US2088767A - Automatic train control - Google Patents

Description

P. J. SEMMEN Aug. 3, 1937.

AUTOMATIC TRAIN CONTROL Filed June 14, 1928 2 Sheets-Sheet l NNm ariwm vi VNN Www 06m Al .N U mmv M.) MN m ATTORNEY Aug. 3, 1937. P. J. ssMMEN 2,088,767

I AUTOMATIC-TRAIN CONTROL Filed June 14, 1928 2 Sheets-Sheet 2 lib IN VE N TOR @JJJCEMM A TTORNEY Pennsylvania Application. June 14, 1928, Serial No. 285,449

10 Claims.

: :I'Ihis invention relates to railway train control systems, particularly those inwhich both the signals and the switches are controlled both automatically and manually, and more especially to T such systems in which an indication and record is made at a central station of the movements of trains;

This invention relates to a system whereby an operator at a remote point such as at a dispatchers office, interlocking tower or way station is enabled tothrow switches along theline of a railway andat the same time display signals to the engineer-of an approaching train to indicate which position the switches are in. This invention is an improvement on the invention shown in my'co pending application filed April 10, 1923, SeriaI No. 631,099 and which is now U. S. Letters Patent 1,9715950. i

Anobject of the invention is to provide means for throwing switches at both ends of a double end siding and to operate a plurality of distinctive. signals to the engineer of an approaching train, andindicateby these signals information useful to the engineer for the safe and uninter rupt'ed" movement of trains.

Other objects and advantages will appear as the description of the invention progresses and the novelieatures will be particularly pointed out in theappended claims.

In describingthe invention indetail, reference is had to the accompanying drawings wherein I have illustrated a preferred physical embodiment of my invention and wherein like characters of reference designate corresponding parts throughout the several views and in which:

Figure 1 is'a schematic representation of the apparatus and circuits in the dispatchers office, interlocking tower or 'way station and along the track; Figf2 is a schematic representation of the apparatusand circuits on the locomotive or car by'which,'with certain cooperating parts of Fig. 1, signals are displayed on the locomotive or car.

Fig. lshows a main track consisting of track rails l' and 2. Rail l is electrically-continuous and rail 2- is divided into sections by means of insulating joints as 3, thus dividing the track into block sections as A, B, C, D. Near one end of each block is a track battery as 4 and near the other end of each block are'track relays as 5a, 55-, 5c and 5d; constituting with their conmotions to the rails, a track circuit well known to thoseskilled in the art. In blocks B and C a siding is shown as 6, having at its ends track switches' as l and 8. At the clearancepoints of thesidirig-ginsulating joints as- 3 electrically sepa-- s PATENT OFFICE AUTOMATIC TRAIN CONTROL Paul J. Simmen, Eden, N. Y., assignor, by mesne assignments, to The Union Switch & Signal Company, Swissvale, Pa., a corporation of rate the straight portion of the siding from the main track. At the switch points of the switches l and 8-are located power switch machines as 9 and Ill. The switch machines 9 and ill may be of any type well known to those skilled in I the art, which includes a motor, which when current is supplied to it flowing in acertain direction, the switch machine will close the switch and if current is supplied flowing in the opposite direction, the motor will operate in the opposite direction and the switch machine will open the switch, that is, any type of power operated switch machine may be used which depends upon an electrical change to cause it to operate.

For the purpose of brevity in this specification by a closed switch is meant that a train moving from block A to block B, will continue on the main track; and by an open switch is meant, that the switch is in a position such that when a train is moving from block A to block B, it will proceed into a siding.

Along the track arelocatedtrain control rails as II and I2, and I3 and I4. Train control rails H and I2 are for east bound train movements and train control rails l3 and I4 are for west bound train movements. Train control rails H and I3 are home train control rails and located near the entrance to anew block and train control rails l2 and I4 are distant train control rails, located approximately braking distance from the entrance to a new block. i

In Fig. 1 are shown a polarized relayas IBand an alternating current relay as it which are located along the track near switch 'I and suitably housed. Similar relays H5 and H6 are located near switch 8. In the dispatchers office are two manually operable switches as ll and I8. By the several positions of the switches I! and i8, different electrical conditions can be created in relays I-5- and I6 and H5 and H6 through circuits to be described hereinafter, thus placing the armatures of these relays in several dilierent positions and depending upon the position of these armatures, six different electrical conditions can be established in the train control rails. The circuits established by the armatures of relays l5 and I6 at switch I, govern train control.v rails II and i2; and the circuits established by the armatures of relays I P51311111? I I6 at switch 8, govern the train control rails l3and l4.

Relays l5 and It and H5 and H6 are electria cally controlled by the two manually operabl' switches 11 and. I'8- as hereinbefore stated- Wh switch I1 is in the right handposition, thus tacting with: spring contact as l9, an

connection is made to direct current source as 22. When switch I1 is in the left hand position, thus connecting with spring contact 20, an electrical connection is made with direct current source 23.

5 When switch I8 is in contact with spring contact 2|, an electrical connection is made with alternating current source 24. Electrical sources 22, 23 and 24 are preferably located in the dispatch l Depending upon the several positions of switches I1 and I8, relays I and I6 at track switches 1 and 8 may be energized or deenergized through three different circuits, to wit: The positive direct current circuit; the negative direct ourrent circuit; and the alternating current circuit. The positive direct current circuit through relay I5 at switch 1 is as follows: From positive pole of battery 22, wire 25, impedance coil 26,

wire 21, spring contact I9, switch I1, wire 28,

relay 29, wire 3|, impedance coil 32, wires 33,

terminal 34, wire 35, resistance 36, wire 31, terminal 38, wire 39, terminal 40, wire 4|, polarized relay I5, wire 42, impedance coil 43, and wire 44 to track rail I and thence through wires 45 and 46 to negative pole of battery 22. A similar circuit is also established through a branch circuit to polarized relay H5 at switch 8 as follows: From terminal 34, wire 41, terminal 48, wire 49, resistance 50, wire 5|, terminal 52,

wire 53, terminal 54, wire 55, polarized relay H5, wire 56, impedance coil 51, wire 58 to track rail and thence the circuit is completed through battery 22 as hereinbefore described.

The negative direct current circuit through 3 relay I 5, at switch 1 is as follows: From positive pole of battery 23, wires 59 and 66 and 45, track rail I, Wire 44, impedance coil 43, wire 42, polarized relay I5, wire 4|, terminal 40, wire 39, terminal 38, wire 31, resistance 36, wire 35, terminal 34, wire 33, impedance coil 32, wire 3|, re-

lay 29, wire 28, switch I1, spring contact 20, wire 6|, impedance coil 62, wire 63, to negative pole of battery 23. A similar circuit is also established through a branch circuit to polarized relay at switch 8 as follows: From track rail I, wire 58, impedance coil 51, wire 56, polarized relay H5, wire 55, terminal 54, wire 53, terminal 52, wire 5|, resistance 50, wire 49, terminal 48, wire 41, to terminal 34 and thence the circuit is completed through battery 23 as hereinbefore described.

The alternating current circuit through relay I6 at switch 1 is as follows: From alternating current source 24, wire 64, condenser 65, wire 66,

spring contact 2|, switch I8, wire 61, alternating current relay 30, wire 68, condenser 69, wire 10, terminal 34, wire 35, resistance 36, wire 31, terminal 38, wire 1|, alternating current relay I6, wire 12, condenser 13, wires 14 and 44, track rail 0 I and wires 45, 69 and 15 to the alternating current source 24. A similar circuit is also established through a branch circuit to alternating current relay H6 at switch 8 as follows: From terminal 34, wire 41, terminal 48, wire 49, resistance 50, wire 5|, terminal 52, wire 16, alternating current relay H6, wire 11, condenser 18,

wires 19 and 58 to track rail I and thence the circuit is completed through alternating current source 24 as hereinbefore described.

