US1791779A - Train-control system - Google Patents

Description

10, 1931. w so v 1,791,779

I TRAIN CONTROL SYSTEI v Origina]. Filed April 18, 1922 2 Sheets-Sheet 1 1931. A. G. WILLIAMSON 1,791,779

TRAIN CONTROL SYSTEM Original Filed April/ 1922 2 Sheets-Sheet 2 Fig.5-

Patented Feb. 10, 1931 UNITED STATES PATENT OFFICE.

ABBA G. WILLIAMSON, OF CARNEGIE, PENNSYLVANIA, ASSIGNOB, BY MEBNE ASSIGN- .MENTS, TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, FENNSYL- yams, A conronarron or PENNSYLVANIA.

mam-common stem Application filed April 18, 1822, Serial Io. 555,804. Renewed November 18, 1928.

This invention relates to traflic controlling systems such as are used in connection with trains, the traflic controlling means being either merely signals or retarding or stopping sponse to traflic conditions, so that whenever traflic conditions of the track change the control of the train will likewise change, and to do this in such a manner that more than two operating conditions can be imposed on the train. That is instead of .merely, say, proceed "and danger indications, there and danger indications, given. Also that this shall preferably be accompllshed without the use of ram s or contact members along the running ralls.

One feature of the invention centers around two pick-up circuits, carried by the train, of different characteristics-one I will call an indirect and the other I will call a direct pick-up circuit. Preferably the indirect pick-up circuit is of the induced current type and preferably the direct pick-up circuit is of the electrostatic type. The two pick-up circuits are responsive to different traflic conditions, and preferably'impose different controlling conditions on the train. So far as certain features of the invention are concerned the two pick-up circuits may each include either one or more controlling elements such as amplifiers or rectifiers, but preferably rectifiers of the character shown in Patent No. 1,695,131 of December 11, 1928, are employed. Prefers electrically, and electron tubes controlled .magnetically and usually known as magcuits control the grid potential to render it negative by means of a condenser or otherwise under certain operat ng cond1t1ons, and this may change the resistance of a tram con trolling circuit to a new maintained value I so long .as certain traflic conditions prevail, or as shown in application Ser. No. 372,567 filed June 21, 1929, the effect of impressing symmetrical ulsations upon the controlling element may to produce a non-symmetrical resistance in the train controlling circuit and thereby efl'ect train control.

In connection with the above train equipment certain track equipment is used which may, however, vary widely. The rails may for instance have impressed ;upon them a pulsatin current, and by pulsating I mean to inclu e both an alternating or an oscillatshall be at least, say, .proceed, caut1on.-f

ing current or an interrupted or fluctuating direct current, or when magnetrons are used as controlling elements, a simple uninterrupted direct current may be employed. The

"track current for influencing the indirect of application Ser. N 0. 549,663 filed April 5 1922. However, the combination of trackway means to supply interrupted or periodically varying current in combination with cab equipment controlled by the influence of such current is not claimed herein but forms the subject matter of applicants co-pending application Ser. No. 215,318 filed August 25,

ably also the controlling element will be i 21927.

the form of electron tubes, and byelectron tubes I mean both electron tubes, controlled Otherfeatures of invention will appear as the specification proceeds. I In the accompanying drawings the invention is shown in a concrete and preferred form in which Fig. 1 is a diagrammatic view of one form of track circuits that may tion with the invention.

Fig. 2 is a diagrammatic view of a preferred form of train carried circuits embodying the invention. Y 1

Fig. 3 is a side elevation, partly broken be used in connecaway, of a relay that may be used in the train controlling circuit.

Fig. 4 is a to plan view of same. A

Fig. 5 is a ottom plan view of the ele ments of the relay with the neutral armatures omitted.

Fig. 6 is a sectional dletail view of a release valve that may be usedin connection with my invention.

Referring to Fig. 1, 1 and 2 represent the rails of a traffic track divided into blocks, W, X, Y and Z in a manner well understood as by means of insulation 3. 4 and 5 indicate line wires fed by the single frequency generator G. Associated with each block is a main transformer indicated by Tw, T411, and Ty and the secondary 6 of each of those transformers is connected by means of conductors 7 and 9 with primary 8 of a track transformer indicated variously as N'w, Na; and Ny. Secondary 13 of the track transformer is connected by means of leads 16 and 17 with rails 1 and 2 thereby supplying current to both of said rails of a given block. These elements together with a relay such as m, 711 or re constitute the ordinary track circuit. Connected in parallel with the track transformer is a subsidiary transformer indicated at Mac, Mac and My, the primary 11 of which is connected by wires 10 and 12 with conductors 7 and 9, and this subsidiary transformer applies a voltage to acircuit connected to one rail and ground, which circuit is as follows Connected with one side of secondary 18 is a conductor 19, which is grounded, and connected with the other side of secondary 18 is a conductor indicated by wires 20, 23 and 25, the latter connected to lead 16. 15 and 24 indicate impedances, one for the track circuit and the other for the rail and ground circuit. 21, with an exponent indicatin its block location, is a cir cuit breaker interposed in the rail and ground circuit and this circuit breaker is actuated either by signal S of the block in advance or by relay 7' likewise of the block in advance.

