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Publication numberUS1299446 A
Publication typeGrant
Publication dateApr 8, 1919
Filing dateFeb 9, 1915
Priority dateFeb 9, 1915
Publication numberUS 1299446 A, US 1299446A, US-A-1299446, US1299446 A, US1299446A
InventorsGeorge P Finnigan
Original AssigneeGeorge A Holden
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
System of automatic train control.
US 1299446 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

G. P. FINNIGAN.

SYSTEM 0F AUTOMATIC TRAIN CUNTROL'.

APPLICATION FILED FEB. 9, I9I5.

1 ,299,44-6. Patented Apr. 8, 1919.

2 SHEETS-SHEET l.

G. P.'IINNIGAN.

SYSTEM. 0F AUTOMATIC TRAIN CONTROL.

APPLICATION FILED FEB. 9. I9I5.

1,299,446. Patented Apr. 8,1919.

2 SHEETSAHEET 2.

WITNESSES UNITED STATES PATENT oFFioE.

GEORGE FINNIGAN, 0F PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO GEORGE HOLDEN, OF NEW YORK, N. Y.

SYSTEM OF AUTOMATIC TRAIN CONTROL.

Specification of Letters Patent.

Patented Apr. 8, 1919.

Continuation of application Serial No. 574,426, led J'uly 29, 1910. This 'application filed February 9,

1915. serial No. 6,990.

To all whom t may concern Be it known that I, GEORGE l). FINNIGAN, a citizen of the United States, residing in the city of Philadelphia, county of Philadelphia, and State of Pennsylvania,` have invented a new and useful System of Automatic Train Control, of which the following is a specification. v

My invention relates to a system for .automatically reducing the speed of or bringing to a stop a railway car or train or other vehicle in .case it should pass a predetermined point in its path of travel at a speed greater than a predetermined speed.

lAnd my invention relates to a system for automatically giving indications or signals on a moving train or vehicle in response to traiic conditions on its path of travel; or, reversely, giving indications or signals along the path of travel in response to means movable'with the vehicle.

To these ends 'I employ in the path of.v

travel of the train or vehicle means for producing a magnetic flux'which shall inductively influence a train or vehicle circuit which contains suitable translating means for controlling the speed of the train or vehicle and for displaying or giving suitable signals. The train or vehicle circuit is preferably a permanently closed one having connected therein a source of energy and a translating device which may be means .for differentiating between positive and'l negative' electro-motive-force waves induced inrthe train or vehicle circuit.

My invention resides further in a vsystem i Vsuch as described and involving -a tram circuit of the character described in association with a further coperating inductively affected `vehicle or train circuit. y

V further featureof my inventioncomzprises employment of a permanent magnet, as distinguished from an electro-magnet, for inductively influencing a train or vehicle circuit; a permanent magnet is of peculiar.. andi great value 1n a system of train control because it is infallible and always operative for producingV a magnetic field for desired purposes irrespective of track and weather conditions, and is proof against derangement such as may occur with 'an electromagnet whose circuit may be improperlyor accidentally broken or whose exciting source of energy may become depleted or otherwise inoperative. I believe I am the first to appreclate and perceive l the decided advantages, in these relations, of a permanent` tion of safety of the vehicle path, and its denergization, either due to derangement or accident or pursuant-to the mode of operation of the system, reliects a condition of danger, the associated permanent and electro-magnets in the first or normal case producing no effect upon the vehicle other than a signal or indication,- while in the second case when the electro-magnet is de'energized the permanent magnet, from its infallibility, insures vanother edect upon the vehicle or train circuit, such as the application of brakes.

My invention residesl in further matters and features hereinafter described.

For an illustration of some of the forms my invention may take, reference is to be had in the accompanying drawings, in which:

Figure 1 is a diagrammatic view of a railway track with its associated track'circuitS and vehicle circuits influencing magnets.

Fig. 2 is a vertical elevational view of vehicle controlling means together with a diagrammatic illustration of coperating circuits.

Fig. 3 is a diagrammatic and graphic illustration of the track magnets and the 'flux and electro-motive-force effects produced thereby when a. `v ehicle passes.-

Figl .is a fragmentary view illustrating the vehicle cont-rol apparatus of Fig. 2 in its normal position.

Fig. 5 is a diagrammatic view illustrating a railway track divided into blocks and provided with track magnets involving the constituting one block, and the rails A2, A3 representing a neighboring block.

