Патент USA US2118476код для вставки
May 24, 1938. ‘ H. w. RICHARDS 2,118,476 TRAIN SIGNALING SYSTEM ‘Original Filed Oct. 19, 1951 90 ' 9/ 79 GM I00 65 77 78 95 76 [0 YM 67 95 //6 8/ I08 Elma/WM: ’2 792mm’ WCHARDS, Patented May 24, 1938 _ I 2,118,476 UNITED ‘STATES PATENT OFFICE 2,118,476 TRAIN SIGNALING SYSTEM Harry Richards, New York, N. Y; Substitute for application Serial No. 569,766", October 19, 1931. This application March 16,» 1937, Serial No. 131,217 ' ' - 12 Claims. (01. 246-63) This invention relates to an automatic system ber of radial projections of su?icient length to for transferring electrical communications to vehicles in motion and has for its object to provide a system which is simple in parts and more ef?~ ‘5 cient in operation than those heretofore proposed. This application is a re?le of applicant’s prior application Serial No. 569,766 ?led October: 19, 1931. With these and other objects in view the in10 vention resides in the novel details of ‘construction and combinations of parts constituting the cause'the arm of an armature to be moved to ward or away from a ?xed contact point to close or open the circuit thereof. That is to say, there is provided a wheel 20 having equally spaced pro jections 2! which, as the wheel rotates, succes sively move the pivoted arm 22 away from the ?xed contact 23, said arm being normally held. against said contact by virtue of current passing through an indication magnet 24 in the circuit of 10 the signal desired to be transmitted. Thus it apparatus as well as in the novel steps and com- will be seen from the drawing that the arm 22 binations of steps constituting the method of transmitting the communications, as will be dis- will be held against the periphery of the wheel by the forces created by the electro-magnet 24; 15 closed more fully hereinafter and particularly pointed out in the claims. that when the flats of said wheel are in‘ contact 15 with said arm the contact point 23 will be closed; The accompanying drawing forming a part of and that the projections 2| successively move this speci?cation is a diagrammatic representa- said arm in a direction away from said contact tion of a system by which the principles of this point to open the latter. Since the shaft it 20 invention may be carried out. In said diagram are contained the trackside layout as well as the layout carried by the vehicle in motion. . In the drawing the trackside equipment consists of an inductor element comprising a lami25 nated structure I having thereon a plurality of cores 2, 3, 4 and 5, each core having, thereabout a coil which may or may not be connected in of the motor will have a de?nite R. P. M. after it 20 reaches its prescribed speed, the wheel 20 will cause a de?nite number of interruptions per see 0nd, in any circuit controlled by the ?xed con tact 23 and the arm 22, in accordance with the, number of projections 2| on said wheel. 25 The arm 22 is connected in circuit to the free end of the coil 6 which, as above stated, is serial series with the coils of the adjacent cores. In the drawing these coils are indicated respectively by‘ co the numerals 6, 1, 8 and 9 and are shown con- ly connected with the other coils ‘I, 8 and 9. Since the arm l3 and the ?xed contact 23 are elec trically ‘connected it will therefore be seen that 30 nected in series. The free end of coil 9 is connected to the armature of a relay ID which is 10cated in the block next in advance of the block in which I is located, said relay being ener35 gized through a standard track circuit as will be said coils are disposed in a closed circuit when the contacts I I, I2 and 23 are closed. At low speeds of the motor the governor I‘! will cause the contact I2 to» open, and when this is the case the circuit of said coils will be open regardless 35 of any condition of contact 23. The circuit of the coils will also be open whenever armature II readily understood, said relay becoming deenergized when a train enters the track section to which said relay is connected. The contact point ll of said relay is connected to a ?xed con40 tact l2 which is adapted in turn to be contacted by a movable spring tensioned arm l3 actuated by a governor operated sleeve M. In other words, a motor having an armature I5 and a ?eld coil l5a, energized by current from any suitable 45 source, is provided with a shaft represented by the dash line l6 upon which is mounted a typical governor I‘! connected to the sleeve l4 slidable on said shaft, said Sleeve being positioned to control the movement of the spring pressed arm I3 to50 ward or away from the contact l2. The purpose of the governor is to leave the contact l2 open until the speed of the motor is up to- a prescribed rate. , Rigidly mounted on the shaft l6 are any num 55 her of wheels each having a predetermined num1 is in open-circuiting position. However, with the motor turning at the prescribed speed and the contact l2 closed, the circuit including said coils 40 will be successively opened and closed in accord ance with the actuation of the arm 22 by the wheel 20. Any number of other wheels such as 20 may be rigidly mounted on the shaft it but, for 45 purposes of illustration, only one other such wheel has been indicated at 25, said wheel having a plurality