Normall current will flow in the rails of the track circuit fed by track transformer N and a voltage will be applied by secondary 18 along wire '20, circuit breaker 21, wire 23, impedance 24, and wires 25 and 16 to rail 1. The other side of secondary 18 being connected to ground by wire 19, a difference of potential is created between rail and ground (zero earth potential). It will be under-- stood that rail 1 is not grounded and that it does not have the same potential (zero) as the earth because it is insulated to a certain extent by the ballast. When, therefore, a train as enters a block under normal conditions, the indirect and direct pick-up circuits carried by the train will both be influenced. The effect of the presence of a train as at K in block Z on the block in rear Y will be readily understood. Such train will short circuit the track circuit thereby actuating signal S2 or deenergizin relay 72 and will thereby move circuit brea er 217 against stop 22y thereby rupturing the rail and ground circuit of. block Y and a train in block Y would therefore not have its direct pick-up circuit influenced, but would nevertheless have its indirect pick-up circuit influenced because the track circuit of block Y is not affected by the presence of a train in block Z. Should a second train advance from block Y into the occupied block Z it is clear that such second train would not have either its indirect or its direct pick-up circuits influenced. Referring now generally to Fig. 2 the exemplification' of train equipment there shown for use in connection with my invention 'is as follows:

The controlling elements of the two pickup circuits are here shown as two electrically controlled electron tubes E and E. notes a cab indicator having differently colored lights for different traflic conditions. R and R indicate two polarized relays controlled by the pick-up circuits and controlling the mdicator lights. D is a dynamotor which receives say thirty-two volts in its infeed circuit over wires 51 and 52 conveniently leading from the headlight generator, that is, current flows from the headlight generator, along wire 52, through the motor end of dynamotor D and from the latter by way of brush 37 to wire 51 and thence to headlight generator. Dynamotor D supplies from its generator end say' 350 volts to the plate-filament circuits, said circuits to be pointed out later; and by means of third brush 27, properly positioned on the commutator of the motor end of D, about eight volts are supplied to the filament circuits of the electron tubes, said circuits also to be pointed out later. The indicator lights are fed directly from wires 51 and 52. The trainequipment may further consist of brake controlling means consisting here generally of magnet valve M, brake valve B and release valve R1). As here shown, the construction of these parts is as follows:

When magnet M' is energized, valve 127 is in its closed position and. valve 128 is in its open position thereby permitting pressure to flow from the brake pipe, past valve 128 and through port 129 into piston chamber 130 of brake valve B. This pressure will force piston 131 to the right in Fig. 2, thereby closing valve 133 which stops the flow of pressure from the brake pipe to exhaust pipe 134 and port 135- of release valve Re. When magnet valve M is deenergized, air pressure and spring 129 seat Valve 128 and open valve 127 thereby stopping the flow of pressure from the brake pipe to port 129. The pressure accumulated in chamber 130 will now be exhausted through port 129, past valve 127 and I .de-.

out through port 136, the action of spring 132 moving piston 131 to the left in Fig. 2. By this action valve 133 is opened so as to permit free flow from the brake pipe to exhaust pipe 134 and release valve port 135. If desired, release. valve Re can be so arranged that it is accessible to the engineer and, if such be the case, he can then turn release valve into the position shown in Fig. 6, thereby stopping application of the brakes. The engineer may then proceed under the caution visual signal to be described later. When magnet M is again energized, piston 131 will again be moved to the right in Fig. 2 and member 137, movable with said piston, will then automatically force handle 138 and thereby release valve R'v into the position shown. in Fig. 2, so that when the magnet is again deenergized the brakes will be applied.

