US1872515A - Train control system - Google Patents

Description

Aug. 16, 1932. A. G. sHAvx-:R

TRAIN CONTROL SYSTEM Filed nec. 18. 1922 Patented Aug. 16, 1932 -UNITEO sTfA'iflEfs PATENT- foFFicE,

ARCHIBALD G. s'IIAVEIt, "or CHICAGO, 'III'LINoIsjAssIGNOIt To THE REGAN SAFETY" DEVICES COMPANY, INC., or NEW YORK, N L'Y., AY CORPORATION. or NEW YORK i yunder unsafe traffic conditions. plish this it is requisite that a roadside mechf TRAIN CONm-ROL'sYsrEM l I i Application led December 18, 1922. v Serial No. 607,688.

Thisl inventionrelates to a traincontrolsystem and more particularly to a system for Controlling the movement of trains ailtomatically by roadside mechanism and manually by the'engineman on the train, and has special reference to the provision of a sys` tem in Whichautomatic control is so coni-I bined With manual control as to assure absolute safety While permitting proper dispatch in the movement of trains.

(lne of the principal objects ofmy present invention comprehendsV the provision of a train control system in Which train Acarried mechanism for governing the operation `of the train'isautomatically controlled by roadside mechanism operable in accordance With.y

roadside conditions in such amanner that the running operation of the train under unsafe traliic conditions is made dependentv upon suoli traffic conditions only so .as to pro-v vide absolute safety in train operation, Yand inV which the co-operative control by the engineman is necessitated to supplement the automatic control for producing efficient and.V

expeditious train movement. i

In the rproduction of an efficient train control system one ofthe factors of paramount 4 importance isjthat of providing for the element of absolute safety of train movement To accomanism reflecting the conditions on the roadside should assuine unchallenged predominancein controlling the behaviour of the train -undei hazardous conditions,and that any condition of control impressed orrimposedon an unsafely moving lvehicle, by the roadside mechanism should be beyond human interference. Another desideratum 'of infinite importance, however, is` that of providing a system in Which `the engineman is restrained from shifting or casting the full burden of control upon the automatic train control mechanism, substitution ofthe automatic mechanism alone f. for the engineman being highly undesirable in practice, TheA ideal mode of controlling the movement'of trains is that in which the engineman is con,

pelled to be alert, or is deterred or restrained from being rem-iss iny his duties so that proper l, handling ofthe tra-.in is enforced and in ini-Which when so supplanted the automatic control is the dominant factor until safe runningiconditions of the train is resumed andA the engineman again assumes control. When the engineman and the automatic train con- Y trol mechanism are made to co-operate in this 360.

manner, the .one acting as a check upon the other, absolute safety and proper dispatch in the running of trains is assured. i i By my present invention to accomplishV this object I provide a train control system c5 inivliich fullcontrol of the train is left in` the hands of the engineman so long as he is properly performing his duties in Obedience to and in conformity Withthe indications of the roadside signalling apparatus, in which the control of the train is automatically taken from the engineman Who is incapacitated or remissin the performance ofy his duties. and the train is automatically operated in accordance With roadside conditions,

andv in Which the engineman is compelled to be alert yand to again take charge of the o p-v eration of the train in order to avoid an un* desirable condition of train control, the system thus combining the factor `of absolute safety by making train operation dependent fupon they automatic dictation of the roadside -iiiechanisniunder hazardous conditions with the factor of proper train r4,dispatching by making tlie'eiiicient movement ofthe train ,85s

dependent upon the activity and alertness ofthe engineman. i Y Y Another principal object of the present invention relates to the provision of a train control system in which kthe movement of Vthe i" i vehicle is controlled Within thek limits of three' permissible speeds including a maximum'speedbeyond which the vehicle cannot run, a medium speed under which the vehicle must approach points of danger fandrun 951 in localities Where a greater speed would be f unsafe, and a loW speedfabove Whichthe vehicle cannot runin unsafe localities, asin rblocks occupied by other trains. In accom- Y plishing this object of the invention, the de- 1m when roadside conditions require themovement of the vehicle under the medium speed, the train is automatically controlled to retard the speed to or'below the predetermined medium limit, and if a speed greater than the low speed is attempted when the roadside conditions require a low speed `restriction on the train, the train is automatically controlled for compelling movement of the train at or under the said predetermined low speed. i

In the train control system of .my present invention, a roadside mechanism is employed for controlling the operation of a train carried mechanism, the said roadside mechanism including a means for transmitting energy from the roadside to the vehicle under` safe operating conditions and for inhibiting the transmission ofenergy under danger operating conditions. Since the energy transmitting means on the roadside is the controlling element and the automatic dictator of the manner in which the train should be operated, it is highly essential that the operation of such energy transmitting means be rendered absolutely safe and dependable. It is therefore a further principal object of the present invention to provide -a roadside mechanism in which the parts are so constructed and inter-related that the possibility of defective behaviour of the energy transmitting means is reduced to a minimum, and thatv any existing defect in such transmitting means be indicated to theengineman by the block signalling system so that he may control or operate his train accordingly.

Further and ancillary objects of the present invention are the provision of a system in which a warning is given tov the engineman by an audible signal when the exhausting of air from the brake pipe takes place in the event of an automatic application of the brakes ;l the provision of a train control system in which the roadside mechanism for controlling the movement of the train and the roadside signalling apparatus are under the control of track switch means for divertling movement of the train from a main track to a passing tracksiding, so that when it is desired to divert the motion of the train the train control mechanism and the signalling apparatus are operated to produce restrictive train running; and the general provision of a train control system of this nature in which the manifold functions desired to be accomplished maybe obtained by apparatus of relatively simple construction. Y ATo the accomplishment of the foregoing andsuch other objects as may hereinafter ap- Ythe train may be operated by the engineman underl personal` control' without the intervention of the automatic train control if the engineman is properly discharging his duties,

and showing the manner in which the tra-in is automatically controlled in the event that the engineman is remiss in his duties. Y

In the train control system of my present invention, for directly controlling the movement of the train there is provided an electro-responsive device for controlling theV operation of the air brake system, the said electro-responsive device being under the control of cooperating train and roadside mechanism and being operated thereby in accordance with roadside conditions. The electroresponsive device comprises in the preferred construction an electromagnet 20 which controls the operation of a combined reservoir and brake valve 21 of the type disclosed in my Patent No. 1,411,526 of April 4, 1922, and in the copending application of Allen VB. Kendall Serial No. 448,046 of February 7, 1921, the said reservoir and brake valvebeing interposed between the main reservoir 22 of the air brake system and the enginemans brake valve 23, and being connected thereto by means of the piping 24 and 25 respectively, the saidV reservoir and brake valve 21 including a reservoir valve which under normal conditions permits the free iow of reservoir air from the main-reservoir 22 to the enginemans brake valve 23, and which under unsafe running conditions of the train is closed to cut off the supply of air from the main reservoir to the enginemans brake valve. The combined reservoir and brake valve 21 is also connected by means of the pipe 26 to the brake pipe of the air brake system and by means of a pipe 27 to an exhaust control valve mechanism 28 such as is disclosed and claimed in my copending application Serial No. 292,548, the said exhaust control valve 28 being connected by means of the pip-ing 29 to the pipe 24 leading from the main reservoir 22, the construction and operation of these parts being such that under normal running conditions of the train the brake valve of the valve mechanism 21 is closed to prevent venting communication between the air brake system and the exhaust control valve 28, and under abnormal runningconditions of the train the said valve is l opened to ,effect ntercommunication ibefv' tween the pipes 26.a11d 27 for :the rentingk othe brake Jpipe of the train throughtheA ef'yllaust Control valve 28 to atmosphere. In. igthepresent construction, there is4 also prof;

vided an audiblesignal such las a Whistle 3 0 which connects .to the l.eX-haustof the lex?. haust'control valve 28 bymeans ot-,apipeV 31 Yso that the engineman is warned or api. lfprised .by sound-ing of .the `audible signal of the exhausting of Vair from the vbrake pipe of an automatic .applcationaofthe in .case

brakes.

