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Патент USA US3046402

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July 24, 1962
3,046,391
H. w. BRYAN
RAILWAY TRAFFIC CONTROLLING APPARATUS
Filed May 27, 1959
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United States Patent @i EC@
3,046,391
Patented July 24, 1962
2
1
head portion of said geometric ligure representing the
3,046,391
engine or locomotive.
RAILWAY TRAFFIC CONTROLLING APPARATUS
'
There is also shown adjacent points A and B, in block
Harold W. Bryan, Penn Hills, Pa., assîgnor to Westing
diagram form, the engine carried cab signaling current
house Air Brake Company, Wilmerding, Pa., a corpo
ration of Pennsylvania
Filed May 27, 1959, Ser. No. 816,253
responsive apparatus, and the cab signaling current cod
ing apparatus, respectively. The block diagram adjacent
point B is shown as connected lto the rails 1 and 2 of track
section 2 and is noted on the drawing as applying cab
signaling current to the rails in accordance with trañic
8 Claims. (Cl. 246-63)
My invention relates to railway traflic controlling rap
paratus, and particularly to train carried automatic train 10 conditions in advance, which, in accordance with the
aforesaid direction of trañic through the track stretch,
control apparatus employing acknowledging means.
would be to the right yof point B. The apparatus repre
In continuous inductive train control systems, :acknowl
sented Áby the block diagrams forms no part -of my present
edging means are generally provided whereby the engine
invention but is shown ‘for purposes of making -this de
man is required to acknowledge a change in the cab signal
indication when the change is to a more restrictive indica
scription complete.
tion. The `failure of the engineman to acknowledge such
la change results in an automatic brake application, but if
the change to the more restrictive indication is »acknowl
edged within a predetermined time the automatic brake
Three control relays R1, R2, «and R3, which are com
monly known in the art as the “slow speed” train control
relay, the “caution” train control relay, and the “clear”
or “proceed” train control relay, respectively, also appear
application is forestalled.
It has »been found that under some conditions it may
be expedient for safer operation of trains to prevent the
acknowledgement of =a change in a cab signal from a clear
directly to a slow speed or stop indication, such change
possibly denoting a suddenly occurring ldangerous condi
tion in the signal block occupied by the train. It has also
in the drawing. 'The detailed `control arrangement for
these relays is not show-n but isrepresented by the dotted
lines extending from the Iblock diagram representing the
engine carried cab signaling current responsive apparatus.
The ycontrol relays, the detailed control arrangement
25 therefor, »and the apparatus represented by the Áblock
20
diagrams may, `for example, be controlled in the manner
described for similar :apparatus shown in Letters Patent
of the United States, No. 1,986,679, issued January l,
to arrange the wayside control apparatus supplying the
1935, to Lloyd V. Lewis for Railway Traíl‘ic `Controlling
cab signal control energy to the track rails to supply
clear control cab signal energy to a short section of track 30 Apparatus. It is sufñcient for `an understanding of my
been found that it may be expedient in some instances
immediately in the rear of a point at which a stop is
’ present invention to state that relays R1 and R3 are .
desired, thereby temporarily changing the cab signal in
dication to clear and then directly to stop when the train
passes the desired stop point. By providing such an
energized under clear or proceed trañìc conditions, relays
R1 and R2 »are energized under approach medium condi
tions, relay R1 alone is energized under caution or ap
arrangement and by preventing an acknowledgement of
' proach conditions, and all three of the relays are de
energized 4under slow speed or stop conditions. The
the change from the clear to the stop indication by means
correspondence between ythe cab signaling current lap
of the apparatus embodying my invention, Áan absolu-te
paratus and relays R1, R2, ‘and R3 shown in the drawing
stop is enforced which, as for example when a train is
of this application, andthe similar apparatus of the Lewis
approaching an open drawbridge, may prevent a serious
40 patent will be readily Iapparent from an examination of
accident.
the patent.
It is `accordingly the object of my invention to pro-vide
Three acknowledging stick relays, designated by the
apparatus incorporating a novel arrangement of acknowl
reference characters S1, S2 and S3, and of the neutral
edging circuits whereby acknowledgement of a cab signal
type, are also shown in the drawing. Relays S2 and S3
change from a `clear indication directly to a slow speed or
stop indication is prevented and, therefore, an ‘automatic 45 are each shown as having an upper or pickup wind
ing, and ya lower or stick winding, such relays being
brake application following such change cannot be fore
stalled.
It is another object of my invention to provide reset
means for resetting the apparatus after such a cab signal
change and automatic brake application,
Other features, objects, and advantages of my invention
of a construction well known in the art.
The refer
ence character ASW designates a manually operable
acknowledging switch, shown in the conventional manner,
and having a normally closed or normal contact a closed
in the normal position of the switch and a normally
will appear as the speciñcation progresses.
'I shall describe one form of »apparatus embodying my
open or reverse Contact b closed in the reverse position
of the switch. Reference character RSW designates a sec
ond or reset switch similar to the acknowledging switch
invention, and shall then point out the novel features
55 and also having a normally closed or normal Contact a
thereof in claims.