Polarizedrelays R and B may be alike and are of the polarized direct-current type. The description of one of these relays will suffice for both. 1

Referring to Figs. 3, 4 and 5, the coils 90 and 91 of the relays are on spools which slip over cores 92 and 93, said cores having pole pieces 94 and 95 magnetically connected at the top by soft iron piece 96. Neutral armature 55 (in the case of relay R) is pivoted at 55a and is attracted to the poles whenever suflicient current flows in the coils. A permanent magnet 97 fits at its top into soft iron piece 96 and carries at its bottom soft iron piece 98 to which latter is pivoted at 5811, so as to swing freely, a polarized armature 58 (in the case of relay R). Assuming that the top of permanent magnet 97 ispositive and that its bottom end is negative, then both poles 94 and 95 will be positive and both-ends of polarized armature 58 will be negative, and, as the air gap between 58 and 94 is greater than the air gap between 58 and 95, armature 58 will swing into the position indicated in F ig. 5 against contact 72 (in the case of relay R)-When no current flows in the coils. Now. if a current of proper value so flows in coils 90 and 91 as .out later.

to render pole piece 94 positive and pole piece 95 negative, then armature 58 will be attracted by pole piece 94 and will swing into engagement with contact 59 (in the case of.relay R) If, however, current of greater strength than previously assumed is caused to flow through coils 90 and 91 then, due to the electro-magnetic action, as distinguished from the polar action in the coils, and to the difference in the air gap before mentioned, armature 58 will swing into its original position as shown in Fig. 5. Thus the armature will occupy the same position when no current is present 1n coils 90 and 91 as it does when a strong current energizes said coils, and will occupy another position when a weak current energizes said coils. The object of this will be pointed The specific form here shown (Fig. 2 of train carried circuits will now be descri ed. The indirect pick-up circuit, in this case an induced-current circuit, of electron tube E is as follows: coil 28,-energized by the current impressed between the two rails of the track,

conductor 29, condenser 30, grid 31 of electron tube E, filament 32 of electron tube E, conductor 34 back tocoil 28. 35 is a tuning condenser to tune the circuit to the proper frequency of the track circuit. The direct pickup circuit of electron tube E is as follows: grid 84 of tube E, filament 38 of tube E,

wire 82, condenser 81 and wire back to to brush 37; The plate circuits of the tWotubes are likewise connected in parallel and are as follows: from brush 43, by wire 44, re-

lay R, wire 45, plate 42 of tube E, filament 32 of tube E, wire 33, wire 46 and back to brush 47; and from brush 43, by wire 49, to relay R, by wire 50, to plate 48 of tube E, filament 38 of tube E, wire 40, wire 51, wire 46 back to brush 47. The proceed cab indicator light circuit is as. follows, all of the lights receiving cnrrent from the thirty-two volt supply coming from the head light generator. Starting from wire 52, along wire 54, neutral armature 55, contact 56, wire 57, polarized armature 58, contact 59, wire 60, neutral armature 61, contact 62, wire 63, polarlzed armature 64, contact 65, wire 66, proceed light 53 and common return wire 67 back to wire 51. Under caution conditions, that is with the rail circuit between rail and ground ruptured,-the circuit will be as fol-. lows: over the same circuit as previously described in connection with the proceed light up to polarized armature 64 of relay R, then to contact 69, wire 7 O, to caution light 68 and then to common return wire 67. The danger indicator light receives current under several conditions as follows: When polarized armature 58 is in its left-hand position against contact 72, then by way of wire 73 to danger 8 ground. The filaments ofagainst contact 76, then by wires 77 and 73 A to danger light 71 and thence to common re-. turn wire. In the form of the invention here up circuit.

shown, magnet M is in parallel with the roceed cab light by reason of wire 78 lea ing from wire 66 to magnet M and thence by wire 7 9 to common return wire 67.

The inductive pick-up circuit controls the plate circuit of tube E in the following manner: Plate 42 is positive, grid 31 is of the same potential as filament 32 and the filament is heated. Thus when no current flows in the induced pick-up circuit a current in one direction will flow in the plate circ lit and through relay R, and this current will be the full value of current supplied by the dynamotor. We will assume this value to be 1.0. When current flows in that rail circuit which includes the two running rails, an alternating current will be induced in the inductive pick- When the alternating voltage thus produced is applied between the grid and filament, the alternating current is rectified into a direct current, current flowing only when the induced voltage makes the grid positive. In other words, the space bet-ween the grid and the filament constitutes a rectifier, one of the swings of the alternating current being suppressed. If condenser 30 were what is generally called a leaky condenser. that is, provided with a resistance, it would be charged when the rectified current is flowing and discharge during the suppression of the swing of the current in the other direction and the result would be to render the grid potential alternately positive and negative thus producing a current in the plate circuit having a rise and fall. Condenser 30, however, is not a leaky condenser, that is, it will not discharge, during the suppressed swing, the charge built up during the effective swing of the current. The result is, therefore, that a charge is gradually built up on the condenser thereby rendering the grid negative with respect to the filament by an amount equal to the alternating voltage induced in coil 28, and the grid is maintained negative so long as current flows. If current ceases to flow in coil 28, the condenser will gradually discharge.