l For the. purpose of rendering theauto 16 matic `control mechanism inactive, as when it is desiiiedrto run the train Without automatic n control, there is provided ahy-pass 32 connectingthe pipes 24 and 25, the said b y-pass being controlledby a cock 33 which is nor- ?.Qjmally Closed and Lwhich is shown in closed position in Figure l?, the opening of thevvalve permitting the free low` of reservoir air from the main reservoir 22 to the enginemans brake valve 23 yirrespective of vany .operation 25 foif the reservoir and brake valve 21; and there is also provided a Cock 34 in the piping 26,

thesaid cock being normally open and beingk closed when it is desired to render inoperative the control of the brake valve of the res- SOuierVoir and brakevalve 21. s p v As disclosed in my above mentioned patent, in the operation of the system theelectromagnet 20 is energized under safe roadsideconditions and is deenergizeduiider un safe roadside conditions to'eiiect the desired operations of the reservoir and brake valve mechanism'21. Forl directly controlling the operation of the electromagnet 20 there is provided a train carried circuit `which is 49', normally energized by a train carried source of'energy such as the batteryf35, the said circuit including the resistance 9 leading from the positive terminal of the battery 35, conductors 36, 37, 38,39, 40, electromagnet 20,

4\conductor V41,v movable' contact 42 Which is movable to any ofv a plurality rofpositions as Yshown in `ll`igure 1, and which normally occupies the inclined full line position as shown in said ligure,-th`e contact point 43,

bQeonductor 44, contact point Z, a' speed -circuit controller connected to the Wheels ko the vehicle and operated thereby, a common contact point 46, and conductor 47 to the `negative terminal of the battery ,35. lith this .con-

55jstruction, it will be seen that this controlling circuit is normally closed for effecting the energization ofthe electromagnet 20 when the contact 42 is in the full line position as indicated, and when the circuit controller con- 605Ht'acts Z and 46 are bridged by the circuit controller 45. The contact 42 is closed as hereinbefore referred to, and as will be described presently in detail When the train is running under safe roadside conditions, and the "Izontacts Z and 46 of the speed circuit controller are so adjusted to keep this 1circuit closed when the tra-in is running below a -predetermined maximum speed ,such for exampleas 70 miles an hour and to open the circuit of a roadside energy transmitting device- Which in the present form ,of my invention comprises a plurality of rramp rails spaced along the roadside, a rail suchas indicated at 48 being provided for each section or block ofthe track, the said ramp railv com-1v prising means for transmitting energy Vto-a train carried shoe mechanism 49 under safe roadside conditions, such energy being transmitted to a translating device such as a relay 50, the action Aof Which directly controls the operation of thecontact 42. Under normal running conditions of the train with the train running between ramp rails, the translating device k50 which may comprise a relay of the i rtype disclosed in the copendingapplication of A. B. Kendall Serial No. 404,375 of August 18, 1920, and -Whichincludes an electromagl net locking device 51, is Venergized by the `train carried battery 35 through .a local circuit including the said battery, the resistance r,

conductor 36, a conductor 52, relay Contact 53 in the full line position shown, conductor54,

contacts 55 and 56 normally bridged by switch element 57 attached to for movement; with the shoe 49, conductor 58, the relay and relay lock 50 and 51, conductor `59, contacts-60 and 61 normally bridged bythe switch element 62 attached to for movement With the shoe 49, the conductory 63, the relay `Contact 64 in the full line position shown, yand conduct-or 65 to the negative pole of the battery 35.

lll'

When the train passes a ramp under. safe roadside conditions, the translating relay 56L is controlled by the .cooperation ofthe shoe 49 and the ramp 48, the cooperation being such that as the shoe 49 rides over the rampv v48 the normally closed local train circuit for relay 50 is `'opened andanother circuit substituted therefor, Whchother circuit is operf ated in responseto roadside or traftic conditions. The substituted circuit comprises a.

partial `roadside circuit which is connected to the ramp 48 and a partialtrain carried circuit which is connected to the shoe 49, the two partial circuits combining to form a completed circuit for operating the relay 56.

In the present construction the partial roadside Vcircuit `includes essentially ka roadside 'tion it will be furthermore apparent that as pole changer including the movable contactsy 67 and 68 under the-control of a relay D, a

4 circuit` make and break device 69 under the i control of a relay H, and one oflthe track rails T, the said circuit being traced from the ramp 48 by the conductor 7 0,A the contact 68, the front contact point 71, the-conductor 72, the battery 66, conductors 7 3 -and 74, the front contactpoint 75, the contact-67, the conductor 76, a relay 77, the conductors 78 and 79, contact '69, conductors 80 and 8l, a normally closed switch 82 and a conductor 83 connected to one of the rails T. The partial-cooperating'vehicle circuit may be traced from the shoe 49 which contacts the ramp 48 through the conductor 84, a contact 85 which is connected to the Vcontact 56 by means of the switch element 57 bridging the same when the` shoe vr49 isvraised by engagement with the ramp 48,

the contact 56, the conductor 58, the relay and lock therefor 50 and 5l, the conductor 59, the contact 60, the contact 86 connected thereto .by means of the switch element 62 which bridges these contacts upon elevation of the shoe 49, and conductor 87 connected to theV framework of the Vehicle. lVitli this construction and arrangement, it will be evident that when the shoe 49 engages a ramp 48 the `relay 50 will be controlled by avcircuit which is completed by the engagementof the shoe 49 and a ramp 48 and the electrical connection between the framework of the vehicle and a track rail T. Under normal running conditions of the vehicle, the contacts 67 and 68 of the roadside pole changer are in the position as shown in Figure l, contacting with the front contact points 75 and 71 respectively, and under this condition the cooperating vehicle and roadside partial circuits form a completed closed circuit for energizing the relay 50 with current ofa given polarity or direction to hold or maintainthe relay contacts such as 53, 64 and 42 in the full line position vshown in the drawing. With this constructhe shoe 49 leaves the ramp 48 under clear roadside conditions, the local orl vehicle circuit for controlling the relay 50 will be resubstituted for the combined roadside and vehicle partial circuits for energizing the -said relay to maintain the contacts thereof in the normal full line position. Y

As hereinbefore referred to,- one of the principal objects of the present invention relates to the provision of a train `control system in which the train is automatically controlled by the roadside mechanism 'without' opposition or interference by the engineman of the train so that any automatic dictation made by the roadside mechanism cannot be cancelled by the intervention of the engineman, this to produce a factor of absolute safety in train control, and in which the en- *gineman for the proper dispatch-of the train is fcompelled to cooperate with the automatic' mechanism, thus providing a system in which automatic' operation and manual control by the engineman are combined to reduce the risks resulting from any possible defective'- dition, such for example as under caution or danger roadside conditions, to produce a stopping effect on the train, the engineman being called upon to modify the control of the train and track mechanism and to forestall a complete or full stop by a positive act on his part, such forestalling, however, being made impossible until the train stopping ei'iect has been initiated and until such a-'stage of the eifect has been reached as is consistent With a safe running operation of the train under the particular roadside condition then eifective. More specifically, in the system of my present invention, full control of the train is left in the hands of the engineman who is properly discharging his duties, and only as aconsequence of nonobservance by the engineman of the indicai tions of the roadside signalling apparatus,

is the train automatically controlled to bring the same to a stop, and the engineman is then compelled to be alert and to intervene to forestall a full stop, such forestalling being rendered operative or possible only when a safe yrunning condition of the train is reached, the

tion and to bring the train to a halt under lois' caution and danger track conditions, the

opening lof the circuit for controlling the act-ion of the magnet 2O under both caution and danger roadside conditions, the said contact being moved to the inclined dotted line position and to the vertical dotted line position under such caution and danger conditions respectively.

