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Vehicle control system

1. and MB TR will be deener gized and relay MB PC will be maintained picked up 10 15 20 25 80 85 40 45 60 65 15 Furthermore response 180 code now being applied for track section MB the westbound vehicle may now operate at its nominal high speed setting in accord ance with the assumed code designations previously set forth When the head end of this westbound vehicle passes check in B MLCI of FIG 1G relay B MLCIR is momentarily energized to drop relay B PA of FIG the opening of back contact 25 of relay B MLCIR in the existing stick circuit for relay B PA Relay however is maintained picked up by a temporary stick circuit extending from in FIG 1L through back contact 139 of relay B SLCIR along wire 131 between FIGS 1L and 1G front contact 132 of relay B MLCIR along wire 133 between FIGS 1G and 1F through front contact 134 of relay and to This retain ment of relay in its normal picked up position furthermore maintains relay B PC in its normal picked up position over a circuit including front contact 135 of relay 8 Occupancy detecting relay B TR is now dropped away due to the opening of front contact 136 of relay B PA and thereby completes the energizing circuit for code repeater relay B CP of FIG 1F extending from through back contact 137 of relay front contact 138 of relay
2. 11 Sheets Sheet 5 3T MR P 2T RCO e 3T RCIR 2T RCOR 12011 ES oSCILLATOR I INVENTORS F2 G W DAVISON BY G O FERM VCA 7 VAL THEIR ATTORNEY VEHICLE CONTROL APPARATUS Feb 8 1966 G W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 FIG IF ll Sheets Sheet 6 CysTLer Feb 8 1966 W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 FIG IG li Sheets Sheet 7 2LA MB LCO O SIDING B INVENTORS G W DAVISON AND 6 0 FERM BY 23 126 7 4 THEIR Feb 8 1966 G W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 FIG IH 11 Sheets Sheet 8 SA amp MRP SAPA Heo 7 192 193 meee k s l SA TF Gr 187 185 Bon H ISLF 184 FIG FIG IF 16 INVENTORS G W DAVISON AND FIG FIG IL RY G O FERM Z ZZ THEIR ATTORNEY 3 234 377 G W DAVISON ETAL VEHICLE CONTROL SYSTEM Feb 8 1966 11 Sheets Sheet 9 Filed July 14 1961 gs 55 Ne z ES gt E N lt Su ul T o BY G W DAVISON ETAL Feb 8 1966 3 234 3 77 VEHICLE CONTROL SYSTEM 11 Sheets Sheet 10 1961 Filed July 14 INVENTORS G W DAVISON AND THEIR ATTORNEY
3. front contacts 139 and 140 of relays B YH and respectively front contact 141 of code transmitter 18 and to Thus 180 code rate is now directly applied to loop circuit 1BTC via front contact 142 of code repeater relay and also to loop circuit 2BTC of FIG 1G through back contact 143 of switch correspondence relay 2 front contact 144 of switch correspondence relay 2NWC and along wire 145 between FIGS and 1G This 180 code rate applied to loop circuits 1 and 2BTC is then received by vehicle carried receiving coils RC of FIG 2 and controls the westbound vehicle over the OS section for track switch SW2 at its high speed setting soon as relay B MLCIR returns to its normal deenergized posi tion the head end of the vehicle has passed wayside check in B MLCI relay is now dropped away by the opening of its temporary stick circuit at front contact 132 of relay B MLCIR see FIG 1G Referring to FIG 1F it will be noted that the above described dropping away of relay B PB does not cause relay B PC to drop away since a stick circuit for relay B PC is then established extending from 4 in FIG 1L through back contact 130 of relay B SLCIR along wire 131 between FIGS 11 and 1G through back con tact 146 of relay B MLCIR along wire 147 between FIGS 1G and 1 through back contact 148 of relay B RCIR back contact 149 of relay B PA front con tact 150 of relay B PC and
4. circuit which now extends from through front con tact 78 of relay 2T RCIR front contact 61 of relay 21 PB and to In a similar manner to that set forth in describing the operation for a westbound vehicle when relay 21 PA is thus dropped away occupancy detecting relay 2 also closes its back contacts and thereby completes the energizing circuit for relay 2T CP extending from through back contact 62 of relay 2T TR front contact 63 of relay 2 through front contacts 64 and 65 of relays 2T YH and 2 respectively as suming clear advance conditions east of track section ZT through front contact 66 of code transmitter 180CT and to This 180 code rate energization of code repeater 2 then causes the 180 code rate distinctive of the assumed clear condition in advance of track sec tion 2T to be applied to loop circuit to control the eastbound vehicle Referring to FIG 1D it will be noted that back con tact 11 of relay YT RCOR is connected in series in the normal stick circuit for relay 2 This insures that the eastbound vehicle will be checked into track section 2 when the tail end of the vehicle passes way side coil fT RCO in the event check in coil relay 2T RCIR fails to properly register the passing of the head end of the eastbound vehicle Similarly back contact 13 of relay 3T LCOR is connected in the normal stick circuit of relay 2T PA and serves a similar purpos