Impedance coils 26, 62, 32, 43 and 51 are inserted to prevent the flow of alternating current through the circuits in which they are inserted and condensers 65, 69, 13, and 18 are inserted to prevent the flow of direct current through the circuits in which they are inserted. Relays 29 and 30 in the dispatchers ofllce are for the purpose of indicating or recording train movements, which will be more fully described hereinafter. Resistances 36 and 50 are present in the circuits in which they are inserted to. decrease the flow of current through relays 29 and 36, for the purpose to be explained hereinafter.

By means of the three hereinbefore described circuits, which will be referred to hereinafter, which are established through the several positions of the manually operable switches I1 and I8, six different electrical conditions can be established in relays I5 and I6 and H5 and H6, which result in the armatures of these relays assuming different positions and by reason of. the different positions of these armatures, different circuits are established to train control rails H and I2, and I3 and I4, so that the train control rails are charged with electrical energy in six different ways.

The six different electrical conditions of relays I5 and I6 and H5 and I I6, and train control rails II and I2 and I3 and I4 are established as follows:

First c0'ndit2'0n.When switch I1 is in contact with spring contact I9 and switch I8 is in contact with spring contact 2|, polarized relays I5 and H5 are positively energized and alternating current relays I6 and H6 are also energized. Train control rails II and I2 and I3 and I4 are also energized with positive direct current and alternating current through certain branch circuits, which will be more fully described hereinafter.

Second condition-When switch I1 is in contact with spring contacts 20 and switch I8 is in contact with spring contact 2 I, polarized relays I5 and I I 5 are negatively energized and alternating current relays I6 and H6 are also energized. Train control rails II and I2 and I3 and I4 are also energized with negative direct current and alternating current.

Third condition.--When switch I1 is in contact with spring contact I9 and switch I8 is disconnected from spring contact 2|, polarized relays I5 and H5 will be positively energized, but alternating current relays I6 and H6 will be deenergized and. the train control rails will be energized with positive direct current only.

Fourth condition-When switch I1 is in contact with spring contact 2|], and switch I8 is disconnected from spring contact 2|, polarized relays I5 and H5 will be negatively energized, but alternating current relays I6 and H6 will be deenergized and the train control rails will be energized with negative direct current only.

Fifth condition-When switch I1 is disconnected from both spring contacts I8 and 28, and switch I8 is in contact with spring contact 2| polarized relays I5 and I I5 will be deenergized, I

and alternating current relays I6 and H6 will be energized and the train control rails will be energized with alternating current only.

Sixth ccndition.--When switch I1 is disconnected from both spring contacts I9 and 20 and switch I8 is disconnected from spring contact 2|, polarized relays I5 and H5 and alternating current relays I6 and H6 are deenergized and the train control rails are also deenergized.

I will now describe the branch circuits through which the train control rails II and I2 are electrically conditioned in six different ways as hereinbefore outlined.

When polarized relay I5 is positively energized, alternating current relay I6 is energized with alternating current, corresponding to the first condition, armatures BI. and 82 of relay I5 will make contact with front contacts 83, 84 and 85. and polarized armatures 86, 81 and 88 will be inlthe right hand position as shown in Fig. 1 and make contact with contact 89, 90 and: 9|. --Armatures 92 and 93 of relay. IIi-will be in the energized position and armature 92 will make contact with front contact 94. @ThiS position of the several armatures established a branch circuit from terminal 40=in the main dispatchers circuitto train control rails II and I2 as follows: From terminal 49, wire- 95, armature 92, front contact 94, wire 90, armature 80, front contact 83, wire 91, polarized armature 86, contact 89, wire 98, front contact 99, armature I00, of track control rails II and I2. It'will thus be seen'that when'switches I1 and I8 in the dispatchers ofiice are in the positions corresponding to the first condition, train control rails II and I2 are energized with positive direct current and alternating current.

-When polarized relay I5 is negatively energized alternating current relay I6 is energized with alternating current corresponding to the second condition, armatures 80, 8| and 82 of relay I5 will make contact with front contacts 83, 84 and 85, but polarized armatures 86, 81 and 88 are now in the left hand position, opposite tothat shown in Fig. 1 and will make contact with contacts I94, I05 and I06. Armatures 92 and 93 of relay I6 will still be in the energized position and armature 92 will make contact with front contact 94. This position of the several armatures establishes a branch circuit from terminal 40 in the main dispatchers circuit to train control rails II and I2 as follows: From terminal 49, wire 95, armature 92, front contact 94, wire 96, armature 80, front contact 83, wire 91, armature 86, contact I04, wire I01, and wires I08, I02 and I03-to train control rails II and I2. Under these conditions the train control rails are charged with negative direct current and alternating current. I

When polarized relay I5 is positively energized and alternating current relay I6 is deenergized, corresponding to the third condition, armatures 80, Ill and 82 of relay I5 will make contact with front contacts 83 and 84 and 85 and polarized armatures 86, 81 and 88 will make contact with contacts 89, 90 and 9|. Armatures 92 and 93 of relay I6 will be in the deenergized position and make contact with theback contacts I09 and NB. This position of the several armatures establishes a branch circuit from terminal 40 in the dispatchers circuit to train control rail II and I2 as follows: From terminal 40, wire 95, armature 92, back contact I09, wire III, armature 8|, front contact 84, and wires II2, I08, I02 and I03 to train control rails II and I 2. Under these conditions train control rails II and I2 are charged with positive direct current, only.

When polarized relay I5 is negatively energized and alternating current relay is deenergized, corresponding to the fourth condition, armatures 80, 8| and 82 of relay I5 make contact with front contact 83, 84 and 85, but polarized armatures 88, 81 and 88 are now in the left hand position and make contact with front contacts I04, I05 and I86. Armatures 92 and 93 of relay I6 are now in the deenergized position and make contact with back contacts I09 and H0. This position of the several armatures establishes a branch circuitfrom terminal 40: in the main sponding to the fifth condition, armatures 80",

8| and 82 of relay I5 are in the deenergized position and armature 80 will make contact with back contact I'I3. Armatures 92 and 93 of relay I6. will be in the energized position and armature 92 will make contact with front contact 94. This position of the several armatures establishes a relay 51), wire IIII, wires I02 and I03, to train branch circuit from terminal 40' in the main dispatchers' circuit to train control rails II and I2 as follows: From terminal 48, wire 95, arma-- ture 92, front contact 94, wire 96, armature-'80, back contact H3, and wires II2, I08, I02 and I03 to train control rails II and I2. Under'these conditions train control rails II and I2 are charged with alternating current, only. When polarized relay I5 and alternating current relay I6 are both deenergized, corresponding to the sixth condition, train control rails II and I2 are also deenergized, since switches I1 and I8 in thedispatchers office are open.

Polarized armatures 81 and 88 are pole changing members of a switch for the purpose of changing the direction of flow of current through motor II4, of switch machine 9 the operation of which will be described hereinafter. I

It will thus be seen that the dispatcher may electrically condition train control rails II and: I2 to any one of the six hercinbefore describedconditioris. The system is so arranged however, that the first condition, that is when the train control rails are charged with positive direct current and alternating current, is also subject to the. control of a track circuit; Thus when the dispatcher has placed the switches I1 and I8 to correspond to the first condition and there is a train in block B, track relay 5b will become deenergized in a manner well known to those skilled in the art and armature I00 will drop and break front contact 99.. When this occurs no energy can reach train control rails I and I2 and therefore they become deenergized, resulting in the sixth condition. It is furtherobvious to those skilled in the art, that when track switch 1 is open, but there is no train in block B, track relay 51) may also be deenergized in the usual manner and thus establish the sixth conditionin thetrain control rails.

