Патент USA US2124452код для вставки
July 19, 1938. - A. G. SHAVER 2,124,452 RAILWAY TRAIN OPERATING AND DISPATCHING, SYSTEM Original Filed May 30, 1931 2 Sheets-Sheet 1 July 19, 1938. 2,124,452 A. G. SHAVER RAILWAY TRAIN OPERATING AND DISPATCHING SYSTEM Original Filed May 30, 1931 2 Sheets-Sheet 2 A TORNEY Patented July 19, 1938 > ' _ '0 STATES PTENT OFFICE 2,124,452 RAHJWAY TRAIN ‘OPERATING DIS PATCHING SYSTEM Archibald G. Shaver, Chicago, 111. Application May 30, 1931, Serial No. 541,131 , Renewed July 13, 193’? 30 Ca. ((31. 246-40 This invention relates to railway train op- are modi?ed in such manner that the means crating and dispatching systems and has special used for communication between rear end and reference to the provision of improved means for communication on and with trains and the 5 operation of track switches and signals for trains to enter passing sidings to meet and pass other trains. _ - ‘ ' head end of trains do not normally include transformer employed for communication tween the train and the dispatcher. In this vventi'on, devices are provided for connecting the be in- 5 the transformer into the intermediate circuit and More speci?cally, the present invention is re- - the dispatcher's communication circuit when lated to the type of train operating systems de10 scribed in my applications for letters Patent ?led October 22, 1927 under Serial No. 227,932, September 7, 1928, under SerialNo. 304,483, and July 13, 1929' under Serial No. 378,000. In these pending applications, the systems of train communication between the dispatcher‘ and the \_ train isdesired. With this arrangement better 10 results are attained for rear end to head end communication in that the impedance of the intermediate circuits is lowered, and‘longer inter mediate circuits, with consequently longer com 15 operation disclosed provide means ‘for communication between the conductor on the rear and municating zones, are possible where desired; Another object of the invention is the provi the engineman on the head of trains and between the train dispatcher and either the conductor or‘ the engineman, or both, that information may 20 be had by each and instructions issued with regard to the operation of trains, including trains operating into and out of passing 'sidings in meeting and passing other trains. Further, in 15 sion of means whereby‘ one device serves to con-1 nect two intermediate circuits with the dis patcher’s circuit instead of one device for each intermediate circuit for such connection, as is 20 the case in, the disclosure of the pending appli- ‘ cations referred to. » Another object of the invention is the provi-, connection with the means for communication ' sion of separate train carried inductors for trans 25 there are means for the operation of the switches ‘ mittin'g and receiving communications on the 25 and signals concerned for trains to enter and train. ’ leave sidings and pass other trains. In these Provision is made for train operation in a systems each train operates in a communication stretch of track containing alternate sections of zone of its own which always includes at‘. inter:0 mediate wayside circuit. The stretch of track over which the trains operate is sectionalized and an intermediate circuit is provided for each seca tion; but as, and during the interval. the train travels from one section to the next, the two 35 intermediate circuits for the adjoining sections are automatically connected together, thus cre_ ating a traveling circuit e?’ect. single and double track Where the track Switch is always set to enter the double track sec- 30 tions, and trains leaving double tracl;v may trail through the switches without Stopping Still another object of the invention is an 8-1‘ rangement for control of the switch, signal and communication circuits by the dispatcher and 35 the control by the dispatcher of the stopping Each interme- and starting of the power plants which furnish diate circuit is so arranged as to be in continu- energy for the operation of the switches, signals ous communicative relation with both‘ ends of 40 the train as the train travels through the cor- responding section. and each such circuit is also provided with'means for communicative con- and communication control at passing siding loCations- ' - ’ 40 i To the accomplishment of the foregoing and Such other Objects as may hereinafter appear. nection with the communicationmeans provided ‘ my invention consists in the elements and their for the dispatcher. ' relation one to the other, as hereinafter‘ par 45 i For entering and leaving passing sidings means are provided, that the track switch may be operated either from the approaching train or by the dispatcher, and the signals are controlled to protect and authorize the movement of the train 50 over the switch. all in accordance with the un- derstanding had between the conductor, engine- ticularly described and sought to be de?ned in 45 the claims, reference being had to the accom panying drawings which show a preferred em bodiment of my invention, and in which: Fig. 1 is a diagrammatic view of a portion of a stretch of single and double tracklshowing the 50 communicating system. 1 Fig. 2 is a diagrammatic view of the arrange man and train dispatcher. For the system which is the subject matter ment and control of signals at-the ends of a of the present invention, the systems disclosed section of double track. 55 in my pending applications. referred to above, - ’ Fig. 3 is a diagrammatic view of the inductors. 55 2 2,124,452 circuits and communication apparatus carried , receiver and selective equipment in the train dis- , patcher’s o?ice. W is a switch arranged for on the train. operation by the dispatcher to connect the con Fig. 4 is a diagrammatic view of the communi ductor H3 with either DSE, DR or DT as re , cation system circuits including means for the quired. Normally, this switch is in connection 5 5 dispatcher to connect his circuit with a train. with DR, and preferably is so biased by a‘ spring ' Fig. _5 illustrates means for selectively operat or other suitable means. DI and D2 are way ing circuit contacts. , ' Fig. 6 is a diagrammatic view of circuits and means for ‘operating a track switch including a 10 power plant for furnishing electrical energy. Figures 1, 2, 4 and 6 are fragmentary showings of a stretch of railway track in which TI and T2 are the track rails, BX is a battery for a track circuit, the insulated joints are represented by a 15 short straight line across the line representing ' the track rails and are generally designated by J, the track switches are designated F followed by Y ~a su?lx, the manually operated track switch stands are designated by G followed by a number 20 which is the‘same as that used for the corre sponding track switch, track circuit relays are designated E followed by a suf?x, signal control relays are designated by C followed by a number for each which is the same as that of the signal 25 to which it refers, selectors are designated by L followed by a su??x, relays co-operating with se side conductors along the railroad connected with the dispatcher’s telephone and selective equipment, and constitute what is generally re- 10 ferred to as the dispatcher’s “telephone line". Li, L2, L3, etc., are selectors adapted to be oper ated by the dispatcher in connection with his se lective equipment DSE to control relays Kl, K2, K3, etc. These relays K close circuits in either 15 of two positions. Such relays are generally known as “off and on” relays and the actual con tact operating members may take the form of the cam and ratchet ‘arrangement shown in Figs. 5 and 6. The selectors Ll, L2, and L3 respec- 20 tively control contacts 42, 46 and 50. With any one of these contacts closed, the corresponding relay K is energized to shift its contacts, which remain in the position to whichshifted until the selector is again energized to close its contact .25 when the relay K shifts its contacts to the other lectors are designated by K each followed by a . illustrated position. number which is the same as that for the selector with which it is associated, and the transformers so are designated T followed by a-su?ix to agree with that for the corresponding selector. The symbols used in the drawings for the signals, re lays, relay contacts, batteries, circuits, etc., are those conventionally employed. In these ?gures 35 various features of the invention are shown seg-_ regated to more clearly illustrate the invention. Fig. 1iiv illustrates a portion of railroad repre sentative of a district in which there are alternate sections of single and double track. The general 40 arrangement of the communicating system is il H is a relay controlled by , contacts of the track circuit relays E5, E6, E1 and E8. The function of this relay under nor- ‘ mal conditions is to connect the intermediate 30 circuit for the double track section CS to the dispatcher’s telephone line Di and D2 for com munication with the dispatcher so that the train attendants may initiate the conversation. The intermediate circuits for sections BS and 35 CS are typical of the single and double track section arrangement. There is only a partial ' showing of the intermediate circuits for sections AS and DS. The intermediate circuit for section I AS when shown complete would be like that illus- 40 trated for section CS and the intermediate cir cuit for section DS if shown complete would be like that illustrated for section BS. Shown within the section BS is a train No. 6 lustrated in this ?gure. CS is generally representative of a section of double track with the switches F2 and F3 nor mally-set for trains to enter the double track. 