of equally spaced radial projections 26 different in number from the‘ projections 2| for the purpose of providing a different number of 50 interruptions per second in the circuit including the inductor coils 6, ‘I, 8 and 9. The wheel 25 functions similarly to wheel 20. ' In other words, associated with the wheel 25 is a pivoted arm 21, a ?xed contact 28 and an electro-magnet 29 55 2 2,1 18,476 similar to the parts 22, 23 and 24 above de scribed, the electro-magnet 29 being in the cir cuit of a signal desired to be transmitted, which in the normal voltage of coil 45. The amount of current normally induced in coil 49 by the pri signal is different from the signal controlling the other magnet 24. It should be stated that the arms 22 and 27 are so constructed‘that when thus establishing mary is greater than that induced in the coil 45, a positive ?ow of current through the primary of the transformer 43. When, however, the amount of induced voltage in their control magnets 24 and 29 are deenergized, said arms will, by the action of gravity, be moved 10 15 20 25 coil 45 is increased then, due to the fact that the coils 49 and 45 are connected in opposition, the away from any contact with the wheels or their one induced voltage will tendrto neutralize the projections, thus positively keeping open the con other, thereby in e?ect producing no ?ow of 10 tact points 23 and 28. Therefore, the purpose of current through the primary of said transformer. the magnets 24 and 29 is to keep said arms in' From the foregoing, it will therefore be under contact with their controlling wheels. stood that the frequency of the pulsation in the It is to be observed that the coils 6, ‘I, 8 and 9 circuit including the transformer primary coil 42 are connected in series with the contacts 12 and will vary in accordance with the number of inter 15 23, and that the contact 28 is located in‘ a shunt ruptions per second created in the trackside cir circuit having parallel relation with the contact cuits by the wheels 20, 25, etc. The train carried 23 so that the circuit including contact l2 will apparatus includes relays which are connected be completed through either of the contacts 23 with the transformer and which are subject or 28 according to the condition of the magnets therefore to the variance in said frequency, each 24 and 29. ' relay being designed to match the frequency in On the vehicle, such as a locomotive, there is itiated by a speci?c wheel. In other words, the provided an inductor comprising a laminated transformer 43 carries a secondary coil 50in the structure indicated at 35 whose ends terminate in circuit of which are connected in parallel a plu the pole pieces 35 and 31, the latter having rality of relays such as 5|, 52, 53, etc., the relay 5| mounted thereon a coil 38 constantly energized by operating on any frequency and the remaining alternating current from the generator 39, said relays 52, 53 etc., operating on predetermined fre coil thus becoming a primary coil. Also on the pole 31 is mounted a second coil 40 one end of which is connected as by the wire 4| to a primary quencies which correspond respectively with the frequencies established by the wheels 25, 29 etc. coil 42 on the transformer generally indicated by the numeral 43, the other end of the primary 42 reeds as armatures for certain of the relays, which being connected as by the wire 44 to one end of a coil 45 disposed on the other pole 36 of the train 35 carried inductor. The wire 46 connects the two free ends of the coils 49 and 45. Thus 40 and 45 become secondary coils connected in series but they are also connected in opposition due to» the direction of their windings and their locations 40 with respect to the primary coil 38. ' The coil 49 being on the same pole with the primary 38 and closely adjacent thereto is capable of having induced therein a current which is practically constant in voltage and regardless of a 45 change in the ?ux produced by the primary 38. In this connection, it should be stated that the train inductor 35 is mounted so as to pass over the trackside inductor l and, when this occurs, any magnetic ?ux set up in the train inductor 35 50 by the primary coil 38 may complete its circuit through the trackside inductor as indicated by the heavy line 41, the train inductor moving in the direction of the arrow 48. The coil 45 will have induced therein a voltage 55 dependent upon the amount of flux passing through the pole 36. In other words, there will be a certain amount of magnetic flux passing through the train inductor when it is not over the trackside inductor l, and this amount of ?ux will 60 be increased when the'two inductors are in reg istry, the trackside inductor forming a path of low reluctance for said flux. This condition, how ever, may be changed according to the condi tion of the trackside circuit including the coils 6, 65 1, 8 and 9. ' In other words, if this circuit is open as through the contact I2 or 23, then the path of low re luctance will cause an increase in the magnetic flux and a corresponding increase in the amount of induced voltage in the coil 45. With the coils 6, ‘I, 8 and 9 in a closed circuit, each coil will have the effect of choking the passage of the magnetic flux from the