5. of this switch operation switch corresponding relay INWC of FIG 1B will be picked up soon as sig nal clearing relay IRGZ of FIG 1J is subsequently picked up by the control office traffic IRF of FIG 17 is energized by a circuit extending from through front contact 232 of relay 1RGZ and to Therefore the directional magnetic stick relays TF as sociated with the illustrated siretch of single track will now be energized with that polarity of current necessary to cause them to be actuated to their dropped away or eastbound position by a circuit extending from and in FIG 1J through front contacts 233 of IRF along wires 93 between FIGS 17 1B and front contacts 92 of relay 1T TR along wires 91 between FIGS 1C and 1D front contacts 99 of relay 2T TR along wires 89 between FIGS 1D and 1E through front contacts 88 of relay along wires 87 between FIGS 1E 1F and 1K through back contacts 234 of relay 2LF and through front contact 235 and 236 of relays and 2LAS respectively Thus assuming conventional current flow these directional magnetic stick relays TF are now energized by a current flowing from right to left in their respective windings so that these relays assume their dropped away or eastbound position as shown and each closes its associated back or eastbound contacts With directional magnetic stick relay A TF in its east bound position wherein its f
6. strictive controls for any following moves in order to maintain proper spacing between the various vehicles utilizing the illustrated track layout Referring now to FIG 2 of the accompanying draw ings certain vehicle carried apparatus is illustrated for operation with the wayside apparatus just described and in accordance with vehicle control codes communicated from the wayside to the vehicles by the above mentioned loop circuits TC More specifically receiver coils RC inductively pick up the coding present in the loop cir cuits as a vehicle travels over the associated track sec tions and these received control codes are then decoded and utilized by the vehicle control apparatus VCA shown in FIG 2 to control operation of the railway vehicle As previously mentioned it is intended here that such vehicle control apparatus may be of suitable form which provides automatic control of the vehicle throttle and brake mechanism and or which provides visual indication to an engineman of such designated vehicle controls in accordance with the re ceived control codes It will be noted that since the illustrated wayside loop circuits TC are not shunted by a railway vehicle traveling on the illustrated track layout receiver coils RC of FIG 2 can inductively re ceive the vehicle control codes communicated by loop circuits TC irrespective of their location on a railway vehicle As mentioned previously this is desirable in ce
7. with relay 2LAS also dropped away relay 2TH is then energized by a circuit extending from through back contact 32 of relay 21 02 front contact 97 of relay back con tact 98 of relay 2LAS and to However as soon as time element relay ZTE completes its preselected tim ing operation and closes its front contact 99 relay 2LAS can be picked up to unlock track switch 59 2 by a cir cuit extending from through back contact 32 of re lay 2LGZ front contact 97 of relay front contact 99 of relay ZTE and to Check contact 38a of time element relay ZTE insures that the timer returns to nor mal after each operation Assuming now that the directional magnetic stick relays 3 2T TF 1T TF and have been properly actuated to their picked up or westbound posi tions the relays YH and GH shown in the accompany ing drawings are now selectively energized to register the advance conditions existing westbound on the illustrated track layout More specifically since relay 1L 115 of FIG 1J are both picked up and therefore track switch SW1 of FIG 1A is still unlocked the westbound energizing circuit for relay A YH of FIG 1B is interrupted at back contacts 100 and 101 of relays 1L and 1LS respectively Further more the energizing circuit for relay A GH is therefore also opened at front contact 102 of relay A YH Relays 1 and 1T GH of FIG 1C are now also dropped away und