The accompanying drawing is a diagrammatic view
showing one form of apparatus embodying my invention.
Referring to the drawing there is shown a stretch of
closed in «the normal position of t-he switch and a normally
open or reverse contact b closed in the reverse position
of the switch. When'either of the switches is operated
railway track including a track section designated T com
its normally closed contact a becomes opened and its nor
pri-sing rails designated 1 and 2, and extending between 60 mally open contact b becomes closed.
lirst and second points of locations designated by the
reference characters A and B, respectively. The rails
Reference character MV designates the winding of a
brake valve controlling magnet which is normally ener
of the section of railway track are separated »at locations
A and B from the rails of the remainder of the track
gized, but which when deenergized serves to cause an
stretch by insulated joints designated J, thereby forming
what is commonly known in the art as a railway signal
ing block.
A locomotive or engine designated by the
automatic application of the brakes of the train equipped
65 with the apparatus of my invention. This winding corre
sponds to the winding l5S of the valve designated by the
reference character'G in the aforesaid Lewis patent. The
reference character L is shown adjacent point A -by a
geometric figure drawn by broken lines, and it is to be
method by which the magnet valve controls a brake appli
cation forms no part of my invention and reference is
70
understood that trains traversing the section of railway
made nto the Lewis patent for an understanding of the
track do so in la direction from west to east, or left to
right, as shown in the drawing by the pointed or arrow
operation of the braking apparatus controlled by the mag
net valve. However, it should be pointed out that the
3,046,391
3
troduced such, for example, as a period of time of 6
knowledging switch ASW to its reverse position and then
returning it to its normal position within the 6 second
delay period, winding MV will be reenergized and a brake
application will be averted. This operation is accom
deenergization of the winding of the magnet valve does
not immediately cause an application of the brakes of a
train but, as noted on the drawing, a delay period is in
seconds, before a brake application results after the de
plished in the following manner. The movement of switch
energization of the winding. This delay period normally
ASW to its reverse position closes a circuit for the ener
allows time for the engineman to acknowledge a change
gization of relay S3. This circuit extends from terminal
B of the battery over the back point of contact a of relay
in cab signal indication Ito a more restrictive indication
R3, normal contact a of switch RSW, reverse contact b
and thereby forestall the brake application, as will become
more apparent as the description progresses.
l0 of switch ASW, the front point of contact c of relay R1,
and through the pickup winding of relay S3 to terminal
There is also shown on the left hand side of the draw
N of the battery. Relay S3 is thus picked up and com
ing the cab signal lamps which are selectively illuminated
pletes its stick circuit over its own front contact a to the
to indicate to the engineman the traffic conditions in ad
lower or stick winding of the relay. This stick circuit is
vance of the train. These lamps are designated GE,
obvious and no detail description thereof is considered
YGE, YE, and RE for green, yellow over green, yellow,
necessary. When the engineman returns the acknowleging
and red aspects, respectively, or the clear, approach me
switch to its normal position, an energizing circuit is corn
dium, approach, and stop indications, respectively. The
control circuits for the illumination of the lamps will be
described hereinafter in this description,
pleted for the winding MV of the magnet valve which
It should be pointed out at this time that a suitable
source of control current is provided, this current source
may be traced from terminal B of the battery over the
back point of contact a of relay R3, the front point of
contact a of relay R2, the front point of contact c of
being preferably a battery of proper voltage and capacity,
relay S3, the back point of contact b of relay S2, contact
but for the sake of simplicity this power source is not
a of switch ASW closed in its normal position, and through
the winding MV of the magnet valve to terminal N of
the battery. Relay S3 is retained energized over its stick
circuit as long as relay R3 remains deenergized, and the
winding MV is therefore retained energized over the front
point of contact c of relay S3 so long as relay R3 remains
released.
shown in the drawing, its positive and negative terminals
being identitied by the conventional reference characters
B and N, respectively.
It should be further pointed out that all contacts of
the relays are not located on the drawing directly below
the symbol representing the winding -of their respective
relay, but each contact that is not so located is designated 30
by the reference character for its respective relay disposed
on the drawing directly above the movable portion of
It will now be assumed that the trañic conditions under
which the train is traveling change again to clear and relay
R3 is again energized and relay R2 is deenergized. The
energization of relay R3 opens at the back point of its
the contact, as is believed will be readily apparent from
Contact a the stick circuit for relay S3 which releases and
an examination of the drawing.
