said unit for creating at least three distinctive conditions of said receiving devices, central office record-' ing devices, one for each condition of said receivmg devices, means for severally condltlonmg sa1d recording devlces 1n accordance with the electrical condition of said unit, and means operated at a central ofiice for selecting a current of particular characteristic and causing the same to be impressed upon said unit. 7

. 37. In a system of train control, the combination with a vehicle of sources of current of diflerent characteristics, electrical receiving devices on the vehicle, central ofiice receiving devlces, one for each vehicle receiving device, and means for characteristically conditlomng and co-ordmatm the central office reoeivingdevices and t ,e devices on the I vehicle from any one or a combinatlon of said sources, said means including a switch operated at a central otfice.

38. In a system of train control, the combination with a vehicle and a trackway of five electrical receiving devices on the vehicle, central ofiice recording devices, one for each receiving device, a single unit upon which currents of different characteristics'may be impressed, sources of current of different characteristics, means operated at a-central' oifice and connected to said sources and to said unit for impressing a particular elec-' trical condition upon said unit in relation to one or more of said sources and means con- I nected to said unit for conditioning said receiving and recording devices in accordance 'with the electrical condition of said unit.

'39. In a system of train control, the combination with a vehicle and a trackway of electrical receiving devices on the vehicle,

a single unit upon which currents of different characterlstlcs may be impressed, sources of current of differentcharacteristics, means operated at a central oifice and connected to vsaid sources and to said unit for impressing five electrical conditions upon said unit'in relation to said sources, means connected to the electrical condition of said ,unit one of five distinctive conditions of said receiving devices central pflice recording devices, one for each condition of said receiving devices, and means also connected to said unit for conditioning said recording devices in accordance with the electrical condition of said unit.

rent, a source of negative direct current, a unit upon which current from any one of said sources or conjunctively from the alternating and either of the direct'sources may be impressed, means including a single switch operated at a central ofice and connected to said sources and said unit for selecting current from one or more of said sources and impressing a particular electrical condition upon said unit, electrical receiving devices on the vehicle, central ofiice recording devices, one for each receivin device, and means for distinctively conditioning said receiving and recording devices in accordance with any elec trical condition of said unit.

41. In a s stem of train control, the combination wit a vehicle of electrical receiving devices thereon, means upon which electric current of different characteristics may be impressed, means for creating at least three conditions of said receiving devices in -accordance with the particular electrical condition of said first named-means, and central oflice controlling and recording devices coordinated in operation to the several ermissible conditions of said receiving devices.

42. In a system of train control, the combination with a vehicle and a trackway, a single unit associated with the trackway and upon which electric current of different characteristics may be impressed, electrical receiving devices on the vehicle, means operative according to the characteristic of the current impressed on said unit for creating at least three conditions of said receiving devices, and central oflice controlling and recording devices co-ordinated in operation to the several rmissible conditions of said receiving evices.

43. In a system of train control, the combination with a vehicle of at least three electrical receiving devices thereon, means upon which electric current of different characteristics may be im ressed, means for creating at least three con itions of said receiving devices in accordance with the particular electrical condition of said first named means, and central oflice controlling and recording devices coordinated in operation to the several rmissible conditions of said receiving evices. v

44. In a system of train control, the combination with a vehicle and a trackway, of at least three electrical receiving devices thereon, a single unit associated with the trackway and upon which electric current of different characteristics may be im ressed, means operative according to the. c aracteristic of the current impressed on said unit for creating at least three conditions of said receivingdevices, and central ofiice controlling and recording devices co-ordinated in operation to the several permissible conditions of said receiving devices.

45. In a s stem-of train control, the combination wit a vehicle of electrical receiving evices thereon, central ofiice recording devices, one for each operative condition of the receiving devices, and central ofiice means for the concomitant selection of'a particular operative condition of said receiving devices and of the operation of a corresponding recording device.

46. In a s stem of train control, the combination wit a vehicle of electrical receiving devices thereon, central ofiice recording devices, one for each operative condition of the receiving devices, and central ofiice means for the concomitant selection and co-ordination of a particular operative condition of said receiving devices and of the operation of a corresponding recording device.

47. In a system of train control, the combination with a vehicle and a trackway, the trackway being divided into sections, at least three electrical devices governing the movement of the vehicle, a single unit associated with the trackway and upon which electric currents of diflerent kinds may be impressed, means for severally conditioning said device in accordance with the electrical condition of'said unit, and means operated at a central office for selecting a current of a particular kind and causing the same to be lmpresesd upon said unit and at the same time indicate the movement of the vehicle from section to section.