train inductor to and through the trackside inductor, thereby preventing an increase in the magnetic flux and preventing any change This is accomplished by the use of metallic 3O reeds are adjusted to vibrate in accordance with‘ the frequencies picked up by their associated magnets. In other words, the magnet 5| has a non-vibratory armature 54 whereas the magnets 35 52 and 53 have respectively the vibrator reeds 55 and 56 for their respective armatures, these vi bratory reeds being rigidly supported at one end by any suitable bracket such as indicated by the numerals 51 and 58. Each bracket carries ‘a 40 clamping device designated at 59 and 50 which devices are adapted to’be adjustably moved on the brackets to change the vibratory length of the reeds. ' ' > The brackets 51 and 58 also carry single ?xed 45 contacts shown at 50 and BI respectively which contacts are insulated from ‘their supporting brackets and are adapted ‘to be repeatedly en gaged through the vibration of their respective reeds 55 and 55, but when the frequency of the current passing through any one magnet is not of‘ the same characteristic as the vibratory period of its associated reed, then that reed will remainv stationary, and when this is the case that reed will not contact with its associated ?xed contact. 55 This is the case in the diagram with the magnet 52. On the other hand, when the current fre quency in a magnet such as 53 corresponds to the natural period of vibration of its reed 56, then’ said reed will vibrate violently against the contact 60 point 6| in accordance with the well known laws of resonance. This vibration is indicated in the diagram by the solid and dashed line positions of the reed 56, and such vibration will open and close repeatedly any circuit of which the contact 65 6| is a part. , , d On the vehicle is a selector comprising an in sulating medium 55 preferably mounted concen trically with respect to a shaft 65 constantlyrun der an urge of rapid rotation, in the direction of the arrow, from any suitable source of power such as clockwork, a magnetic drag, or a friction drive, but which shaft may at times ‘be stopped. This shaft has rigidly mounted thereon, and within said insulator, a disk member constituting a se? 75 3 2,118,476 lector 61 having‘ a radially extending lug '68 adapted to contact, and be stopped by, pins ex tendible into the path of said lug. Also mounted rigidly on said shaft is another disk member 69 provided in its periphery with a plurality of spaced notches ‘I9, each adapted to be engaged by _ a correspondingly shaped holding ?nger 86 con stituting the free end. of a pivoted-‘lever ‘H serv ing as the armature of a holding magnet ‘I2, said p} 10 armature being under the tension of‘ a spring ‘I3 urging disengagement of said ?nger‘ 86 with re spect to a notch ‘I0. > ' - I - Mounted on the insulator'member 65 at spaced intervals are a plurality of binding posts ‘I4, ‘I5, 15 ‘I6 each extending through the insulator member and carrying a spring contact so disposed as to be wiped by the lug 68. The relative positions of the stop pins and the spring contacts, as well as the dimension of the lug, are such that, when 20 held by a stop pin such as 11, said lug will be in engagement with one of the spring contacts. In other words the pin 11, passing through a mag-} net GM, is normally held out of the orbit of said lug by the spring ‘I8 when said magnet is deen 25 ergized, but the outer end‘ of the pin carries an armature ‘I9 which is attracted by the magnet when the latter is energized. Since the force of said magnet is greater than the force of said spring, energization of said magnet causes move 30 ment of the pin 11 into the orbit of said lug. In similar manner, there is provided a magnet YM whose pin- 89 likewise is of the nature of the core of a solenoid and which has the same spaced relation with the spring contact of binding post 35 ‘I5 that the pin 71 has with respect to the spring contact of the binding post 16. The magnet YM functions similarly to the magnet GM namely, when it is energized it causes pin 89 to move inwardly with respect to the insulator member 65 40 against the tension of the spring 8|, coming to rest in the orbit of the lug 68. ' A third magnet RM is provided which operates in a manner reverse to the operation of the mag 45 50 nets GM and YM. That is to say, when the mag net RM is energized it attracts the armature 82 carried at one end‘ of the pin 83 thereby moving said pin out‘ of the orbit of said lug. Aspiring 84, operating against a guide bracket 85 for said pin, moves said pin into said orbit when RM is deenergized. ' Associated with the magnet GM is a ?xed con tact 99 and a movable contact member 9|, the latter under the urge of a spring 92 normally tending to-separate said contacts. The pin 11 55 of said magnet has an insulated end bearing magnet ‘I2 is to be completed prior to disengage ment of any stop pin with the lug 68 so that said holding magnet, through the attraction of its armature, will cause the locking ?nger 86 to move into a notch ‘I9 to hold the shaft 66 from ro-l tating further, said ?nger thereby continuing the engagement of the lug 68 with a spring contact member. In this respect, it should here be stated. that the notches 19 are