It is believed that ‘the operation of the apparatus of 35 closes over the back point of its contact c the previously
described energization circuit for winding MV including
my invention can best be understood by describing the
the front point of contact a of relay R3. No acknowledge
operation under specific instances of changes in the cab
ment of the change from an approach medium indication
signal indications.
to a clear indication is, therefore, required. Signal lamp
It will first be assumed that the train equipped with
the cab signal apparatus is traveling under clear traflic 40 YGE is extinguished and the circuit for the energization
of signal lamp GE is again closed to illuminate that lamp
and again give the clear indication.
gized, and relays R2, S1, S2 and S3 are all deenergized,
Assuming now that, after the previously described
this condition of the apparatus being considered to be the
change to the approach medium indication and acknowl
normal condition. The green cab signal lamp GE is
illuminated under these conditions, being energized by a 45 edgement thereof. the trañic conditions further change
to approach conditions, relay R2 will be released and
circuit extending from terminal B of the battery over the
relay R1 will remain energized. The release of relay R2
front point of contact a of relay R3 to the lamp filament,
conditions and, therefore, relays R1 and R3 are ener
opens at the front point of its contact a the previously
`and through the filament to terminal N of fthe battery.
described energizing circuit for lamp YGE which is thus
An energizing circuit for the winding MV of the valve
is also closed at this time, this circuit extending from 50 extlnguished, and closes at the back point of its contacts
a an energizing circuit for lamp YE. This circuit extends
terminal B of the battery over the front point of contact
from terminal B of the battery over the back point of
a of relay R3, the back point of contact c of relay S3,
contact a of relay R3, the back point of contact a of relay
the back point of contact b of relay S2, normally closed
R2, the back point of contact b of relay Sl, the front
Contact a of acknowledging switch ASW, and through the
point of contact a of relay R1, and through the filament
winding MV of the magnet valve to terminal N of the
of lamp YE to terminal N of the battery. Lamp YE is
battery.
thus illuminated to give the approach cab signal indica
I will now assume that the trafñc conditions in the
tion. The release of relay R2 also opens at the front
stretch of railway track traveled by the train change to
point of its contact a the energizing circuit for winding
approach medium conditions so that relay R3 becomes
deenergized and relay R2 becomes energized. The pre 60 MV which will enforce an automatic brake application
1f the cab signal change is not acknowledged. lt will be
viously traced energizing circuits for winding MV and'
assumed, however, that the engineman acknowledges the
the green signal lamp will at this time be opened at the
change, within the period of time allowed, by moving
open front point of contact a of relay R3. The green
the acknowledging switch to its reverse and then again
signal lamp will be extinguished and the magnet valve
will operate =to initiate a brake application unless another 65 to its normal position. The movement of switch ASW to
its reverse position closes at contact b of the switch pickup
circuit for the magnet valve is closed within the previously
circuits for relays S2 and S3. The pickup and stick
mentioned 6 second delay period. The release of relay
circuits for relay S3 are the same as previously described.
R3 and energization of relay R2 closes an energizing circuit
The circuit for picking up relay S2 extends from terminal
for illuminating lamp YGE to give an approach medium
indication. This circuit may be traced `from terminal B 70 B of the battery over the back point of contact a of relay
R3, contact a of switch RSW closed in its normal position,
of the battery over 'the back point of contact a of relay
contact b of switch ASW closed in its reverse position,
R3, the front point of contact a of relay R2, and through
the pickup winding of relay S2, and over the back point
the ñlament of the lamp YGE, to terminal N of the bat
of contact b of relay R2 to terminal N of the battery.
tery. If the engineman alt this time acknowledges the
change in indication by momentarily operating the ac 75 Relay S2 is thus energized closing its stick circuit to its
3,046,391
E»
stick winding including its own front contact a and the
back points of contacts a of relays R2 and R6. When
the engineman returns the switch to its normal position
an energizing circuit for magnet valve Winding MV is
closed which extends from terminal B of the battery over
the back point of contact a of relay R3,~»the back point
of contact a of relay R2, the back point of contact b
and through the winding MV to terminal N of the battery.
An automatic brake application is thus suppressed.
Upon a change in a cab signal indication directly from
the approach medium indication to the stop or slow speed
indication the red lamp is illuminated by the previously
described energizing circuit for that lamp. However, un
der these conditions relay S2 is not `energized as no ac
knowledgement of the change in indication from approach
of relay S1, the front point of contact a of relay R1,
the yback point of contact c of relay S1, the front point
medium to approach has been previously required. When
of contact b of relay S2, contact a of switch ASW closed 10 switch ASW is moved to its reverse position, however,
in its normal position, and through the winding MV of
both relays S1 and S2 are energized along with relay S3
the magnet valve, to terminal N of the battery, Magnet
which was previously energized, the three relays corn
valve winding MV is thus reenergized and an automatic
plete their stick circuits, and the apparatus then stands
brake application suppressed.