Across the rails A, A is connected the source of energy C, suchas a battery, at one end of said block. At the other end of said block the rail A is connected through conductor e with one terminal of the winding B2 of an electro-magnetjB having thecore B1 of two parts insulated from each other and joined respectively to the rails A2 and A3, the insulation being for the purpose of preventing electrical connection of said rails through the magnet core. The other terminal of the coil or Winding B2 connects through 'the winding G1 of a relay and the resistance e' with the end of rail A. In consequence there is normally a closed track circuit including the source of .energy C'and the coil B2 which thus normally energizes the electro-magnet B. As to traffic in the direction of the arrow X it will be noted that the electro-magnet B is traversed in advance of the left hand block comprising.

rails A and A', though its winding is included in the track circuit of that block. To-the left of the electro-magnet B, and therefore encountered after the electro-magne't B with traffic in direction of arrow X is the permanent magnet H connecting with the opposite rails A2 and A3 and provided with insulation for preventing short circuit of said rails as in the case of the electromagnet B. lTraversed in advance of entrance into the block comprising the rails A2, A3 with traffic in the direction of the arrow Y is a second electro-magnet D having the coil D2 and core D1 insulated for preventing short circuit of rails A andA, the coil D2 being connected in a normally closed track circuit including the conductor f, rail A3, source of current or battery E, rail A2, winding G of a relay and resistance f. The permanent magnet H is -encountere-d after the electro-magnet D with trailic in the directionof the arrow Y. The relays G and G1 are thus'in normally closed circuits and serve tocontrol any suitable signaling apparatus in the manner hereinafter described.

l The trainor vehicle has thereon apparatus of the character illustrated in Figs. 2 and 4, Fig. 2, showing the conditions and relations at the time a.: vehicle has passed over one of the magnets, as B, and Fig. 4 the normal p0- lsition of the control apparatus.

I', I represent two car wheels and their usual connecting axle L2, all usually of iron or steel or other.V magnetizable material. Carried by the vehicle are the Wheel coils J, J loosely enveloping the wheels between their axle and their, treads upon the rails. A second set of Wheel coils J J similarly envelop the wheels. The coils J, J are con# nected in series with each other for cumulative e'l'ect in the vehiclefcircuit I which is permanently closed and includes ythe vsourceI of current K, such as a battery, the electromagnet windings L and M and the signaling device or electric incandescent lamp W. The second vehicle circuit T includes the coils J J connected in series for cumulative effeet, such circuit including the winding of electro-magnet T.

The electro-magnet L is supported upon a suitable bracket or frame L2 to Whose part Z there is pivoted at Z the arm or lever L to which isI secured the armature L3 ofv the electro-magnet L. Pivoted at n on the lever L'4 is the detent N having the tail or extension Q. Lug vor detent o on the-hammer plunger O normally engaged the detent N, holding vthe member -O in its elevated position, as illustrated. `The hammer member O has a loose fit within the cylinder O1v in which it is guided for vertical movement. Through the head o2 of the cylinder O1 extends the handle rod O2 connected to the hammer O, such protruding handle O2 serving for manual operation ofthe member O.: The member O may be pointed at its lower end as indicated, and in the path of travel of this pointed member is disposed the frangible disk or plate P', as of glass ,forming a closure between the interior of the cylinder O1L and the vconnection P communicating with the train pipe of the air brake system of the vehicle. Above the member P the cylinder O1 has a port o1 communicating with the atmosphere.

The electro-magnet M is supported by the frame L2 andl has the armature m attached to the vertically movable rod Q carrying at its upper end a member-g adapted to intervene between the tail Q of detent N and the stop g on the frame L2. The rod Q is guided in .its vertical movement through holes in the frame L2 and in the arm r. 105 The rod Q is provided with a shoulder r adapted to engage on the top of the dog R pivoted to the arm r and having the cam slot s in which engages the pin s" carried by the armature lever S of the electro-magnet T. The electro-magnetT is sluggish or slow acting so that its armature will be attracted at a time lagging appreciably after the impulses traversin the winding of the ellectro-magnet T. T is may be accomp ished in various ways well known in the art. Y