Since only the branch circuit resulting from the first condition, is taken through the armature of track relay 5b, electrical conditions, as second, third, fourth, and fifth are independent of such track circuit control and the train control rails II and I2 will be charged as intended by the dis.- patcher, whether there is a train in block B or not. It will be obvious, however, to those skilled in the art, that any one of the other branch circuits corresponding to any of the other electrical conditions, may be taken through track relay 5b in a similar manner, thus making the circuit, representing any particular conditions, also subject to track circuit control. I I The branch circuits through which train control rails I3 and I4 are energized are similar to: thecircuits' controlling train control rails- II and I2. The only difference is that the branch circuitresulting from the second condition'istaken' through track relay 50 instead of the first condition branch circuit, for a purpose to be more fully explained hereinafter.

When polarized relay H5 is positively energized and alternating current relay H6 is energized with alternating current, corresponding to the first condition, armatures H1, H8 and H9 of relay II5 will make contact with front contacts I20, I2I and I22 and polarized armatures I26, I21 and I 28 are in the right hand position and make contact with contacts I29, I30 and I3I. Armatures I32 and I33 of relay II6 will be in the energized position and armature I32 will make contact with front contact I34. This position of the several armatures establishes a circuit from terminal 54 in the main dispatchers circuit to train control rails I3 and I4 as follows: From terminal 54, wire I 35, armature I32, front contact I29, wires I30, I39, I40 and MI, to train control rails I3 and I4. It will be noted that this branch circuit is not taken through track relay 50.

When polarized relay H5 is negatively energized and alternating current relay H6 is energized with alternating current, corresponding to the second condition, armatures H1, H8 and I I9 make contact with front contacts I20, I2I and I22 and the polarized armatures are in the left hand position making contact with contacts I42, I43 and I44. Armatures I32 and I33 of relay II6 will be in the energized position and armature I32 will make contact with contact I34. This position of the several armatures establishes a branch circuit as follows: From terminal 54, wire I35, armature I32, front contact I34, wire I36, armature II1, front contact I20, wire I31, armature I26, contact I42, wire I45, front contact I46, armature I41, of track relay 5c, and wires I48, I40 and'I4I to train control rails I3 and I4. It will be noted that this branch circuit is taken through the armature of track relay 50.

When polarized relay H5 is positively energized and alternating current relay H6 is deenergized corresponding to the third condition, armatures Ill and H8 and H9 will make contactwith front contacts I20, I2I and I22 and the polarized armatures will be in the right hand position and make contact with contacts I29, I30 and I3I. Armatures I32 and I33 of relay II6 will be in the deenergized position and will make contact with back contacts I49 and I50. This position of the several armatures establishes a branch circuit as follows: From terminal 54, wire I35, armature I32, back contact I49, wire I5I, armature II8, front contact I2I, and wires I52, I39, I40 and HI to train control rails I3 and I4.

When polarized relay H5 is negatively energized and the alternating current relay is deenergized, corresponding to the fourth condition, armatures H1, H8 and H9 will make contact with front contacts I20, I2I and I22 and polarized armatures will be in the left hand position making contact with contacts I 42, I43 and I44. Armatures I32 and I 33 will make contact with back contacts I49 and I50. This position of the several armatures establishes a branch circuit as follows: From terminal 54, wire I35, armature I32, back contact I49, wire I5I, armature II8, front contact I2I, wires I52, I39, I40, I4I to train control rails I3 and I4.

When polarized relay H5 is deenergized and alternating current relay H6 is energized, corresponding to the fifth'condition, armatures H1, H0 and H9 assume the deenergized position and armature II! will make contact with back contact I53. Armatures I32 and I33 assume the en ergized position and armature I32 makes contact with front contact I34. This position of the armatures will establish a branch circuit as follows: From terminal 54, wire I35, armature I32, front contact I34, wire I36, armature II1, back contact I53, and wires I52, I39, I40 and MI to train control rails I3 and I4.

When polarized relay H5 and alternating current relay II6 are both deenergized, corresponding to the sixth condition, train control rails I3 and I4 are deenergized since switches I1 and I8 in the dispatchers office are open. I

Polarized armatures I21 and I28 are pole changing. members of a switch for the purpose of changing the direction of the flow of current through motor I54 of switch machine I0, the operation of which will be described hereinafter.

It will thus be seen that the dispatcher may electrically condition train control rails I3 and I4 similar to train control rails II and I2, but the branch circuit established under the second condition is taken through track relay 50, so that when there is a train in block C, train control rails I3 and I4 will be deenergized corresponding to the sixth condition.

While I have provided polarized relay I5 and an alternating current relay I6 at track switch 1 and a similar polarized relay H5 and alternating current relay H6 at track switch 8 which control branch circuits to train control rails II and I2 and I3 and I4 respectively, it will be obvious to those skilled in the art that one polarized relay as I5 and one alternating current relay as I6 could properly control the branch circuits to both sets of train control rails II and I2 and I3 and I 4. Where a siding is long, it is preferred to provide two sets of relays as shown in Fig. 1 since the cost of the wires of the branch circuits would be greater than to provide two additional relays, but where a siding is short, it may be more economical to provide wires needed for the several branch circuits to train control rails II and I2 and I3 and I4 from one set of relays.

I will now describe the apparatus and circuits on the locomotive or car. There are six instrumentalities and circuits on the locomotive or car designated as No. 1, No. 2, No. 3, No. 4, No. 5, and No. 6, as shown in Fig. 2. While these instrumentalities are shown as lamps, they may equally as well represent an electromagnetic device to which motion is given depending upon whether the circuit is energized or deenergized. Such electromagnetic devices may be used for other purposes than, or in addition to, the display of signals to the engineer, such as is well known in the art, for example the proper control of speed control devices, or electropneumatic air valves, or both.

In Fig. 2 is shown a four-pole double-throw switch designated as S. When the locomotive is traveling eastward over the division, switch S is in the right hand position as shown in Fig. 2 and when a locomotive is traveling westward over a division, switch S is in the left hand position opposite to that shown in Fig. 2. The object of this switch is to transpose circuits to signals No. 1, No. 2, No. 3 and No. 4, depending upon whether a locomotive is traveling eastward or westward and is for the purpose of directional control, similar to my pending application Serial No. 631,096, filed April 10, 1923 and which is now U. S. Reissue Letters Patent 17,395.

By reason of switch S being in the right hand position for an east bound locomotive and i th left hand position on a westbound locomotive, when a locomotive is passing a train control. rail, which is energized with positive direct current and alternating current, signal No. 1 willbe displayed on an east bound locomotive, but signal No.2 will be displayed on a west bound locomotive. When a locomotive is passing a train control rail which is energized with negative direct current and alternating current, signal No. 1 will be displayed on a West bound locomotive but signal, No. 2 will be displayed on an east bound locomotive. When a locomotive is passing a train control rail which is energized with positive direct current only, signal No. 3 will be displayed on an east bound locomotive but signal No. 4 will be displayed on a west bound locomotive. When a locomotive is passing a train control rail which is energized with negative direct current only, signal No. 3 will be displayed on a west bound locomotive and signal No. 4 will be dis- Dlayedon an east bound locomotive. Since the positions of switch S only transposes the circuits of signals Nos. 1, 2, 3 and 4, signals Nos; 5 and 6 are not affected by the position of switch S, and therefore when a locomotive is passing a train control rail which is energized with alternating current, signal No. 5 will be displayed on both an east bound and a west bound locomotive and when a locomotive is passing a train control rail which is deenergized, signal No. 6 will be displayed on bothan east bound and a west bound inclined atthe ends so as to form a. ramp in the usual manner, such as is shown in my prior Patent No. 1,140,623, granted May 24, 1915. When thecontact shoe slides along the ramp, the shoe is tilted so as to break contacts I51, I58 and I59.