The effect of rendering and maintaining the grid negative during the flow of current in the pick-up circuit is to choke down the value of the current in the plate circuit. It virtually increases the resistance of the plate circuit to a new maintained value. The original value of the, current in the plate circuit we assumed to be 1.0, and we will assume that 0.4 represents the value of the choked-down current.

The effect of the grid circuit of tube E upon the plate circuit of said tube is substantially the same as that described in connec-' tion with the plate circuit of tube E although the action is somewhat different. By means of direct current generator D, there is estab-. lished between filament 38 and plate 48 a steady difference of potential under the influence of which a steady current flows through the tube from 48 to 38. This current thus establishes a definite potential between grid 84 and filament 38 which is, however, considerably less than the difference in potential between the plate and filament. This potential we may call the free grid potentiaL' By connecting the grid circuit directly through wire 83 wit-h the wheels and track, the potential of the grid with respect to ground is caused to alternate by an amount corresponding to the voltage impressed be- ,tween rail and ground. As there is nothing to cause a corresponding variation in the potential of the filament relative to ground, nor in the plate with respect to the filament, a charge is gradually built up in the grid circuit by the variation in potential of the grid with respect to the free grid potential. It must be understood that the ground serves, in this direct pick-up circuit, as one plate of a coupling condenser operative between the cab and track circuits and, following the customary usage, the potential of the ground will be taken as the zero of potential with respect to all the others in the system. In this case likewise the grid is rendered negative and the plate circuit current is choked down just as in tube E; and this notwith-- standing the change in the free grid potential due to the reduction of the plate-circuit current. As in the case of tube E, let us assume that the full value of the plate circuit current is 1.0. This value is maintained when the grid is connected to the rail and no voltage is impressed between rail and ground; and. under these conditions, the tube is quickly brought to an equilibrium, the potential of the filament with respect to grid and ground being approximately equal to the free grid potential. When now an alternating voltage is applied between rail and ground, the potential of the grid alternates with respect to its original value, condenser 81 is quickly charged, and the mean potential of the grid relative to the free grid potential (and hence to the filament potential) is lowered. The plate circuit current is therefore choked down to a value of, say, 0.4. Condenser 81 is not a leaky condenser in that it does not discharge during a swing in one direction an amount equal to the charge accumulated during the swing in the other direction. However, when the alternations cease in the track circuit between rail and ground, the condenser gradually discharges and the free grid potential is restored. It is not absolutely necessary to have a condenser like 81 in the grid cir- 0.8 is flowing.

train is traveling through a block which is not occupied by another train and no train is in the block in advance, voltage will be applied in the rail circuitsbetween thetwo rails and also between one rail and ground. Consequently the value of the plate-circuit current of the two electron tubes is reduced to 0.4 and relays R and R will therefore hold armatures 58 andfi i in the position shown in Fig. 2 thereby showing a proceed indication at 53 in the cab and holding magnet M energized. Should, however, a train be present in the block in advance then no voltage will be applied between real and ground and consequently the late-circuit current of tube E will not be c okeddown but .will be of the value of 1.0. The effect of this is to cause relay R to flip armature 64to the left thereby destroying the circuit throu h. proceed light 53 and magnet M and establis ing a circuit through caution light 68. The

brakes will therefore be applied unless the engineer moves release valve R'v' to position Fig. 6 in whichcase he should proceed with caution. If the trainnow enters a block already occupied by another train, then the lit cation. 1

induced-current pick-up circuit will not be energized and consequently the value of the plate-circuit current of tube E will berestored to 1.0 and relay R will fli armature 58 into left hand position there y destroying the circuit through caution light 68 and The efiect of breaking a wire in the plate-circuits will be to deenergize relay-R or R as the case may be which, as I have. shown, has the same effect upon armature's 58 and 64 as when said relays were fully energized; that is, the train would get a dangerindi- It will be obvious from the foregoing that whenever there is any change in traffic con.-

ditions suchchange will immediately be re-' flected in operating conditions imposed upon rails, a circuit including both rails, a sec-, ond circuitincluding rail and ground,'a car, an indirect pick-up circuit, on the car, under the control ofthe first circuit, and a direct pick-up circuit also on the car and controlled by the second circuit. v i