8. 1C will be momentarily actuated as the tail end vehicle coil VT on the westbound vehicle passes to momentarily energize the associated relay 2T LCOR of FIG 10 When this occurs check out relay 2T CO of FIG 1D is now energized by a circuit extend ing from in FIG 1C through back contact 73 of relay 1 front contact 74 of relay 2T LCOR along wire 75 between FIGS 1C and 1D through front con tact 76 of relay 2 and to This picking up of check out relay 2T CO properly checks the assumed westbound vehicle out of track section 2T and thereby causes relay 2 to pick up by a circuit extending from through back contacts 10 11 12 and 13 of relays 2T RCIR 1 2T LCIR 3T LCOR respectively front contact 77 of relay 21 and to Once relay 2 is thus picked up it will be maintained in its normal picked up position even though check out relay 21 is subsequently dropped away by the illustrated stick circuit which includes front contact 15 of relay ZT PA in multiple with front contact 77 of relay 21 Relay 2 is now also returned to its normal energized position by the previously de scribed energizing circuit including front contact 16 of relay 2 By referring to FIG 1D it will be noted that until relay 21 is thus picked up the energizing stick circuit for relay 2 is interrupted at back con tact 70 of relay 2 and it is thus assum
9. 8 1966 W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 11 Sheets Sheet 11 SY LCOR INVENTORS G W DAVISON AND G O FERM BY THEIR ATTORNEY United States Patent Office 1 3 234 377 VEHICLE CONTROL SYSTEM Gordon W Davison and Glenn O Ferm Rochester N Y assigzors to General Signal Corporation a corporation of New York Filed July 14 1961 Ser No 124 193 6 Claims 246 53 This invention generally relates to vehicle control sys tems and more particularly pertains to the continuous control of vehicles for opposite directions of traffic over a stretch of right of way The control system of the present invention has par ticular utility in certain railway operations wherein it is desirable to provide continuous control of the railway vehicles for opposite directions of vehicle travel over a right of way For example as embodied in the present disclosure the system cf the Present invention is par ticularly suitable for governing the operation of railway vehicles in opposite directions on a single track railroad wherein stretches the single track are utilized for both di rections of vehicle travel In many of the previously proposed systems of con tinuous railway vehicle control coded alternating current is applied to the track rails to be inductively received by receiving coils mounted on the locomotive of a vehicle traveling over the track rails The rate
10. along wire 223 between FIGS 1H 1A and 1B through front contact 224 of relay A PC and to This picking up of check out relay A CO now returns the cir cuit organization associated with the OS track section to its normal operating conditions wherein occupancy detecting relay is picked up to open its back con tact 212 and remove the vehicle control coding from loop circuits LATC and 3ATC of FIGS 1B and 1A However between the time when check out relay CO first picks up to check the eastbound vehicle out of the OS section and the later time when occupancy detect ing relay A TR picks up an energizing circuit is momen tarily established for relay ILAS of FIG 17 spec ifically relay 1LAS is picked up by a circuit extending from through back contact 187a of signal clearing relay 31 67 back contact 225 of relay front con tact 226 of check out relay and to This temporary pick up circuit is provided to enable track switch SWI1 to be unlocked as soon as the westbound vehicle departs from the OS track section and therefore avoids the time delay that would otherwise be introduced by time element relay of FIG 11 8 934 377 2i Assuming now that relay 1LAS has been properly picked up by the above described temporary energizing circuit relay 1L of FIG 1J is now picked up by a cir cuit extending from through front contact 190 of relay ILAS front contacts 227 and 228