This motion of the shoe compresses. a spring as I60. When the contact shoe leaves the other end of a train control rail, spring I60 forces the contact shoeto the normal position, thus again closing contacts I51, I58 and I59. as I6I fixed to contact shoe I55, but insulated therefrom, is so positioned as to make contact with-contacts I58 and I594 The locomotive also carries a polarized relay as I62 and an alternating current relay as I63 with its companion directcurrent winding as I64, a battery as' I65, and another battery as I66. Polarized relay I62 controls theposition of neutral armatures as I61, I68 and I69 and polarized armaturesas I10, I1I, I12 and I13. Alternating current relay I63 and its companion direct current Winding I64 control the position of the armatures I14 and I15. Polarized armatures I12 and I13 are pole changing members of a switch for the purpose of changing the flow of current from battery I65.

An impedance coil as I16, is inserted in the circuit through polarized relay I62 to prevent the flow of alternating current through the circuit and a-co-ndenser I11 is inserted in the circuit The contact.

A metallic plate 7 through alternating current relay I63 to prevent the flow of direct current through the circuit.

Armature I61 of relay I62 controls a stick circuit through relay I62 which will be described hereinafter and armature I14 of relay I63 controls a second stick circuit through coil I64 which will be also described hereinafter. A four-pole double-throwswitch S consists of four pole members I18, I19, I80 and I8I, hinged respectively at I82, I83, I84 and I85. The other ends of these pole members are connected by an insulating bar as I86 to which is attached a handle as I81. In the right hand position of switch S as shown in Fig. 2, normal for an east bound movement, pole members I18, I19, I80 and I8I make contact with terminals I88, I89, I90 and I9I respectively. When switch S is in the left hand position, opposite to that shown in Fig. 2 and normal for a west bound train, pole members I18, I19, I80 and I8I make contact with terminals I92, I93, I94 and I95 respectively. Terminals I88 and I93 are connected by wire I96. Terminals I89 and I92 are connected by a wire I91- Terminals I90 and I95 are connected by wire I98 and terminals I9I and I94 are connected by wire I99.

I will now describe the operation of the six different signals on the locomotive in response to the six difierent electrical conditions of the train control rails as hereinbefore described.

, First condition.--When switch S is in the right handposition, normal for an east bound train movement, and the locomotive is passing a train control rail which is energized with positive direct current and alternating current direct current will flow from train control rail II, contact V shoe I55, wires 200, and 20I, impedance coil I16, wire 202, polarized relay I62, wires 203, 204, 205 and 206, axle 201, wheel 208, to track rail I and thence the circuit is completed through the positive direct current circuit. This will result in armatures I61, I68, and I69 of relay I62 making contacts with front contacts 209, 2 I0, 2I I and polarized armatures I10, I1I, I12 and I13 will make contact with. their respective contacts 2I2, 2I3, 2M and 2I5. Alternating current will also flow from train control rail I I, shoe I55, wires 200 and 2I6, condenser I11, wire 2I1, alternating current relay I63, wire 2I8, and wires 204, 205 and 206, axle 201, wheel 208 to track rail I and thence the circuit is completed through the alternating current circuit as hereinbefore described. This will result in armatures I14 and I15 of relay I63 making contact with front contacts 2I9 and 220. Inthis position of the armatures a circuit is established through signal No. 1 as follows: From positive pole of battery I65, wires 22I and 222, contact 2I4, armature I12, wire 223, armature I15, front contact 220, wire 224, armature I68,

front contact 2I6, wire 225, polarized armature I10, contact 2 I2, wire 226, hinge I82, pole member I18, contact I88, wire 221, signal No. 1, wires 228, 205, and 229, polarized armature I13, contact 2I5, wire 230, to negative pole of battery I65.

When the contact shoe leaves the other end of. the train control rail, the armatures of relays I62 and I 63 are maintained in the same position after the electro-motive forces from the dispatchers office cease to influence them through the two following stick circuits: As the contact shoe is leaving the train control rail, spring I60 closes contacts I51, I 58 and I59 and a stick circuit is established through relay I62 as follows: From positive pole of battery I65, wires 22I and 222, contact 2I4, polarized armature I12, wire 23I, armature I61, front contact 209, wire 232, contact I51, shoe I55, wires 208 and 20I, impedance coil I16, wire 202, polarized relay I62, wires 203, 204 and 229, polarized armature I13, contact 2I5, and wire 230 to the negative pole of battery I65. This stick circuit will be referred to hereafter as the positive polarized relay stick circuit.

A second stick circuit is established through coil I64 of relay I63 as follows: From battery I66, wire 233, coil I64, wire 234, contact I59, metallic contact plate I6I, contact I58, wire 235, front contact 2I9, armature I14, and wire 236 to the other side of battery I66. This stick circuit will be referred to hereinafter as the alternating current relay stick circuit.

It will thus be seen that by reason of the two stick circuits just described, the armatures of relays I62 and I63 are maintained in the same position, thus continuing the display of signal No. 1 until the next train control rail is reached.

Still speaking of the first condition of the train control rail that is, when it is energized with positive direct current and alternating current, but assuming that switch S is in the left hand position, normal for a west bound train. Under these conditions polarized relay I62 will be positively energized and alternating current relay I63 will be energized, thus leaving the armatures of the two relays in the same position as heretofore described, but by reason of switch S being in the left hand position, a circuit through signal No. 2 is established instead of through signal No. l as follows: From positive pole of battery I65, wire 22I, and 222, contact 2 I4, polarized armature I12, wire 223, armature I15, front contact 220, wire 224, armature I68, front contact 2I0, wire 225, polarized armature I10, contact 2I2, Wire 226, hinge I82, pole member I18, terminal I92, wire I91, terminal I89, wire 231, signal No. 2 and wires 228, 205 and 229, polarized armature I13, contact 2I5, and wire 230, to negative pole of battery When the contact shoe leaves the other end of the train control rail the positions of the armatures of relay I62 and I63 are maintained in the same positions, since the two stick circuits, the positive polarized relay stick circuit and the alternating current relay stick circuit are still effective. Thus signal No. 2 will be continued.

Second condition.When switch S is in the right hand position, and the locomotive is passing a traincontrol rail which is energized with negative direct current and alternating current, polarized relay I63 will be negatively energized through a circuit as follows: From track rail I, wheel 208, axle 201, wires 206, 205, 204 and. 203, polarized relay I62, wire 202, impedance coil I16, wires 20I and 200, contact shoe I55, to train control rail I I and thence the circuit is completed through the negative direct current circuit as hereinbefore described. Alternating current relay I63 will also be energized through a circuit hereinbefore described. Armatures I61, I68 and I69 of relay I 62 will still be in the energized position but polarized armatures I10, I1I, I12 and I13 will make contact with contacts 238, 239, 240 and MI. In this position of the several armatures a circuit is established through signal No. 2 as follows; Positive pole of battery I65, wires 22I and 242, contact 24I, polarized armatures I13, Wires 229,205 and 228, signal No. 2, wire 231, terminal I89, pole member I19, hinge I83, wire 243, contact 238, polarized armature I10, Wire 225, front contact 2I0, armature I68, wire 224, front contact 220, .armature I15, wire'223, polarized armature I12, contact 240, and wire 230 to negative pole of battery I65.

When the contact shoe leaves the other end of train control rail a stick circuit is established through relay I62 as follows: From positive pole of battery I65, wires 22I and 242, contact 24l, polarized armature I13, wires 229, 204 and 203, polarized relay I62, wire 202, impedance coil I16, Wire 20I and 200, contact shoe I55, contact I51, wire 232, front contact 209, armature I61, wire 23 I, polarized armature I12, contact 240, and wire 230, to negative pole of battery I65. This particular stick circuit will be referred to hereinafter as the negative polarized relay stick circuit. Alternating current relay I63 is still energized and the alternating relay stick circuit is effective. Thus signal No. 2 will be continued.