45 BS is generally representative of a section of with a rear end car or caboose CA and a 1000- 45 single track located between .two sections of ' motive L0 at the head end. Shown on track The section AS is a partial view of M2 of the double track section CS is a train No. another section of double track in arrangement like CS. The section DS is a partial view of an 50 other section of single track in arrangement like 5 also with a car or caboose CA at the rear end ' double track. BS. GI , G2 and G3 are switch stands for manu ally operating the track switches Fl, F2 and F3 respectively. In the connection of each of these switch stands to the track switch is a device as 55 HI, which permits trains to leave sections of the double track without it being necessary for an ‘attendant to set the switch for such movement. In such train operation the train trails through the track switch without causing damage. and a locomotive LO at the head end. These two trains illustrate a condition where train No. 6 50 will proceed along the single track main line into track Ml of the double track section passing train No. 5 while the latter is on the track M2. As the trains leave the section they will pass over the switches, as F2 and‘ F3, without stopping, as 55 heretofore explained. ’ ' Z illustrates a sub-section of any arbitrary length. I ' ~ Sig- , ’ . The intermediate circuit for section BS nor mally comprises conductor l8, contact 19, con- 60 ductor 20, contact 2| and back contact 22. The conductors l8 and 20 are transposed at intervals for these signals governing tra?ic to, from and i to form an equal number of loops._ Either con 60 nals I to 12 are block signals with the added func tion of controlling the passage ofltrains to and from the sections of double track. The circuits over the double track section, are illustrated in ‘ ductor I8 or 20 is always so locatedon the rail road, preferably in the center of,the track on 65 tra?lc on the single ‘track sections may be in ac- the ties, as to be in inductive relationship with the inductors carried on the train. :iordance with any of the various known prac The intermediate circuit for double track sec ces. ‘ 65 Figure 2. The circuits for the signals governing The railroad is divided into sections for track 70 circuit purposes, arranged in accordance with the usual track circuit practice. In Figure 1 the track relays are shown controlling only the con tacts operated in connection with the communi cation system. 75 ' D1‘, DR and DSE are respectively, transmitter, tion CS normally comprises conductor 23, con tact 24, conductor 25, contact 26, conductors 21 70 and 30, and contact 29 closed. It will be noted that as’ illustrated there is a conductor for each track. While but one transposition is shown, others, to make an equal number of loops, may be provided if necessary. Since train No. 5 shunts 75 arsensa 3 the circuit for relay E0, this latter is de-ener tacts illustrates the closed position of the com- ' mutator or contact in its respective circuit, for gized, opening its front contactAS?, which re sults in relay vH being de-energized to open its example. contacts OI and 03 are normally in the front contact 29 and close its back contact 38. position closing their respective circuits. . Con The intermediate circuit for-section CS is now tact 02 closes its circuit only when operated to closed through front contact 28 and coil S of its fourth position. Contact 03 also closes its transformer T3. Also, primary P of transformer circuit in position three. Contact 04 closes its T3 is connected to the dispatcher’s telephone line circuit in position three. The circuits connected , conductors DI and D2 by conductor 4|, contact with the commutator devices CM! are generally closed as explained for commutator device CM! 10 10 40, conductor 39, back contact 38 closed, trans 'and as recited in Figure 2. former primary P and conductor 31. The selector L! is connected across‘ the con The circuit for control relay C5 comprises com. ductors DI and D2 by the conductors 6°! and 33. ‘ mon conductor C, coil of relay C5, conductor 83, Selector L2 is connected across the conductors DI normally closed commutator contact OI, con 15 and D2 by the conductors 08 and 36. ‘The selector L3 is connected to the conductors DI and D2 by the conductors 31 and 4|. The circuit for relay ,KI comprises battery BI, conductor 43, contact 42 normally open, conductor 20 45, coil of relay KI and conductor Ml. The cir cuit for relay K2 comprises battery B2, conductor 51, contact 46 normally open, conductor 69, coil of relay K2 and conductor 58. The circuit for relay K3 normally comprises battery B3, conduc-. 25 tor 53, contact 50 normally open, conductor 5i, coil of relay K3 and conductor 52. That much of the partial intermediate circuit for section AS, as is shown, comprises conductor I'I, back contact I6, conductor I5, contact It and The circuit for relay H comprises battery BY, conductor 59, coil of relay H, conductor 50, con tact A60 normally closed, and conductors M and 62. It will be noted by reference to Figure 6 that battery SY and generator UI are illustrated as a source of energy for relay H and its circuit, as an , ' Conductors Iii and H3 connect DT, DR and DSE to conductors Di and D2, depending upon the position of switch W. . 45 ‘ ‘ and common conductor C. The circuit for con 25 trol relay Cl comprises common conductor C, coil of relay Cl, conductor 87, contact 02 nor mally open and conductor 88 to conductor 84, and then proceeds ‘in common with the circuit cuit for control relay C0 comprises common con 35 contact 55, conductor 56, contacts 57 and 58, ‘ conductor Ill and through the other circuit con trolling contacts of the block, if any, to battery for control relay C5 already explained. The cir 30 conductor I3. That much which is shown of the partial inter mediate circuit for section DS comprises conduc tor 63, contact 64 and conductor 65. alternative for battery BY. ductor 84, contacts 85 and 06, conductor H9 and 15 through the other circuit controlling contacts of the block to battery'and common conductor C. The circuit for control relay C6 comprises com mon conductor C, coil of relay C6, conductor ‘I6, relay contact "i'l, switch operated contact '19 20 closed, conductor 80, normally/‘closed contact of commutator 03, conductor 8i, contact 82 closed, ’ Figure 2 is typical ofthe signal arrangement for a section of double track as CS. Trains move right-handedly on the tracks.‘ Signals Sand e govern trains entering the double track in ac cordance with the established direction of, tra?lc. 50 Signals 8 and II govern traffic over the track switches F2 and F3 into the double track in the direction against the regular current of tramc. Signals 5 and I0 govern train movements from double track to single track, in accordance with 55 the established direction of tra?ic. Signals ‘I and I2 govern trains from double track to single track against the established current of traffic. Contacts 12 and ‘it 'are connected for operation when switch F2 is opened and closed, contact ‘59 60 being closed with switch F2lin the normal or closed position and ‘I2 being closed with switch F2 in the open or reverse position. Contacts 9'? and E04 are connected for operation, when switch F3 is opened and closed, contact @‘i being closed 65 with switch F3 in the normal or closed position and contact I 013 being closed with switch F3 in the open or reverse position. Relays C5 to CIZ inclusive are the relays for controlling the correspondingly numbered sig 70 nals; that is,- control relay C5 operates to control signal 5, etc. CMI and CM2 are commutator de vices or contacts selectively controlled by the dis patcher, in some such manner as illustrated in Figure 5 and as hereinafter referred to. The 75 shaded section of each of these commutator con ductor C, coil of relay C$,'conductor 39, contact 10, conductor it, normally open switch controlled contact ‘#2, conductor ‘it, normally open contact Oil, conductor id, contact 15, conductor H8 and through other circuit controlling contacts of the block, if any, to battery and common conductor C. The circuit for control relay C9 comprises common conductor C, coil of relay C9, conductor 95, normally closed ‘switch controlled contact. 97, 40 conductor 98, contact 99, conductor I00, normally closed contact 07, conductor Iill, contact I02, conductor 5 l6 and through other circuit controll ing contacts of the block, if any, to battery and commonconductor C. The circuit for control relay CHO comprises common conductor C, coil of relay Cill, conductor Bil, normally closed commu tator contact 06, conductors 90 and 92, relay con tacts 93 and Q6, conductor 95 and through other circuit controlling contacts of the block, if any, to battery and common conductor 0. The circuit for control relay CII comprises common conduc tor C, coil of relay CI 5, conductor I03, normally open track switch controlled contact I04, con ductor. I05, contact 808, conductor I01, normally open contact 08, conductor I08, contact I09, con ductor I I0 and through other circuit controlling contacts of the block, if any, to battery and com mon conductor C. The circuit for relay C!2 comprises common conductor C, coil of relay C I 2, 60 contact 05 normally open, conductor 92 and thence common with the circuit for control relay om, already explained,’ to battery and common conductor C. The signals illustrated in the various ?gures, including those in Figure 2, may be of eitherthe two or three position types and ‘they may be semaphores or' light signals. For convenience, the semaphore type is illustrated. The corre sponding control relays, as C5 'to CI2, may be of .70 the ordinary electro-magnet type for two position signaling or of the polarized type for three posi tion signaling. Two position and three position signaling is well known in the art as are also polarized relays. I have not illustrated means 75 4 2,124,452 for controlling the circuits for three position sig naling since that is not especially pertinent to the. invention. , . Figure 3 is a diagrammatic illustration of the circuits and equipment for locomotives and ca booses. Two inductors RN and TN‘, each com prising a coil on an iron core, respectively for re ceiver RE and transmitter TR, are mounted on locomotives and cabooses so as to be in inductive 10 relationship with the intermediate circuits here tofore explained. The circuit for transmitter TR comprises conductor I55, normally open circuit controlling contact I68, conductor I58, coil I51 of the inductor TN, and conductor I56. The cir 15 cuit for the receiver RE comprises conductor I5I, ' normally closed circuit controlling contact I59, conductor I54, coil I53 of inductor RN and con ductor I52. The switch SH is arranged to con trol both the transmitter and receiver circuit, 20 such that only one can be closed at a time. Under . certain conditions I may dispense with the use of this switch, in which case the inductors RN and TN are so mounted and the circuits so protected that there may be simultaneous transmission and 26 reception of communication signals without the necessity for opening the circuit for receiving when it is desired to transmit. With such an ar rangement, transmission and reception of com municating signals, voice communication for‘in 30 stance, may be‘carried on in a manner similar to for the partial sections ES and HS; but if these . circuits were shown complete, that for ES would be like GS and that for HS like ES. For the sec tion PS, the intermediate circuit comprises con ductor I28, back contact I24, conductor I25, front contact I25, conductor I21 and front contact I28. _ For the section GS the intermediate circuit com 10 prises conductor I29, front contact I30, conductor I3I, back contact I32, conductor I33 and front contact . I 54. With relay EII de-energized the contacts I34, I25‘ and I38 are made on their back points so that the intermediate circuits for sections FS‘ and GS are connected together into one enlarged inter mediate circuit comprising conductor I23, back contact I24, conductor I25, back contact I26, con ductor I29, front contact I30, conductor I3I,_back 20 contact I32, conductor I33. back contact I34, con ductor I21 and front contact I28 connecting to conductor I23. It will be noted that normally each illustrated section has two equal loops because of one. trans position in each section. With the relay EII de energized another transposition is effected, mak ing in the enlarged intermediate circuit, four equal loops. v The circuit for relay K4 comprises contact I48, 30 that for the usual public telephone systems. 