so spaced about the periphery of the holding disk 69 that, when 10 the lug 68 is stopped by any pin such as ‘I‘I, there will be a notch ‘I9 in position to be engaged by the holding ?nger 86. The holding circuit comprises the magnet ‘I2, wire I99, contacts 90, 9|, wire |9|, contacts 95, 15 93, wire I92, contact I03, armature 54 of the mag net 5I, wire I94, battery I95, and wire I96 to the holding magnet ‘I2. " The GM magnet is operated by current from the battery I95 passing over the wire I9‘I to and 20 through the vibrating reed 56 and itscontact 6|, wire I98 to and through the GM magnet, thence over the wire I99 to and through the RM magnet, thence over the wires “9 and I96‘ back to the battery. A condenser III is connected in shunt 25 circuit between the wires I91 and I98 around the reed 56 and its contact 6|, to minimize the arcing at said contact. The“ circuit controlling the YM magnet starts with the battery I95 from which the current 30 passes over the wire “34 to the point II2, ‘a por tion of the current passing over the wire “3 to and through the vibrating reed 55 and its con tact 69, thence over the wire IM to and through the YM magnet and over the wire “5 to the 35 point H6 on the wire I99, the current returning to battery as above mentioned by way of the wire I99, magnet RM, and wires H9 and I06. A con denser II‘I is connected in shunt circuit between the wires H3 and H4 around the reed 55 and its 40 contact 69, to minimize the arcing at said con tact. ' ’ It is to be particularly observed that the mag net RM is connected in the common return cir cuit of the magnets GM and YM so that when 45 either of the magnets GM or YM is energized the magnet RM will be energized also. The reason for this connection is as follows. When the magnets are deenergize'd, the pin 83 of RM is normally projecting into the orbit of the se 50 lector lug 68 to stopvit in position to close a cir cuit through the R lamp which is red, this being on the side of safety should the circuits through GM and YM become defective. Conversely, when RM is energized in conjunction with either 55 GM or YM, the pin 83 of RM will be drawn out of the orbit of said lug, while the pin of either against the movable contact, 9|. It thus results that energization of magnet GM, causing move ment of the pin 11 into the orbit of the lug 68, GM or YM (as the case may be) will be advanced also permits the spring 92 to cause disengagement into said orbit to stop said lug in engagement with a spring contact to close the circuit through 60 60 of the contacts 99 and 9|. Reversely, deenergiza tion of said magnet permits the spring ‘I8 to move the cab- lamp‘ associated with GM or YM. . In other words, the binding post ‘I4 associated pin 17 out of said orbit, and in this movement said . with RM is connected as by the wire I29 with the pin causes a closing of the contact members 99 R lamp (red) in the locomotive cab; the binding and 9|. In like manner the magnet YM has its post ‘I5 associated with YM is connected as by 65 pin 89 insulatedly bearing against the movable contact member 93 under tension of the spring the wire |2I with the Y lamp (yellow) in the 99 and adapted to open and close with its ?xed cab; and the binding post ‘I6 associated with GM is connected as by the wire I22 with the G lamp companion contact member 95. It has been found desirable to make the ?xed (green) in said cab. All three lamps R, Y, and G have a common return in the wire I23 to the 7.0 70 contacts 99 and 95 somewhat yieldable so that point I29 on the wire I96 back to battery I95. they will be closed by their corresponding mov able members 9| and 93 immediately prior to the Current from said battery passes over the wires I94 and H3 to the point I25 and thence over ultimate release of the lug 68 by either of the stop pins ‘II or 89. The reason for this is that it 75 is intended that the circuit through the holding the wire I26 to enliven the shaft 66 of the se lector. The current passes to the selector disk 7;; 4 2,118,476 ?lifrom ‘said shaft and passes through the lug 58 thereof to the spring contact engaged by said lug and associated with one of the binding .posts suchas 16 to complete the circuit through and illuminate the lamp which is controlled by that frequency in the secondary coils of the train i'n'-' ductor.‘ ' , . From the foregoing, it will thus be seen and particular binding post. understood that, to light the green lamp in the engine cab to indicate a clear‘ condition of track, the magnet 24 is‘ energized thereby creating a , From the foregoing, it will be understood that there may be any number of the magnets such tendency - for the’ armature 22‘ to be pressed against the wheel 20 and its projections 2!, so as GM ‘disposed in any arrangement about the that the rotation’ of said wheel will cause an‘. opening and closing of the contact 23 in the cir 10* cuit including the trackside coils. This inter ruption of the circuit through the‘ contact 23" is of a frequency depending upon the R. P‘. M. of the motor shaft l6 and the number of projections; 2| 10-' insulator member 65; that for each of such mag nets there will be a corresponding ‘frequency re lay such as 52; and that there also will be a corresponding indication controller such as the magnet 29. Also it will be understood that the 15 frequency relays 5|, 52 and 53 and others will all be connected in parallel with the secondary coil 50. of the transformer 53. Further, while the diagram has shown the GM, YM and RM mag on the wheel 20. This interruption oithe track side _coil circuits causes a corresponding inter ruption in the path of low reluctance in the trackside inductor, thereby causing the voltage nets as controlling respectively the G, Y and induced in the secondary 45 to pulsate with the - R lamps in the cab of the locomotive, it is to be understood that these magnets as well could control devices or mechanism other than lamps. Also, additional magnets could be placed about the selector insulator 65, each to control a mech.