'In Figjl there are indicated at b ando railsectlons or inserts of manganese steel or any other suitable material which like manganese steel is a non-magnetic or substan- .tially\ nonmagnetic, the sections d at the 4utilizable whenever suchend is desired, though it Will be understood that my invention is not limited to their use. It will tend to set up. The result is 'the electro-magnet through be understood however, that these parts b and c do not interrupt the electrical conductivity of the rails and therefore in no way affect the track circuits. y

The operation is as follows:

Assuming a vehicle to be in the right hand block, Fig. 1, that is, running upon the rails A2 and A3 in the direction of the arrow X, if there is no vehicle or train in the left hand block comprising the rails A and'A B will be energized. The ampere turns of the coil B2 of the electro-magnet B preponderate over the ampere turns of the vehicle wheel coils J, J, Fig. 2, which current isv normally passing from the source K. That is, the vehicle circuit I tends to magnetize the wheels I', I, and, for example, in such direction that the left hand wheel I', Fig. 2, where it'contacts the rail A2 is a south pole, indicated by s. p., and the tread of the other wheel a north pole, indicated by n. p.; and the left hand end of the electro-magnet B, Fig.,2, similarly produces a south pole, also marked 8. p., and the right end a north pole, marked n. p As the electro-magnet B is the stronger and. when the wheels I', I are dii rectly over it the electro-magnet sets up a iux through its core and through the rails and wheels and axle in opposition to the flux which the ampere turns of the circuit I that the noral flux through the wheels and axle of the vehicle'are not only overcome, but actually reversed, with the result that there is induced in the vehicle circuit I an electromotive-fo-rcewave, for example a positive wave, which operates cumulatively with the electro-motive, force of the source K, to momentarily increase the electro-motiveforce operative in the circuit I, with resultant increase of strength. The magnetism normally produced by the electro-magnet L is sufficient to hold the lever L in the position indicated in Fig. 4. Normally the magnetism produced by the magnet M is insufficient to lift its armature m and the attached member g. Upon occurrence of the increased current due to passage over the track electro-magnet B the electro-magnets L and M are ener 'zed to a degree above normal, with the resu t that the electro-magnet L continues to hold its armature L3 and the attached lever L', but magnet M is now excited to such degree that it attracts its armature mand lifts the rod Q, bringing the member g into the position illustrated in Fig. 2 between'the tail Q. andthe stol1 preventing so long as this position is eld the release of lever L.

force wave in the circuit I there 1 s animpulse of current inducedv in the c1rcu1t T through the coils J J', energlzing the slugthe current 4above normal V Simultaneously v with the -inductlonI of an electro-motive-l lmagnet M is weakened the Amember Q, is

prevented from falling by dog R, and later, as magnet T releases member S, dog R is withdrawn from thev path of shoulder r. The member g is still prevented from falling while current in circuit I is below normal strength during the succeeding impulse induced in opposite direction by a pinching v action taking place between members Q and q, because of weakening of magnet L, untilthe current in the circuit I returns to normal strength, whereupon magnet L lcontinues to attract its armature L3, which attraction now supplants the holding eect of member g upon lever L. Upon the return of current in circuit I to normal strength the member g is released, because with current at normal strength in the cirf cuit I magnet M cannot hold its armature m attracted, and .the member g falls to its return of the current in circuit I to normal strength, magnet T receives a second impulse with no eEect upon the member g. The magnet T responds to both positive and negative impulses induced in itsl circuit T. In other words, when traffic conditions are normal or safe, the electro-magnet B remains energized, and in passing'over the magnets `B and' H in succession, there is Iirst induced in the vehicle circuit I an electro-motive-force assisting the source Kv to produce an increased current, which is followed by an electro-motive-force wave in opposite direction decreasing the current below normal value, but, due to the sluggishness of the magnet T, the vehicle passes the permanent'magnet H without release of the armature lever L.

l If, however, there is a vehicle in the left hand block, comprising the rails A and A', the source of current C will be short circuited through the wheels and axle of that vehicle with the result that the electro-magnet B will be denergized. Then when the vehicle of the right hand block reaches the magnet B there will be no flux passed by magnet B through the wheel coils. Upon reaching the permanent magnet H, a flux will be induced through the wheel coils in the same direction as produced by the ampere turns of the vehicle circuit resulting in a negative wave of electro-motive-force which opposes the source K, with the result apparatus responds.

the fact that the current is even below normal strength, and consequently the lever L rises upwardly upon its pivot Z, withdrawing the detent N from beneath the lug .0, with the result that the hammer O drops and breaks the disk P', whereupon the pressure in the train pipe of the air-brake system operates upon the lower end of plunger pipe pressure falls plunger O settles to normal position where it is held by detent o. In such case the electro-magnet T performs no function, and though energized when the circuit T is inductively affected through the wheel coils J', J it produces no eect because the rod Q has not been raised by the magnet M.