Still speaking of the second condition of the train control rail, but assuming that switch S is in the left hand position, then a circuit will be established through signal No. 1 as follows: From positive pole of battery I65, wires 22I and 242, contact 24I, polarized armature I13, wires 229, 205 and 228, signal No. 1, wire 221, terminal I88, wires I96, terminal I93, pole member I19, hinge I83, wire 243, contact 238, polarized armature I10, wire 225, front contact 2I0, armature I68, wire 224, front contact 220, armature I15, wire 223, armature I12, contact 240, and wire 230 to the negative pole of battery I65.

As the contact shoe leaves the other end of the train control rail the negative polarized relay stick circuit and the alternating current relay stick circuit are both effective and signal No. 1 is continued.

Third condition.When switch S is in the right hand position and the locomotive is passing a train control rail which is energized with positive direct current only, polarized relay I62 will be positively energized and the position of its armatures will be the same as hereinbefore described under the first condition. Alternating current relay I63 however will be deenergized since its stick circuit is now open at front contact I51. Armatures I 14 and I15 will assume the deenergized position and armature I15 will make contact with back contact 244. In this position of the several armatures a circuit is closed through signal No. 3 as follows: Positive pole of battery I 65, wires HI and 222, contact 2I4, armature I12, wire 223, armature I15, back contact 244, wire 245, armature I69, front contact 2| I, wire 246, armature I1I, contact 2I3, wire 241, hinge I84, pole member I80, terminal I90, wire 248, signal No. 3, wires 228, 205 and 229, armature I13, contacts 2 I5, wire 230 to negative pole of battery I65.

As the contact shoe leaves the other end of a train control rail, the positive polarized relay stick circuit is effective but the alternating current relay stick circuit is inoperative since the front contact 2I9 is now open. Thus signal No, 3 is continued.

Still speaking of the third condition of the train control rails, but assuming that switch S is in the left hand position, polarized relay I62 is positively energized and relay I63 is deenergized and a circuit is closed through signal No. 4 as follows: Positive pole of battery I65, wires 22I, and 222, contact 2I4, polarized armature I12, wire 223, armature I15, back contact 244, wire 245, armature I69, front contact 2| I, wire 246, armature I1I, contact 2I3, wire 241, hinge I84, pole member I80, terminal I94, wire I99, terminal I9I, wire 249, signal No. 4, wires 228, 205 and 229,

armature I13, contact 2I5 and wire '230 to the negative pole of battery I65. I

As the contact shoe leaves the other end of the train control rail the positive polarized relay stick 5* circuit is again effective but the alternating current relay stick circuit is inoperative. Thus signal No. 4 is continued.

' Fourth condition-When switch s is in the right hand position and a locomotive is passing a train control rail, which is energized with negative direct current only, polarized relay I62 is negatively energized and alternating current relay I 63 is deenergized. Polarizedarmature I16, 11!, I12 and I13 will be in the left hand position and make contact with contacts 238, 239, 246 and MI. This position of the several armatures will close a circuit through signal No. 4 as follows: Positive pole of battery I65, wires 22I and 242, contact 24I, polarized armature I13, wires 229, 265 and 226, signal No. 4, wire 249, terminal Ij9l, switch member I8I, hinge I85, wire 256, contact 239, armature I1I, wire 246, front contact 2II, armature I69, wire 245, back contact 244, armature I15, wire 223, armature I12, contact 240 and wire 236 tothe negative pole of battery I65.

As the contact shoe leaves the other end of the train control rail the negative polarized relay stick circuit is effective but the alternating current relay stick circuit is inoperative. Thus signal No. 4 is continued.

Still speaking of the fourth condition of the train control rails-but assuming that switch S is in the left hand position, polarized relay I62 is negatively energized and alternating current re-- 55 lay I63 is deenergized and the circuit is closed through signal No. 3 as follows: Positive pole of battery I65, wires 221 and 242, contact 24 I, armature I19, wires229, 205 and 228, signal No. 3, wire 246, terminal I9, wire I96, terminal I 95, pole 40 member IBI, hinge I65, wire 256, contact 239,

armature I1I, wiref246; front contact 2 I I, armature I69, wire 245, back contact 244, armature I15, wire 223, armature I12, contact 246, and wire 236, to the negative pole of battery I65,

As the contact shoe leaves the other end of the train control rail,'the negative polarized relay stick circuit is "effective but the alternating current relay stick circuit is inoperative, thus signal No. 3 is continued.

Fifth condition-irrespective of whether switch S is in the left hand position and the locomotive is passing a train control rail which is energized with alternating current, polarized relay I62, will become deenergized and its neutral armatures I61, 866 and vI69 will assume the deenergizedrposition. Armatures I66 and I69 will close back contacts 25I and 252 and alternating current relay I63 will be energized and armature I14 and I15 will close front contacts 2I9 and 226. This position of the several armatures closes a. circuit through signal No. 5 as follows: From positive pole of battery I65, wires 22I and 222, contact 2H1, armature I12, wire 223, armature I15, front contact 226, Wire 224, armature I68, contact 25I, wire 253, signal N0. 5, and wires 22 8, 205 226, armature I13, contact 2I5, and wire 236 and to the negative pole of battery I65. vThe negative polarized relay stick circuit is now inoperative since the front contact 209 is now open but the alternating current relay stick circuit is effective, thus signal No. 5 is continued.

Sixth condition-Jrresriective of whether sWitch'S is in the right hand position or left hand position, and a train passes a train control rail which is deenergized the two stickcircuits will be openat contacts l51, I56 and-I59z=and both relays I62 and I63 will become deenergized. Armatures I61, I68 and I69 will assume the deenergized position and armature I15 will close back contact 244. This position of the several armatures will close a circuit through signal No. 6 as follows: From positive pole of battery I65, Wires 22I and 222, contact 2I'4, armature .I12, wire 223, armature I15, backcontact 244, who 245, armature I69, back contact 252, wire 254, signal No. 6, wires 228, 205 and 229, armature I13, contact 2 I 5, and wire 236 to the negative pole of battery I65. i

As the contact shoe leaves the other end of the train control rail both stick circuits are now inoperative since both front contaots269 and 2.I9 are open, thus signal No. 6 will be continued; until an energized train control rail is encountered. 4

It must be understood that each time a contact shoe I55 slides onto a train control rail, both stick circuits are opened at contacts I51, I58 and I59 and-therefore both relays I62 and I63 would become decnergized resulting in a display of sig-. nal No. 6 unless energy ofsome character is imnished from the dispatchers oflice while contact shoe I55 is in contact with a train control rail.

I will now describe the indicating or recording apparatus in the dispatchers office. A record sheet as 255 is suitably mounted and driven, by a roller as 256, which in turn is driven by a shaft 251; Shaft 251 receives motion through a ratchet wheel as 258. A pawl as 259 is pivotally mounted on armature 266 of electro magnet 26I. qArmature 266 is hinged at 262. I When electro mag-net 26I is periodically energized, motion is given to ratchet wheel as 258 throughpawl 259. Aspring as 263 normally pulls armature 266 and pawl 259 to the right, when electro magnet 26I is not energized. Electro magnet 26I is connected jby wire 264to a make-and-break device as 265 which make-and-break device is periodically operated by a clock as 266. This may well be of the form as shown in my prior Patent No. 1,203,146 granted October 21, 1916. When the make-and-break device 265 is closed, the electromagnet 26I is energized through the following circuit: Battery 261, wire 268, electro magnet 26I, wire 264, make and-break device 265, wire 269, tothe other side of battery 261. The make-and-break device 265. is operated say every five seconds by the clock 266 so as to give a slow and uniform motion to record sheet 255, through ratchet wheel 258..and pawl 259. The record sheet is transversely divided into sections 216, each section corresponding to a double ended siding. Longitudinally the record sheet is divided into time lines suchas 1.00 A. M. each one of the lines representing a one minute interval. Since the make-and-break device is operated intermittently continuously it will be seen that longitudinally it assumes a 1 constantly changing position during the 24;.hours of the day. I