— anism or device in addition to the lamps so con trolled and illustrated. vFor example, there could be an additional magnet on the selector member 65, which for this exempli?cation mightbe called BM, which 30 would be similar in construction and operation to GM and which would be connected so as to control the actuation of brake mechanism where by, under certain tra?ic or emergency condi corresponding frequency. In other words, when‘ the circuit through the trackside choke 0011s is open there will be an increase in, the induction of voltage in the coil 45 so as to neutralize the voltage in the coil 40, but when said choke coils are in closed circuit, 25: the magnetic fluxwill not be increased, so that the voltage including that of the transformer primary 42 will be of normal amount. The cur rent, in the secondary circuit of the train induc tor is therefore made to fluctuate in its pulsa tion in accordance with the variance in inter ruption of the trackside circuit. 3,0; Obviously, the transformer 43 causes a corresponding variance tions, there would be an automatic application in pulsation in the secondary circuit thereof, and As another example, an addie this variance is transmitted through the mag tional magnet similar to GM in construction and nets 52, 53 etc. to that reed which is in synchro operation could be utilized for the control of a nous resonance with said pulsation. The magnet visual, an audible, or a visual-audible warning 5~l is normally energized with current of the same device in the interest of public safety, thereby frequency as supplied by the generator 39. eliminating the vagaries and hazards of human The purpose of the transformer 43 is to trans attendance to such warnings. form the voltage supplied by the secondary coils In addition to the foregoing, it will also be of the train inductor so that the relays may be understood that the lug 68 of the selector disk operated on the most suitable voltage, regard could be made of a dimension great enough to less of the voltage necessary to operate the train span a plurality of spring contact members, said inductor. In other words, the transformer 43 plurality arranged either in series circumferené ' always has voltage therein in accordance with tially of the selector element, or arranged side the‘difference between the voltages of coils 40 by side in a diametric plane of said selector, as and 45, which energizes the primary 42, and a result of which a combination of controls could therefore the secondary 50 will receive a corre be obtained, such for example as the simulta~ sponding induced current to energize the mag 50 neous ?ashing of the Y and R lamps, the si nets connected in circuit therewith. multaneous ?ashing of the R lamp and appli The period of vibration of the reeds being ad cation of the brakes, or the ?ashing of the Y justed through their clamps to operate on a fre lamp and the giving of a warning signal, etc. quency higher than the frequency supplied by There could be, as well, a plurality of trackside the generator 39, each reed is not su?iciently af 55 and train carried inductors, each with associated fected by the normal generator frequency to open equipment as herein illustrated, further result and close its contact. In this respect the mag ing in additional combinations of control and nets 52, 53 etc. are loosely coupled with respect signal possibilities. to their reeds so that only that reed will be rther, a plurality of selector disks could be vibrated having a period of vibration corre 60' mounted on the common shaft EEL'each disk hav sponding with the frequency of the current pass ing associated therewith a holding device, a set ing through said magnets. of cooperating magnets, contacts, etc., the same It thus results that the R. P. M. of the shaft IS as the disk 67 and its cooperating holding device in conjunction with thernumber of projections 69, 12, 86, magnets GM, YM, RM, and contacts 2| on the wheel 20 Will produce such interrup 65 associated with the binding posts ‘I43, l5, 16. Or tion in the frequencies of the trackside and train a plurality of selector groups, each independent carried circuits as to affect only the reed 56 be of the otherycould be employed to satisfy the cause that reed has been made predeterminedly needs of the service and system. While, in the of a length to establish a period of vibration therein agreeing with that frequency. There 70 diagram, the selector magnets GM, YM, etc., are shown to be controlled by frequency relays em fore, the closing ,of the circuit through 6| will ploying a tuned reed to operate an electrical energize the GM magnet and also the RM mag contact, it is to be understood that any suitable net connected in the return circuit thereof, re form of electrical or mechanical devices may be sulting in the withdrawal of the RM pin 83 from used to indicate the presence of a predetermined its normal position in the orbit of the lug 68 and 35 of the brakes. is’ 35' 50 55.. 