For eecting the movement of the contact 42'to the inclined dotted line position under caution track conditions, the relay 50 is' contact 42 'is so controlled as to effect the i201' 15a-meu 1 transmitted in one direction' tothe coil thereof', the' contactswill be moved and held in one position as shown in the full lines in- Figure 1;-whil`e with the current transmitted .inr a reverse direction the contacts will bev moved and held in vanother position as yshown by the incl-ined dotted linesin the figure; and where with no current transmitted for energizing thel relay, the contactsl will move to the vertical or neutral dotted line position show-n1 in the figure. VUnder caution track conditions the rel-ay 50 is energized by'current of'an opposite direction or polarity when the shoe 49 contacts the rampv 458, the combined circuit formed by the partial roadside and' vehicle circuits controlling the action ofthe relay being energized from the roadside battery 66 withcurrent flowing' in a direction opposite to the normal iow thereof,

this reversal of direction of current being ac compl-ished by movement of the contacts 67 and-68 of the roadside pole changer eii'ecting the opening' of the front contact points 7 5V andf 71` respectively andA the closing of the back' contact points-88 and 89 respectively, 'l his operation being' accomplished by the de'- energization of the relay D as' will be described l'i'erein after.' lVhen the shoe t9-leaves the ramp 48 under these caution conditions, the relay 50 remains energized by a current ot opposite polarity, this.' relay being4 thereafter controlled by the vehicle battery 35 andv energizedV by' means' of the circnitincluding the resistance r, conductors' 3 6' and 37, conductor 90",'conta'ct tfin the oblique dotted line position, conductor 63', contacts 61 and! 60, conductor 59', the relay lock and' relay 5l and 50'; conducto-r 58, contacts-56i and? 55, conductor 54, contact 53' in oblique dotted line position', and conductors 91 and 65. The contact l 42, however, when movedfto th'eoblique dotted li-'ne position, maintains the circuit control'- ling'the valve electromagnet 20 open and the said electromagnet 'deenergized to bring'the vehicle to a halt. p f

'For'thepurpose'of orestal'ling a complete stopping ofthe vehicle, I provide amanually operable forestall-ing mechanism which when opera-ted by the engineman will close a second circuit for controlling the action of the valve electromagnet 2O and for placing the same under the control' of the speed ofthe vehicle so that amedium speed' running' may be permitted under such condi- Jrions. thesa'id second circuit bei-ng operable, however, only after the stop' eiiect has been initiated and when the speed of' the vehicle has'be'en reduced to or below the said medium y limit so that for'estalling is made possible only after arrsafe running operation of the vehicle hasv been attained. To`tliis`end,`I

provide the manually operable -forestalling mechanism` generally` designated' as 92' which` in the present construction comprises' a; stick relay switch, means so; manually controlled a'sto be operable onlyl by a single@ impulse, the 'said' stick'rela'y switchincluding'y an' elec-v tromagnet 93, aplurality of contacts. 94T and 95, and aV manually operableJ single impulse push button control' 96f which undery normal' conditions assumesZ the position. shown in Figure' 1` with the contacts 911@k 'andi 95^open1k and-'which may be operated VVwhen the safe`V running operation of' the train is reached to energize 'the-valve electromagnet 20, thisv single impulse operated stick relay being preferably of a construction as disclosed ixr my copending' application Serial N"o 634,053, filed AprilV 23', 1923i: Iln this constructionL the single impulse' relay oomprisesa slidable" stem' or plunger 97 movable from thel normally descended position shownto an ascend'-4 edi position for' engaging' and' moving-the contacts 94' andi 95 and the receptacleshaped push'y button device 96 which. contains` a-` fluid, the plunger 97 being vprovided with a' bottom diskyor piston shaped*y member slightly spaced from the` walls of the push, button receptacle96, the construction being' such that when the ,pushl button 96` is operatedtov anascended position a single'impu'lse will' be transmitted to` the `plunger 9? andi thelatter wilflthereafterbe free to move.

to' descended position whether` or' not thel push button*` receptacle isi held inascended position or` released for movement to the descended position.` When-the push button 96S:

is operated to close the contacts', the Huid in the receptacle acts against they piston 01?' the 'plungerl-to' transmit the opera-tion: to move the plunger and the con-tactsY to the' ascended position, the plunger being thereafter-free to gravitate since the fluidy con-f tainedv in thef receptacle ^96` gradually see-ps'y through the `clearanceprovided between the piston and thereceptacl'e wall.

When the train carried circuits are auto-` matically operated under caution conditions and when the train has been reduced'to a predetermined medium speed', the push button 96 is actuated? by the engineman to -orestall a fullv stop, and by actuatingthe push' button 96 the contacts 94 and 95 arel elevated by meansof the `plunger 97, the' contact 94 beingA effective for= closing a' holdingr or' stick circuit for energizing the electroma'gnet 93, the said circuit comprising the vehicle battery 35, the resistance 1', conclue--l tors 36', 37, 38- and 39, a conductor 98', the ,c i

coil' of the e1ectromagnetA 93, conductor 99,

contact 94 closedby the ascending movement l l of the plunger 97 ,conductor 100, conductorv 101, a contact Y adjusted sothat when the l trainV is running above a predetermined medium speed the said contact 1s openas shown in the' drawing andwhen the trai-n 1s; running -at or below the predetermined medium speed the said contact engages the speed circuit controller 45 for closing the circuit to the'common contact 46 and conductor 47 to the battery 35. This circuit, therefore, when the train is running above a medium speed as under normal conditions, will cause the deenergization of the stick relay electromagnet 93 and the opening of the contact 94 so that the stick relay assumes the condition as indicated in Figure 1. With this construction it will be furthermore seen that the `closing of this circuit is rendered possible only WhenV the train is mo-ving below the predetermined medium speed or when the train has been reduced to such speed. v Whenptlie safe running speed of the vehicle has been attained and upon manual operation of the medium speed release key 96, the contacts 94 and 95 are held inelevated position, the contact .94 closing the stick circuit asvdescribed and the contact closing a circuit `for controlling the operation of the clectromagn'et under the control of thespeed of the yvehicle by means ofthe circuit comprising `the battery 35, the resistance 1', the conductors 36, 37, 38, 39 and 40, electromagnet 20, conductor l41, a conductor102 leading to a vContact or make and break device 103 I also ycontrolled by fthethree-position relay 50,the.said contact under the caution conditions being in the oblique dotted line posi'- tion for engaging lthe contact point 104, the circuit further including the conductor 105, the contact point 106, Contact 95 closed, the conductors and 101, contact Y closed when the train has reached the predetermined mediumspeed, contact point 46 and conductor 47 to battery` 35, With this controlling circuitA itmwill therefore be seen that when the roadside ramp 48- indicates caution andvtransmits afcaution indication to the relay. 50 for causing the opening ofthe cir cuit to the electromagnet 20 kfor applying the brakes, the j vehicle will be .brought to a.. halt unless the enginemanoperatesthe forestalling button or `push key `96, 'the action ofthe `circuits vcontrolled-by the fore stalling relay/92 being rendered operative only after the stop effect for bringing the vehicleto a halt has been initiated, and only after "a predetermined stageY of such stop effect has been reached corresponding to safe running conditionsunder cautionA roadside conditions, such as the predetermined medium'A speed'lfor which the contact Y is adjusted.-v

It will the medium speed is exceeded, the stickrelay 93 will'be deenergized necessitating reduction of the speed of the train and another manual operation' of the push key 96.