It willaccordingly be seenthat the apparatus differentiates between the positive and negative impulses induced in the vehicle circuit, with the result that if an impulse of one polarity, for example positive, is first induced, the vehicle control apparatus is not affected, but if an impulse of opposite polarity is first induced the vehicle control The operation for traflic in opposite direction is the same as that above described for a vehicle or train in the left hand block which will first encounter the electro-magnet D, which is either energized or denergized,

laccording as the right hand block is not or is occupied, and thereafter encounters vthe permanent magnet H.

In Fig. 3 the curve represents graphically the change in the magnetic flux through the wheel coils for tratlic ,fromV left to-- ward the right over electro magnet D and permanent magnet H. E is the corresponding curve of electro-motive-forces induced in the vehicle'circuit. From this it will be seen that first a positive, for example, electro-motiveforce wave a: is induced in the vehicle circuit followed by a negative wave y. It will be understood that these curves are illustrative merely, and that it is appreciated that the actual form of electromotive-'force waves may be distorted from that illustrated.

In Fig. 5 is illustrated a system similar to that of Fig. 1, but for traffic in one direction only. Here like reference characters represent like parts of Fig. 1, and the operation of the system of Fig. 5 will be understood to be that described in connection with Fig. 1 for tratlic in the directionlof the arrow X. In this figure, however, one more complete block is shown comprising the rails A4 and A5.

been assumed that the lpermanent and elec` 'tro-magnets in the path of ytravel'of the train or vehicle are capable of producing a flux through the vehicle circuit coils stronger than and in opposition to the iux which the vehicle circuit itself tends to set up, the. vrelation may be otherwise.

For example,

the ampere turns produced by the wheel v electro-motive-force of the battery K, causgized, the movement of the vehicle to the 4 magnet B will be accompanied by the induction in the circuit I of an electro-motiveforce opposing the electro-motive-force of the battery K, with the result that such initial impulse causes a weakening of the cur rent'v in the circuit I below normal, with resultant response of the apparatus, as in the case hereinbefore described.

It will be understood that upon the increase of current in the vehicle circuit I above normal the lamp W will momentarilyglow more brightly and thus serve to give a able audible or visual Signals may be provided on the vehicle and which shall respond to the currents induced in either of the vehicle circuits.

By employing a system of normally closed track circuits for controlling the track electro-magnets, any 'failure of such circuit, as

izo

by broken rail, depleted battery, or other cause, the vehicle control. mechanism will respond, due to resultant` denergization of the ltrack electro-magnet.

And by preference the vehicle circuit is permanently closed and includes a source of energy. And upon any failure in such vehicle circuit, as by broken circuit, depletion of battery or other cause, the same willbe 'indicated by signal or response of vehicle control mechanism as in the case of dangercondition on the trackway.

While the inductive effects have hereinbefore been described as occurring in \the vehicle circuit or circuits it will be noted that in passing over an electro-magnet B in the trackway an inductive eiect or-variation of current in the circuit of the electro-magnet Winding B2 also occurs, which may be availed of to produce any suitable signal or control along the trackway. Thus when the ampere turns produced by the wheel coils J, J in the vehicle circuit I` are so great that they can cause a substantial change in the magnetic iux in the core B1 of an electro-track magnet B, there will be induced in the circuit of the winding B2 an electromotive-force which will transiently alter the current produced in such circuit by its energizing battery7 or source of current. This alteration of the normal current Will be -responded to by the relay, as G1, by a movement of its core, which movement.may control any signaling, indicating or otherl means. The electromotiveforce so induced in the circuit of the winding Bz will comprise waves of oppositepolarities, so that a wave of one polarity will assist the energizing battery, as C, While the other Will oppose it. In other words one of the electro-motiveforce Waves will cause an increase in current while the other will cause a decrease in v current, and either the increase or decrease in currentwill cause response of the relay, as G1, to control the production of` a signal, indication or control. In the example illustrated the relay normally energized by the battery will respond to the increase of current due to induction to lift the contact 2 from contacts 3 and 4 to break the circuit whose ends are 'the conductors 5 and 6 conf nected to contacts 3 and 4. There is no response to decrease in current, and there' is therefore a selective action.