60 65 70 75 5 2,1 18,476 tacts 96, 9| thereby breaking the'circuit through, ary transformer circuit will be changed to that of the generator 39, thus causing cessation of the. vibration of the reed 55, leaving the contact 68 open, and causing deenergization of YM and RM, and deenergizing, the holding magnet 12. This, immediately releases the holding ?nger 86 from a notch of the holding disk 69 and permits the tacts 93, 95 resulting in reenergization of the holding magnet 12 to move the holding ?nger 86 the moving of the pin 11 of the GM magnet into said orbit. However, the movement of the pin Tljust stated causes opening of the con shaft 66 to again rotate the selector lug 68 until it comes in contact with the stop pin 11 in its 11 will vcause said lug to engage the spring con tact associated with the binding post ‘I6 and com plete a circuit through the G (green) light. normal position. The above operation to initiate the green light 15 signal has been described as and when the train inductor 35 is in registry with the trackside in ductor I. When these two inductors pass out of registry, as with the continued movement of the train in the direction of the arrow 48, then the 20 frequency in the primary circuit of the trans form-er 43 is changed to the normal frequency of the generator 39, inducing a corresponding change in frequencies passing through the mag-v nets 52, 53 etc. and the reed 56 will then stop vibrating since it is no more in resonance with ' In the operation of the device to illuminate the R (red) lamp, magnet 58 of the roadside circuits 15 must ?rst be deenergized to open contact II. This is accomplished in any ‘desired manner in accordance with traffic signal conditions, and when the contact II is so, opened, then the path of low reluctance through the trackside inductor is not interrupted by any of the choke coils 6, 1, 8 or 9. This results in the maximum flow of magnetic ?ux when the train inductor passes over the trackside inductor, and this in turn re sults in the voltage through coil 45 being in 25 the generator frequency.’ Cessation of vibration creased to neutralize the voltage through coil 48, of this reed causes the contact 6| to remain open and thereby causes the current to drop to zero leaving the GM and RM magnets deenergized, the former causing retraction of its pin 11 from the 30 orbit of the lug 68 with prior closing of contacts 96, 9| to reenergize the holding magnet 12 which results in the engagement of the holding ?nger 86 with the proper notch of the holding disk 69 to retain the lug‘ 68 in contact to continue 35 illumination of the G (green) light. Simultane ously with this is the release of the pin 83 from the RM magnet to move into its normal position in the orbit of the lug 68 when the latter is next released from the position just described. 40 1 ‘The Y (yellow) lamp is lighted when the train inductor passes over the trackside inductor in substantially the same manner except that the through the primary of the transformer. There is correspondingly no ?ow of current from the secondary of said transformer, resulting in de 30 energization of all frequency relays and magnets such as 5|, 52, and 53 etc. However, when mag net 5| is deenergized, contact I83 is open, break ing the circuit to and through the holding mag net 12 immediately releasing the holding ?nger 86 35 from its notch in the holding disk 53, and permit ting the shaft 66 to rotate the lug 68 until it is stopped by the RM pin 83 which is normally in the orbit of said lug. When this occurs, said lug will engage the contact ?nger of post 14 and 40 complete the circuit through the R lamp. When the train inductor passes off the track control for the Y signal is through the magnet side inductor the normal voltage will be reestab 29 of the trackside circuits and this will create lished through the transformer 43, thereby caus 45 a certain frequency in the trackside circuit’ corre sponding to the R. PJM; of the shaft I6 in com bination with the number of projections 26 on the control wheel 25. Obviously, the number of pro jections on the wheel 25 will be different from the number of projections on any of the other wheels on said shaft l6. The trackside fre quency being established, current of a corre sponding frequency will be induced in the train carried transformer circuits resulting in the pas 55 into a notch 18 to retain the lug 88 in engage ment to close the circuit through the Y lamp, and second the retraction ofv pin 88 out of the orbit 10 of the lug 68 while simultaneously causing the pin 83 of the RM magnet to move again into its path. .The stopping of the lug against the pin 50 the former causing ?rst the closing of the con sage of a current of a frequency through the magnets 52, 53, etc. such as to cause vibration of the