Adjacent to the record sheet are perforating magnets as 21I, 212 and 213; perforating mag.- net 21I responding to the positive direct current circuit, perforating magnet 212 responding to the negative direct current circuit and perforating magnet 213 responding to the alternating cur rent circuit. Pivotally attached to armatures 214 of these perforating magnets are perforating needles as 215, so positioned .adjacentjgto the record sheet that when a perforating magnet is energized, a perforation is madeon the record sheet. Attached to switches I1 and I8 'arel'mew I tacts 211 and 218.

tallic wedges as 216 which are, however, insulated from the switches I1 and !8. When the switch I1 is in contact with spring contact !9, metallic wedge 216 will electrically connect spring con- When switch !1 makes contact with contact spring 28, metallic wedge 216 will electrically connect contact spring 219 and 288 and when switch !8 is in contact with spring contact 2! metallic wedge 216 will electrically connect spring contacts 28! and 282. The circuits through the perforating magnets 21! and 212 are controlled by relay 29 and the circuit through perforating magnet 213 is controlled by alternating current relay 38.

When switch !1 is in contact with spring contact !9 and there is no train in block A or block D, current is flowing through relay 29, but this current is not sufficient by reason of resistance 36 and 58 in the main circuit to attract armature 283 and close front contact 284, and therefore the circuit through perforating magnet 21! is not closed. If, however, there is a train in block A, track relay 5a becomes deenergized and armature 285 of track relay 5a closes back contact 286 and establishes a shunt circuit which cuts out resistances 36 and 58 as follows: From terminal 34 in the main dispatchers office, wire 281, arma ture 2850f track relay 5a, back contact 286, wire 288,-to track rail I, and thence the circuit is completed through the positive direct current circuit heretofore described. With resistance 36 and 58 thus cut out of the circuit, there is then sufficient current flowing through relay 39 to attract armature 283 and close front contact 284. When this occurs a circuit is closed through perforating magnet121! as follows: From battery 261, wire 289, metallic contact plate 298, bus 29!,wire 292, perforating magnet 21!, wire 293, contact spring 211, metallic wedge 216, contact spring 218, wire 294, front contact 284, armature 283, wire 295, and'bus 296, to the other side of battery 261'. Similarly when block D is occupied, armature 291 of track relay 5d will close back contact 298, and a similar shunt circuit is established from terminal 34 in the main dispatchers circuit, wire 41, terminal 48, wire 299, armature 291, of track relay 511, back contact 298, wire 388, to track rail and thence the circuit is completed through the positive direct current circuit as hereinbefore described. When this shunt circuit is established there is again suflicient current flowing through relay for armature 283 to close front contact 284 and 'close the circuit through perforating magnet 21!.

When switch !1 is in contact with spring contact28 the circuit through perforating magnet 212 is closed at contact springs 219 and 288 through metallic wedge 216. As long however, as there is no train on blocks A or D, there is not suflicient current flowing through relay 29 to attract armature 283 and close contact 284, but assoon as the shunt circuit through armature 285 of track relay 5a or armature 291 of track relay 5d, is closed as hereinbefore described,

there is sufficient current flowing through relay 29 to attract armature 283 and close front contact 284, and then the circuit is closed through perforating magnet 212 as follows: From battery 261, wire 289, metallic contact plate 298, metallic wedge 216, contact spring 288, wires 383 and 294, front contact 284, armature 283, wire 295, and bus 296 to the other side of battery 261.

When switch !8 is in contact with spring contact 2| the circuit through perforating magnet 213 is closed at contact springs 28! and 282,

through metallic wedge 216. As long, however, as there is no train in blocks A or D, there is not sufficient current flowing through relay 38 to attract armature 384 and close front contact 385, but as soon as the shunt circuit through armature 285 of track relay 5a or armature 291 of track relay Ed is closed, as hereinbefore described, there is sufiicient current flowing through relay 38 to attract armature 384 and close front contact 395 and then the circuit is closed through perforating magnet 213 as follows: From battery 261, wire 289, metallic plate 298, bus 29!, wire 386, perforating magnet 213, wire 381, contact spring 28!, metallic wedge 216, contact spring 282, and wire 388, front contact 305, armature 384, bus 296, to the other side of battery 261.

It will thus be seen that when either one of the switches !1 or !8 makes contact with spring contacts !9 or 28 or 2| and a train enters either block A or D the respective perforating magnet 21!, 212 or 213 is energized and makes a perforation in the record sheet 255, thus giving the exact time when a train entered block A or D. It will be noted that the circuits through perforating magnets 21!, 212 and 213 are taken through metallic plate 298, which is a circuit breaking device through which the circuits are periodically made and broken. This circuit breaking device operates as follows: metallic contact plate 298, is attached to armature 268 and insulated therefrom. Every time the electro magnet 26! is energized, which as hereinbefore stated is say every five seconds, the circuits through wires 289 and bus 29! are closed through metallic plate 290. When magnet 26! is deenergized armature 268 is pulled to the right by spring contact 263 and the circuit through wire 289 and bus 29! is broken. By reason of this periodic breaking of the circuit through perforating magnets 21!, 212 and 213, an intermittently con tinuous perforation is made on the record sheet as long as blocks A or D are occupied, and the record will show the exact time a train entered blocks A or D and the length of time the train remained in the block. The record will further show, which one of the six electrical conditions of the train control rails had been set up by the dispatcher when a train entered blocks A or D. For instance, if perforating magnet 21! and 213 simultaneously made a record, the first condition was set up. If perforating magnets 212 and 213 made a record simultaneously, the second condition was set up. If perforating magnet 21! alone made a record, the third condition was set up. If perforating magnet 212 alone made a record, the fourth condition was set up. If perforating magnet alone made a record the fifth condition was set up, and if no record is made when a train entered block A or D, it is evident that the sixth condition was set up.

I will now describe the operation of power switch machines 9 and !8. When the dispatcher places switch !1 so as to contact with spring contact 9 and opens switch !8 and. disconnects it from, spring contact 2!, that is when the third condition is set up in the train control rails, polarized relay !5 near track switch 1 is positively energized and alternating current relay !6 near track switch 1 is deenergized. Under these conditions a circuit is closed through motor H4 of switch machine 9 as follows: From positive pole of battery 389, wire 3!8, contact 9!, polarized armature 88, of relay !5, wire 3! front contact 85, armature 82, wire 3!2, back contact !!8, armature 93 of relay !6, wire 3!3, armature 3!4, of track relay 5a, front contact 3!5, wire 3!6,

roi

motor H4, of switch machine 9, wires 3" and 31I8, polarized armature 81 of relay I5, contact 90, wires 3I9, and 320, to negative pole of battery 309. When this circuit is completed, current is flowing through motor H4 of switch machine 9 and the connections to the motor are so arranged that track switch 1 will be closed.

Similarly when the dispatchers switches are set up for the third condition, polarized relay II5 near track switch 8 is positively energized and alternating current relay IIB near track switch 8 is deenergized, and a circuit is closed through motor I54 of switch machine I as fol lows: From positive pole of battery 32 I, wire 322, contact I3I, polarized armature I28 of relay H5, wire 223, front contact I22, armature H9 of relay H5, wire 224, back contact I50, armature I33, of relay H6, wire 325, armature 326, of track relay d, front contact 321, wire 328, motor I54 of switch machine I0, wires 329 and 338, polarized armature I21 of relay I I5, contact I30, wires 33I and 332, to negative pole of battery 32I.

When this circuit is completed, current is flowing through motor I54 of switch machine I0 and the connections to the motor are so arranged that track switch 8 will be open.