28 conductor I49‘, battery B4, conductor I46, coil of ' illustrates a preferred position of a conductor of the intermediate circuit with reference to induc tors RN and TN, as, for example, conductor 23 of intermediate circuit CS which has. a similar rela tionship with the inductors on the locomotive L0 relay K4, and conductor I 41. With contact I48 closed, which may be but momentarily, relay K4 and caboose CA of train No. 5. ' ’ The transmitter TR and the receiver RE are assumed'to be suitably arranged for either audio 40 or radio transmission of communication signals, depending upon‘ which system is used. In gen eral, it is desirable to so design these units that, the transmitter output will be relatively large and the receiver ampli?cation, where required, will be 45 In the ?gure are two complete intermediate cir cuits, one for section FS and the other for section GS. Only partial intermediate circuits are shown relatively small. This is particularly true where is energized, shifting its contacts I24, I32 and , I44 to theirfront points, connecting transformer 35 secondary ‘S2 through front contact I24 into the intermediate circuit for section FS, connecting secondary SI through front contact I32 into the intermediate circuit for section GS, and connect ing primary P through front contact I44 across 40 the conductors DI and D2. With the train occu pying the track circuit for relay EII, this relay is tie-energized, as heretofore explained. Contact I38 being closed, secondary coil SI is now shunted from the intermediate circuit by reason of the '45, communication is carried on with audio frequency, circuit being closed through conductor I4I, back and there is probability of foreign inductive dis contact ‘I39 and conductor I42. It will, there-‘ turbances affecting the reception. In the use of . fore, be noted that with the train in the section radio frequencies in this communicating system, of relay EI I; not only are the two intermediate 50 I may alternatively, employ the loop type of in circuits for sections FS and GS joined together 50 ductors rather than those with iron cores as illus trated. - ‘ Figure 4 is illustrative of the wayside'communi cating system applied to a stretch of track with special reference to means for connecting the dis patcher’s selective and telephone circuit, conduc tors DI and D2, with two intermediate circuits at the same time. In the case of a double track rail road, the arrangement as disclosed would either 60 be duplicated, or, instead of having conductors on each of the tracks interconnected, the track con ductors would be connected with separate conduc tors on a pole line. The intermediate circuits may as one circuit, ‘but with the dispatcher having operated his ‘selector L4 to place his communi eating set in communication with they train, but one secondary coil S2 remains connected in the enlarged intermediate circuit so long as it remains as such. With relay EII normal, the separate in termediate circuits for section FS and GS are again effective. When the dispatcher again oper ates selector L4, the relay K4 shifts its contacts back to normal and the transformer secondaries SI and S2 and primary P again resume normal’ status. , The functions of the relays EIII and EI2 are each be completely on the two tracks, with one conductor on one track and another conductor _'simply that of connecting the adjacent interme 65 .on the other track, the two connected together at ' diate circuits, that is, ES and FS, together while the ends of the section making a complete loop. the-train is in the circuit of Eli! and GS and HS together while the train is in the circuit of EI2. In the case of this latter arrangement, track cir Assuming relays EIIl, EI I and EI2 each to repre cuit sections in the second track, not shown here 70 with, would control the respective track 'relays sent a track circuit location, the arrangement as 70 - EIII, EI I, EI2, etc., of the track shown such that, shown at the location for EII, is repeated for as the train passes overlthe second track, the every other track circuit location. In this way the various intermediate circuits would be operated dispatcher by operating one selector, like L4, as will now be described for the stretchof track _ placed at every other location, is enabled to con nect his selective and telephone circuit, conduc 75 ' 75 shown. 2,194,452‘ 5. tors Di and-D2, with every intermediate circuit ’ relay location comprises gasoline engine GE di for the track stretch. ' In Figure 5 is shown a method for operating a plurality of commutator contacts from one selec tor; for example, the commutator combinations CMA and (EMS. L5 is a selector operated from the dispatcher’s o?lce over conductors DI and D2 by the selective equipment DSE. Whenso operated, contact 232 is closed, which may be but momen 10 tarily. 236 is a gear or toothed wheel. When contact 232 is closed, relay K5 is energized from battery B5 through conductor 234, coil K5, con ductor 233, contact 232 and conductor 23E. This causes armature 235 to be raised, such that the 15 latch connected with it causes gear 236 to rotate counter-clockwise each time K5 is energized. Commutators O9, om, and CI hare on the same shaft and movable with gear 238. The circuits connected with these commutator contacts are made and broken as desired. As illustrated in Fig. 5, four positions are obtainable. While I have shown this particular detailed arrangement for operating commutator contacts, there are other equally e?lcient methods of ‘accomplishing the same purpose. Therefore, I do not want to be con?ned to the use of the particular arrangement shown. In Figure 6 is illustrated means for the dis patcher to operate the track switch F2, and to control the power plant for furnishing the energy for operating the switch F2 and for operating the signals which govern tra?lc 'over the switch F2. HTS is a hand throw stand for manually operat ing the'track switch F2. SM is a mechanism for rectly connected to generators UI and U2. ST is the starting motor, which, when energized, connects itself through a clutch with engine GE to start same operating. Battery SY furnishes energy for the starting motor ST and for the vari ous relay and signal circuits. S00 is a circuit controller fastened to the ‘common shaft of the gasoline engine GE and the generators UI and U2. The contact 225. is normally closed, but opens when the speed of the gasoline engine GE reaches 10' a point where it is self-operating. Thus, when this point is reached, the starting motor ST is tie-energized and disconnected from gasoline en gine GE. The generator UI furnishes energy for 15' charging the battery SY and for operating the various relays and signals as indicated and ex plained. HR is an electrolytic cell, or other de vice, to prevent a reversal of current; that is, a ?ow of current from battery SY to generator H6, 20 in case, for some reason, the voltage of the cur rent delivered from UI falls below that for the battery SY. 0M2 and CM5 are assemblages of commutator contacts each operated selectively by the dispatcher. SR is a relay for controlling th operation of the motor M. 25 _ ' ‘When contact 225 is closed, signal 5 becomes operative to authorize an. approaching train to proceed over the switch along the main line. Its circuit comprises common conductor CW, con 30 ductor 222, mechanism of signal 6, contact 265, conductors 2M and 226, and battery SY con nected to common conductor CW. When con? tact 2% becomes closed by reason of relay CB operating the switch F2, and M is the motor which , being energized, the circuit just described is 35 drives the mechanism. , ' v - 6 is a signal governing trains over the switch along the main line. 8 is a signal governing trains. from the main line into the siding. 5 is a signal adapted to govern trains from the siding to the main line. 1 is a signal arranged to govern trains along the main line trailing over the switch. The control relays C5 to C8 control respectively signals 5 to 8. The circuit for relay C6 comprises common conductor CW, conductor ISI, front con tact I52, conductor I53, coil of relay C8, conduc tor I58, normally closed commutator contact om, contact I59 closed when switch F2 is in normal position, contact I60 closed when switch F2 is locked, and thence through other controlling con tacts of the block, if any, to battery and common conductor CW. The circuit for control relay C2 comprises common conductor CW, conductor I5I, contact I52, conductor I53, coil of relay C8, con closed between conductors 2M and 222 and sig nal 2 becomes operative to authorize a train to proceed into the siding. When relay Cl is ener gized, closing contact 201, signal 7 becomes op erative to authorize a train to proceed over the switch along the main line, energy being fur nished through contact 287 from conductors 2B! and 202- when contact 226 is closed, signal 5 4;» becomes operative for a train to move from siding to main line due to the circuit being closed be 45 tween battery leads, conductors 2M and 202. The circuit for the starting motor ST com prises common conductor CW, battery SY, con ductor 224, motor ST, conductor 225, contact 226, conductor 221., commutator contact OI3 closed 50 in position 2, and conductor 228, connected to common conductor CW. , @P is a battery or magneto in the ignition circuit for the gasoline engine GE. This ignition 55 ductor Q54, contact I55, closed only when switch circuit comprises battery BP, conductor 2I5, 55 "ignition contacts in. engine GE, conductors 2I6 locked in the reverse position, conductors I57 and and 2 I1, commutator contact OI2, closed in posi ‘ F2 is open, contact I58 closed when switch F2 is 224, battery SY to common conductor CW. The circuit for relay C5 comprises common conductor 60 CW, conductor I12, coil of relay C5, conductor I89, ductor- 223, commutator contact OII closed in 60 ‘position 3, conductor 222, coil of relay SR, con reverse position, contact .