48. In a system of train control, the combination with a vehicle and a trackway divided into sections, of sources of electric current of different kinds, means along the line of travel of the vehicle upon which electric currents of difl'erent kinds ma be impressed, at least three electrical devices governing the movement of the vehicle over said sections, means for severally conditioning said devices in accordance with the electrical condition of said first named means, means at a central ofiice for indicating the entrance of a vehicle into a section, and a central ofiice switch for connecting to said sources and to said first named means for selecting a current from one or a combination of said sources and causing the same to be im ressed upon said means and operably connectlng the indicating means with the section.

49. In a system of train control, the combination with a vehicle and a trackway, said trackway being divided into sections, electrical governing devices for the vehicle, means upon which electric currents of diflerent kinds may be imp'ressed, means operative according to the kind of current impressed on said first named means for creating at least three distinctive conditions of said receiving devices, a central oflice indicating means at the centraloflice indicating the entrance of the vehicle upon a section, and means operated at a central oflice for selecting a current of a particular kind and causing the same to be impressed upon said first named means, said operable means at the central ofiice simultaneously conditioning the indicating means for operation.

50. In a system of train control, the com-- a vehicle moving over a track-- bination wit way divided into sections, sources of current of different kinds, electrical devices for governing the movement of the vehicle, a central oflioe, means at the central oflice for indicating the movement of the vehicle into a section, and means for characteristically conditioning the devices governing the movement of the vehicle from any one or a combination of said sources and for indicating the movement of a train into a section, said means including a switch operated at a central oflice.

51. In a system of train-control, the combination with a vehicle and a trackway of six electrical devices for governing the movement of the vehicle, means upon which currents of different kinds may be impressed, sources of current of difi'erent kinds, means operated at a central office and connected to said sources and to said means for IIIIPI'BSS? ing a particular electrical condition upon sald means in relation to one or more of said sources, and means connected with said means for conditioning said electrical devices in accordance with the electrical con-- 45 .dition of said means.

52. In a system of train control, the combination with a vehicle and a trackway of six electrical devices governing the movement of the vehicle, a single unit upon which 5b currentsof different kinds may be impressed,

sources of current of different kinds, means operated at a central ofiice for connecting said sources and said unit for impressing a particular electrical condition upon. said unit in relation to one or more of said sources,

and means connected to said unit for conditioning said electrical devices in accordance with theelectrical condition of said unit.

53. 'In a system of train control, thecombination with a vehicle and a source of alternating current, a source of positive direct current, a source ofnegative direct c1 irrent, alunit upon which current from any one of said sources or conjunctively from the alternating and either of the direct sources may be impressed, means including a singleswitch' erning the movement of the vehicle, and

means for distinctively conditioning said electrical devices in accordance with any electrical condition of said unit.

54. In a system of train control, the combination with a vehicle of electrical devices governing the movement of the vehicle, a single unit upon which currents of different kinds may be impressed, means for impressing at least four different electrical conditions upon said unit, means for establishing at least four distinctive conditions of said electrical de-. vices in accordance with the particular electrical condition of said unit, and means for interchanging said conditions of said electrical devices in at least two series, each of at least two conditions in relation to electricalconditions of said unit in corresponding series, each of conditions, thereby to rovide for bilateral selection of the conditions of said electrical devices in opposing trains.

55. In a railway train control and dispatching system, a central oifice, a. single track divided into sections or blocks by sidings or cross-overs, a signal system controlled -from said office for the governing of train movements over said sections providing signal protectlon for either direction of train movements, three or'more signalsfor the govermng of trains moving;

.train moving in one irection over a section and at the same time preventing giving a proceed signal to a train moving over the same section in the opposite direction, and means -for indicating at the central oflice when a train enters a certain section.

56. In a railway train control and dispatching system, a central oflice, a single track divided into sections or blocks by sidings or cross-overs, a signal system controlled from said oflice for the governing of train move ments over said sections providing signal protection for, either direction of train move ments, three or more signals for the governing of trains moving in either one or the other direction over said single track, a switch controlling an electrical circuit at a central oifice for selecting means for displaying any one of a plurality of signals, said switch when in one position giving a proceed signal to a train moving in one direction over a section and at the same time preventing giving a proceed signal to a train moving over the same section in the opposite direction, and means for indieating at the central ofiice the time the train passes a fixed point along the track.