reed 55, which has been predeterminedly tuned with resonance of that frequency by virtue of the clamp 59. Vibration of the reed 55 closes 60 the contact 60 to cause energization of the YM and» RM magnets, which respectively causes pro jection of the pin 88 into the orbit of the lug 68 and retraction of the pin 83 out of said orbit. However, immediately the pin 88 begins to move 65 into said orbit, the contacts 93 and 95 are opened, thereby deenergizing the holding magnet 12 and releasing the holding ?nger 86, whereupon the lug 68 will be free to travel around in its orbit until it is stopped by the pin 88, and in this position 70 said lug will be in engagement with the spring contact associated with the binding post 15 and thus close the circuit to and through the Y (yellow) lamp. ' When the train inductor passes off the track side inductor then the frequency of the second ing voltage in the secondary of ‘said. transformer 45 to reenergize magnet 5! which picks up its ar mature 54 and closes contact I 83. This results in the reenergization of the holding magnet 12 bringing the holding ?nger 86 into locking posi tion with respect to the holding disk 69 to main 50 tain, the lug 68 in engagement with the spring contact to continue the'illumination of the R lamp. The pin 83 is normally in the orbit of the lug 68 and is only moved therefrom when a frequency is transmitted by the trackside coils. 55 In connection with all the foregoing, it is, of course, to be understood that this invention is ap-' plicable to a train system wherein the track is divided into the usual blocks, insulated from each other, each block having a trackside inductor lo 60 cated at a point which is called the control lo cation and which is generally at or-slightly in ad vance of the entrance to the block. Each induc tor is also connected .as indicated in the draw ing to a relay such as It for controlling thercir v65 cuit through the choke coils of the inductor, and the circuit in which said relay is located also in cludes contacts such as 23, 28 etc. which may be opened or closed individually by magnets operat ed ‘in accordance with the traf?c conditions. 70 Each trackside inductor therefor is adapted, when the train inductor passes thereover,'to impart to the latter a signal indicating tra?ic conditions or to initiate automatically some operation which is important and necessary to the control of the w 6 2,118,476 train, the circuits for imparting such signal being controlled by the particular frequency established vice on the train controlled by impulses from said'coil of similar frequency. by mechanical means such as the wheels 20, 25 etc. Also it should be stated that the governor ing a train carried inductor having a coil excited I] may be one so designed as to insure a prede by a pulsating current as well as an impulse coil termined and relative constant R. P. M. of the in inductive relation thereto, a trackside induc tor with which the train carried inductor is in ductively cooperable to receive a magnetic ?ux shaft I6. In other words, if the speed of the motor turns the shaft l6 too fast, said governor may operate a switch to open the circuit through the 10 motor so that it will readily be understood that the R. P. M. of the shaft "5 may be varied to give one set of predetermined frequencies'through the various wheels 20, 25 etc. and then the gover nor may be adjusted whereby a maximum R. P. M. 15 different from the ?rst R. P. M. may be established as a result of which a different set of predeter mined frequencies may be given the same wheels. It is obvious that those skilled in the art may vary the details of construction as well as com 20 binations of steps constituting the method with out departing from the spirit of the invention, 25 activated by said exciting coil, said trackside in ductor having selectively controlled means to vary at predetermined frequencies said flux ?ow from said exciting coil through said impulse coil, and train control signal means controlled by im pulses from said impulse coil. 7 7. Automatic train control apparatus compris 15 ing a train carried inductor having an exciting coil and an impulse coil in inductive relation with the exciting coil, said exciting coil energized from a train carried source of power to’ establish a magnetic flux through said coils, a trackside 20 inductor with which the train carried inductor and therefore it is not desired to be limited to is inductively cooperable magnetically, said the foregoing except as may be required by the trackside inductor offering a path of low re claims. luctance for the ?ow of said magnetic flux, traffic controlled choke coils on said trackside 25 inductor to modify at a predetermined frequency the quantity of magnetic flux from the exciting coil through the impulse coil, and train control signal means controlled by impulses of similar frequency from said impulse coil. 30 8. Automatic train control apparatus compris ing a train carried inductor having an exciting coil and an impulse coil in inductive relation with ' What is claimed is:— 1. In a train signaling system the combination of trackside inductors and a train carried induc tor the latter carrying a magnetic ?ux, the former offering a path of low reluctance to said 30 ?ux; and means on the roadway for interrupting the flow of flux through the path of low re luctance at a predetermined frequency to pro duce a pulsating current in the train carried inductor of similar frequency. 