- I92 closed only when ductor 22I and battery SY connected to common switch F2 is open, conductor I92, contact I92, con conductor CW. The circuit for motor M to open tact I94 and conductor l95 through other circuit ' the switch F2 comprises generator U2, conductor controlling contacts in the block,_ if any, to bat 2| 4, contact 2I3, conductor 2| 2, contact 2| I closed tery and to common conductor CW. The circuit - von its front point, conductor 2I0, motor M and for control relay 01 comprises common conductor ' conductor 208 connecting to generator U2. For CW, conductors 229'and I88, coil of relay C'I, con— closing the switch F2, the circuit is as above de ductor I22, contact I98 closed when the switch scribed, excepting contact 2“ is closed on its F2 is closed and locked, contact I 99 closed only back point, and conductor 209 connecting to 70 when the switch F2 is closed, commutator contact 1 motor M completes the circuit. 09 normally closed, conductors 200 and I92 and Contained in’ the mechanism for motor M is a. thence in common with‘ the circuit above ex-' circuit controlling device so arrangedthat when plained for control relay C5. the motor is operated to open the switch, the The power plant ‘for this switch,‘ signal and operation of locking the switch in the open posi- 7'5 '1 contact ISI closed when switch F2 is locked in the 7 65 70 75 tion 2, and ignition energy .‘BP. The circuit for relay SR comprises common conductor CW, con 6. 2,124,452 tion opens the circuit normally closed over con ductor 2H! and closes a circuit over conductor 209. When, the switch has been operated to the closed position and is vbeing locked, the circuit con trolling device, above referred to, again operates, opening the circuit closed over conductor 20!) and reclosi'ng the circuit over conductor ‘MD. This is a well known practice in electric power switch operation incorporated in the systems of 10 various signal companies. Also getting energy from battery SY and gen erator Ui, through the conductor 237, contact 238 and conductors 2M and 224, and returning through common conductor CW, is the control 15 relay (not shown) for the distant signal (also not shown) for signal 6. The relay H of Fig. 1 is also shown by the partial circuit, contacts 58 and 51, conductor 56, contact 55, conductors 20! and 224, battery SY and common conductor CW 20 as getting its energy from the power plant of Fig. .25 . No. 6 within its block and signal i0 is at “stop” because its block is occupied 'by train No. 5. These same signals may also be at stop due to the dispatcher having opened the circuits at con tacts Cl and 06 by the operation of selector con trolled commutators CM! and CM2 respectively. While these signals are at “stop” with trains in their blocks, the dispatcher would necessarily have to place these signals in a condition to indi cate "stop” to cover such a situation as where 10 train No. 5 would arrive at signal 5 to leave the double track section CS before train No. 6 had » entered the block of signal 5. Considering now the‘ procedure in the passing of the two trains No. 5 and No. 6 as referred to 15 above, the dispatcher communicates with train .6 in the case that the track switch F2 of Fig. l is power operated.- The conductor CW under such circumstances‘ compares with the conductor No. 5 and gives it the instructions while it is within the section D8, which is but partly shown. It has been heretofore stated that the commu nication arrangement for section DS is similar to 20 that for section BS, and therefore, the procedure in instructing train No. 5 and receiving a reply may be considered the same as that which follows 52 of Fig. 1. for train No. 6. ' The hand throw switch HTS has two levers. In operation, one lever disconnects the power mechanism SM and the other then operates the switch F2. Operation ' ' In communicating with train No. 6 in the sec 25 tion BS, the dispatcher ?rst operates switch W and causes the selective equipment DSE to oper ate to send out the code of current impulses to ‘ which selector L2 is responsive, these impulses following the circuit of conductors H3, iii, Di, 30 30 Referring to Figure 1, assume trains No. 6 and D2, 68 and 36. When selector L2 responds con No. 5 have to pass each other. Dispatcher in tact .46 closes causing relay K2 to close its contacts structs train No. 5 as it approaches station Y 22 and 35 on their front points. This operation that train No. 6 will-pass it while it is in the connects primary P of transformer T2 to con 35 double track section CS. He also instructs train ductors Di and D2 at contact 35 and secondary 35 No. 6 as it approaches station Y that train No. 5' .S into the intermediate circuit for section BS at will be passed in the section CS. As a precaution contact 22. The dispatcher next closes switch that neither train will leave the double track W on conductor H2 to connect the transmitter section till both trains have arrived within the DT to conductors DI and D2. He now transmits section, the dispatcher causes signals 5 and Ill to his communication signals (assume they are voice 40 indicate “stop”. After having received the dis signals) in the form of electric impulses to the patcher’s instructions, the conductor in the circuit including the conductors Di and D2 and caboose and the engineman in the locomotive cab coil P. These signal impulses are induced from of each train confer with regard to the dis coil P into the intermediate circuit for section patcher’s instructions, and arrangement between themselves is made as to such details for op-‘ eration of their respective trains as are necessary. ‘Upon the arrival of each train within the section BS, through the secondary S of transformer T2 45 and conductors i0 and 20. Since the receiving sets RC and RL of the caboose 'and'locomotive respectively, each of which includes the inductor ‘RN in circuit with receiver RE, are normally in CS, each conductor will report the arrival of his He will also engage in‘ , inductive relation with conductors 20 and I8, the 50 signal impulses are picked up by the respective communication with the engineman to make cer tain of the identity of the other train as it is inductors RN and carried to the receivers RE I passed. The dispatcher will then release each where they are transformed into the communi eating signals which the dispatcher transmitted. of the signals 5 and In that each train may pro 50 train to the dispatcher. 55 ceed. If the two trains have arrived in the sec tion CS before either has stopped for its respec tive outbound signal (signal 5 for train No. 5 and signal ill for train No. 6), the dispatcher will release the signals to “clear” so that each train 60 may proceed without having to stop. As each train leaves the double track section CS, for ex ample when the train No. 5 is in the track circuit of relay E5 and train No. 6 is in the track circuit for relay E8, the conductor of the train advises the dispatcher of that fact, the location of the train, and any other information desirable for the dispatcher to have in connection with the proper '70 operation of trains. As heretofore stated, Fig. 2 is typically illus trative of the normal arrangement of signals, cir cuits and operative devices for'signals for the double track sections in the stretch of track referred to in Fig. 1, and for this purpose is ar ranged as applying to the section CS. 75 In Fig. 1, signal 5 is at “stop” because oftrain ‘As soon as the transmission of the instructions is complete, the dispatcher closes switch W (usually it will be arranged to automatically sooperate) to place‘the receiver DR in circuit with conductors Di and D2. Assume the conductor and engine man of train No. 6, onefollowing the other, reply 60 to the dispatcher, acknowledging the instructions. Each does this byoperating the switch SH of Fig. 3 so that the circuit for the transmitter TB. is closed and the circuit for the receiver RE opened. Each will repeat into his transmitter, again as 65 suming voice communication, that which he wishes the dispatcher to know. These signals in ‘the form of communicating current impulses pass through the coil ii‘! of the inductor TN, thus setting up a magnetic ?eld which induces corre 70 sponding current impulses into the intermediate circuit including conductors i8 and 20 and sec ondary S' of transformer T2. Within transform er T2 these signal impulses are induced into the primary 1?, including the conductors DI and D2 75 2,134,452 7 and the receiver DR where they are transformed switch SH of his transmitting and receiving sets into the communicating signals (speech) trans TL and RL respectively, opening the circuit of mitted by the conductorand engineman of train the receiver RE and closing the circuit of the No. 6. When the conversation is ?nished, the transmitter 'I'R. ,He then transmits communi dispatcher again operates switch W to close the . cating impulses into the inductor TN on the 10 circuit for the selective equipment DSE to send comotive. This in?uences the intermediate cir a code of impulses to selector L2 which responds, closing contact 46. Thus relay K2 is energized to again shift its contacts to the normal position, 10 that is, closing contact 22 on its back point and opening contact 35. This operation'disconnects the dispatcher’s circuit from intermediate circuit of section BS. Should the dispatcher have found it more con 16 venient to do so, he might have operated the se lector L2 for the section BS and the appropriate selector (not shown) for the section DS connect ing the respective transformers in the circuit con taining conductors Di and D2, so that the inter mediate circuits for sections BS and DS would be connected to the conductors Di and D2 at. the same time. Then he could have simultaneously given his instructions to trains No. 5 and No. 6. The replies from each train, acknowledging the .25 instructions, ‘could then come in one following the other in the order in which he would indicate. The dispatcher now causes the signals 5 and ill to indicate “stop.” In Fig. 5 it was indicated how commutators such as CMI and CMZ are 30 operated. The dispatcher, first sends out a series of the appropriate code of impulses to cause the selector for GM? to operate the latter to