`as if an acknowledgement of a change from an approach
Upon a change in the cab signal from approach to 15 medium to an approach indication had been made. Upon
approach medium the stick circuit for relay S2 is opened
the return of the switch ASW to its normal position the
at the back points of contacts a and b of relay R2, and
circuits operate to energize winding MV in the identical
relay S2 releases to recomplete the previously described
manner described for the energization of that winding
energizing circuit for magnet valve winding MV including
upon the acknowledgement of a change in indication from
the back point of contact b of relay S2 and the front 20 approach to stop. The circuits also operate in a similar
point of contact c of relay S3. Similarly, upon a change
manner upon a change in cab signal indication directly
in the cab signal from approach directly to clear, the stick
from clear to approach. That is, relay S3 is not ener
circuits for relays S2 and S3 are opened at the back
gized under these conditions because no acknowledgement
point of contact a of relay R3 and relays S2 and S3 re
in a change `from a clear to an approach medium indica
lease to recomplete the previously described energizing 25 tion has been previously required. However, when switch
circuit for magnet winding MV including the back points
ASW is reversed to acknowledge the change from clear
of contacts b and c of relays S2 and S3, respectively.
to approach, the pickup windings of both relays S2 and
Thus an acknowledgement of a cab signal change from
approach to approach medium, or directly to clear is not
S3 are energized over their previously described pickup
circuits and the apparatus then stands as if acknowledge
required.
30 ment of a change from clear to approach medium had
I will now assume that the previously described change
previously bee-n made and a change from approach me
from an approach medium indication to an approach in
dium to approach has just been initiated. The pickup
dication was acknowledged and, therefore, relays R1, S2
of relays S2 and S3 completes their stick circuits and
and S3 are picked up and relays R2 and R3 are released.
the relays are maintained energized. When the engine
I will further assume that at this time the traflic condi 35 man now lreturns switch ASW to its normal position
tions so change as to cause a change in the cab signal indi.
magnet valve winding MV will again be energized and a
cation from appro-ach to slow speed or stop. Under these
brake application suppressed.
conditions relay R1 will now release, and an energizing
A change in cab signal indication from stop to ap
circuit for the filament of lamp RE will be closed which
proach, approach medium, or clear does not require an
may be traced from terminal B of the battery over the 40 acknowledgement because the stick circuit for acknowledg
back point of contact a of relay R3, the back point of
ing relay S1 is opened upon the pickup of relay R1, the
contact a of relay R2, the back point of contact b of
stick circuits for acknowledging relays S1 and S2 are
relay S1, the [back point of contact a of relay R1, and
opened upon the energization of relay R2, and the stick
through the ñlament of lamp RE to terminal N of the
circuits for relays S1, S2 Iand S3 are opened upon the I
battery. The cab signal now displays a red aspect and 45 energization of relay R3. Magnet valve winding MV
gives a stop or slow speed indication. The release of
is therefore momentarily deenergized and immediately re
relay R1 also opened a-t the front point of its contact a
energized over one of its previously described energizing
the previously described energizing circuit for magnet
circuits when a change in cab signal indication from stop
valve winding MV thus requiring an acknowledgement to
to a less restrictive indication occurs.
prevent a brake application. The engineman, therefore, 50
I will now describe the operation of the apparatus of
again reverses the acknowledging switch ASW and then
returns it to its normal position. The reversal of the
switch closes a pickup circuit for relay S1 which extends
from terminal B of the battery over the back point of
my invention when a change in the cab signal from a
clear indication directly to a stop or slow speed indica
tion occurs, and the manner in which the acknowledge
ment of such a change and thereby suppressing an auto
contact a of relay R3, normal contact a of switch RSW, 55 matic brake application, is prevented.
reverse contact b of switch ASW, the back point of
As previously pointed out relays Rl and R3 are ener
contact c of relay R1, front contact b of relay S3, the
gized and relays R2, S1, S2, and S3 are all deenergized
winding of relay S1, and over the back point of contact b
when the cab signal is displaying a green aspect giving
of relay R1 and over the back point of contact b of re
a clear indication. 'When 4the cab signal changes directly
lay RZ to terminal N of the battery. Relay S1 is thus 60 to display a red aspect and thus gives a stop or slow speed
picked up completing its «stick circuit including its own
indication, relays R1 and and R3 become deenergized and
front contact a. FIlhis circuit extends from terminal B
the previously described energizing circuit for the il
of the battery over the back points of contacts a of relays
lumination of lamp GE is opened and the energizing cir
R3 and R2,- the front point of Contact b of relay S1,
cuit Íor the illumination of lamp RE is closed. The cir
the front point of contact a of relay S1, the winding of 65 cuit for the energization of magnet valve winding MV is
also opened at this time at the front point of contact a of
relay S1, and over the back point of contact b of relay
relay R3. When the engineman attempts to acknowledge
R1 and the back point of contact b of relay R2 to termi
the change and suppress a brake application by the re
nal N of the battery. Relay S1 is thus retained picked
versal of acknowledging Switch ASW, acknowledging re
up at this time. The energizing circuit for the lilament
of lamp RE is now completed over front point of con 70 lay `S2 will be energized over its previously described pick
up circuit and will complete its stick circuit. However,
tact b of relay S1. When switch ASW is returned to its
acknowledging relay S3 will not be energized at this time
normal position, magnet valve winding MV is energized
as its pickup circuit is open at the front point of con
by a circuit extending from terminal B of the battery over
tact c of relay R1. Relay S1 will not be energized at
the front point of contact c of relay S1, the front point
of contact b of relay S2, norm-al contact a of switch ASW, 75 this time since its pickup circuit will be open at front con
3,046,391
7
Si
tact b of relay S3, relay S3 remaining deenergized as
stated. Therefore, when the engineman returns the
acknowledging switch ASW to its normal position the en
ergizing circuit for the winding MV of the magnet valve
trahie conditions, the first relay only is energized under
will, at this time, be open at the front point of contact c
of relay Si and the front point of contact a of relay Rt,
and an automatic brake application will result after the
normally closed contact and a second normally open con
tact, and a normally energized brake valve control mag
approach traffic conditions, and all three relays are de
energized under stop trafiic conditions; and said apparatus
also complising a manually operable switch having a first
net having a winding and so constructed that said valve
is actuated to cause a brake application only after a pre
aforesaid 6 second delay period.