57, In a railway tram control and dispatching system, a. central office, a single track divided into sections or blocks by sidings or cross-overs, a signal system controlled from said office for the governing of train movements over said sections providing signal protection for either direction of tram movements, three or more signals for the governing of trains moving 1n either one or the ot e r direction over said single track, a switch controlling an electrical circuit at a central ofiice for selecting means for displaying any one of a plurality of signals, said switch when in one position giving a proceed signal to a train moving in one irection over a section and at the same time preventing giving a proceed signal to a train moving over the same section in the opposite direction, and means for indicating at the central ofiice the time consumed by the train in moving over the section. f

5.8. In a railway train control and dispatching s stem, a central oflice, a single track divide into sections or blocks by sidings or cross-overs, a'signal system controlled from said office for the governing of train movements over said sections providing signal protection for either direction of train movements, three or more signals for the governing of trains moving in either one or the ot er direction over said single track, a switch controlling an electrical circuit at a central ofiice for selecting means-for displaying any one of a plurality of signals, said switch when in one position givin avproceed signal to a train moving in one irection over a section and at the same time preventing giving a proceed signal to a. tram moving over the same section in the opposite direction, andmeans for indicating at the central oflice the progress of the train from section to section.

59. In a. railway train control and dispatching iystem, a central ofiice, a single track divi e into sections or blocks by sidings or cross-overs, a signal system controlled from said oflice for the governing-of train movements over said sectlons providing signal protection for either direction of train movements, three or more signals for the governing of trains moving in either one or the other direction over said single track, a switch convided into sections or blocks by sidings or trolling an electrical circuit at a central ofiice for selecting means for displaying any one of a plurality of signals, said switch when in one position giving a proceed signal to a train moving in one direction over a section and at the same time preventing giving a proceed signal to a train moving over the same section in the opposite direction, and means for indicating at the central ofiice the progress of the train from section to section and the direction in which the train is moving.

61. In a railway train control and dispatching system, a central otlioe, a single track divided into sections or blocks by sidin s or cross-overs, a signal system controlled %rom said ofiice for the overnin of train movements over said sections providing signal protection for either direction of train movements, three or more signals for the governing of trains moving in either one or the other direction over said single track, a switch controlling and electrical circuit at a central office for selecting means for displaying any one of a plurality of signals, said switch when in one position giving-la proceed signal to a train moving in one motion over a section and at the same time preventing giving a proceed signal to a train movingoverthe same section in the opposite direction, and means for indicating at the central ofiice the time a train is at a certain section, or the time the train passes a fixed point along the track,or thetime consumed by the train in moving over the section, or the progress of the train from section to section, or the direction in which the train is moving, or any combination of such conditions.

62. In a railway train control and dispatching sgstem, a central oifice, a single track divide into sections or blocks by sidings or cross-overs, a signal system controlled from said ofiice for the governing of train movements over said sections providing signal protection for either direction of traln movements more than two signals for the governing of trains moving in either one or the other direction over said single track, a switch controlling an electrical circuit at a central oflice for selecting means for displaying any one of a plurality of signals, said switch when in one position giving a proceed signal to a train moving in one direction over a section and at the same time preventing giving a proceed signal to a train moving over the same section in the opposite direction, and means for indicating at the central ofiice the time a train is at a certain section.

63. In a railway train control system, a single track provided with a signal system for governing train movements in either direction over the single track, more than two signals for each direction governing. the movement of trains, an electrical circuit embracing signal controlling means along the track, an electrical switch in the circuit at a remote point such as a dispatchers oifice, an electrical device in the circuit at the dispatchers oflice, means, when the electrical switch is placed in one position to display a proceed signal to a train moving in one direction at a certain location and at the same time preventing the display of a proceedsi'gnal to a train moving in the opposite direction, at the same location and means controlled by the electrical switch in said circuit located at the dispatchers office for indicating at the dispatchers office the time a train is at a certan section. the time the train passes a fixed point along the track, the

time consumed by the train in moving over the section, the progress of the train from section to section and the direction in which the train is moving, or any combination of indicating means.

64. In a railway train control system, a central office, a single track divided into sections or blocks provided with a signal system for governing train movements in either direction over the single track, an electrical circuit embracing signal controlling means along the track, one for each section, an electrical switch in the circuit at a remote point such as the central office, an electrical device in the circuit at the central office, one of which indicates proceed, more than two signals for governing the movement of trains on said track, means operative when the electrical switch is placed in one position to display a proceed signal to a train moving in one direction and at the same time preventing the display of a proceed signal to a train moving in the opposite direction, and means controlled by the electrical device in said circuit located at the central oflice for indicating at said office the progress of the train from section to section.

65. In a railway train control system, a single track railway provided with a signal system for governing train movements in either direction over the single track, more than two signals for the governing of train movements for either direction, means at a central office for selecting, means along the trackway for the display of any one of the signals, and means for indicating at the central office the location of the train on said trackway.