position 3, closing contact 0? and opening contact 08, which places the circuits in condition for signal 9 to indicate “proceed” and signal it to indicate “stop.” He again sends out a series of appropri ate impulses to operate the selector corresponding cuit, of which conductors i8 and 20 are a part, so that electric impulses corresponding to the transmitted signals pass through this interme- ' diate circuit in?uencing the inductor RN of the 10 receiving set RC such that the electrical impulses are carried in the circuit of the inductor RN to the receiver RE where they are transformed into communicating signals which were transmitted from the locomotive. During the .time this com 15 municating is taking place the train may have entered the track circuit for relay E4 in which case the intermediate circuits for sections BS ‘ and CS are combined and the communicating impulses between the head end and rear end will then pass through this enlarged intermediate cir cuit, which has been heretofore described. Normally, the relay K3 is in the position shown. With train No. 5 operating on track M2 of sec tion CS in the position shown, relay E8 is de 25' energized, opening the circuit of relay H‘. With front contact 29 open, the intermediate circuit for the section CS is connected through the sec ondary S of transformer T3. With the back con tact 38 closed, the primary ‘P of transformer T3 30 is connected across the dispatcher’s line, conduc 'tors Di and D2. The conductor of train No. 5 may now talk to the dispatcher. He operates switch SH of his receiving and transmitting set ESP-N, opening the circuit for the receiver RE and closing the circuit for the transmitter TR. He transmits the communicating impulses an nouncing his arrival on track M2 into the cir cult of inductor TN, energizing same with elec trical impulses corresponding to the communi 40 cating impulses transmitted. These electrical to commutator CMi, operating this commu tator to the position 3, to place the circuits 40 through contacts OI and 03 for signals 5 and 5 in condition for signal 5 to indicate “stop” and signal 8 to indicate “proceed.” Following com ' impulses in?uence the conductor 23 of the inmunication from and with the dispatcher, the termediate circuit for section CS, thus causing conductor and engineman of each train commu these impulses to pass through the secondary S nicate with each other with reference to the in of transformer T3 where they are induced as structions from the dispatcher and other matters corresponding current impulses in the primary P pertaining to the operation of the train in pass of the transformer T3 and through conductors ing other trains, including identi?cation of the Di and D2 to the dispatcher’s receiver DR, which trains passed. _ is normally connected ‘with the conductors DI and D2. .In the dispatcher’s receiver DR these The train No; 5 being assumed still in the sec‘ 50 tion DS, the procedure in the communication be current impulses are transformed into the com tween the conductor and englneman will be simi municating impulses transmitted by the conduc lar to that which is now about to be described for tor from the train. If the dispatcher wishes to reply or give any information to train No. 5 he train No. 6. The conductor of train No.33 initi ates the conversation by- operating switch SH of shifts his switch W to conductor H2, thus con his set RC-TC to open the receiver circuit and necting his transmitter DT with the conductors close the transmitting circuit. He then trans Di and D2 and proceeds to transmit his reply as mits- communication current impulses which en communicating impulses into the circuit includ ergize the inductor TN to induce corresponding ing conductors Di 'and D2 and’ the primary of 60 impulses into the intermediate circuit which in transformer » T5. These impulses are induced cludes conductor 20. As this intermediate cir from the primary to the secondary of the trans cuit is closed, including also conductor it which former T3 and thus into the intermediate circuit is transposed with conductor 20, the electrical for section CS. Since the receiving sets RL and impulses corresponding to the communication RC have again been placed in normal commusignals are carried through this closed circuit as nicative relationship with the intermediate cir heretofore described. The receiving set RL on cuit, including the conductor 23, the electrical the locomotive being in communicative relation communicating. impulses in?uence the inductors ship with conductor 20, ‘the inductor RN-is in?u-' RN of these sets on both ends of the train such enced to transmit the corresponding communi that corresponding impulses are carried to the cating current impulses to the receiver RE where vreceivers RE and transformed into the} commu they are transformed into the communicating nicating signals transmitted by the dispatcher. signals transmitted. These signals may be either when train N0. 6 arrives in the circuit for by code or by voice. The conductor's switch SH track relay E5, the latterlis tie-energized, open is now restored to- normal condition. The en gineman, in replying. to .the conductor, operates > in'g contact 55, which would de-energize relay H" were it not already ~de-energized dueto trainv 55 60 65 70 8 2,124,452 No. 5 within one of the track circuits controlling relay H. The procedure by the conductor of I No. 6 in announcing the arrival of his train with in the section CS and by the dispatcher in mak ing a reply, if any, is the same as that already explained for train No. 5. 7 the train leaves the circuit for track relay E5, communication may be initiated with the dis patcher. Similarly, this is true for train No. 6. As it enters the circuit'of track relay E9, the intermediate circuits for sections CS and DS are combined. During the time the train is in this Should the dispatcher ?nd the exchange of communications between conductors and engine track circuit, and until it clears the track circuit of relay E8, communication with the dispatcher inen bothersome, he may disconnect the interme may be initiated on the train No. 6. 10 diate circuit for section CS from the'conductor DI and D2 by operating selector L3 to cause re lay K3 to shift contact 28 toits back point and open contact 40. Such operation leaves the in termediate circuit for section CS in condition 15 for inter-train and intra-train communication. As trains No. '5 and No. 6‘ are now both in the section CS and their train carried communica tion sets are in communicative relation with each In cases where such may be desirable, the engineman, in 10 stead of the conductor, may report to the dis patcher that the train is leaving the section CS and he may initiate the conversation similarly as referred to above for the conductor. While one of the trains referred to is in the 15 track circuit for relay E4 and the other train is in the circuit for track relay E9, there may be I. communication between their train carried com other through the intermediate circuit for C8. munication stations via the enlarged intermediate, 20 the conductors of each train, or'the engineman ' circuit for the sections BS, CS and DS. Relays 20 of each train, or all of them, may communicate E4 and E9 being deenergized, the intermediate with each other in exactly the same manner as circuit for the section CS is connected at one end with the intermediate circuit for section BS and at the other end with the intermediate circuit for heretofore explained for conductor and engine 'man on the same train, and thus each may es 25 tablish for a certainty the identity of the train being passed and exchange such other informa section DS. 25 _ In Fig. 4 is‘ shown a somewhat different ar tion as seems desirable. rangement for the dispatcher to connect his sta Since the dispatcher is advised that both trains are now in the double track stretch CS, he will tion with the intermediate circuits for communi-; cation with a train. If the dispatcher wishes to have communication with a train in either section 30 FS or GS, or trains in each of these sections, he will move his switch W (see Fig. 1) from the normal position to connect with conductor H5, and send out a code of impulses to which selector 30 close the switch W on conductor H5 and oper ate the selective equipment DSE to send out the appropriate code to operate the selector control W ling commutator CMI, stepping the commutator contacts around to the normal position} which is '35 position I. This closes the circuit for control relay C5 through contact OI so that signal 5 may indicate “proceed" providing its block is clear,‘ I for train No. 5 to enter the single, track stretch BS and continue on its way. Thedispatcher also sends out the appropriate code for the selector controlling commutator CMZ stepping same around to its normal position or positionl. This completes the circuit for control. relay CIII through contact 06 so that signal III may indi 45 cate “proceed”, providing its block is clear, so that train No. 6 may pass from the double track section CS into the single track section DS. As train No. 5 is about to leave track M2 to ' enter the single track section BS, the conductor 60 of this train operates his swtich SH opening the receiver circuit of his receiving set RC and clos ing the transmitting circuit of the transmitting set TC. Relay K3 having been restored to nor mal, he announces in the transmitter TR to the 55 dispatcher that the train is leaving the double track section CS. This causes current impulses, corresponding to the signals transmitted, in the circuit of inductor TN on the caboose, thus in ?uencing the intermediate circuit for section CS 60 of which conductors 25 and 23 and transformer T3 are a part. These current impulses are in duced from the secondary S into primary P and thus into the dispatcher’s circuit containing con ductors DI and D2 and carried to the dispatcher’s 65 receiver DR, where they are transformed into the transmitted communicating signals. As train No. 6 leaves the section CS, its con ductor also announces the departure. of that train into the single track section DS and the procedure 70 in making the announcement is similar to that already described for train No. 5. I . When train No. 5 passes into the circuit for track relay E4, the intermediate circuits for sec tions CS and BS are combined into one enlarged intermediate circuit. 