Reset switch RSW is provided to reset the apparatus
after the enforcement of an automatic brake applica
tion as described in the preceding paragraph. This switch,
unlike acknowledging switch ASW, is located on the train
determined time delay after said winding becomes decn
ergized; first, second, and third stick relays; a first ener
gizing circuit for said brake valve control magnet winding
including said first contact of said switch, a back contact
of said second stick relay, a back contact of said third
at some location not readily accessible to the engineman
stick relay, and a front contact of said third control
as, for example, at some point where the engineman will
relay; a second energizing circuit for said brake valve
have to leave the engine cab to manipulate the reset
control magnet winding including said first contact of said
switch.
switch, said back contact of said second stick relay, a first
When reset switch RSW is moved to its reverse posi
front contact of said third stick relay, a front contact of
tion, after a change in cab signal indication from clear
said second control relay, and a back contact of said
directly to stop, relay S3 is energized by a circuit
extending from terminal B of the battery over the back 20 third control relay; a third energizing circuit `for said
brake valve control magnet winding including said first
point of contact n of relay R3, contact b of switch RSW
contact of said switch, a front contact of said second stick
closed in its reverse position, and through the pickup
relay, a first back contact of said first stick relay, a front
winding of relay S3 to terminal N of the battery. Relay
contact of said first control relay, a second back contact
S3 is thus energized completing its stick circuit including
of said first stick relay, a first back contact of said sec
its own front contact a. Whether the engineman previ
ond control relay, and said back contact of said third
ously attempted to acknowledge the change from clear to
control relay; a fourth energizing circuit for said brake
stop makes no difference in the manipulation required by
valve control magnet winding including said first contact
the engineman at this time. lf the engineman did at
of said switch, said front contact of said second stick
tempt an acknowledgement, relay S2 is energized as previ
relay, and a front contact of said first stick relay; a pickup
ously described and, if he did not so attempt, relay S2 re
circuit for said third stick relay including a second front
mains deenergized. If relay S2 is deenergized the energiz
contact of said first control relay, said second contact of
ing circuit for the winding MV of the magnet valve is
said switch, and said back contact of said third control
open at the front point of contact a of relay R2. lf relay
relay; a pickup circuit for said second stick relay includ
S2 is energized, the energizing circuit for the winding MV
is open at the front point of contact c of relay S1 and the
ing said second contact of said switch, said back contact
of said third control relay, and a second back contact of
front point of contact a of relay R1. Therefore, in
either instance, the usual manipulation of the acknowledg
said second control relay; and a pickup circuit for said
ing switch is required, subsequent to the manipulation of
first stick relay including a second front Contact of said
the reset switch and the resulting pickup of relay S3, in
third stick relay, a first back contact of said first control
order to energize relay S1 and thus energize the winding
relay, said second back contact of said second control re
MV of the magnet valve. Also contact a of switch RSW,
lay, a second back contact of said first control relay, said
being included in the energizing circuits for relays S2 and
second contact of said switch, and said back contact of
Sl, requires that the reset switch RSW be returned to its
said third control relay.
normal position before the manipulation of acknowledg
2. ln a railway trafiic controlling system comprising
train carried automatic train control apparatus including
first, second, and third control relays so controlled that
the first and third relays only are energized under clear
ing switch ASW is effective to energize relays S1 and
S2. The energization of both relays S1 and S2, by the
manipulation of `the reset switch as described, and the
reversing and return of the acknowledging switch to its
normal position now closes the energizing circuit for wind
ing MV including the front point of contact b of relay
S2 and the front point of contact c of relay S1. The train
may proceed at the authorized slow speed after the brakes
are released.