And a similar effect can be produced in the circuit of the winding B2 Without the employmentof a vehicle circuit. A pair of wheels and their axle'passing over thenormally energized electro-magnet B will cause a variation in the vmagnetic iluX, which change in fiux will be reflected by a change in current strength in the circuit B2, and this change of current may be similarly used for producing an indication, Signal or control.

And where avehicle circuit is employed as above ,describedwith a source of current therein, the circuit of the electro-magnet coil B2 may be a closed circuit including a translating device and no source of energy. In which case the induced current alone will prod-lice an indication, signal or control.

. This application is a continuation of my application Serial Number 574,426, filed July 29, 1910.

What I claim is 1. In combination, a car, controlling devicesK located thereon,v and'. power operated actuating means located adjacent to the path of the car, adapted to operatethe controlling devices when the power' is not being applied and not to operate them when it -is applied, comprising a permanent magnet and an electro-magnet, said magnets being inde'- pendent of each other.

2. In combination, a car, controlling'devices located thereon, power operated actuating means located adjacent to the path of the car, adapted to operate the controlling devices when the power is not being applied and not to operate them when it is applied, comprising a permanent magnet and an electro-magnet, said magnets being independent of each other, the controlling devices having a magnetically actuated memy ber.

. ating means located adjacent to the path of the car, adapted to operate the controlling devices when the power is not being applied and not to operate them when it is applied, comprising a permanent magnet and an electro-magnet, said magnets being independent of' each other, the controlling devices having a magnetically actuated lever.

4. A train control system' comprising a permanently magnetized inductor.- a coper- -ative inductance upon the moving train,

mechanismactuated by `the current generated in said inductance, and an electroinductive means of communication to the i train for controlling saidmechanism.

5. A system for automaticallv inductively controlling or producing an indication upon ay vehicle comprising the combination with a moving vehicle, of a permanent magnet disposed in`the path of travel of said vehicle, a closed vehicle circuit, a` source of current and an electro-magnetic Winding normally energized by said source of current included in said circuit,`and a membernormally held by said electro-magnetic winding, said electro-magnetic winding releasing said member in response to inductive effects produced Ain said circuit by said permanent magnet.

6. A system'for automatically inductively controlling a vehicle comprisingthe combination with a moving vehicle` of a brake controlling member, a vehicle circuit, a source of current and an electro-magnetic Winding included in said circuit, saidwinding normally energized bv said source of current to restrain said brake controlling member, and a permanent magnet disposed in the path of travel of said vehicle for inductively influencing said vehicle'circuit to release said member.

7 The combination with a ,plurality of magnets, of a circuit movable with respect i thereto and dili'erently influenced inductively thereby, said magnets producing magnetic fiuxes in oppositendirections with respect' to said circuit, `and Aa translating device con trolled by' saidy circuit and selectivelyre sponsive to different inductive effects in said circuit produced by different of said magnets.

8. The combination with a permanent and an electro-magnet, of a circuit movable With respect thereto, and'inductively induenced thereby, a translating device.l controlled by said circuit, and means causing different effects upon said translatingdevice When said electro-'magnetv is energized and denergized. I

l9. The combination with a moving vehicle, of a permanent magnet and an electro-magnetic coil disposed in the v.path of travel of saidv vehicle, means forenergizing said coil, a vehicle circuit, a translating device controlled thereby, said coil when energized preventing response of said translating device to the inductive effect upon said circuit by said permanent magnet.

10. The combination with a moving vehicle, of a permanent magnet and an electromagnetic coil disposed in the path of travel 'of said vehicle, a vehicle circuit, a translating devicecontrolled thereby, means for energizing said electro-magnetic coil, said per-y f marient magnet and said coil being so disposed i'hat their magneto-motive-forces are opposed with respect to said circuit. 35

11. The combination. with a moving vehlcle, of a permanent magnet and an electror magnetic coil disposed in the path of travel of said vehicle, a vehicle circuit, a translating device controlled thereby, means for energizing said coil, said permanent magnet andsaid coil being so disposed that their magneto-motive-forces are opposed with respect to said circuit, said translating device being unresponsive to said coil and permanent magnet when saidcoil is energized.