11. at which this alternating current is coded for application to the track rails is dependent upon the track and or traffic conditions existing in advance of the vehicle Such track and or traffic conditions are normally detected in part by track relays which when deenergized indicate that the associated sections of the stretch of railway track are occupied and in part by certain other detecting means conditioned for example in accordance with the position of track Switches etc The received control codes are then utilized to pro vide automatic control of the vehicle throttle and brake mechanism and or to provide visual indication to the engineman of such advance conditions through the me dium of cab signalling When such previously proposed systems are utilized to provide control for both directions of traffic over a sin gle track the direction of coding in the track rails i e the direction of code transmission is necessarily controlled in accordance with the desired direction of traffic This 15 so because a railway vehicle normally shunts the track rails together and therefore these coded alternating currents are transmitted in a direction opposite to that in which the vehicle is traveling This shunting of the track rails by the vehicle is furthermore utilized to deenergize the above mentioned track relays so as to provide restrictive con trol for any following vehicle in order to maintain proper spacing between th
12. eastbound traffic is interrupted at back contacts 41 and 42 of relays 2L and 2LS respectively With relay B YH thus dropped away the eastbound energizing circuit for relay is also interrupted at front contact 43 of relay B YH As previously men tioned with relays B YH and B GH both dropped away the energizing circuit for code repeater relay B CP of FIG 1F is normally set for 3712 code rate energization Relays 3T YH and 3 associated with track sec tion of FIG 1B are also both dropped away the eastbound energizing circuit for relay 3 being opened at front contact 44 of signal clearing relay 2RGZ see FIG whereas the eastbound energizing circuit for relay is interrupted at front contact 45 of relay 3T YH Therefore the energizing circuit for code repeater is also normally set for 3714 code rate energization Relay 2T YH of FIG 1D however is energized at this time by circuit extending from in FIG 1E through front contact 46 of relay 3T TR along wire 47 between FIGS 1E and 1D through back contact 48 of relay ZT TF and to However relay 21 GH is not energized at this time due to the interruption of its energizing circuit at front contact 49 of relay 3T YH of FIG 1E With relay 2 picked up and relay 2 thus dropped away the energizing circuit of code repeater relay 2 of FIG 1D is normally set for 75 code rate energization Reiays 1 a
13. hand Or westbound entrance of vehicles onto the illustrated stretch of single track whereas signal 2R of FIG 1E controls the eastbound departures from the illustrated Stretch of single track toward the siding B These various wayside signals are then cleared ac codance with supervisory control established by a central control office such as is utilized in a centralized traffic control system or the like Thus referring to FIGS 17 and the usual signal clearing relays GZ are employed for selectively clearing the illustrated way side signals Furthermore although the energizing cir cuits by which each of the illustrated wayside signals are cleared have not been shown in detail in the accom panying drawings it is assumed here that these various wayside signals are properly interlocked in accordance with usual signalling practice well known to those skilled in the art so that two opposing signals cannot be cleared at the same time However since the system of the present invention is intended for governing of the operation of unmanned as well as manned vehicles it should be obvious in the case of unmanned vehicle control that no wayside sig nalling is required and that the above mentioned exit and entrance control is then accomplished by applying the proper vehicle control coding to the appropriate way side lope circuits and therefore the directional mag netic stick relays TF shown in the accompanying draw ings ar