Itis deemed advisablethat when an engineman of atrainobeys the indications -of the be-further seen that when the trainr iszrunning under 'a caution7 restriction and roadside signallingk apparatus, not only should no automatic application ofthe brakes take place on entering a caution, block, but it should not rbe necessary for the engineman to'operate a forestalling device to avoid an automatic applicationA under'such conditions. vTo accomplish this resultI have found it desirable toA control the stick relay 93 by a shunt circuit including the conductor 107, the Contact 108 which is closed underV normal conditions only, and the ,conductor 109, the said conductors and contact comprising a shunt across th-e contact 94v and conductor 99 so that when thetrain is runningat a speed belovT the predetermined medium speed, relay 93 is energized to close thel stick circuit controlling the saine andr to close 4the circuit embracing the electro magnet 20 and the speed circuit controller 45, so that it will be possible for a train to determined niedium limit without an automatic application of the brakes taking place, and without the necessity of operating the forestalling mechanism, the circuit controlled by the forestalling device 92 being automatically substitutedfor the normal circuit controlling the operationrof `the electromagnet 20. With this construction, it will be seen, however, that if after passing thefcaution7 ramp thel prescribed medium speed is exceeded, then an automatic application will take place by theopening of t-he circuit at the contact Y, andto prevent a full stop it will be necessary for the engineman to reduce the speed of the train and to operate the medium speed orestalling device.

By'the provision ofl the above described' circuits, it will be seen that under normal running conditions of the train the operation thereof is under the full control of the engineman, and that under unsafe trac conditionsand improper handling of the train, the train is automatically controlled. in response-toA roadside or ltrailic conditions without the` possibility of any intervention on the part* undesirable stop under cautionv trackcon-v ditions, 'a positive act on the part of the engineman being thus required to forestall the stop, with the act of forestalling being rendered possible only after safe ruiming' conditions of the train have been resumed, automatic control of the train being in this manner combined with manual cont-rol thereof to provide for expeditious operation lof the train without any sacrifice oflsafety.

For edecting the movement of the contact 42 and the other'relay contacts to neutral' vertical dottedline position under danger track conditions the partial roadside-circuit connected to the yramp is opened by the openingof the contact 69 controlled by the relay H as heretofore mentioned and as will be described more in detail hereinafter, the opening of this partialycircuit preventing any transmission Vof energy `to the vehicle relay 50, the said relay 50 being deenergizedby the elevation of the shoe 49 when the saine rides the ramp 48, the contacts controlled by the rel-ay 5,0 thereby moving to theneutral dotted line position. As heretofore mentioned, the movement ofthe contacts to the neutral position, and especially the contact 42, eifects the openingof the controlling circuit to the electromagnet for deenergizing the said electromagnet'to apply the brakes and bring the vehicle to a halt. For the purpose offerestalling a complete or full stop under `these danger operating conditions,-my invention further includes the provision of a second forestalling mechanism generally designated as 92 operable manually by the engineman to forestall a complete stop and to substitute therefor a different controlling condition for the movement of the vehicle, such for example as a predetermined low speed restrictive condition. The forestalling mechanism 92 is also preferably a single impulse controlled stick relay switch of thetype heretofore described comprising an electromagnet 93, a plurality of contacts 94 and 95 therefor, a manually'operable push button 96 provided for effecting the movement of a plunger 97 connected to the contacts 94 and. 95A', the said S iorestalling mechanism being` operable to close controlling circuits under prescribed conditions which involve an automatic op-` eration of thetrain carried mechanism to initiate a stop effect of the vehicleiand the i'eaching of a predetermined stage of saideifect, as when the vehicle 'has been reduced or is running below a predeterminedspeed. Under these prescribed conditionslwhen the push button 96fis operated to 'elevate the'y plunger 9 ,Y contact 94 will bev momentarily closedI to close the circuit comprising the train carriedbattery 35, resistance r. conductors,

37 andv 38,'conductor98, coil of relay'93,

cnnductor99, contact 94', conductors 100. 'and 101 contact X which is open when the speed of the train exceeds a predetermined low limit andwhich is /closedby the speed` circuit controller when the speed, is at or below said predeterminedlimit, this circuit being closed by the contactr46 and conductor v 47 tothe battery 35. Thus when the speed of the-train is below the predetermined low7 limit, the relay coil 93 will be energized for hold- `ing the contact 94 in closed conditionso- `'l'i'at this circuit is maintainedA closed, the

construction being such that when the speed ofthe train exceeds this predetermined' low limit the circuit will be opened at the contact X and the relay coil 93 deenergized for "l opening the contacts 94 and95.:y Vhen the circuit is maintained closed, however, the contact 95 i'sin a position for closing another circuit to control the operation `of the valve electromagnet. 20, the said valve being Vplaced speed of the vehicle and more specifically under the control of the speed circuit controller 45 and the low' speed contact X thereof by means of the circuit which comprises the train carriedbattery 35, resistance r, conductors 36, 37,. 38,: 39 and `40, lelectromagnet 20, conductors: 41 and 102, contact l103 in vertical dotted line position engaging acontact element `110, conductor 1'11,.contact point 106, contact 95, conductors and 101', .contact X, speed circuit controller 45, contact`46, 'and vconductor 47 to the battery y35, this circuit-.when closed, as after the predetermined low speed has been reached and the forestalling mechanism9s: has. been'oper'a'ted,r effecting the enunder the control of the predeterminedy low o ergization of the electromagnet 20 for permitn applied, necessitating again a reduction of the speed of the trainto or below/"the said predetermined low limit, an'dfanother mam* ual operationof-the forestalling nie'chanisn A 92 to effect a release of the brakes; l

With'k the above vdescribed'mechanism it will be found that the vehicle carried mech-" anismv is operated-,automatically by the roadside mechanism under caution and-danger track conditions toproduce a desired effect such as a stop7 eiiect in the condition QI" the vehicle, forestalling means being provided'4 operable under caution roadside conditious for forest'alling the full stop, the said forestalling: means being rendered active, however, only after the operation offthe mechanism has initiated the sto-pi effect and after a safestage of said effectA has beenv reached, the 'forestalling operation being ef-jV fective for substituting for the stop effect a safe speed control effect, a second and independentf manually operated -foi'estalling means being provided under -dangerV convditions to forestall the full stop, Vthe second forestalling means being lalso rendered active only afterathe operation of the/train and roadside mechanism` has initiated the stop effect andA only after another stageof said eifect which is safe under danger condiy tions has been reached, the forestalling means.

being effective for lsubstituting `a different speed'control effect for the stop effect pro-1 duced, forestalling of Aan' undesirable train action beingV therefore'rend'ered possible vonly after safe running conditions of the train have beenfestabl'ished, it being impossible `to oppose or cancel the automatic dictation of ythe roadside mechanism and the intervention of the engineman being necessitated so as to compel alertness on his part to keep the train moving.