2; A train-control system including: traific rails, a circuit including both rails, a second circuit includlng rail-and ground, a car, an indirect plck-up circult, on the car, under the control of the first circuit, a direct-pick up circuit also in the car and controlled by the second circuit, and trafiic controlling means, on the car, under two pick-up circuits. I

3.-- A train control system including: trafiic rails divided into blocks," a circuit including both rails of a block, a second circuit IlIlCllld-r ing rail and said circuits eing controlled continuously by traflic conditions of another block, a car, an indirect pick-up circuit, on the'car, conthe control of the 1 ound in each block, one of trolled by the first circuit, anda direct pick-Q up circuit also on the car and influenced by 1 the second circuit.

4; A traincontrol system ing-rail and ground in-each block and continuousl controlled. by trafiic conditions of another lock, a car, an indirect pick-up circuit, .on theicar, controlled by the first circuit, and ai'direct pick-up circuit also on the 7 car and influenced by the second circuit.

5. -A' train control system including: trafi v i fic rails divided into blocks, a circuit including both rails of. a block, a second circuit including: traflic rails divided into blocks, a circuit includin both rails of ablock, a second circuit inclu includm rail and ground in each block, one

of said clrcuits being controlled continuously by traflic conditions of another block, a car, an indirect pick-up circuit, on the car, con trolled by the first circuit, a direct pick-up circuit also on the car and influenced by the second circuit, and traflic controlling means on the car under the control of the two pick-' upcircuits. r I f 6. A train control stem including: traffic rails divided into If? ingboth rails of a block, a second circuit in-' I ocks, a clrcult includeluding rail and ground in each block and I continuously controlled by trafiilc" conditions of another block, a car, an indirect. ick-up circuit, on the car, controlled by the rst circuit, a-v direct and influence by the second circuit, and trafiic controlling means on the car under the control of the two pick-up circuits. -7. Atrain control system including: traflic rails divided into blocks, a circuit including] both ,railsin series, 'a second circuit, connected to ground at one side and to at least one of the rails at its other side, for main taining' voltage above ground potential on at i i least one of said rails, a car, an indirect pick- 1. A tram control system includlngz traific' pick-up circuit also on the car up circuit, on the car, under the control of fic rails divided intoblocks', a circuit 1ncl ud-,

ing both rails in series, a second circuit, connee-ted to ground at one side and to at least one of the rails at its other side, for mainnd circuit, and trafiic controlling means, on

the car, under the control of the two pick-up circuits.

9. A train control system including: traftic rails divided into blocks, a circuit includmg both rails in series, a second circuit, con-.

nected to ground at one side andto at least one of the rails at its other side, for maintaining voltage above ground potential on at least one of said rails, one of said circuits be- "cuit.

ing controlled continuously by traflic conditlons of another block, a car, an indirect pickup clrcult, on the car, under the control of the first. circuit, and a direct pick-up circuit also on the car and controlled by the second cir- 10. A train control system including traffic rails divided into blocks, a circuit includmg both rails in series, a second circuit, connected to ground at one side and to at least one of the rails at its other side, for maintaining voltage above ground potential on at least one of said rails, and continuously con trolled by trafiic conditions of another block, a car, an indirect pick-up circuit, on the car, under the control of the first circuit, and a direct pick-up circuit also on the car 'and controlled by the second circuit.

11. A train control system including: traffic rails divided into blocks, a circuit including both rails in series, a second circuit, connected to ground atone side and to at least one of the rails at its other side, for maintaining voltage above ground potential on at least one of said rails, one of said circuits being controlled continuously by traffic conditions of another block, a car, an indirect pickup circuit, on the car, under the control of the first circuit, a direct pick-up circuit also on the car and controlled by the second circuit, and trafiic controlling means, on the car, under the control of the two pick-up circuits.

12. A train control system including: traffic rails divided into blocks, a circuit including both rails in series, a second circuit, connected to ground at one side and to at least one of the rails at its other side, for maintaining voltage above ground potential on at least one of said rails, and continuously controlled by trafiic conditions of another block, a car, an indirect pick-up circuit, on the car, under the control of the first circuit, a

direct pick-up circuit also on the car and controlled by the secondcircuit, and traflic controlling means, on the car, under the control of the two pick-up circuits.

13. A train control system including: a

trafiic track, divided into blocks, a track cir-- cuit connected to ground on one side and to at least one traflic rail on the other side to maintain a difference of potential between rail and ground, a car, and a pick-up circuit on the car electrostatically coupled to the track circuit.