14. line or siding moves dependent upon supervisory switch controls transmitted from a control office not shown illustrated track layout is furthermore divided into distinct track sections formed by the positioning of wayside check in and check out coils CI and CO to be described hereinafter and are provided with wayside loop circuits TC which communicate vehicle control informa tion from the wayside to the railway vehicles as they travel over the associated sections of the illustrated track Jayout More specifically the illustrated stretch of single track extending between passing siding and B includes track sections 2T and 3T having associated wayside loop circuits 2106 and 3TC respectively Extending from each end of this illustrated single track is the usual OS detecting section provided to detect when a railway vehicle is adjacent the associated track switch to prevent operation of the switch under a vehicle In order that vehicle control code may be communicated to vehicles traveling over the illustrated track switches these OS sections are also provided with certain wayside loop circuits TC Referring now to FIGS 1A and 1B the OS section associated with track switch SW1 is provided with wayside loop circuits 1416 2 and whereas the OS section for track switch SW2 is provided with wayside loop circuits 1 2 and of FIGS 1F and 1G the left or westbound from the O
15. means effective to terminate trans mission of said vehicle control codes by a given loop circuit when the leading end of said vehicle is detected at the entrance end to the next section in advance 6 A railway vehicle control system for controlling the operation of vehicles in opposite directions over a sectional track layout made up of a sectional stretch of single track and an OS section surrounding a track switch adjacent one end of said stretch of single track whereby a plurality of routes are established into and out of said stretch of single track comprising directive means for registering a preseleoted direction of vehicle traffic over said sectional track layout detecting means responsive to the registration of said directive means and the position of said track switch for detecting advance conditions that exist throughout said sectional track layout along the designated vehicle route in said preselected direction of vehicle traffic and including occupancy detecting means for each section of said sectional track layout for detect ing when the sections of said sectional track layout are occupied coding means associated with each section of said sectional track layout for selectively transmitting ve hicle control codes in accordance with the condition of said detecting means a loop circuit for each section of said sectional track layout for communicating the vehicle control codes transmitted by said coding means to a ve hicle occupyi
16. of the conventional track relay without requiring the use of track circuits ie without requiring a shunting to gether of the track rails of a track section OS sections associated with each end of the illus trated stretch of single track are provided with corre sponding PA PB PC TR and CO relays Of these relays PB PC and TR are normally maintained in a picked up position by circuits similar to those already described for track section 2T of FIG 1D However the circuit by which the relays PA associated with the OS sections are normally picked up is somewhat differ ent and extends for example for relay B PA of FIG 1F from in FIG 1L through back contact 22 of relay B SLCIR back contact 23 of relay SB LCOR along wire 24 between FIGS 1L and 1G back contacts 25 and 26 of relays B MLCIR and MB LCOR respec tively along wire 27 between FIGS 1G and 1F back contacts 28 and 29 of relays B RCIR and 31 respectively front contact 30 of relay B PA and to It should be pointed out at this time that the above discussed normal conditions are automatically assumed by the wayside circuit organization associated with the various sections when the sections are unoccupied as wil be discussed hereinafter However in order to establish these normal operating conditions when plac ing the system in service manual push buttons MRP have been provided at each of the illustrated track sec tions for initially pick
17. switch SW1 of FIG 1A As previously mentioned the illustrated directional magnetic stick relays TF remain in their last operated position corresponding to the last direction of traffic on the illustrated track layout Assuming now that the last traffic on the illustrated track layout was in the east bound direction or left to right in the accompanying drawings each of the illustrated relays TF are in their dropped away position corresponding to this assumed previous eastbound traffic This relay registration of a desired direction of traffic by selective energization of the directional magnetic stick relays and the retain ment of these relays TF in their last operated position will be described in detail hereinafter Since eastbound traffic was the last to utilize the illus trated track layout and since the directional magnetic stick relays TF are therefore in their dropped away posi tion the relays YH and GH associated with each of the illustrated track sections are then selectively energized accordance with the conditions existing to the right of or eastbound from that track section More spe cifically the eastbound energizing circuits for the relays YH and GH associated with each of the illustrated track sections extend through back contacts of the associated directional magnetic stick relay whereas the west bound energizing circuits for these relays YH and GH extend through front contacts of the associated di