For thepurpose of indicating high, medium and rlow speed conditions of the train circuits, and for the purpose of advising the engineman when these speeds are made, as a guide to the opera-tion of the manually operable orestalling means, I provide a plurality of cab signals connected to the speed control circuits and rendered operative thereby. T o these ends for the high speed circuit there is provided a signal Z2 which is lconnected across the conductors and Lltso that when the' speed controller Z is closed, this signal will be energized, and when the speed controller contact Z is opened, this signal will be deenergized to indicatethe speed conditions. For the medium speed circuit, lI provide a second signal Y2 connecting the conductor 39 to a back contact 10601l of the relay contact 95, the signal Y2 being energized when the speed controller contact Y is closed, as when the train runs at or below the medium predetermined speed. Thus this signal will be a means for indicating'to the engineman when the orestallingmeans should be operated, and will also indicate whether or Anot the stick circuit of the relay 93 has been made or closed by the operation of said forestalling means. Y Similarly, for the low speed a signal Y2 is provided which is connected between the conductor38 and a back contact 106?) of the armature contact 95', the signal Xz-being energized when the train reaches the predetermined low speed and the speed controller contact X is closed. The signal X2 theretore alsocomprises a means for guiding the engineman in the operation of the low speed foresta-lling means, and forms a vmeans'for indicating whether the stick circuit to the relay 93 has been made after actuation of the :t'orestallingV means.

As lheretofore mentioned, a further principal object of the present invention com'- prehends the production of a track or roadsidev mechanism in which the probability of .Improper behaviour thereof is reduced to a minimum, and in which any defective action therein is made known to the engineman so that he may properly control the operation cf his train, the invention morespecifically comprehending the provision of a roadside mechanism which is so inter-related with a block signalling system that both the roadside mechanism and the block signalling sysfpm are made 'dependent upon each other, thus avoiding those improper or false operations so that conversely the behaviour of the signal mechanism is reflected in the indications of the roadside mechanism. c

To accomplish these results, the partial circuit to the ramp 48 heretofore referred to is controlled by the relays H and D which comprise in the present form of my invention home and distant relays respectively, the operation of the roadside signal `112 being also controlled by the home and distant relays H and D, the relay H representing the condition of the block immediately in advance of the signal 112, and the relay D representing the condition of the block second in advance of the signal 112. The relay H is controlled by the track relay 113 of the next succeeding block, the said track relay being connected as usual across the rails T -of the said block, the track rails being subdivided into a plurality of sections or blocks in accordance with the usual practice by means of the insulated joints J, the track relays being fed by means of track batteries 114 provided for each block, the track relay controlling the operation of a contact 115 connected in a circuit including the home relay H, the said circuit comprising a conductor 116, conductor 117, relay H, conductor 118, contact 115, conductor 119, the contact 120 controlled by a circuit contro-lling switch 121 to be described in detail hereinafter, and a conductor 122 leading through the various relays and switch circuit controller contacts and battery, as is well understood Vin automatic block signalling. The distant relay D is controlled by the relay H of a given and the next succeeding block bymeans of the circuit including the conductor 116, conductor 123, relay D, conductor 124, contact 125 controlled by the home relay H,

and a conductor 126 leading into the block.

through the circ-uit controller of the signal in advance, and through the battery as is the usual practice in automatic block signalling. In operation under danger conditions, as when a train is present in the block in advance, the home relay H will be deenergized by the short circuiting of the track magnet 113, this eii'ecting the opening of the contacts controlled by the relay H and the deenergizing of the relay D for operating the pole changer contacts (SPP-68; and under caution track conditions the relay D alone Will be deenergized for operating the pole changer contacts 67 and 68, this action of the relays under danger and caution conditions being e'ective for opening and reversing circuit connections respectively in the partial circuit to the ramp 48 for producing the desired control of the vehicle carried mechanism as hereinbefore detailed.

For operating the signal 112 by the controlling relays H and D, there is provided4` preferably in thel partial circuit leading to vthe ramp 48, the electromagnet 77 controlling a contact 127 for1ningpart of the circuit including the conductor 128, operating and holding mechanism of the signal 112, a signal battery 129, kand a conductor 130 a second contact 131 underthe control of thel distant relay -D being provided for controlling the opening and closing of another circuit to the signal 112, the said circuit including the battery 129, conduct-m130, conductor i 132, contact 131, and conductor 133to the operating and holding mechanism of' the signal 112. By this construction Whenthe control@ relay H is deenlergized, as under -danger conditions, the electromagnet 77 is also de- `energized and the contacts 127 and 131 are opened to cau-se the signal 112 to move to danger position, and when the relay D-alone is deenergized under caution condi-tions the f contact 131 is opened to V'cause'the signal 112 to-move to caution position.

For indicating on`v the lsignal mechanismt anyy defective behaviour 1n the roadsidev mechanism, I provide means Jfor detecting the integrity of the ramp48 andthe cir-cuits controlling the-same, the said means comprising a normally closed detecting circuit Which includes roadside battery 66, the conductor7 2,

contact point 7l, the pole changing contact.

68, the conductor 70, the ramp48, a conductor 134 leading from the ramp, conductor 80,

Contact 69, conductors 79 and' 78, Arelay 77 conductor 76, contact 67 ,contact point 75, conductors 74 and 73 to Vbattery 66. Vhen the ramp is destroyed or any part ofy thislcircuit broken, this circuit' Willbe opened to cause the deenergization of electromagnet 77v and the opening ofthe Contact 127 cointrolled thereby, causing the signal 112 tomove to danger position, any defect in the ramp or in the circuitcontrolling the same being by this meansindicatedv in the signalling mechanism. r

For conversely indicating .in the ramp 48 any defective operation of the signal mechanism 112, as When the signal improperly indicates a danger condition, there is provided the switch contact 82 heretofore reerred to, the said contact being connected for movement with the signal 112, the said switch contact 82 being movable over an arcuate Contact element 135 for/keeping the partial circuit ofthe ramp closed When the signal indicates clear or caution and `for opening this circuit when the signal is at a stop or danger position.

By the cooperation of the above recited,

roadside circuits, therefore, it Willbe obvious that the ramp controlling circuit and the signal controlling circuits are made directly dependent upon the same controlling elements, thus eliminating the dependency of the rampcircuit on the signalling circuits to avoid improper orL false operations inherent in the signalling apparatus from influencing thel action ofthe-ramp, the ramp and signal to a. track switch means 136vand being opera- 7 tive when the passing siding PT is connected to the main track T for 'opening the contact 120 and for closing a Contact 137, opening of the contact 120 being effective for deenergizing the relay H and forr consequently deenergizing the relay D, the closing of the switch contact 137 being effective for producing caution conditions: inthe roadside and signalling mechanism. By the closing of the contact 137 the relay 7 7 is energized by means of the circuit including the battery 66, conductor 72, back contact 88, contact 67,

' conductor7 6, electromagnet 77, conductor 78,

the conductor 138, contact 137, the conductor 1397 the contact 140 controlled by the' track relay 113, conductor 141, conductors 81 and 134, ramp 48, conductor 70, contact 68, back contact point 89, and conductor 73 to battery 66; and by closing this circuit and the energization of the magnet 77 the contact 127 controlled thereby is closed, and this With the opening of the-contact 131 due to the deenergization of the control relay D effects the movement of the signal 112 to caution posi tion to indicate a speed restriction for movement of the train from the main track to the siding track. Under this condition of operation, the ramp '48 is energized so as to operate the train carried mechanism to place the-same under speed restrictive control, the Y said ramp being energized by the circuit including the battery v66, the conductor 72, back tor 141, the contact switch 82 closed under caution conditions, and conductor 83 tothe rail T, the circuit being closed through lthe train partial circuit, the ramp 48, conduct'or 70, contact 68, back contact point 89 and conductor 73 to the battery 66.