2. In a train signaling system the combina 35 tion of trackside inductors and a train carried inductor the latter carrying a magnetic ?ux, the former offering a path of low reluctance to said flux; and means on the roadway for selectively 40 interrupting the flow of flux through the path of low reluctance at different predetermined fre quencies to produce a plurality of pulsating cur rents in the train carried inductor of similar frequency. 45 ' - 6. Automatic train control apparatus compris a 3. In a train signaling system the combination of trackside inductors and a train carried induc tor the latter carrying a magnetic flux, the former offering a. path of low reluctance to said ?ux; means on the roadway for interrupting the 50 ?ow of flux through the path of low reluctance at a predetermined frequency; and a train car ried device responsive only to the predetermined frequency. 4. In a train signaling system the combina 55 tion of trackside inductors and a train carried inductor the latter carrying a magnetic flux, the former offering a‘path of low reluctance the exciting coil, said exciting coil energized from a train carried source of power to establish 35 a magnetic ?ux through said coils, a trackside inductor‘with which the train carried inductor is inductively cooperable magnetically, said trackside inductor offering a path of low re luctance- for the flow of said magnetic flux, tra?ic controlled wayside means cooperating with said trackside inductor to modify at a predeter mined frequency the quantity of magnetic ?ux from the exciting ‘coil through the impulse coil, and train control signal means controlled by impulses of similar frequency from said impulse CO1 . 9. In a train signaling system the combina tion of trackside inductors and a train carried inductor the latter carrying a magnetic flux, the 50 former offering a path of low reluctance to said ?ux when said inductors are in registry; and means on the roadway including said trackside inductor for establishing pulsations of a pre determined frequency in the current induced 55 by said flux and ?owing in the trackside inductor. saidrpulsations inductively modifying the mag to said flux; and means on the roadway for ‘ netic flux to provide a corresponding pulsating interrupting the ?ux flow through the path of 60 low reluctance at a predetermined frequency ad justably in accordance with a predetermined tra?ic condition, the modi?ed ?ux producing a pulsating current in the train carried inductor -of similar frequency for signal control purposes. 5. Automatic train control apparatus compris 65 ing a train carried impulse coil a source of pul sating current inductively energizing said im pulse coil through the medium of a magnetic flux; means including a trackside inductor for con 70 trolling the magnetic flux through said coil when passing a control location of the track, said track side inductor including means to intermittently control the quantity of the magnetic flux through the impulse coil to establish therethr'ough a 75 current of predetermined frequency; and a de current in the train carried inductor of similar frequency when said'inductors are in registry,‘ 60 . 10.'In' a train signaling system the combina tion of a train carried inductoritrain supplied energy creating a flow of magnetic ?ux in said inductor; a trackside inductor offeringa path of low reluctance to said ?ux flow when the train 65 inductor passes over the trackside inductor; and means on the roadway including said trackside inductor for modifying the flow of ?ux through the path of low reluctance at a predetermined frequency and consequently producing a modi?ed to re?ected indication current in the train carried inductor for signal control purposes. 11. Automatic train control apparatus compris ing a train carried impulse coil inductively acti vated by current‘from a train carried source and 2,118,476 establishing a magnetic flux, trackside equipment including a trackside inductor offering a path of low reluctance for said magnetic flux when said coil passes a control location of the track, said trackside inductor having choke coils for modifying the flow of magnetic ?ux in accord ance with a predetermined frequency, said equip ment further including means for selectively modifying the predetermined frequency of said 19 ?ux ?ow through the impulse coil, and. train con trol signal means controlled by impulses from said impulse coil having a similar frequency. 12. Automatic train control apparatus includ ’ 7 ing a train carried impulse coil inductively activated by current from a train carried source and establishing a magnetic flux, trackside equip ment including a trackside inductor oifering a path of low reluctance for said magnetic flux when said coil passes a control location of the track, said trackside‘inductor having choke coils for modifying the flow of magnetic ?ux in ac cordance with a predetermined frequency, and train control signal means controlled by im- 10 pulses from said coil having a similar frequency. HARRY W. RICHARDS.