18. to As previously pointed out this retainment of relay B PC in its normal picked up position is necessary to complete the energiz ing circuit for code repeater relay i e front contact 138 of relay B PC is inserted in series in the energiz ing circuit for this code repeater It will be noted FIG that front contact 119 of relay is included in the westbound energizing circuit for relay MB YH of FIG 1G and therefore as soon as the westbound vehicle has been properly checked into the OS section associated with track switch SW2 relays MB YH and MB GH will now both be dropped away to terminate the 180 coding for track section MB and cause instead 3714 code rate to be applied to the loop circuit not shown for section MB Referring to FIG 1G when the tail end of the west bound vehicle passes wayside check out coil MB LCO relay MB LCOR is momentarily energized to pick up of check out relay by a circuit extending from in FIG through back contact 151 of relay B PA along wire 152 between FIGS and 1G through front contact 153 of relay MB LCOR front contact 154 of re lay and to This picking up of check out relay MB CO now completes the energizing circuit for 3 234 377 17 relay MB PA extending from through back con tacts 154a and 1545 of relays MB RCIR and B MRCOR respectively back contacts 129 and 155 of relays MB and MY LCOR r
19. 1RWC have both been picked up as previously described to open their respective back contacts 188a and 189a all stick circuits for approach re lay 1LAS of FIG 1 are now interrupted and therefore relay 1LAS is dropped away The subsequent opening of front contact 196 of relay 1LAS now drops relay 1L and furthermore results in the dropping away of relay 1LS caused by the opening of front contact 190a of re lay 1L The track switch SW1 is now locked in its re versed position Assuming now that the the siding track portion of siding A is unoccupied relays SA YH and SA GH of FIG 1H will both be picked up over their respective west bound energizing circuits In addition with track switch SW1 locked in its reverse position and signal clearing relay 1LGZ picked up relay A YH of FIG 1B is now energized by its westbound energizing circuit extending from in FIG through front contacts 191 and 192 of relays SA TR and 5 respectively along wire 193 between FIGS 1H 1J and 1B through front contact 194 of switch correspondence relay IRWC back contacts 101 and 100 of relay 11 5 and 1L respective ly front or westbound contact 195 of relay and to Furthermore relay A GH of FIG 1B is also energized at this time over its westbound energizing cir cuit extending from in FIG through front con tact 196 of relay 5 along wire 197 between FIGS 1H 1A and 1B front contact 198 of switch correspond en
20. 5 45 50 60 70 amp favorable for the desired vehicle move ie the route is available and the proper traffic direction is established Referring to FIG 17 relays 1RAS and 1LAS are also provided with similar stick circuits and are normally maintained picked up by those stick circuits completed through back contacts of the associated signal clearing relays 1RGZ and 1LGZ respectively Referring to FIG with relays 2LAS and 2RAS picked up as described above relay 2L is also normally picked up by a circuit extending from through front contacts 36 37 and 38 of relays 2RAS 2LAS and B TR respectively check contact 38a of time element re lay 2TH and to Furthermore relay 2LS is also normally picked up by a circuit extending from through front contact 39 of relay B TR front contact 40 of relay 2L and to This relay 21 5 controls the locking and unlocking of track switch SW2 of FIG 1G ie when relay 2LS is in its picked up position it unlocks track switch SW2 so that it may be positioned in accordance with the desired routing of vehicles at siding B and when relay 2LS is in its deenergized posi tion it locks track switch SW2 to prevent any change in the position of this track switch SW2 Similarly re lays 1L and iLS of FIG 1J are also normally picked up by similar circuits to those just described for relays 2L and 2LS and relay 11 5 performs the similar locking and unlocking control of track