Referring novv to Figure 2 of the drawing, A

I show a diagramof the Vmanner of control- .ling the speed of the train equipped With myautomatic train control mechanism, this diagram illustrating the operation of the train when'controlled by the engineman and when controlled automatically. In this tigure the speeds controlled by the contacts X, Y and Z referred to in Fig. 1 are represented byy actualfnumerical value, such as `contact point 88, contact 67, conductor 76, electromagnet 77, conductors 78 and 138, contact 137, conductor 139, contact 140, conduc- 15 miles per hour V:tor low speed, 30 miles per hour for medium speed, and approximately miles per hour for maximum speed.y rhe curve shown by the heavy line 0 1 2 3 Ll-5 6 7 represents the' limiting speed atY 'in obedience to the indications of theroadside signalling mechanism, then the automatic train control will not act to take away the control of the train from the engineman. rThis is illustrated by the broken line curve of the train is held to'this curve, then automatic application of the air brakes does not take place.

The lines T T represent the railway track, J J the insulating joints in therails of the track T T dividing the same into sections or blocks as BO, BA, BB, BC, BD and BE. In the diagrammatic illustration these blocks are shown protected by two position home and distant signals on the same mast, as for example A2 and A for block BA, B2 and B for block BB, C2 and C for block BC, etc. It is obvious that single arm semaphore signals of the three-position typewould answer the same purpose, giving the same indications.

For each block there is provided a ramp rail as shown, the ramp A being provided for the block BA, ramp B for the block BB, ramp C for the block BC, etc. These ramps are located in proximity to the various siffnals With which they are connected as inc icated. The block BC is assumed to be occupied so that the signal C C2 for this block indicates stop. The next preceding block BB is accordingly a caution7 block, and the signal B B2 thereof indicates caution, While the second preceding block BA is accordingly a clear block, the signal A A2 thereof indicating safety7 conditions. Similarly, the signals D D2 and E E2 for the blocks BD and BE indicate clear track conditions ahead. Under these conditions, therefore, the ramp B is in a condition to transmit the indication of caution to the vehicle, the ramp C is in a condition to transmit the indication of .stop to the vehicle, and the ramp D is in a condition to transmit the indication of clear to the vehicle.

yThe method of operation and control of the train by the present train control system may be conveniently followed from the curve shown in Fig. 2. If the vehicle is operated just at or under the maximum limiting speed, as along the line 0 1, the train Will proceed Without an automatic application of the brakes taking place. 1f the engineman 5' should attempt to exceed this maximum lim-V resented by the curve 3 5.

iting speed, then an automatic application of the-brakes Will take place, the controlling circuit forjthe electromagnet 20 being opened at the lcontact Z. Just as soon, however, as the speed is reduced, the contact Z is again pipe of his train and continue underrthe maximum speed.

If the train is proceeding at or just under the maximum speed to the caution ramp B in disregard or violation of the indication of the signal indication B B2, then an auto-V Vmatic application takes place, so that the speed of the train is retarded as represented by the curve. 1 2. When the medium speed of'SO miles per hour is reached, as at the point 2, the engineman may continue at or just under the 30 mile speed instead of having his train brought to a stop by operating forestalling mechanism 92, and by the opera- .70 made and the electromagnet 20 energized,. and the condition for automatic application is thus relieved so that the engineman mayv operate his brake valve to recharge the brakeY of time is consumed so that the speed of the train is retarded and then accelerated to the point 9 illustrated by the loop X. It is assumed that the engineman now being alert, Will prefer not to have a further automatic application of his brakes take place, and therefore he Will proceed with his train as represented by the broken line 9 10-11-12, operating the low speed forestalling mechanism 92 when the speed is reduced to the loW prescribed rate so that when shoe 49 of the vehicle contacts the danger ramp C, no application of the brakes takes place.

1f the engineman does not proceed along the broken line 9 10 11 12, but allows the speed of the train to return to the line 2 3,

and proceeds along this line to the rampy C,

then another automatic application of the brakes takes place, retarding the train as rep- If when this point is reached the engineman operates the low speed forestalling mechanism 92', the full stop may be forestalled and the train may proceed under the low limiting speed; and if the train is operated to continue under the low limiting speed, as along the lines 11 12, further automatic application will be avoided,and if this'speed is again exceeded, an automatic application Will again take place, necessitating again a reduction in speed and a further operaton of the forestalling mechanism. When the point 5 is reached in the speed of the train, an'interval of time cob the loop Y.

If on receiving the automatic stop application at the ramp C the engineman makes nov attempt to operate th-e low speed fore.- stalling mechanism, the train Will be brought to a stop as indicatedby the speed curve 3-5-4- When this takes place, thetrain may proceed when the engineman operates the forestalling mechanism 92, and the speed of the train can be accelerated along the curve v-Q/-to the point l1, and the train may continue Without further automatic application if the broken dotted line 11-12 is followed.

Since block BD is clear as illustrated by the indications of the signal D-D:2, then rframpD is in a condition to restore normal running conditions tothe train upon contact of the shoe 49 With the ramp D, andthe engineman may thereafter accelerate the speed of his train along the curve 6-7, the engine- Yman keeping the speed of his train somewhat under the maximum speed so that the train speed Will be accelerated to the point 6A and continue thereafter along the line 6A--7A just below the maximum permissible 'speed lhile I have shown my device in the preferred form, it Will be obvious that many changes and modifications may bemade in the structure disclosed Without departing `from the spirit of the invention, defined in the following claims.

I claim:

.1. A manual-automatic speed control system, in combination, a vehicle carried elec- "trically operated device, mechanism including vehicle carried and roadside means operated in response to normal or clear roadside conditions for producing a normal state of operation and operated in response to a non-clear roadside condition for producing another state of operat-ion of said device and vehicle carried means for-restoring the normal state of operation of said device and for placing the same under the control of ythe speed of the trainunder the said nonclear roadside conditions comprising a means normally inoperative and rendered operative when said mechanism is operated in response to the non-clear condition, a speed controlled means and a manually operable single impulse responsive means, all of Which combinedly control the restoration of said Velectrically operated device, the said manually operable single impulse responsive means eing in turn under the control ofthe said speed controlled means.

2. A manual-automatic speed control system, in combination, a vehicle carried electrical-ly operated device, mechanism including vehicle carried and roadside means operated in response to normal or clear roadside 'conditions kfor producing anormal state of operation and operated in response to a nonclear roadsidecondition for producinganotherY state of operation of `said device and vehicle carried means for restoring the normal state of operation of said device and for placing the same under the control of the speed of the train under the `said non-clear roadside conditions comprising a make and break means normally inoperative and rendered operative Whensaid mechanism is operated in response to the non-clear condition, a speed controlled Contact device and a manually operable contact device, all .of which combinedly control the restoration of said electrically operated device, the said manually operable' device lbeing in turn under the control of the saidspeed controlled device, and a single` indicating means under the control of said manually-operable contact device.