From the foregoing description it is apparent that, with
the arrangement of apparatus of my invention as shown in
the drawing, means are provided whereby the change in
a cab signal indication from clear directly to stop or slow
speed cannot be acknowledged with manipulation of the
usual acknowledging switch alone and thereby operate
trafiic conditions, the ñrst and second relays only are en
50
ergized under approach medium traffic conditions, the
ñrst relay only is energized under vapproach traffic condi
tions, and all three relays are deenergized under stop
traffic conditions; and said apparatus also including a
manually operable acknowledging switch having normal
and reverse positions and first and second contacts closed
in said normal and reverse positions respectively, and a
normally energized brake valve control magnet having a
control winding and so constructed that said valve is `actu
ated to cause a brake application only after the expiration
of a predetermined period of time after said winding be
to suppress an automatic brake application, but the
comes deenergized; in combination; first, second, and
change in a cab signal indication from any other proceed 60 third acknowledging relays; a first energizing circuit for
indication to stop or slow speed may be acknowledged
said control winding including said first contact of said
by proper manipulation of the acknowledging switch and
switch, a back contact of said second acknowledging relay,
an automatic brake application thereby suppressed.
a back contact of said third acknowledging relay, and a
While I have shown and described only one form of
front contact of said third control relay; a second ener
apparatus embodying my invention, it should be under
gizing circuit for said control winding including said first
stood that various changes and modifications may be
contact of said switch, said back contact of said second
made therein within the scope of the appended claims
acknowledging relay, a first front contact of said third
without departing from the spirit and scope of my inven
acknowledging relay, a front contact of said second con
tion.
trol relay; and a back contact of said third control relay,
Having thus described my invention, whatI claim is: 70 a third energizing circuit for said control winding includ
l. In combination with railway automatic train control
ing said first contact of said switch, `a front contact of
apparatus comprising first, second, and third control re
said second acknowledging relay, a back contact of said
lays so controlled that the first and third relays only are
first acknowledging relay, a first front contact of said
energized under clear traffic conditions, the first and sec
ond relays only are energized under approach medium 75 first control relay, a second back contact of said first ac
3,046,391
lt)
knowledging relay, a back Contact of said second control
relay, and said back contact of 4said third control relay; a
fourth energizing circuit for said control winding including
said first contact of said switch, said »front contact of said
second acknowledging relay, and a front contact of said
first acknowledging relay; a pickup circuit for said second
acknowledging relay including said second contact of said
switch, said back contact of said third control relay, and
a second back contact of said second control relay; a pick
4. In a railway traffic controlling system comprising
train carried cab 'signaling apparatus including first,
second, and third control relays so controlled that the
first and third relays only are energized under clear
traffic conditions, the first and second relays only are
energized under approach medium trafiic conditions, the
first relay only is energized under approach Itraffic condi
tions, and all three relay-s are deenergized under stop
trafiic conditions; and said apparatus also including a
up circuit for said third acknowledging relay including 10 manually operable acknowledging switch having normal
said second contact of said switch, said back contact of
and reverse positions and a contact closed only in said
said third control relay, and a second front contact of
reverse position; in combination; first, second, and third
said first control relay; and a pickup circuit for said first
stick relays; a pickup circuit for said first stick relay
acknowledging relay including a second front contact of
including a front contact of said third stick relay, a first
said third acknowledging relay, a back contact of said 15 back contact of said first control relay, said switch con
first control relay, said second back contact of said second
tact, a first back contact of said second control relay,
control relay, said second Contact Vof? said switch, a sec
and a back contact of said third control relay; a pickup
ond back contact of said first control relay, and said back
circuit -for said second stick relay including said switch
contact of said third control relay.
contact, said back contact of said third control relay,
3. In a railway traffic controlling system comprising 20 and said first back contact of said second control relay;
train carried automatic train control apparatus including
first, second, and third control relays so controlled that all
three relays are deenergized under stop traffic condi
a pickup circuit for said third stick relay including said
a normally energized brake valve control magnet having
5. In a railway traffic controlling system comprising
train carried cab signaling apparatus including first,
switch contact, a front contact of said first control relay
and said back contact of said third control relay; a
tions, the first relay only is energized under «approach
stick circuit for said first stick relay including a second
traffic conditions, the first and second relays only are 25 back contact of said second control relay, said back con
energized under approach medium trafiic conditions, and
tact of said third control relay and a second back contact
the first and third relays only are energized under clear
of said first control relay; a stick circuit for said second
traffic conditions; and said apparatus also including a
stick lrelay including said second back contact of said
manually operable switch having normal and reverse
second control relay and said back contact of said third
positions and a first contact closed in its normal position 30 control relay, and a stick circuit for said third stick relay
and a second contact closed in its reverse position, and
including said back contact of said third control relay.