When the dispatcher places switch I1 so as to contact with spring contact and opens switch I8 and disconnects it from spring contact 2|, that is when the fourth condition is set up in the train control rails, polarized relay I5 near track switch 1 is negatively energized and alternating current relay I6 near track switch 1s is deener gized. Under these conditions, polarized armatures 81 and B8 of relay I5 are in the left hand position, opposite to that shown in Fig. 1, and the circuit through motor I I4 of switch machine 9 is again closed, except that the current is now flowing in the opposite direction, as follows: From positive pole of battery 309, wire 3I0, contact I05, polarized armature 81, wires3l8 and 3I1, motor H4, wire 3I6, contact 3I5, armature 3 I4', wire 3I3, armature 93, back contact I I0, wire 312, armature 82, front contact 85 wire 3I I, polarized armature 88, contact I06, and wires 333 and 320 to negative pole of, battery 309. When current is flowing through motor H4 in this direction switch machine 9 will place track switch I in the open position.

Similarly when the dispatchers switches are set up for the fourth condition, polarized relay [15 will be negatively energized and alternating current relay H6 will be deenergized. Under these conditions polarized. armatures I21 and I28 of relay H5 are in the left hand position opposite to that shown in Fig. 1, and the circuit through motor I54 of switch machine I0 is again closed except that the current is now flowing in theopposite direction as follows: From positive pole of battery '32I, wire 322, contact I43, polarized armature I21, wires 330, and 329, motor I54, wire 328, front contact 321, armature 326, wire 325, armature I33, back contact I50, wire 224,,armature H9, front contact I22, wire 223, polarized armature I28, contact I44, and wires 334 and 332, to the negative pole of battery 32I. When current is flowing through motor I54 in this direction, switch machine III will place trackswitch 8 in the closed position.

It will be noted that, the circuit through motor H4 of switchmachine 9is taken through armature 3I4 of track relay.5a and similarly the circuit through motor I54'of switch machine I0 is taken .through armature 326 of track relay 5d.

This is for the purpose of preventing the dispatcher from moving track switch 1 from themsition it is in. after a train has entered block A and similarly moving track switch 8 from the position it is in after a train has entered block D. As soon .as a. trainienterseither block A orblock D, their corresponding track relays 5a or 5d become deenergized, in a manner well known to those skilled in the art, and the circuits through motors H4 or I54 are broken, thus preventing any movement. in switch machine 9 or I0.

Under some conditions it may be desirable to duplicate some of the signals given on the locomotive, by. means of fixed signals along the track. In Fig. 1 is shown such an arrangement whereby a fixed signal near track switch 1 is controlled by a relay as shown at 335, for governing an east bound train and a similar relay as shown at 336 near switch 8 controlling a signal for governing a west bound train. The fixed signals. may be light signals or semaphore signals controlled by relays, as 335 and 336 in a manner well known to those skilled in the art. When relay 335 or 336 is energized a clear signal is displayed and when deenergized a danger signal is displayed.

The circuit through relay 335 is taken through armature 331 of track relay 5? andis as follows: From. positive pole of battery 30,9, wire 3I0, contact .95, polarized. armature 88, wires 3I I and338, relay 3,3,5, Wire 339, front contact 340, armature 33.1 of trackrelay 5b, wire 31.8, polarized armature 81, contact 90, and wires 3I9 and 320 to the negative pole of battery 309. When there is no train in block B, track relay 5b is energized and the circuit through relay 335 is closed and there fore it is in a condition to display a clear signal, but when there is a train in block B, track relay 5b is deenergized, thus breaking the circuit through relay 33,5, and conditioning it to display a danger signal.

Similarly the circuit through relay 336 is taken through armature 34I, of track relay 5c and is as follows: From positive pole of battery 32 I, wire 322, contact I3I, polarized armature I28, wires, 223, and 342,relay 33.6, wire 343, frontcontact 34,4, armature .34], of track relay 50, wires 345 and 33,0, polarized armature I21, contact I30, and wires 33I and 332 to negative pole? of battery 32I. When there is no train in block C track relay .5c is energized and the circuit through relay ,336 isclosed and therefore, the relay is in a condition to display a clear signal but when there is a train in block C, track relay 5c is deenergized, thusbreaking the circuit through armature..3.4l of relay 5c and conditioning relay 336 to display a danger signal.

While I have shown in these specifications and drawings means to control a cab signal by means of a track circuit only, it will be obvious to those skilled in the art that fixed signals could be substituted for cab signals for any one of the six electrical conditions controlled from the dispatchers office, such, for instance, as are shown in payed-pending application, Serial No. 631,097, filedApril 10, 1923'and which is now U. S. Letters liver a certain order to the train crew. The order may read that the train should proceed to siding 5, stay on the main track and meet another train, or the order may read for the train to proceed to siding 6, pull in on the siding and meet another train. In this latter case, the train proceeds to near the switch at siding 6, and the train must be stopped and a brakeman sent ahead to open the switch so that the train may pull in on the siding. Not only is this operation time consuming but an appreciable amount of coal is wasted, particularly in case of a heavy freight train. With this invention not only is the dispatcher enabled to open the desired switch before the train arrives at the siding, but at the same time he is enabled by means of signals to instruct the engineer that the switch is open and that he should proceed on to the'siding at a distance far enough back of the siding switch such as at distant train control rails l2 and M to enable him to bring his train from a comparatively high speed at which he may be running to a relatively lower speed near the siding switch so that the train may proceed over the sharp curves of the switch safely.

The signals and instrumentalities described in this invention may be used as follows: When the dispatcher places switches I! and I8 in the position corresponding to the first condition, signal No. 1 will be displayed on an east bound locomotive, indicating that the track ahead is clear and signal No. 2 will be displayed on a west bound locomotive, indicating to the engineer that the train should stop and that the main track is set up for an east bound movement. When the dispatcherplaces switches I! and I8 in the position corresponding to the second condition, signal No. 1 will be displayed on a west bound locomotive indicating that the track ahead is clear and signal No. 2 will be displayed on an east bound locomotive indicating to the engineer that the train should stop and that the main track is set up for a west bound movement.

When the dispatcher places switches I1 and I8 in the position to correspond to the third condition, signal No. 3 will be displayed on the east bound locomotive indicating to the engineer that he should stop and meet another train and further that the track switch is closed and that he should stay on the main track, but under these conditions signal No. 4 will be displayed on a west bound locomotive indicating to the engineer that he should stop at the siding and meet another train and further that the track switch is open and that he should pull his train into the siding.

When the dispatcher places switches l1 and I8 in the position corresponding to the fourth condition, signalNo. 4will be displayed on an east bound locomotive indicating to the engineer that he should stop and meet another train and further that the track switch is open and that he should pull his train into the siding, but under these conditions signal No. 3 will be displayed on a west bound locomotive indicating to the engineer that he should stop and meet another train at the siding and further that the track switch is closed and that he should remain on the main track.

When the dispatcher places switches l1 and I8 in the position corresponding to the fifth condition, signal No. 5 will be displayed on both an east bound and a west bound locomotive and may be used to indicate to the engineer to stop and report to the dispatcher and when the dispatcher gossips? places switches I! and I 8 in the position corre-' sponding to the sixth condition signal No. 6 will be displayed on both an east bound and a west bound locomotive, and may be used to indicate to the engineer, to stop, that there is danger ahead. Signal No. 6 will also be displayed irrespective of the placing of the dispatchers switches if the block ahead is occupied. Or any of the signals may be used for a purpose as designated by the executive ofiicers of the railway. In no case, however, can signal No. 1 or the clear signal be displayed if the block ahead is occupied.

Although I have particularly described and illustrated one preferred physical embodiment of my invention and explained the principle and construction thereof, nevertheless, I desire to have it understood that the form selected is mere- 1y illustrative and does not exhaust the possible physical embodiment of means underlying my invention.