' 12. The combination with a movingvehicle, of a permanent magnet-'and an electromagnetic-coil disposed in the path of travel of said vehicle, a vehicle circuit, a translating device controlled thereby, means for energizing said coil, said lpermanent magnet and said coil being so disposed that their 'magnetomotive-forces are opposed in their effects' upon said circuit, sald translating device being unresponsive to Said coil and permanent magnet .when said coil is energized and res onsive to said permanent magnet when sai coil is denergized.

13.. The combination With a moving vehicle, of a permanent magnet and an .electromagnetic coil disposed in the path of travel of said vehicle, a vehicle circuit, a source of energy in said circuit, electro-magnetic controlling means normally energized by said source, and means for energizing said elec- 14; The combination with a moving vehi-` cle, of a vehicle 'circuit,.a source of energyv ,l

gized thereby connected in said circuit, aA Y and electro-magnetic means normally enerbrake controlling member normally held by said electro-magnetic means, a permanent magnet disposed in the path of travel of said vehicle for inductively influencing-said circuit to'cause denergization of said electromagnetic means to release said brake controlling member, an electro-magnetic coil in the path of travel of said vehicle, and means forl energizing saidfcoil to prevent dener-A gization of said electro-magnetic means by said permanent magnet.

path pf travel of said Avehicle for inductively affecting said circuit, a translating device controlled by said circuit, a second vehicle circuit inductively aected by said means, and means controlled by said second circuitl for controlling said translating device.

16.l The combination with a moving vehicle, of a plurality of circuits thereon, a trans-g lating device controlled by one of. said cir' cuits, means disposed in the" path of travel of said vehicle for inductively affecting said vehicle circuits, and means vcontrolled b v a` second of said vehicle circuits for preventing response of said translating device to electromotive-force induced in said first circuitin a predetermined direction.

17. The combination with -a moving vehicle, of a plurality ofcircuits thereon, a translating ydevice controlled by one of said circuits, means disposed in the path of travel of said vehicle for inductively affectling said vehicle circuits, and means controlled by a second of sald vehlcle clrcuits 15. The combination with a moving vehicle, a vehicle circuit, meansvdisposed in the means controlling said translating device, a

plurality of track magnets passed in succession by sald vehlcle and producing 1n said v vehicle circuits overlapping series of positive and negative electro-motive-force Waves,

said translating device and said controlling means constituting means selectively respon- .sive to an electro-motive-force wave of one sign when occurring in a predetermined position in a series of .induced positive -and negative electro-motive-force waves.

19. The combination with a moving vehicle, of a plurality of. vehicle circuits, a source of energy and electro-magnetic means normally energized thereby included in oneof said circuits, a member normally re-l strained by said electro-magnetic means,

means controlled by a secondof said circuits for preventing release of said member, and means disposed in the path .of travel of said vvehicle for inductively influencing said veling mechanism, and means in the pathl of travel of said vehicle inductively influencing.

lsaid vehiclecircuits. 1

21..The combination with a moving ve-y hicle, of a normally closed circuitthereon, an electro-magnet in said circuit, vehicle controlling means controlled by said magnet, means disposed in the path of travel of said vehicle for successively inducing in said circuit electro-motive-forces in lopposite directions, and means for preventing said mag-' net effecting a control of said train control- .I ling means by an induced electro-motiveforce in one direction. l

22. The combination with track rails, o an electro-magnet Whose core vbridges said rails, a permanent magnet bridging said rails adjacent said electro-magnet,a vehicle,

a pair of Wheels and their connecting axle carried thereby, said Wheels rollingin' contact with said rails and forming a magnetic path with s aid rails, a closed vehicle circuit inductively affected by said magnets, "a

vsourceoi current in said circuit, and a translating device responsive. to variations of current in said vehicle circuit.

23. The ombination with a-plurality of block secti ns, of a permanent magnet and an electro-magnetic coil for each b-lock section, a closed track circuit for each block section, each track circuit including a. source of energy and one of said electro-magnetic coils, a vehicle movable over said track sections, and a vehicle circuit inductively influenced by said permanent magnets and said electro-magnetic coils.

24. The combination With a plurality of` block sections, of a permanent magnet and -an electro-magnet disposed in advance of ,the-entrance of each block section, a closedl track circuit for each block section, `each track circuit including a source of energy and the winding of one of said electro-magnets, and a vehicle circuit inductively influenced by said permanent and electro-magnets.