14. A train control system including: a trafiic track, divided into blocks, a track circuit connected to ground on one side and to at least one trafiic rail on the other side to maintain a difference of potential between rail and ground, a car, a plck-up circuit on the car electrostatically coupled to the track circuit, and trafiic controlling means on the car under the control of the pick-up circuit.

15. A train control system including: a trafiic track divided into blocks, a track circuit connected to ground on one side and to at least one trafiic rail on the other side to maintain a difierence of potential between rail and. ground, a car, a pick-upcircuit on the car electrostatically coupled to the track circuit, and means for controlling the track circuit in response to traflic conditions of another block.

- 16. A train control system including: a traific track divided into blocks, a track cir-" cuit connected to ground on one side and to at least one traflic rail on the other side to maintain a difference of potential between rail and ground, a car, a pick-up circuit on the car electrostatically coupled to the track circuit, traffic controlling means on the car under the control of the pick-up circuit, and means for controlling the track circuit in response to traflic conditions of another block.

17. A train control system including: a traflic track, a track circuit connected to ground on one side and to at least one trafiic rail on the other side, and a pick-up circu1t on the car so coupled to the track circuit that the ground serves as one plate of a coupling condenser.

18. A train control system including: a traffic track, a track circuit connected to ground on one side and to at least one trafiic rail on the other side, a pick-up circuit on the car so coupled to the track circuit that the ground serves as one plate of a coupling condenser, and trafiic controlling means on the car under the control of the pick-up circuit.

19. A train control system including: a trafiic track, a track circuit connected to ground on one side and to at least one trafiic rail on the other side, a pick-up circuit on the car so coupled to the track circuit that the ground serves as one plate of a coupling condenser, and means for controlling the track circuit in response to traflic conditions of another block.

20. A train control system including: a traflic track, a track circuit connected to ground on one sideand to at least one traffic rail on the other side, a pick-up circuit on the car so coupled to the track circuit that the' ground serves as one plate of a coupling coni denser, traflic controlling means on the car under the control of the nick-up circuit, and means for controlling the track circuit in response to traffic conditions of another block.

21. A train control system including: traffic rails, a circuit including both rails, a second circuit including rail and ground, af

car, an indirect pick-up circuit, onthe car, under the control of the first c rcuit, a direct pick-up circuit also in the car and controlled" circuit including rail and ground, a car, an

indirect pick-up circuit, on the car, under the control of the first circuit, a direct pick-up circuit also on the car and controlled by the second circuit, and two rectifiers, one under the control of one and the other under the control of the other pick-up circuit.

23. A train control system including: traffic rails, a circuit including both rails, a second circuit including rail and ground, a car, an indirect pick-up circuit, on the car, under the control of the first circuit, a direct pick-up circuit also on the car and controlled by the second circuit, and two electron tubes, the potential of the grid of one tubecontrollod by one pick-up circuit and thepotential of the grid of the other tube controlled by the other pick-up circuit. i

24. A train control system including: traflic rails, a circuit including both rails, a second cir:-uit including rail and ground, a car, an induccd-current pick-up circuit, on the car, energized by the first circuit and a direct pick-up ircuit also on the car and influenced by the second circuit.

25. A train control system including: traffic rails divided into blocks, a circuit including both rails. of a block, a second circuit including rail and ground in each block, one of said circuits being controlled by traffic conditions of another block, a car, an induced-current pick-up circuit, on the car, energized by the first circuit, and a direct pick-up circuit also on the car and. influenced by the second circuit.

26. A train control system including: traflic rails divided into blocks, a circuit including" both rails of a block, a second circuit including rail and ground in each block and controlled by traflic conditions of another block, a car, an induced-cm'rcnt pick-up circuit, on the car, energized by the first circuit, and a direct pick-up circuit also on the car and influenced by the second circuit.

27. A train control system including: traflitrrails divided into blocks, a circuit including both rails of a block. a second circuit including rail and ground in each block, one of said circuitsv eing controlled continuously by traflic conditions of another block, a car,

an induced-current ick-up circuit, on the car, energized by the rst circuit, and a direct pick-up circuit also on the car and influenced by the second circuit.

28. A train control system including: traflic rails divided into blocks, a circuit including both rails of a block, a second circuit includ ing rail and ground ineach block and con-- trolled continuously by traffic conditions of another? 1block,a" car, "an; induced-current- ;pick-up circuit, 011 the car, energized by the first "circuit, and a direct pick-up circuit also on the car and'influenced-by' the second circuit.