21. B LCIR is the westbound check in coil relay for track section MB and relay MY LCOR is assumed to be the westbound check out coil relay for the first track section east of section Similarly relay SY LCOR of FIG 1L is the westbound check out coil relay for the first track section not shown to the right or east of siding track section SB of FIG 1G Assuming now that the head end of the westbound vehicle passes that wayside check in coil associated with relay MB LCIR of FIG 1G ie vehicle carried trans mitting VH of FIG 2 causes momentary energiza tion of relay MB LCIR relay of FIG 1G is dropped away by the interruption of its existing stick circuit at back contact 129 of relay MB LCIR In a manner exactly the same as that previously discussed when considering the typical operation of the circuit ap paratus associated with track section 21 of FIG 1D the westbound railway vehicle is properly checked into track section MB Occupancy detecting relay MB TR of FIG 1G is then dropped away to cause the 180 code rate selected by relay to be applied to the loop circuit not shown associated with track section MB thus permitting the westbound vehicle to enter at the right hand end of the OS section associated with track switch SW2 Recalling now the typical op eration previously set forth for track section 2T after the vehicle has been properly checked into track section MB relays MB PA
22. Feb 8 1966 G W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 A MLCO MA LCI 11 Sheets Sheet 1 CMA RCO A SRCI IRB MAMRR gt 220 I MA TR On are ea 188 T G W DAVISON AND O G O FERM 223 A A well THEIR ATTORNEY 3 234 377 G W DAVISON ETAL VEHICLE CONTROL SYSTEM Feb 8 1966 11 Sheets Sheet 2 Filed July 14 1961 IT LCO FIG IB 1 Tue 180 bi a 7501 CT Di H 8 gt 217 374 25 lt 9 ie cp aed x lt oa 5 2 0 EN S 5 masa NA N QO p 1 A 9 2 e E S ty i 2111 8 1966 W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 11 Sheets Sheet 5 FIG IC RR C NAMEN E O at IT RCIR INVENTORS G W DAVISON AND G O FERM 20072222 THEIR Feb 8 1966 G W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 11 Sheets Sheet 4 IT LCI FIG ID 3T LCO 1 2TRCIR ITRCOR INVENTORS 80 Z THEIR 1 Feb 8 1966 G W DAVISON ETAL 3 234 377 VEHICLE CONTROL SYSTEM Filed July 14 1961 2T LCI FIG IE aT
23. IGS 1B and 1A and to NX The westbound vehicle may now continue at its nominal high speed setting into the unoccupied siding track portion of siding A to permit the eastbound vehicle assumed to be approaching signal IRA to utilize the illustrated stretch of single track It should be understood at this time that it may be de sirable in practice to reduce the speed of a railway vehicle over a reversed track switch Therefore if de sired low speed vehicle control code could be applied to wayside loop circuits LATC and 3ATC in order to restrict the speed of the railway vehicles travelling over track switch SW1 its reverse position without depart ing from the scope of the present invention Similarly low speed vehicle control coding could also be applied to any wayside loop circuits associated with track sec tions disposed on curves hills etc Assuming that this westbound vehicle has properly checked into siding track section SA of FIG 1A ini tiated when the head end of the vehicle passes wayside coil SA LCI when the tail end of the vehicle passes wayside check out coil A SLCO of FIG 1A the asso ciated relay A SLCOR of FIG 1H is momentarily ener gized Check out relay of FIG 1B is now mo mentarily picked up to check the westbound vehicle out of the OS section for track switch SW1 by a circuit ex tending from in FIG through back contact 221 of relay SA PA front contact 222 of relay A SLCOR
24. RAS respectively front contact 250 of relay 2RWC along wire 251 between FIGS 1F 1K and 1L through the front or westbound contact 252 of relay SB TF and to In the above it is of course assumed here that the directional mag netic stick relays TF associated with the siding track por tion of siding B have been properly positioned to their westbound or picked up position for the assumed west bound vehicle now occupying this siding track Relay SB GH of FIG 1L is now also energized by its west bound energizing circuit extending from in FIG 1F through front contact 125 of relay B YH along wire 126 between FIGS 1F 1G and 1L through front contact 253 of relay 58 front or westbound contact 254 of relay SB TF and to