a winding and so constructed that the valve is actuated
to cause a train brake application only after the expiration
second, and third control relays so controlled that the
of a predetermined period of time after the Winding be 35 first and third relays only are energized under clear traf
comes deenergized; in combination; first, second, and
fic conditions, «the first and `second relays only are ener
third stick relays; a pickup circuit for said first stick
gized under approach 4medium traffic conditions, the first
relay including a back contact of said third control relay,
relay only is energized under -approach trafiic conditions,
said second contact of said switch, a first back contact of
and all the relays are deenergized under stop traffic con
said first control relay, a first back contact of said second 40 ditions; and said apparatus also including a manually
control relay, a second back contact of said ñrst control
operable acknowledging switch having normal and re
relay, and a first front contact of said third stick relay; a
verse positions and a contact closed only lin said reverse
pickup circuit for said second stick relay including said
back contact of said third control relay, said second
position; in combination, first, second, and third stick
relays; a manually operable reset switch having normal
contact of said switch, and said first back contact of 45 `and reverse positions and a contact closed only in said
said second control relay; a pickup circuit for said third
reverse position, a first pickup circuit for said third stick
stick relay including said back contact of said third con
relay including a front contact of said first control relay,
trol relay, said second contact of said switch, and a first
said contact of said acknowledging switch, and a back
front contact of said first control relay; a stick circuit for
contact of said third control relay; a second pickup circuit
said first stick relay including a second back contact of 50 for said third stick relay including said contact of said
said second control relay, said back contact of said third
reset switch, and said back contact of said third control
control relay and said second back contact of said ñrst
relay; a pickup circuit for said second stick relay includ
control relay; a stick circuit for said second stick relay
ing said contact of said acknowledging switch, a ñrst back
including said second back contact of said second control
contact of the second control relay, and said back con
relay and said back contact of said first control relay, 55 tact of said third control relay; `a pickup circuit for said
a stick circuit `for said third stick relay including said back
contact of said third control relay; a first energizing cir
cuit for said magnet winding including a front contact
`first stick relay including a front contact of said third
stick relay, a first back contact of said first control rel-ay,
said contact of said acknowledging switch, said back con
of said third control relay, a back contact of said third
tact of said third control relay, and said first hack contact
stick relay, a back contact of said second stick relay, and 60 of the second control relay; a stick circuit for said third
said first contact of said switch; a second energizing cir
stick relay including said back contact of said third con
cuit for said magnet winding including said back contact
trol relay, `a stick circuit for said second stick relay ín
of said third control relay, a front contact of said second
cluding a second back contact of said second control
relay and said back contact of said third control relay;
relay, said back contact of said second stick relay, and 65 >and a stick circuit for said first stick relay including a
said first contact of said switch; a third energizing circuit
second back contact of said first control relay, said second
for said magnet winding including said back contact of
back contact of said second control relay, and said back
said third control relay, said second back contact of said
contact of said third control relay.
second control relay, a back contact of said first stick
6. In a railway traffic controlling system comprising
relay, a second front contact of said first control relay, 70 train carried cab signaling apparatus including first,
a front contact of said second stick relay, and said first
second, and third control relays so controlled that the
contact of said switch; and a fourth energizing circuit for
first and third relays only Iare energized under clear
said magnet winding including a front contact of said
traffic conditions, the first and second relays only are
first stick relay, said front contact of said second stick
energized under approach medium traffic conditions, the
relay, and said first contact of said switch.
75 first relay only is energized under 'approach traffic condi
' control relay, a second front contact of said third stick
O
3,0 e, s1
I
'll
12
a first energizing circuit for said magnet control winding
tions, and all three relays are deenergized under stop
including a front contact of said third control relay, a back
traffic conditions; and also including an acknowledging
contact of said third stick relay, a back contact of said
switch normally occupying a normal position and manual
second stick relay, and said first contact of said acknowl
ly operable to a reverse position; in combination; first,
second, and third stick relays, means controlled by said 5 edging switch; a second energizing circuit for said control
winding including said back contact of said third control
switch and said first `and third control relays for energiz
relay, a front contact of said second control relay, a
ings said third stick relay when traffic conditions change
second front contact of said third stick relay, said back
from clear or approach medium to more restricting trafiic
contact of said second stick relay, and said first contact
conditions other than stop and said switch is reversed,
means controlled by said third control relay for main 10 of said acknowledging switch; a third energizing circuit for
said winding including said back contact of said third
taining said third stick relay energized when once ener
control relay, said second back contact of said second
gized and traffic conditions are more restricting than
control relay, a back contact of said first stick relay, a
clear; means controlled by said switch and `said second
second front contact of said first control relay, a front
and third control relays for energizing said second stick
relay when traffic conditions change from clear to more l5 contact of said second stick relay and said first contact
of said acknowledging switch; and a fourth energizing
restricting trafiic conditions other than approach medium,
circuit for said winding including a front contact of said
or from approach medium or approach to more restrict
first stick relay, said front contact of said second stick
ing ltraffic conditions, and the switch is reversed; means
relay, and said first contact of said acknowledging switch.
controlled by said second and third control relays for
8. In a railway trafiic controlling system comprising
maintaining said second stick relay energized when once 20
train carried automatic train control apparatus including
energized and trafiic conditions are more restricting than
first, second, and third control relays so controlled that the
approach medium; means controlled by said switch, all
first and third relays only are energized under clear
three said control relays, and said third stick relay, for
traffic conditions, the first and second relays only are
energizing said first stick relay when trafiic conditions
change from less restricting trafiic conditions to more 25 energized under approach medium traflic conditions, the
first relay only is energized under approach trafiic condi
restricting than approach, said third stick relay is ener
tions and all three relays are deenergized under stop trafiic
gized, and said switch is reversed; and means controlled
conditions; and said apparatus also including an acknowl
by >all three said control relays for maintaining said first
edging switch normally occupying a normal position and
stick relay energized when once energized and trafiic con
ditions are more restricting than approach.