3. A manual-automatic speed control system, in combination, a vehicle carried electrically operated device, mechanism including vehicle carried and roadside means operated in response to normal or clear roadside conditions for producing a normal state of operation and operated in response to` a caution roadside condition for producing another state of operation of said device and vehicle carried means for restoring the normal state of operation of said device and for placing the same under. the control of the speed of the train under the said caution roadside conditions comprising a means normally inoperative and rendered operative When said mechanism is operated in response to the caution condition, a speed cont-rolled means and a manually operable means, all of Which combinedly control the restoration of said electrically operated device, the said manually operable means being in turn Vunder the control of the said speed controlled means, under both clear and caution operations of said mechanism.

4. A manual-automatic speed control sys- Y tem, in combination, a vehicle carried electrically operated device, mechanism including vehicle carried and roadside means operated in response to normal or clear roadside conditions for producing a normal state of operation and operated in response to a caution and a danger roadside -condition for producing another state of operation of saiddevice and vehicle carried means for restoring t-he normal state of operation of said device and` for placing the same under the control of the speed of the train Vunder either of the said caution or danger roadside conditions comprising means normally inoperative and rendered operative ,when said mechanism is operated in response to the caution or danger condition, a speed controlled which combinedly control the restoration of'y said` electrically operated device, the said manually operable means being in turn under the control of the said speed controlled means for both caution and danger roadside conditions.

5. A manual-automatic speed control system, in combination, a brake valve magnet, mechanism including a vehicle carried con- ]btrolling relay, a vehiclecarried shoe and a roadside ramp operated in response tonermal or clear roadsider conditions for producing a normal state` of operation and operated in'response to avnon-clear roadside lgcondition 'for producing another state of operation-of said magnet and vehicle'carried means for restoring the normal state of cperation of said magnet and for placing the same under the control of the speed of the zotiain-'under the said non-clear roadside conditions comprising a 'circuit controlling means normally inoperative and rendered operative when said relay is operated in response to the non-clear condition, a speed A`controlled means and a manually operable single impulse responsive means, all oi"- which coinbinedly control the restoration of said electrically operated device, the said manually operable single impulse responsive 304'means being in turn under the control of the said speed controlled means.

6. A manual-automatic train control system, in combination, an electrically operated.

vehicle control device, a vehicle circuit there-- u-tor for normally energizing the same, means including roadside mechanism active for opening said circuitto'eiifect deenergization of said device, and vehicle means for re-energizing said device` comprising a second cir- 4'o'cuit including a make and break device closed i5-operation of the engineman, the said switchl upon the opening of the lirst cir nt, a speed controlled contact device closed when the train reaches a speed below a predetermined limit, and a switch means closed by a manual means including instruinentalities under the control of the speed controlled Contact device, and a signal indicating means under the conotrol of said switch'means.v

""opening said circuit to effect deenergization of said device, and vehicle means for re-energizing said device comprising a second circuit including a make and break device ,mi closed upon the openingotl the lirst circuit, 'a Vspeed controlled contact device closed when the-train reaches a speed below a predetermined limit, and a single impulse responsive switch means closed by a manual operation ot the engineman, the said single impulse respoiisive switch means including instrumenior'ior normally energizing the same, means including roadside mechanism active Jfor opening the 'said circuit to eiiect-deeiiergization ot said de vice and vehicle means for re-V energizingsaid device comprising a 'second circuit including a make and break device closed upon the opening of the first circuit,

a speed controlled contact device closed when the train Yreaches aV speed below a predetermined limit and a mechanically operable sin- -iinpulse responsive switch means closed byA a manual operation of the engineman-and openable by a break in the circnit'at the said speed controlled device.'

9. In la "manual-automatic Itrain control system, in combination, an electrically operated vehicle' control device, a vehicle circuit therefor for normally ei'iergizing the same,

means including roadside mechanism activefor opening the said circuit to eii'ect the deenergizatioii et said device, and vehicle means for rceiiergizing said device comprising a second circuit including a make and break device closed upon the opening of the first circuit, a speed controlled ycontact device closed when the train reaches a'speed below a predetermined limit, and a single impulse responsive stick relay switch'means closed by a manual operation ofthe engineman. 1

l0. A. manual-automatic train control systeni, in combination, an electrically operated vehicle control device, a vehicle circuit therefor for normally maintaining the said device in a given condition, means including ioadside mechanism active for operating the said circuit to change the condition of the said device, vehicle means for returning the said device to its normal condition comprising circuit control instrumentalities includiii'ga make and break device controlled upon,

electrically operatedy vehicle control device, a vehicle circuit'tlierel the operation ot the said circuit, a speed controlled contact device closed only when the train is proceeding below a given speed, and L a single impulse responsive switch means closed only by a manual operation and openable automatically by the opening of the said speed controlled cont-act device, whereby the said vehicle control device after the automatic operation thereof may be restored to its normal condition when the train reaches Y system, in combination, vehicle carried mecli,

ing means'underthe controlof Asaid manually operable means.

12. In a manual-automatic vehicle control system, in combination, vehicle carried mechanism, means including roadside mechanism for automatically operating said vehicle carried mechanism under caution and danger track conditions to produce av predetermined eiiect in the condition of the vehicle, a speed controlled means and'manuallyoperable single impulse responsive means under the control of the speed controlled means for foiestalling the production of such effect under proper vehicle speed restrictive conditions.V

13. In a train control system, in combination, an electrically opera-ted vehicle control device, a vehicle circuit therefor for normally energizing the 'same provisions including roadside mechanism active for opening the sai-d circuit'to effect de-energization of said device, and vehicle provisions for re-energiz- 'ing the said device comprising a second cirvcuitincluding a make and break device closed upon the opening of the first circuit, a speed controlledcontact device closed when the train reachesa speed below a predetermined limit, and asingle impulse responsivev switch means closed by a manual operation of the engineman, and instrumentalities for holding said switch means closed only when the said contact device is closed.L l

14. In a train control system, in combination, an electrically operated vehicle control device, a vehicleA circuit therefor for normally energizing the same, provisions including roadside mechanism active lfor opening the 'saidcircuit to effect `de-energization of said device, and vehicle provisions for re-energizing thers'aid device comprising a Vsecond circuit including amake andbreakdevice closed upon the opening of the first circuit, a speed controlled Contact device closed when the train reaches a speed below a predetermined limit, anda switch means closed by a manual operation of the engineman, said switch means being connected in 'circuiti to the' speed controlled contact device so as to be always under the control of the latter.

15. In a train control system, in combination, an electrically operated vehicle control device, a vehicle circuit therefor for normally energizing the same, provisions including'roadside mechanism active for, opening the said circuit to effect de-energization of saidV device, and vehicle provisions for re-energizing the said device comprisinga second circuit including a make and break device closed upon the opening ofthe first circuit, a speed controlledcontact device closed when the train reaches a speed below a predeterymined limit, a manually operable stick relay tion, an ,electrically operated vehicle control device, a vehicle circuit therefor for normal- -ly maintainlng the said device in a given condition, provisions including roadside mechanism active for operating the said circuit to change the condition of the saidde- Vvice, and vehicleprovisions for returning the said vdevice to its normalvcondition compris- Ying circuitcontrol instrumentalities includinga make and break device controlled upon the operation of said circuit, a speed controlledcontact device closed only when the train is proceeding below a givenspeed, and a switch means lclosed only by a manual operation and held closed only when the said speed controlledv Contact device is closed, whereby the said vehicle lcontrol device after an automatic operation thereof may be restored to its normal condition when the train reaches a speed below a predetermined limit and when the engineman operates the switch, and signal indicatingY means under the control of said switch means.