'During this. time and until L4 will respond. When contact I48 is closed, relay K4 is energized to shift its contacts I24, 35 I32 and IM to their front points, the latter con necting primary P to conductors DI and D2. The closing of front contact I32 connects secondary SI of transformer T4 into the intermediate cir 40 cult for section GS. The closing of front contact ‘ I24~ connects secondary S2 into the intermediate circuit for section FS. The dispatcher may then initiate and carry on communication with trains in either or both of these sections similarly as heretoforeexplained. Should he be communi cating with the train in section FS and it should proceed into the circuit for track relay EI I, then the intermediate circuits for sections FS and GS are transposedly connected together into one en-I 50 larged intermediate circuit. During this time, back contact I 39 is closed in parallel with back contact I34 and front contact I32 so that trans former secondary SI is shunted. This leaves but one transformer secondary in the circuit and re 55 duces the impedance of the enlarged intermediate circuit in the case of rear end to head end con- , versation during this time. The use ‘of such an arrangement as indicated in Fig. 4 decreases the 60 numberof selectors necessary to be operated in the‘ dispatcher’s selective system over the con ductors DI and D2. It also makes possible the operation of the system over a long track stretch, where the selector system is such that only a given 65 number of selectors can be operated on any one circuit. _ Assuming a train in section GS is passing through the track circuit of relay EIZ to the section HS, then the intermediate circuit for sec tion HS, which is only partially shown but which is similar to' that for section FS, will be trans posedly connected with the circuit for section GS making one enlarged intermediate circuit. Dur-' ing this interval communication between the dis 75 9 2,124,452 patcher and the train may still be carried on gizing switch motor M. through the transformer secondary SI. In Fig. 6 is illustrated'an arrangement of cir mechanism SM to open the switch and divert train No. 6 from the main line into the siding. cuits and apparatus at a switch where there is As soon as the switch-is opened and locked in only single track in the stretch, instead cf al position, the contacts H5 and I56 in the circuit of control relay C8, and I90 and, it! in the cir ternate sections of single and double track. ' ' Passing sidings are assumed to be provided at in Motor M nowwoperates ‘ - cuit of control relay C5, are closed so that both . of the signals 8 and 5 will indicate “proceed,” un ' also desirable for the dispatcher to control the . less the block of signal 5 is occupied at some 10 operation of the track switch for trains to leave other point holding said signal at stop. When and enter sidings. It is further desirable that train No. 6 arrives, ?ndingsignal 8 “clear” it pro the dispatcher control the operation of the power ceeds into the siding. Since track relays E5 and E6 control the relay H shown in Fig. 1, train No. plant for furnishing electrical energy to the vari ous relays, signals and switch mechanism motor. 6 may announce its arrival on the siding to the dispatcher, similarly as heretofore described in In such a lay-out, the arrangement of the com the case of the trains operating as shown in Fig. munication circuits will be the same as that al ready explained for Fig.1. The commutator 1. The dispatcher will now again operate the selector for commutator 0M4, returning this 0M6 controls the operation of the main line sig nals at each passing track end and the circuit commutator to its normal position. This causes 20 for operating the. switch mechanism for the ‘ relays SR to become de-energized, that contact motor M. The commutator 0M5 controls the 2!! is made on its back point, thus causing the motor M to operate the mechanism SM to return operation of the, power plant. Both commuta tors CMQ. and CMS are operated in the manner the track switch F2 to its normal position. With shown in Fig. 5. Let it be assumed that this track switch F2 returned to its normal position 25 method of switch and signal control is applied and the contacts 09 and Oil! back in their normal to the switches in Fig. I, and that the sections position, signals 1 and t are in a condition to in dicate “proceed” except as their blocks may be vshown as double track in that ?gure are in re occupied. ' . ality sections of single track with a passing sid Train No. 5-in the meantime approaching on ing. Normally, trains keep to the main track 30 unless there is necessity for them to enter the the main line, ?nding signal ‘I. “clear” proceeds tervals that trains may pass each other. It is siding. Assume there are two trains, as No. 5 and No. 6, approaching a passing track location. The dispatcher communicates with both as here tofore described in connection with Figure 1. 35 The arrangement shown in Fig. 6 will be in use 40 hi) it reports its position to the dispatcher. As train No. 6 leaves the passing siding at the other end 35 through switch F3, operated similarly as de Also, train No. 5 may announce‘ its departure to tion Y, train No. 6 to enter the passing siding and No. 5 to keep to the main line, and getting a reply from them that the instructions are understood, the dispatcher when leaving the circuit of‘ track ing. The dispatcher again operates his selective equipment DSE sending out an appropriate code of impulses to operate the selector controlling commutator CMS operating this commutator to the position 2, which closes the ignition circuit for the gasoline engine GE through contact OI2 25 No. 5 is on the main linebetween the siding structing them that they are to pass at the sta With the closure of contact Oll re lay SR is energized and its contact III is caused to be made on its front point. vThis places the motor M in condition to operate to. open the track switch F2 so that train No. 6, may enter the sid 20 switches F2 and F3, relay H- being de-energized, scribed for switch F2, it may announce its de 50 indication. 15 30 over the switch; but during the timelthat train - at each end of the siding so that switches F2 and F3. will both be controlled by the dispatcher. After communicating with the trains, and in the dispatcher closes the switch W and operates the selective equipment DSE to send the ap propriate code of impulses to the selector operat ing commutator 0M4, placing this commutator in the position 3. This opens the circuits at con tacts Olli and 09 for control relays C6 and Cl causing both signals 6 and ‘I to give the “stop" 10 parture to the dispatcher as heretofore explained. relay E5, for example. ' After the switch F2 has been returned to its normal position, the dispatcher again operates the selective system DSE to control the commu~ tator CM5 to return same to its normal position, 45 thus stopping the gasoline engine GE, and, con sequently, operation of the power plant. It is assumed that the charging of the battery SY by the generator U! will be at such a rate as to recuperate this battery for the drain upon 50 it by the relays and signals during the interval‘ when the power plant is not operating. A principal feature of ‘this invention is that of the communication zone for each train which in reality travels with the train and within the 55 limits of which‘ communications to and from the train are con?ned. Such a zone always includes a circuit, arbitrarily referred to as an inter mediate circuit, in inductive relation with the train carried devices and adapted to be connected, 60 when so desired. with communication devices - and the circuit for the starting motor ST through the contact Ol3.. The starting motor then oper- . in a wayside station. Such a station is more spe ates from battery SY connecting itself through a ‘ ci?cally referred to herein as the dispatcher's suitable clutch with gasoline engine GE to turn office. The operation of this traveling communi the gasoline engine over to start same. As soon ' cation zone, or traveling intermediate circuit, - as gasoline engine GE has reached the speed at which it is operative from its own power, circuit controller SCC opens, stopping motor ST and will nowbe described. Assume a train in the section AS, which is but partly shown in Fig. 1. The communication zone disconnecting it from gasoline engine GE. Gaso . for the train is con?ned to the intermediate cir cuit for section AS. When the train, moving to line engine GE is directly connected with gen erators UI and U2, each of which‘ delivers electric ward the right, enters the track. circuit for relay. current at the rated voltage as soon as operation is~up to speed. These generators deliver current, UI' for charging battery SY and for energizing 75 the various relays, signals, etc., and U2 for ener 70 E2, the separate identity oi’ the intermediate circuitsv of section AS and section BSvis tempo rarily destroyed in that during the interval the train is in said track circuit, these two inter 76 .10 2,124,402 mediate circuits are connected together m1 one circuit so that the limits of the communicating transpositions through transformers in a manner as illustrated in United States patent No. zone are now that of the two sections AS and BS. _ 1,899,105 granted February 28, 1933 to W. ‘C. When the train moves from the track circuit of Phebus, on an application Serial No. 464,792 relay E2, the intermediate circuit for each section ?led June 30, 1930. AS and BS is restored to its normal status. The There are certain advantages in the effects of ' train now being wholly within the section BS its v induction, where it exists, from foreign electrical communicating zone and intermediate circuit is ‘_ disturbances in intermediate circuits of the com- 10 that for said section. As the train proceeds into munication system described. the track circuit of relay E4, the communicat ing zone for the train is again changed by being patcher connects his receiver circuit with an intermediate circuit, the audible e?ect from ‘the foreign current induced in the intermediate cir enlarged to cover both sections BS and CS with the intermediate circuits for each section now combined into one correspondingly large inter 15 mediate circuit comprised within the said two sections. As the train moves from the track cir cuit for relay E4, the intermediate circuit for ‘ each of the sections BS and CS is restored to its normal condition. The train now being ‘within 20 the limits of section CS its communicating'zone and corresponding intermediate circuit is con ?ned to the limits of said section. This traveling zone or circuit condition is automatically main tained by the train, similarly as described, as the 25 train travels the length of the stretch. With this traveling zone or circuit feature, the two