29. A train control system including: traflic' rails, a circuit including both rails, a second c rcuit lncludlng rail and ground, a car, an induced-current pick-up clrcuit, on the car,

energized by the first circuit, a direct pick upclrcuit also on the car and influenced by the second circuit, and two'elect'ron tubes,

one under the control of one and the'otherl under the control of the other pick-up cir I 30. A train control system including: traflic rails, a circuit including both rails, a second circuit including rail and ground, a car, an induced-current pick-up circuit, on the car, energized by the first circuit, a direct pick-up circuit also on the car and influenced by the second circuit, and tWo rectifiers, one under the control of one and the other under the control of the other pick-up circuit.

31. A train control system including: traffic rails, a circuit including both rails, a second circuit including rail and ground, a car, an induced-current pick-up circuit, on the car, energized by the 'first circuit, a direct pickup circuit also on the car and influenced by the second circuit, and two electron tubes, the potential of the grid of one tube controlled by one .pick-up circuit and the potential of the grid of the other tube controlled by the other pick-up circuit.

32. A train control system including: traflic rails divided into blocks, a circuit including both rails of a block, a second circuit including rail and ground in each block, one of said circuits being controlled by traffic con,- ditions. of another block, a car, an inducedcurrent pick-up circuit, on the car, energized by the first circuit, a direct pick-up circuit also on the car and influenced by the second circuit, and two electron tubes, one under the control of one and the other under the control of the other pick-up circuit.

33. A train control system including trafflc rails divided into blocks, a circuit including both rails of a block, a second circuit including rail and ground in each block, one of said circuits being controlled by trafiic conditions of another block, a car, an induced-current pick-up circuit, on the car, energized by the first circuit, a direct pick-up circuit also on the car and influenced by the second circuit, and two r'ectifiers, one under 1 the control of one and the other under the control of the other pick-up circuit.

34. A train control system including trafiic 5 rails divided into blocks, a ,circuit including both rails of a block, asecond circuit including rail and ground in each block, one of said circuits being control-led by traffic conditions of another block, a car, an induced-current pick-up circuit, on the car, energized by the firstacircuit, a direct pick-up circuit also on the car and influenced by the second circuit, and two electron tubes, the potential of the grid of one tube controlled by one pick-up circuit and the potential of: the grid of the other tube controlled by the other pick-up circuit. 1 Y

35. A car carried train control system including: two electron tubes, 11 source of .power, two plate circuits arranged in parallel, each circuit including the plate and filament of a tube, fed by said sourceof power, two filament circuits, one for each tube, also arranged in parallel and fed by said source of power, two independently controlled relays, one included in each plate circuit, and a traffic controlling circuit under the control of both relays. w y

36. A car carried train controlsystem including: two electron tubes, a source of power, two plate circuits arranged in parallel, each circuit including the plate and filament of a tube, fed by said source of power, two filament circu1ts','one for each tube, also arranged in parallel and fed by said source of power, two independently controlled relays, one included in each plate circuit, a trafiic controlling circuit under the control of both relays, and feed wires con- 40 nected to said traflic controlling circuit and connected to the source of power.

. 37. A car carried train control system ineluding; two electron tubes, a source of power, two plate circuits arranged in parallel, each circuit including the plate and filament of a tube, fed by said source of power, two filament circuits, one for each tube, also arranged in parallel and fed by said source of power, two independently controlledrelays, one included in each plate circuit, a traffic controlling circuit under the control. of both relays, and independent pick-up circuits for controlling the grid of each tube.

38. A car carried train'control system in- '55 eluding: two electron tubes, 2. source of power, two plate circuits arranged in parallel,,each circuit including the plate and filament of a tube, fed by said source of power, two filament circuits, one for each tube, also arranged in parallel and fed by said source of power, two independently controlled relays, one included in each plate circuit, a traflic controlling circuit under the control of both relays, feed wires connected to .65 said trafiic controlling circuit and connected to the source of power, and independent pick up circuits for controlling the grid of each tube.

39. A car carried train control system ineluding? two electron tubes, a source of power, two plate circuits arranged in parallel, each circuit including the plate and filament of a tube, fed by said source of power, two filament circuits, one for eachtube, also arranged in parallel and fed by said source of power, two in de endently controlled relays, one included in each plate circuit, a

traflic controlling circuit under the control of both relays, an induced-current pick-up circuit controlling the grid of one tube, and a direct pick-up circuit controlling the grid of theother tube.