25. The combination with av vehicle, of a rail over which said vehicle is movable, said rail having magnetizable and non-.magnetic with said vehicle in coperative relation with said rail, means for. producing a magnetic flux in said member and a magnetizable rail section, and a translatingdevice responsive -to magnetic changes resulting from passage of said member from one of said lsections toV another. n

26. In an automatic train. stop'v'and signal system, a normally qclosed train circuit in- A cluding any electro-magnet, trainfcontrolling l means controlled by said magnet, `means including the track for successively linducing electro-motlve-forces in opposite directions sections, a magnetizable member movable in said. train circuit, and means controlled by the electro-motive-force induced in one direction for preventing lthe magnet operating the train controlling means by the induced electro-inotive-force in the other dip rectionf.

27. In an automatic system lof ltrain con-v trol, a normally closed track circuit includingrails eachprovided with non-magnetic sections positioned'at the respective sidesor` a magnetic rail section, and a magnet con- -nected to said magnetic rail section.

28. In a railway signaling system', a closed trackl circuit, a coil in said track circuit, a circuit `on a moving vehicle, means for producing unidirectional magnetic flux threading said coil and said vehi'cle'circuit When adjacent to each other, movement of said circuit with respect to said coil generating electro-motive-force in said track circuit, and signalin 'means controlled by said electromotiveorce.

v29.v In a railway signaling system, a normally closed track circuit, an electro-magnet disposed in the trackand having 'a Winding included'in said circuit, a closed circuit VAon a moving vehicle,' a translating device ineluded in said vehicle circuit, relative movement between said vehicle circuit and said magnet generating electro-motive-forces vin said first named circuit and'in said vehicle circuit, said translating device in said vehicle clrcuit being controlled by electro-motive-force induced in saidy vehicle circuit,

'and track signal ,controlling means controlledfby the electro-motive-force induced in said first named circuit.

30. In' combination two track rails, a core across the trackv rails and connected therewith; afcoil surrounding said core; a circuit for said coil; a permanent magnet also connected with the track rails and adjacent said core; a vehicle; a pairxof wheels and their Aconnecting aXle carried thereby and saig wheels having rolling contact with the trac rails andformng a magnetic path with the track rails; a coil carried by the vehicle whichis cutby the iuxes in said magnet;

- netically connectedl with a rail ofv said p ermanent line of way; means for contro-llingl a closed .circuit including said coil; a source of current for said circuit; and a translating device affected by variations .of current inl said closedy circuit.

3l. In combinationa permanent line of way; an electro-magnet having its core 'magthe energization and denergization of the electro-magnet; a vehicle; a wheel carried bythe vehicle and having rolling contact with.

a rail with which the core is connected; a coil; a circuit including said coil; a source of current for said circuit; a translating device affected by variations'of current in said circuit; and means associated with the translating device forpreventing vits operation when thervehicl-e passes over and beyond an energized-electro-magnet, but for permitting an operation by it when it passes over adenergized electro-magnet.

32. In combination a permanent line of way; an electro-magnet having its core magnetically connected with a rail. of said permanent line of way; a permanenti magnet associated with said electro-ma magnetically connected with the same rail;

`means ,for controlling the energization and denergization of the electro-magnet; a vehicle; a ,wheel carried by the vehicle and having rolling contact with the rail to which the said core and permanent ma et are connected; a coil; a circuit includmg -said' coll; asource of current for sald circult; a

translating device affected by variations of current 1n sald circuit; and means assoclated with the translating device for preventing and magnetically connected with the track its operation` when the vehicle passes over and beyond an energized electro-magnet, but for permittin an operation of it when it passes over a energized electro-magnet.

33. In combination two trackA rails;l an

electro-magnet having its core magnetically' connected with the track rails; a permanent magnet associated wlth said electro-magnet rails; means for controlling the energization and denergization4 of the electro-magnet;A

a vehicle, the wheels of which have rolling vcontact with the track rails; two coils; `closed circuits carried by the vehicle and in'- cluding said coils; al source of current in one of said circuits; a translating device controlled by said circuits and adapted not to be operated when it passes over an energized electro-magnet but to be operated by thepermanent magnetwhen passing over a deenergized electro-magnet...