30 manually operable to a reverse position, and a normally
7. In a railway traffic controlling system comprising
train carried automatic train control apparatus including,
first, second, and third control relays so controlled that
the first and third relays only are energized under clear
traliic conditions, the first and second relays only are 35
energized under approach medium traflic conditions, the
first relay only is energized under approach traffic condi
tions, and all three relays are deenergized under stop
traffic conditions; and said apparatus also including a
manually operable acknowledging switch having normal
and reverse positions and a first contact closed only in said
normal position and a second contact closed only in said
reverse position, and a normally energized brake valve
control magnet having a control winding and so construct
energized brake valve control magnet having a control
winding and so constructed that said valve is actuated to
cause a brake application only after the expiration of a
predetermined period of time after said winding becomes
deenergized; in combination; first, second, and third
acknowledging relays; a reset switch normally occupying
a normal position and manually operable to a reverse posi
tion; means controlled by said switches and said first and
third control relays for energizing said third stick relay
when traffic conditions change from clear or approach
medium to more restricting trafiic conditions other than
stop and the acknowledging switch is reversed and the
reset switch is normal, means controlled by said third
control relay for maintaining said third stick relay ener
ed that the valve is actuated to cause a brake application 45 gized when once energized and trafiic conditions are more
restricting than clear, means controlled by said reset
switch and said third control relay for energizing said
third stick relay when trafiic conditions are more restrict
ing than clear and the reset switch is reversed; means con
reverse positions and a first contact closed lonly in said
normal position and a second contact closed only in said 50 trolled by said switches and said second and third control
relays for energizing said second stick relay when trañic
reverse position; first, second, and third stick relays, a
conditions change from clear to more restricting traffic
first pickup circuit for said third stick relay including a
conditions other than approach medium, or from approach
back contact of said third control relay, said first contact
medium or approach to more restricting traffic conditions,
of said reset switch, `said second contact of said acknowl
ledging switch, and a first front contact of said first control 55 and the acknowledging switch is reversed and the reset
switch is normal; means controlled by said second and
relay; a stick circuit for said third stick relay including
third control relays for maintaining Isaid second stick relay
said back contact of said third control relay, a second
energized when once energized and traffic conditions are
pickup circuit for said third stick relay including said
more restricting than approach medium; means controlled
second contact of said reset switch and said back con
tact of said third control relay; a pickup circuit for said 6() by said switches, all three said control relays, and said
only after the expiration of a predetermined period of
time after said winding becomes deenergized; in combina
tion; a manually operable reset switch having normal and
second stick relay including said second contact of said
`acknowledging switch, said first contact of said reset
switch, said back Contact of said third control relay and a
third stick relay, for energizing said first stick relay when
trafiic conditions change from less restricting traffic con
ditions to more restricting than approach, the third stick
relay is energized, and the acknowledging switch is re
first back contact of said second control relay; a stick
circuit for said second stick relay including a second back 65 versed and the reset switch is nor-mal; means controlled by
all three said control relays for maintaining said first stick
contact of said second control relay and said back contact
relay energized when once energized and trafiic conditions
of said third control relay; a pickup circuit for said first
are more restricting than approach; means controlled by
stick relay including a first `back contact of said first con
said acknowledging switch, said third control relay, and
trol relay, said first back contact of said second control
relay, said back contact of said third control relay, a first 70 said second and third stick relays, for energizing said
magnet winding when the acknowledging switch is normal,
front contact of said third stick relay, said second con
the third control relay is energized, and the second and
tact of said acknowledging switch and said first contact of
third stick relays are deenergized; means controlled by
said reset switch; a stick circuit for said first stick relay in
said acknowledging switch, said second and third control
cluding said back contacts of said first and second control
relays and a second back contact of said first control relay; 75 relays, and said second and third stick relays for energiz
3,046,391
14
ing said magnet winding when the acknowledging switch is
normal, the second and third control relays lare energized
and deenergized respectively, and the second and third
stick relays are deenergized and energized respectively;
energized and energized respectively; and means controlled
by said acknowledging switch, and said iirst and second
stick relays, for energizing said magnet Iwinding when the
acknowledging switch is normal, and the first 'and second
means controlled by said acknowledging switch, said first, 5 stick relays are both energized.
second, and third control relays, `and said first and second
References Cited in the file of this patent
stick relays, for energizing said magnet winding when the
UNITED STATES PATENTS
acknowledging switch is normal, `the ñrst control relay is
energized, the second and third control relays are de
energized, and the first ‘and second stick relays are de- 10
1,765,334
1,986,679
Howe _______________ __ June 17, 1930
Lewis ________________ _.. Jan. l, 1935
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