I7; In a train control' system, in combination, an electrically operated vehicle control device, a-vehicle circuit therefor for normally maintaining the said device ina given condition, provisions including roadside mechanism vactive for operating the said circuit to change the condition of the said device,

and vehicle provisions for returning the said device to its normal condition comprising circuit controlj instrumentalities including a make and break device controlled upon the operation of said circuit, arspeed controlled contactdevice closed only when the train is proceeding below 'a given speed, and a mechanically operable single impulse responsive Aswitch means closed only by a manual operation and openable automatically kby the openingy ofv said speed controlled contact device, whereby the said vehicle control device after an automatic operation thereof may be re.- rstored to its'normal condition when the train reaches a speed below a'predet'ermined limit and when the engineman operates the switch.

18. The combination in a train control system with a vehicle carried mechanism including a train control means,`of a roadside mechanism comprising an energy transmitting device, an energizing circuit therefor, roadside signalling apparatus, meansV controlled by roadside conditions for operatingboth the signalling apparatus and the energizing circuit to indicate such roadside conditions,.detectingmeans Vconnecting said energizing circuit and said signalling apparatus operable upon defective behaviour of the circuit tol operate the signalling apparatus toindicate such de- `ifecttherein, and detecting means connecting the signalling apparatus with the said circuit for indicating in the said circuit the behaviour of the said signalling apparatus. Y 19. The combination in a train control system with a vehicle carried mechanism including a train control means, of a roadside mechani` m comprising an energy transmitting de- 7ice, an energizing circuit therefor, roadside signalling apparatus including circuit means therefor, means controlled by roadside-condi- 7' tions for operating both the signalling circuit means andthe energizing circuit to indicate such roadside conditions, detecting means connecting said energizing circuit and ,saidV signalling circuit means operable upon defective beh aviour of the energizing circuit to operate the signalling apparatus to indicate such defect therein, and detecting means connecting the signalling apparatus with the said energizing circuit for indicating'in thev said circuit i the behaviour of the said signalling apparatus. p

20. The combination in a train control system with ax vehicle carried mechanism including a train control means, of a roadside mechanism comprising a ramp, an energizing circuit therefor, roadside lsignalling apparatus, means controlled by roadside conditions for. operating bothtlie signalling apparatus and the energizing circuit to indicate such roadside conditions, detecting means connecting said energizing circuit and said signalling apparatus operable upon defective behaviour of the circuit to operate the signalling apparatusto indicate such defect therein, and

detecting means connecting the signalling apparatus with the said circuit for indicating in the said circuit the behaviour of the said signalling apparatus.A i

2l. The combination in a train control system with a vehicle carried mechanism including a train control means, of a roadside mechanism comprising an energy transmitting device, an energizing circuit therefor including a source `of energy and circuit changing means. roadside signalling apparatus, means thesaid circuit to operate the signalling apparatus, and detecting-:means connecting the signalling apparatus with said energizing circuit for indicating in said circuit the behaviour ofthe signalling apparatus.

22. The combination in a. train control system With. a vehicle carried mechanism includ- .ing a train control means, ofa' roadsidermech- ,anism comprising an energy transmittingdevice, a partial 'energizing circuit thereforincluding a source of energy and a pole changer,

a roadside signalling apparatus, means con-ff:

trolled by roadside conditions for operating the signalling apparatus and for loperating the'partial circuit to reverse the direc-tion of flow of and to'discontinue the current therein under caution and danger track condi-1;v

tionsrespectively, a detecting circuit; forsaid energy transmitting device, means connecting ysaid detecting circuit and said roadside signalling apparatus operable upon opening of the said circuit to operate the signalling apenergy, a pole changer and a track rail, roadside signalling apparatusincluding signalling circuits, means controlledv by `roadside conditions for operating the signalling circuits to indicate caution and danger track conditions and for operating the partial circuit to reverse the direction of How of and to discontinue the current 'therein under caution and danger-conditions respectively, a detecting circuit for said ramp, a relay connecting said detecting circuit and said roadside signalling circuits operable upon opening of the said vdetecting circuit to operate: the signalling apparatus, and detectingmeans including a switch connecting the signalling apparatus With said partial circuit for indicating in said partial circuit the behaviour of the signalling apparatus. l

24. The combination in a train controli system ,With the track rails, of roadside mechanism compris-ing an venergy transmitting device, an energizing circuit therefore, roadside signalling apparatus, -means controlled by conditions on thev track rails for operating both the' signalling apparatus and the ener- ,sizingcircuit to indicate such conditions therein, and provisions interconnecting the energy transmitting device and the signalling apparatus for indicating in the latter a defective behaviour of the former, and for indicating in the former the defective behaviour of the latter. Y v A.

Q5. The combination in a train control system With main track rails and siding track rails, of roadside mechanism comprising an energy transmitting device, an energizing circuit therefore. roadside signalling apparatus, means controlled by conditions on the main track rails for operating both the signalling apparatus and the energizing circuit Yto indicate such conditions therein, provisions interconnecting the energy transmitting device and the signalling apparatus for indicating in the latter a defective behaviour of the former, and for indicating in the former the behaviour of the latter, and means controlled by the conditions of the siding track rails for operating both the signalling apparatus and the energy transmitting devic-e to pro duce predetermined indications therein.

26. The combination in a train control system with main track rails and siding track rails, of roadside mechanism comprising an energy transmitting device, an energizing circuit therefor, roadside signalling apparatus, mea-ns controlled by conditions on the main track rails for operating both the signalling f apparatus and the energizing circuit to indicate clear, caution and danger roadside conditions therein, provisions inter-connecting the energy transmitting device and the signalling apparatus for indicating in the latter` a defective behaviour of the former, and for indicating in the former the behaviour of the latter, and means controlled by the conditions of the siding track rails for operating both the signalling apparatus and the 4energy transmitting device to produce clear and caution indications therein.

27. In an automatic train control system, the combination with trackway means automatically conditioned in accordance with traiic conditions, of train control apparatus on a vehicle governed thereby and comprising a normally energized electrically operable brake control device acting When de-energized to cause an automatic application of the brakes of the vehicle, a stick relay, an energizing circuit for said brake control device including contacts governed by said stick relay and maintained closed if said relay is energized, speed contacts operated by a speedresponsive device driven from the Wheels of the vehicle and open when the vehicle is traveling at excessive speed, an energizing circuit for said stick relay including said speed contacts, and manually controllable means for determining the closure of said energizino` circuit for the stick relay at one point, said manually controllable mea-ns normally maintaining said circuit open and being effective to close said circuit for a limited time only after each manual operation.

28. In a train control system for railroads having a track divided into blocks, each provided With a normally closed track circuit, a Wayside signal at the entrance to each block controlled by the track circuits of blocks in advance, an impulse transmitting device on the track near each signal for cooperating With vehicle-carried means to govern movement of the vehicle, a control circuit for each device for governing the controlling condition of said device, means automatically controlled in accordance With trailic conditions for rendering said control circuit inoperative,

a checking circuit and a source of current associated with each of said devices and including part of its control circuit, electroresponsive means in said kchecking circuit for governing the corresponding Wayside signal, and other means automatically controlled in accordance With traiic conditions for opening said checking circuit, whereby said electroresponsive means cannot be energized and the corresponding Wayside signal indicate clear if there is an interruption in that part of the control circuit for the corresponding impulse transmitting device included in the checking of that device.

Signed at Chicago, in the county of Cook, and State of Illinois, this 23rd day of November, A. D. 1922.

ARCHIBALD G. SHAVER.

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