ends of the train or two train points, are always in un interrupted communicative relation “with each other; and with the means provided and hereto 30 fore described, both train points and the way side station may be placed in communicative relation with each other. This novel communica tion zone means‘ admits of several trains being in the stretch at one time, each within its own communicating zone, and the attendants on each train, end at liberty to communicate between themselves, or to be in communication with the ' wayside station, without interfering with, or be ing interfered with by, any other train which may be within the stretch but not in the same zone. , . It will be noted that, as illustrated, when two adjacent intermediate circuits are joined together into one circuit, the conductors of the two sec 45 tions are connected in transposed relation; for When the dis 10. cuit serves as an indication that the intermediate circuit is complete and properly connected. Where such indication is desirable, this foreign 15 current disturbance, may be used for this pur pose, and thus the expense of special indication ‘means is not necessary. I have hereinbefore mentioned the use of radio frequencies as well as audio frequencies for con 20 veying communications. I do not wish to be con ?ned‘ to the use of either or both of these. It will be observed that the system is adaptable for communication to be carried on by code, as the telegraph, by written message, as the tele 25 type, and, in fact, by any suitable means de pendent upon electrical energy. What I claim as new is: 1. In a train communicating system, means for communicating between the head end and rear‘ end of a train, comprising, a communicating set on each end of the train and a circuit in com municative relation with each of said communi- . eating sets connecting between said sets, and means for communicating between either or both 35 endsof said train and a ‘wayside station, com prising, said ?rst named means, a communicating set in said wayside station, and a transformer normally in disconnected relation with said cir cuit but adapted to be selectively connected to 40 said circuit and said wayside communicating set‘ for establishing communicative relations between said train ends and said wayside station. 2. In a system vfor communication between a ' vehicle and a wayside station, communication sets 45 example, with. a train in the circuit of track relay ’ on the vehicle and in the wayside station, an in ‘E4 of Fig.1, conductor 23 is connected to con ductor l8 and conductor, 20 is connected to con ductor 25. The purpose of transpositions in these circuits, is to eliminate, or minimize, foreign cur rent inductive disturbances. In certain localities, where foreign circuits, and other sources of in ductive disturbances, are not present, trans positions in ‘the intermediate circuits are not 55 necessary. Further, where the. communication 7‘ impulses are by certain frequenciesto' which the _ various circuits, as necessar'y,are tuned, trans termediate circuit in electrical relation with said vehicle carried set, a wayside circuit connecting to said wayside station-set, a transformer adapted for communication purposes, and means opera 50 tive from the wayside station to connect said transformer in both said intermediate circuit and said wayside circuit. ' 3. In a system for communication between a ve hicle in a stretch of track and a wayside'station, 55. communication sets on the vehicle and in the wayside. station, a series of sections for said positions are not essential if ‘the foreign current inductive effects are of frequencies differing from stretch each with a circuit normally in com- ' that used for communication purposes. ‘ as the vehicle moves through the stretch, and a 60 municative relation with said vehicle carried set It will be further noted that I have not con - ?ned myself solely to the use of transpositions transformer adapted to be selectively placed in in intermediate circuits when, and as, adjacent intermediatecircuits are joined for the interval and said wayside station set. 4. In a system for providing telephonic com a train is passing from one section to the sec munication between a vehicle and a wayside sta tion next adjoining. Figures 1 and 4 indicate transpositions of the conductors of the inter mediate circuits at points between the limits of‘ the sections. The number and style of transposi tion, telephone sets on the vehicle and in the 70 tions desirable in- an intermediate circuit are largely determined by conditions existing on the railroad where the installation is made. In this ?rst mentioned means and remotely controlled inVentionLI do not ,yvish to bev limited to the transposing of the two conductors as shown in the ?gures. I may alternatively make such communicative relation with each of said circuits , _ 65 wayside station, means controlled by the vehicle placing said sets in communicative relation with each other, and‘means in close proximity to said from the wayside station adapted to modify the vehicle control of said ?rst named means to annul such relationship. ' ‘ 5.‘ In a system for‘communication‘ between a vehicle and a wayside station, communication 75 - I1 9,124,452 sets on the vehicle and inithe wayside station, a communicative relation with said wayside sta ' communication zone .for the vehicle comprising tion set. 12. In a- system for communication between ‘a circuit within the zone to which communica- _' tions to and from said vehicle are con?ned, and means operable by the vehicle in co-operation with means'within said zone controlled from the wayside station for placing said sets in communi cative relation with each other via said circuit. 6. In a system for communication between a 10. moving vehicle and a wayside station, communi cation sets on the vehicle and in the wayside station, a communication zone comprising an intermediate-circuit traveling with said vehicle, vehicles in a stretch of track and a wayside sta tion, a wayside assemblage comprising, a series of sections in said stretch each with an inter mediate circuit, selective means operative from and a communication circuit connected with said wayside station, a transformer having a primary ,coil and a ‘plurality of secondary coils, and 'a relay responsive to the operation of said selective‘ means connecting one secondary coil into one intermediate circuit, another secondary coil into another intermediate circuit and said primary a circuit extending from the station to said zone, 15 15 and means within said zone controlled jointly » coil to said communication circuit. 13.’. In a system for communication between a from said wayside station and by said vehicle for _ connecting said two circuits to place said sets in _ communicative relation with each other. vehicle in a section ofvtrack and a wayside sta tion‘, a wayside assemblage comprising, an inter mediate circuit for said section, selective means ‘7. In a system for communication between a plurality of vehicles and a wayside station, com ; operative from and a communication circuit 20 20' munication sets on each vehicle and in the way- a side station, a communication zone for each ve connected with said wayside station, a trans former having a primary coil and a secondary hicle, and means associated with each zone, at coil, a relay responsive to the operation of said times controlled from said wayside station and at selective means having a normal position and 25 other times controlled jointly from said wayside an abnormal position, and means operative by 25 station and by said vehicle, adapted to place any the train while in said section‘ effective, only one vehicle, communication set or any several when said relay is in the normal position. to con néct said secondary coil into the intermediate vehicle communication sets in communicative re lation with said wayside‘ station communication circuit and said primary coil to said communi-\ 30 set. cation circuit. - 8. In a system for communication between ve hicles in a stretch of track and the wayside, sec '1 a 14. In a system for communication between a vehicle in a stretch of track and a wayside sta-j tion, communication sets on the vehicle and in tions of single track“ and double track in said stretch, a communication station on each of said ' the wayside station, a series of intermediate cir -35 vehicles, a communication station on the wayside, cuits for said stretch each adapted to. be in com 35 and means, adapted to place said wayside station municative relation with said vehicle carried set, in communicative relation with said vehicles, con . each ofsaid circuits being adapted to be modi trolled by said vehicles as to each track or the ?ed to include means for communicative rela tionship with‘ said wayside station set'in addi double track sections and from the wayside sta tion to its normal circuit elements, and means tion as to the single track sections. M40 9. In a system for communication between a adapted to connect a plurality of said interme vehicle in a stretch of ‘ track and a wayside sta tion, communication sets on the vehicle and in the wayside station, a series of sections for said 45 stretch each with an intermediate circuit in com municative relation with said vehicle carried set as the vehicle moves through the stretch, and diate circuits together. 15. In a system for communication between the head end and the rear end of a train, a trans mitting set on each end of the train‘including an inductor in circuit with a transmitter, a re ceivlng set on each end of the train including _ means associated with said intermediate circuits ‘ another inductor in circuit with a receiver, ‘and means operative in said receiver circuit adapted to render said receiver inactive while said trans 60 the medium of a single control circuit adapted to 50 simultaneously place said wayside station set in ~, mitter is‘ active. 16. In a train operating system under the com communicative relation with a plurality of said and'controlled from the wayside station through intermediate circuits. ' 10. In a system for communication between ve» 55 hicles in a stretch of track and a wayside sta tion, a wayside assemblage comprising, a series of sections in said stretch each with an inter mediate circuit, a wayside communication station, and means common to adjacent intermediate cir 60 cuits andassociated directly therewith operable to simultaneously place said wayside station in communicative relation‘ with said intermediate circuits in pairs. 