66. In a railway train control svstem, a single track provided with a signal system for governing train movements in either d1- rection over the single track, three or more signals for each direction governing the movement of trains, an electrical circuit embracing signal-controlling means along the track,

an electrical switch in the circuit at a remote point such as a-dispatchers oflice, an electrical device in the circuit at the dispatchers office, means including the electrical switch to display any one of the three signals and means when the electrical switch is placed in one position to give a'proceed signal to a train moving in one direction, and at the same time and at the same location giving a signal other than proceed to a train operating in the opposite direction.

67. In a railway signal and dispatching system, a track divided into sections over which trains operate in either direction, sig- -nals governing the entrance of a train from either direction, a central office, a series of electrical switches at the central office one for each end of a section, means including the electrical switch for giving more than two different signals at an end of a section to a train traveling in one direction and means when a proceed signal is displayed for entering a section to a train traveling in one direction, a signal other than proceed is displayed at the other end of the section to a train moving in the opposite direction.

68. In a railway signal and dispatching system a track divided into sections over which trains operate in either direction, a proceed signal, a take siding signal, and a stop signal, governing the entrance of a train from either direction, a central office, a series of electrical switches at the central office one for each end of a section, means including the electrical switch for giving any one of three signals at an end of a section to a train traveling in one direction and means when a proceed signal is displayed for entering a section to a-train traveling in one direction, a signal other than proceed is displayed at the other end of the section to a train moving in the opposite direction.

69. In a railway signal and dispatching system a track divided into sections over which trains operate in either direction, signals governing the entrance of a train from either direction, a central ofiice, a series of electrical switches at the central office one for each end of a section means including the electrical switch for giving more than two diiierent signals at an end of a section to a train traveling in one direction and means when a proceed signal is displayed for entering a section to a train traveling in one direction, a signal other than proceed is displayed at the other end of the section to a train moving in the opposite direction, and means for indicating at the central office the entrance of a train into a section.

70. In a railway signal and dispatching system a track divided into -sections over which trains operate in either direction, a proceed signal, a take siding signal and a stop signal governing the entrance of a train from either direction, a central oflice, a series of electrical switches at the central oflice one for each end of a section, means including the electrical switch for giving any of three signals at an end of a section to a train traveling in one direction and means when a procecd signal is displa ed for entering a section to a train trave ing in one direction, a signal other than proceed is displayed at the ot ier end of the section to a train moving in the opposite direction, and means for indicatin or recording or both at the central office t e entrance of a train into a section.

71. In a railway signal and dispatching system a track divided into sections over which trains operate in either direction, 9. proceed signal, a take siding signal, and a stop signal governing the entrance of a train from either direction, a central ofiice, a series of electrical switches at the central ofiice for governing train movements over the sections, means including one electrical switch for giving any one of three signals at an end of a section to a train traveling in one direction and means when a proceed signal is displayed for entering a section to a train traveling in one direction, a signal other than proceed is displayed at the other end of the section to a train moving in the opposite direction.

72. In a system of train control, the combination with a vehicle and a trackway divided into sections, at least three signals governing the movement of the vehicle for each section, means at a central office for selectiveliy causin the operation of said signals, in-

icating evices at the central office for indimeans u on which electric current of difierent kin s may be impressed, means for creating at least three conditions of said electrical devices in accordance with the particular electrical condition of said first named means, and central office controlling and indicating devices co-ordinated in operation to the several permissible conditions of said electrical devices.

76. In a system of train control, the combination with a vehicle, electrical devices governing the movement of the vehicle, means for supplying selectively combinations of alternating and positive direct current and of alternating and negative direct current and means for creating, according to the particular combination of alternating and direct current supplied, either of two electrical conditions of said devices including means for interchanging said conditions in relation to the combinations of alternating and direct current.

In testimony whereof I afiix my si ature.

PAUL J. SIM N.

cating the movement of a vehicle into one ofthe sections, and means operative when the vehicle moves in relation to a signal point for causing the operation of the indicating device corresponding to the signal displayed.

73. In a system of train control, a trackway divided into sections, the combination of at least three signals addressed to the engineer, indicating devices at a central ofiice, one for each section, and means at a central office for the concomitant selection of the operations of a particular signal governing the entrance to a section and a corresponding indicating device.

74. In a system of train control, the combination with a vehicle of sources of current of different kinds, electrical devices governing the movement of the vehicle, central office indicating devices, one for each vehicle overning device, and means for characteristically conditioning and co-ordinating the central office indicating devices and the devices governing the movement of the vehicle from any one or a combination of said sources,

said means including a switch operated at a central ofiice.

75. In a system of train control, the com- I bination with a vehicle of electrical devices

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