34. The combination with the track rails of a railway; a track electro-magnet having its core magnetically connected with the.'

track rails; means for controlling the energization and denergization of the .track electro-magnet; avehicle traveling along the railway; a closed circuit carried by the veet and Y hicle; a source of current for said circuit; a translatingdevice energized by the current from said source to perform one function; and means carried by the vehicle for preventing the translating device performof a` railway; a trackelectro-magnet havvingits core magnetically7 connected with the track rails; means for controlling-the energization and denergization of the track electro-magnet; a permanent magnet adjacent theV track electro-magnet and magnetically connected with the track rails; a vehicle traveling along the railway; a closed circuit carried by the" vehicle; a source of current for said closed circuit; a translating device also in'said circuit and ener ized by the current from'said lsource to per orm one function; and means carried by the vehicle for ypreventing the translating device changing its function when a vehiclepasses over and away from an energized track electromagnet and an associatedpermanent magnet, but for causing said translating device to perform a di'erent function when it passes over a denergized track electro-magnet and the associated permanent magnet.

36. In a system of the character described, the combination with a moving vehicle, of a plurality of magnets disposed in its path of travel, a track circuit, one of said magnets controlled by said track circuit and another of said magnets being independent of con- `trol by said track circuit,.a vehicle lcircuit 37. In a system of the character described,

the combination with a moving vehicle, of a plurality of magnets disposed in its path of` travel, a track circuit, one `ot said magnets controlled by said track circuit and another of said magnets being independent of control by said track circuit, a vehicle circuit inductively influenced by said magnets, and a translating device in said circuit selectively vresponsiveto diii'erent inductive effects produced in said circuit by said diiferent magnets.

38. In a system of the character described, the combination with a movingivehicle, of a a plurality of magnets disposed in its path of travel, a `track circuit, one of said magnets controlled by said track circuit and another of said magnets being independent of control by said track circuit, a vehicle circuit Iinductively inuenced by said magnets, .and a translating device iny said '^.circuit, said magnets being so disposed that their {magneto-motive-forces are opposed with'respect to said vehicle circuit.

39. In a system of the character described, the combinationwith afmoving vehicle, of a plurality of magnets disposed in the path of travel of said vehicle, a circuit, a Winding of one of said magnets included in said circuit and controlled thereby, another'y of said `magnets continuously producing magnetic iux, a vehicle circuit, a translating device controlled by said vehicle circuit, said magnet coil when energized preventing response of said translating device to the inductive' e'ect upon said vehicle circuit by said other magnet.

40. In a system of the character described, the combination with a moving vehicle, of a vehicle circuit, means comprising opposed sources of magneto-motiveforce disposed in the path of travel of said vehicle for inductively affecting said vehicle circuit,`

means controlling said means for determining the direction of an initial impulse of electro-motive-force induced in said vehicle circuit, and means lresponsive only to an initialelectro-motiv'e-force impulse induced ir. predetermined direction in said Vehicle circuit.

41. In a system of the character described, the combination with a moving vehicle, of a vehicle circuit, means disposed in the path of travel of said vehicle for inductively inluencing said circuit, means controlling said means to determine the direction of an initial electro-motive-force impulse induced in said circuit, a magnet in said .vehicle circuit, a second magnet subjected to electromotive-'force induced by said first named means, the circuits of said magnets having different time constants, and translating means controlled by said magnets, said magnets coperating to eect said control only in response'to an initial impulse of electromotive-force of redetermined direction.

42. The combination with a vehicle traveling along a fixed line of Way, a Wheel carried thereby, a coil surrounding said Wheel, a closed circuit for said coil, a source of electro-motive-force and a translating de- I vice also included in said circuit, and a permanent magnet locatedy in the ,line of way `for co-action with thevcoil land its closed circuit. Y

43. The combination with a vehicle trav# eling along a fixed line of Way, a coil carried by said vehicle, a closed circuit for said coil, ,a source of electrormotive-force and a translating device also included in said circuit, and a permanent magnet located in the line of Way for co-action with the coil and its closed circuit.

In testimonyl whereof .I' have hereunto aiiXed my signature in the presence of the `two subscribing Witnesses.

GEORGE P. FINNIGAN. Witnesses:

ALICE S. MARSH, NELLIE FIELD.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US5263670 *Feb 13, 1992Nov 23, 1993Union Switch & Signal Inc.Cab signalling system utilizing coded track circuit signals
Classifications
U.S. Classification246/55, 246/63.00A, 246/178, 246/249, 246/182.00R, 246/194
Cooperative ClassificationB61L3/121