11. In a system for communication between the 55 head end and rear end of a train and between either or both ends of said train and a wayside station, a transmitting set on each end of the train including an inductor in circuit with a trans mitter, a receiving set on each end of the train 70 including another inductor in circuit with‘ a re ceiver, a communication transmitting and re is trol of a dispatcher, a stretch of railway track including a section of single track line and a sec tion of two track line, a train in said single track 55 section~proceeding toward and into‘ one of the tracks of said two track section, means permit ting said train to 'pass fromv said single track‘ section to said two track section, communication sets on said train and in the oiiice of said dis patcher, means for conveying communications betweenisaid dispatcher’s set and said-train set, selective means in said o?ice adapted to control both said ?rst named means and second named means, said second named" means being subject to such control only while the train is in the single track section, and means controlled by asv said train, controlling said second named means while the train is in the two track 'section. 17. In a system for communication between 70 the head end and rear end of a train in a stretch . ceiving set in the wayside station} and means of track and between either end or both ends of within a communicating zone, which travels with said train and a wayside station, communication . the train, communicatively connecting said in ductors and adapted to be selectively placed in station, means controlled by the train adapted 75 sets on each end of the train and in the wayside 2,124,452 12 to place said train sets in communicative relation with each other, means in said station adapted to control said first named means to place said station set in communicative relation with either or both‘ of said train sets for some‘ portions of said stretch, and means controlled either by said ‘ train or by said means in said station for placing said station set in communicative relation with either or both of said train sets for other portions ll) of said stretch. . 18. In a train telephone system, in combina nation, two intermediate circuits associated with a stretch of railroad track and adapted to co operate with telephone apparatus carried by trains occupying the track, a telephone line, a transformer comprising a primary winding and two secondary windings, and a switching device for simultaneously connecting the secondary windings in said two circuits,“ respectively, and for connecting the primary winding to said line. track line connecting at each end of the stretch to a single track line, a train in the stretch, a wayside station, an intermediate circuit asso ciated with the double track line, a wayside line connecting to the wayside station, means con trolled by the train on entering the stretch at either end thereof for connecting the interme diate circuit with the wayside line, and means ' associated with said intermediate circuit and controlled from said station for disconnecting , said intermediate circuit from the wayside line. 24. In a communication system for railways, in combination, a stretch of track,‘ a plurality of intermediate circuits electrically independent of each other, said circuits each being associated with a particular portion of said stretch of track, a transformer for each intermediate circuit, a wayside station, a communication circuit asso ciated with the stretch of‘ track and connecting with said station, and‘means controlled from the 20 19. In a‘ train telephone system, in combina- _ station over saidrcolmmunication circuit for con tion, two closed metallic loop circuits associated necting one winding of each of any desired .num with a stretch of railroad track and'adapted to ber of said transformers in their associated in co-operate with telephone apparatus ‘carried by trains occupying the track, a telephone line, a transformer comprising a primary winding and two secondary windings, a switching device for simultaneously connecting the secondary, wind ings in said two circuits, respectively, and for 30 connecting the primary winding to said line, and termediate circuits. _ 25. A trackway system for conveying signals to 25 and from moving vehicles comprising, in com bination, a series of electrically separate inter mediate circuits associated with a stretch of track ‘ for vehicles, a, transformer associated with ad joining circuits of said series for inductively con 30 a second switching device for joining said two necting the circuits together under certain con circuits to form a single closed loop circuit and‘. ditions, and means associated with said adjoining for simultaneously short circuiting one of said circuits for conductively connecting the circuits secondary windings. :13 together under other conditions. 26'.‘ In a communication system for railways, v35 20. In a train telephone system, in combina- * tion, a stretch of railroad track, a train on said a stretch of railwayv track with a train therein, ‘track, telephone apparatus carried by the train, a wayside station, an intermediate circuit for a ‘normally closed electrical circuit consisting solely of a trackway conductor co-operating with 40 the train carried telephone apparatus, a wayside conductor and switching contacts connecting said conductors together, a telephone line, a transformer having two windings, and a switch— ing device for abnormally operating one of said, in LI contacts to connect one transformer winding in said circuit and for operating another contact said stretch, a wayside communication circuit‘ connected with the wayside station, means asso ciated with said intermediate circuit and con 40 trolled by s'aid train to connect the intermediate circuit with the communication circuit, and other means associated with said intermediate circuit ‘ controlled from said wayside station to annul said connection and thereafter to reconnect said . to‘ connect the other transformer winding to said intermediate circuit with and disconnect said in termediate circuit from said communication cir line. cuit at will. - . , 21. In a train communication system, in com 130 bination, a stretch of railroad track, a train on said track, transmitting and receiving apparatus » 27. In a communication system for railways, a stretch of railway including a passing siding location, an. intermediate circuit associated with on the train, a closed electrical circuit compris- 1 saidlocation, intermediate circuits in said stretch ing a trackway conductor co-operating with said transmitting and receiving apparatus, a wayside ‘conductor and switching contacts connecting said conductors together, a transformer having two windings, a communication circuit, and a . switching device controlled over said last circuit adjoining on either side of said location and nor mally electrically isolated from the intermediate circuit at said location, a wayside communica tion circuit, means controlled by a train for elec trically connecting the intermediate circuit at said location with one of the adjoining inter for operating one of said switching contacts to " mediate circuits to form a single enlarged circuit, 60 connect one transformer winding in said ?rst circuit and for operating another switching con tact to connect the other transformer winding to said last circuit. 22. A trackway system for conveying electrical _ a relay controlled by the train, and contacts con trolled by said relay for connecting the inter mediate clrcuit for said location and also said enlarged circuit with said wayside communica tion circuit. ' to ‘Y impulses between a vehicle and a wayside station 28. In a communication system for railways’, a comprising a ?rst circuit associated with a stretch stretch of railway including a main line track _ oitrack for the vehicle, a second circuit extend? ing from the stretch of track to the, station, a transformer, a. relay controlled from said station normally connecting one winding of said trans‘ and 'a siding track, a switch at each end of the siding track connecting said track with the main line track, a wayside circuit associated with each of said tracks, a wayside station, a communica former in said ?rst circuit, and a vehicle con tion circuit extending from said station along trolled relay for connecting the other winding 7 said tracks, means associated with the wayside of said transformer in said second circuit. circuit and controlled by a‘ train moving over 23. In a train communication system, in com said tracks for automatically connecting the way 75 bination, a stretch of railway comprising a double side‘ circuit with the communication circuit, and 75 13 2,124,452 means ‘associated with the wayside circuit and controlled over the communication circuit for ing away from said siding track in each direction, two trains, each on the main line track moving interrupting the connection between said circuits, said connection ‘between the circuits continuing after the same has been automatically estab toward said siding, a communication set on each end of each of said trains, each set including a transmitter‘ and a receiver and a train carried lished until said last means is operated.‘ circuit adapted to be connected to said transmit _ 29. In a system for conveying electric current between a vehicle and a wayside station, an elec trical transmitting and receiving circuit on the 10 vehicle and at the wayside station, a zone for the vehicle including at all times a circuitwithin the zone in electrical relation with the circuit on the vehicle and to which electric currents for and from said vehicle are con?ned, and means oper-~ 1B able by the vehicle in cooperation with means within said zone controlled from the wayside sta» .tion for placing said station circuit and zone circuit in electrical relation with each other. 30. In a. system of communication for railway ter andreceiver, a circuit associated with said track for each of said trains in electrical relation with the train carried circuits, and a circuit as sociated with both said main line track and said 10 siding track while one train is on the main line track and the other train is on the siding track in electrical relation with the train carried cir cuits of both trains, the arrangement being such that communication may be carried on between‘ 15 the ends of each of said trains as the trains ap proach the siding and between said trains while one train is on the main line track and the otherv ' train is on the siding track. 20 20 trains, a track district including a main line track and a siding track, ‘said main line track extend ARCHIBALD G. SHAVER.