' What is claimed is:

I 1. In a railway system, a passing siding section having siding switches adjacent the ends thereof, single track stretches adjacent the ends of said siding section, switch motors for opening and closing said switches, switch motor control means, a signal station governing the entrance of trafiic moving in one direction into the passing siding section, a signal station governing the entrance of trafiic moving in the other direction into the passing siding section, a dispatchers office and circuit means therefrom for controlling the switch motor control means and the signal stations for both directions of train operation,.

means at the dispatchers office for energizing the circuit means with direct current of either polarity and alternating current, the signal stations being responsive to the presence or absence of alternating current for efiecting a proceed indication or a meeting indication, the switch motor control means being responsive to direct current of one polarity or the other for effecting movement of the siding switches to open or closed positions and including means responsive to alternating current for preventing operation of the switch motors, and the signal stations being responsive to the polarity of the direct current.

2. In a railway system, a passing siding section having siding switches adjacent the ends thereof, single track stretches adjacent the ends of said siding section, switch motors for opening and closing said switches, switch motor control means, a signal station governing the entrance of traffic moving in one direction into the passing siding section, a signal station governing the entrance of traflic moving in the other direction into the passing siding section, ,a dispatchers oifice and circuit means therefrom for controlling the switch motor control means and the signal stations for both directions of train operation, means at the dispatchers oifice for energizing the circuit means with direct current of either polarity'and alternating current, the signal stations being responsive to the presence or absence of alternating current for effecting a proceed indication or a meeting indication, the switch motor control means being responsive to direct current of one polarity or the other for effecting movement of the siding switches to open or closed positions and including alternating current responsive means for preventing operation of the switch motors, the signal stations being responsive to the polarity of the direct current, and track relay means for disabling the control of a switch motor when a trainhas approached the switch, a

a railway system, a passing siding section having siding switches adjacent the ends thereof, single track stretches adjacent the ends of said' siding section, signal means for governing the entrance of trains moving in eitherdirection into the siding section, switch operating means at the trackway' for opening andclosing said switches, a dispatchers ofiice and electrical circuit means connecting the'bfic'e and the signal means and the switch" operating means, means at the dispatchers ofiice for energizing the electrical circuit means with-direct current of either polarity and alternating current, the switch operating means being responsive to the polarity of the direct current for either opening or closing the switches and including alternating current responsive means"? for rendering the switch operating means ineffective, and the signal means being responsive to the polarity of the direct current andresponsive to alternatingcur rent-to establish the signal means for a proceed or a meeting movement.

4. Ina railway system, a passing siding section having siding switches adjacent the ends thereof, single track stretches. adjacent the ends of said siding section, signal means for governing the entrance of trains moving in either direction into the siding section and control means at the trackway for the signal means, switch operating means at the trackway for opening and closing said switches, a dispatchers ofiice and electrical circuit means connecting the oflice and thesignal control means and the switch operating means, means at the dispatchers ofilce for energizing the electrical circuit means with direct current of either polarity and alternating current, the switch operating means being responsive to the polarity of the direct current for either opening or closing the switches, the signal control means being responsive to the polarity of the direct current and responsive to the presence or absence of alternating current to establish the signal means for a proceed or a meeting movement, and track relay means for preventing operation of a switch when a train has approached the switch.

5. In a railway system, a passing siding section having siding switches adjacent the ends thereof, single track blocks adjacent the ends of said. siding section, signal means for governing the entrancaof trains moving in either direction. into the passing siding section, switch operating means at the trackway for opening and closing said switches, a dispatchers office and a line wire: extending therefrom to the siding section, said. line wire being electrically associated with said. switch operating means and the signal means,. means at the dispatchers ofilce for applying di-- rect current of either polarity to the line wire: andsaid switch operating means being respon-- sive to the polarity of the current so applied for normally causing the switches to assume either an open or closed position, means at the dispatchers o-ffice for impressing another electrical. condition upon the line wire, and said signal. means normally being responsive to said another" electrical condition for causing the signal means to indicate a proceed or a meeting movement, and.

' means responsive to said another electrical conhaving siding switches adjacent theends thereof, single track blocks adjacent the ends of said siding section, signal means .for governing the entrance of trains mo-vingin either direction into the 'passing siding section, switch operating means atthe traclcw'ay' for opening and closing said switches, a dispatchers oflice and a line wire extending therefrom to the siding section, said line wire-being. electrically associated with said switch operatingmeans and the signal means, meansat the dispatchers. office for applying direct current of either polarity to the line wire andsaid, switch. operating means being responsive to ,the polarityof the current so applied for normally, causing the switches to assume either an open or closed position, means atthe dispatchers office for impressing anotherdistinctive electrical condition upon the line wire, means responsive to said distinctive electrical condition and asscciated withthe switch operating means for preventing the operation thereof, said signal means normally being responsive to said distinctive electrical condition for causing the signal means to indicate a proceed or a meeting movement, and track circuit means for preventing movement of one switch by the switch operating means when .a train approaches said siding section and has entered upon the single track block adjacent said switch.

'7. In a train dispatching system, a section of railway track having a passing siding with a track switch, signals for controlling the entrance of trains into said section of track from both directions, a switch machine for operating the track switch, a dispatchers office, line circuit means from said dispatchers oflice extending to the siding section, a direct current responsive relay included in the line circuit means at the siding and located near the switch machine for operating said switch machine, an alternating current responsive relay included in the line circuit means at the siding for disassociating the switch machine from operation by the direct current responsive relay, said signals being associated with the line circuit means and being distinctively responsive to the presence of direct and alternating currents therein, means at the dispatchers ofiice for independently operating said direct current relay and said alternating current :relay through the medium of said line circuit :means, and means at said dispatchers oflice distinctively detecting the flow of direct and alter.- inating current in said line circuit means.

8. In a train dispatching system, a section of :railway track having a passing siding with a track switch at each end thereof, signals as- ;sociated with said passing siding, switch machine means for operating the track switches, a dispatchers ofiice, line circuit means from said oflice extending to the siding section, direct current responsive polar relay means included in the line circuit means at the siding for normally eiiecting opening or closing of said track switches by the switch machine means in accordance with the polarity of direct current present in the line circuit means, alternating current responsive relay tmeans associated with the line circuit means for controlling said signals and for rendering the .switch machine means operable or inoperable by said polar relay means, and means at the dispatchers office for independently operating said direct current responsive polar relay means and .said alternating current responsive relay means through the medium of said line circuit means.

9. In a train dispatching system, a section of railway track having a passing siding with a track switch at each end thereof, signals associated with said passing siding, switch machine means for operating the track switches, a. dispatchers ofiice, line circuit means extending from said ofiice to the siding section, direct current responsive polar relay means associated with the line circuit means for normally effecting opening or closing of said track switches by the switch machine means and for causing distinctive indications by said signals in accordance with the polarity of the direct current present in the line circuit means, alternating current responsive relay means associated with the line circuit, means for causing said signals to indicate proceed or a meeting and for preventing operation of the switch means by said polar relay means, means at the dispatchers oilice for independently operating said direct current responsive polar relay means and said alternating current responsive relay means through the medium of said line circuit means, and means at the dispatchers office distinctively detecting the flow of direct and alternating current in said line circuit means.

10. In a train dispatching system, a section of railway tracks having a passing siding with a track switch, signal means for controlling the entrance of trains into said section of track from both directions, a switch machine for operating the track switch, a dispatchers ofiice and line circuit means extending therefrom to the siding section, means at the siding controlled from the dispatchers oifice through the medium of said line circuit means for operating the switch machine, said signal means being associated with the line circuit means, said signal means including means responsive to alternating current in the line circuit means to establish the signal means for proceed or meeting indications and distinctively responsive to the polarity of direct current in the line circuit means, and means at the dispatchers oflice for independently applying direct current of either polarity and alternating current to the line circuit means.

PAUL J. SIMMEN.

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