40. A car carried train control system including: two electron tubes, a source of power, two plate circuits arranged in parallel, each circuit including the plate and filament of a tube, fed by said source of power, two filament circuits, one for each tube, also arranged in parallel and fed by said source ofpower, two independently controlled relays, one 'included m each late circuit, a traflic controlling circuit un er the control of both relays, feed wires connected to said traflic controlling circuit and connected to the source of power, an induced-current ick-up circuit controlling the grid of one to e, and a direct pick-up circuit controlling the grid of the other tube.

41., A train control system including: a trafiic track arranged in blocks, two traincontrolling track circuits for each block each of which includes the traflic. track, a train, two train-carried'charged circuits each having a normal flow of current of a given value, train-carried pick-up and controlling apparatus to lessen the value of the current in. oneor both of the charged circuits in response to certain trafiic conditions of the track circuits, a circuit closing means under the control of the charged circuits, and train-carried signal- I ing circuits selectively controlled by the said circuit closing means.

'42. A train control system including: a

ing circuit held closed by said circuit closing means as long as the current in the one charged circuit is maintained at the lesser filament, a

value by the said trafiic condition of the trackway means.

43. A car carried train control system including: an electron tube havin aplate, grid and filament with circuits there or, means for rendering the grid negative in potential with respect to the filament to control the flow of current in the plate circuit, an electromagnet controlled by the plate circuit, a permanent magnet, and a car-governing armature controlled jointly by said electro-magnet and said permanent magnet and arranged to assume one given posltion when the plate circuit is controlled by the negative potential on the grid, and to assume another given position when the plate circuit is not controlled by negative potential on the grid or when the permanent magnet only is active.

44. A car carried train control system including: an electron tube having a plate, grid and filament with circuits therefor, means for rendering the grid negative in potential with respect to the filament to control the flow of current in the plate circuit, an electro-magnet controlled by the plate circuit, a permanent magnet, and a car-governing armature controlled jointly by said electro-magnet and said permanent magnet and arranged to assume one given condition when the plate circuit is controlled by the negative potential on the grid, and to assume another given condition when the plate circuit is not controlled by a negative potential of the grid or when the permanent magnet only is active.

45. A car carried train control system including: an electron tube having a late, a iglfid and a filament, a circuit for heating said ament, a receiving circuit for controlling the potential of the grid with respect to the late circuit having a current source capab e of supplying a direct current flow of a given value in response to a given potential of the grid with respect to the filament, a direct current polarized car governing armature, meansunder the control of the plate circuit to cause said armature to assume one position in response to the establishing of the current flo'w of said given value, and to cause said armature to assume a second position in response both to an increase or a decrease in the value of the direct current flowin in the plate circuit with respect to said given value; and means for influencing, under certain conditions, said receiving circuit to create said given potential of the grid with respect to the filament.

46. A car carried train control system including: a car carried receiving circuit, a car carried closed circuit having a source of direct current of a given polarity, a car carried translating means responsive to an alternating current induced in the receiving circult to establish a given value of the direct current flowing in the closed circuit but not affecting the polarity'or continuity of said circuit, a direct current polarized car governing armature, means under the control of the closed circuit to cause said armature to assume one position in response to the establishing of said given value of current in the closed circuit, and to cause said armature to assume a second position in response both to an increase or a. decrease in the value of the direct current flowing in the closed circuit with respect to said given value, and a trackway sourceof alternating current to induce, under certain conditions, an alternating current in the receiving circuit;

47. A train control system includin a train-carried electron tube having a p ate, a grid,.and a filament with circuits therefor, trackway means to exert an influence, under clear traflic conditions, that determines the potential of the grid with respect to the filament to thereby control the flow of current in the plate circuit, an electro-magnet energized by the flow of current in the plate circuit, a permanent magnet, and a trailic-governing polarized armature, controlled jointly by the influence of the electro-magnet and the permanent magnet, which assumes a clear traffic-governing condition in response to the energization of the electro-magnet that *of current, a trackway means to exert an influence, under certain trafiic conditions, to control the flow of current in the closed circuit, an electro-magnet energized by the flow of current in the closed circuit, a perma-' nent magnet, and a trafiic-governing olar ized armature, controlled jointly by t e influence of the electro-magnet and the permanent magnet, which assumes one traflicgoverning condition in response to the enerization of the electro-magnet that results rom the influence of the trackway means, and which assumes a second traflic overning condition in response to the energlzation of the electro-magnet that 'resultsfrom the absence of the influence of the trackway means, or when the permanent magnet only is active in the control of said armature.

Signed at Pittsburgh, in the county of Allegheny and State of Pennsylvania, this 6th day of April, 1922.

ARBA G. WILLIAMSON.

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