With relay SB YH and SB GH thus both picked up as described above a 180 code rate is then applied to the loop circuit not shown for sid ing track section SB of FIG 1G so that the westbound vehicle may enter the illustrated stretch of single track When this westbound vehicle enters at the right hand end of the OS section for track switch SW2 relay B TR is then dropped away to initiate the application of a 180 vehicle control code to loop circiuts and 3BTC of FIGS 1F and 1G This 180 code is applied directly to loop circuit 1BTC through front contact 142 of relay B CP and to loop circuit 3BTC through back contact 255 of relay 2NWC front contact 256 of relay ZRWC and along wire 257 b
25. S section associated with track switch SW1 the main and siding tracks of siding A include track sections MA and SA respectively and it should be understood that 10 15 20 25 30 35 40 60 70 4 these tracks would also be provided with loop circuits for wayside to vehicle communication similar to those of the illustrated stretch of single track Similarly track sections MB and SB are the first track sections to the right or eastbound from the OS section for track switch SW2 of FIG 1G Without attempting to limit the scope of the present invention it is intended in this selected embodiment that the following vehicle controls and or indications are involved in accordance with various control code rates utilized Code rate Vehicle control 180 High speed yi NOS Low speed 3715 L Service brake application No code __ Emergency brake application Obivously both more and different code rates may be used dependent upon the amount of actual vehicle con trol and or indication required in practice and the use of the four codes mentioned above for providing four distinct vehicle controls and or indications is merely to facilitate in the present disclosure of the invention In order to render the coding applied to each loop cir cuit dependent upon the conditions in advance of a rail way vehicle certain directional means have been provided which register the desired direc
26. TF now energized by the above described energizing circuit a westbound traffic direction has been established on the illustrated track layout and approach relay 2LAS is then dropped away Since it has been assumed here that a westbound rail way vehicle is approaching wayside signal 2LA of FIG 1G it should be evident from the above that the direc tional magnetic stick type relays associated with the main track portion of siding B have also been previously positioned for this assumed westbound move ie these directional magnetic stick type relays have been energized to assume their picked up positions Referring to FIG 1G relay is among these directional magnetic stick relays associated with the main track portion of sid ing B and is thus assumed to now occupy its picked up or westbound traf c position and as previously mentioned relay MB TF remains in this picked up position even though the energizing current to its winding may have been subsequently interrupted for example by the drop ping away of an occupancy detecting relay TR associ ated with the main track portion of siding B With approach relay 2LAS dropped away switch re lays 2L and ZLS of FIG 1K are now both dropped away to lock up track switch SW2 i e to prevent any furiher operation of track switch SW2 More specifically the dropping away of relay 2LAS opens its front contact 37 and interrupts the previously described energizing circuit f
27. aratus associated with main track section MB has not been shown in the accompanying drawings it is substantially the same as that associated with track sec tions 1T 2T and and therefore this above described picking up of relays MB YH and MB GH causes a 180 code rate to be applied to that loop circuit not shown associated with track section MB when the assumed west bound vehicle is properly checked into track section MB by the dropping away of occupancy detecting relay MB This occurs in exactly the same manner as was previously described for coding loop circuit 2TC of FIG 1D when a westbound railway vehicle checked into track section 21 From the above discussion it is apparent that a permis sive or proceed coding is applied to that loop circuit not shown associated with track section MB only after sig nal clearing relay 2LGZ is properly picked up by control office transmission It should therefore be obvious that irrespective of whether or not wayside signals are em ployed during application of the system of the present invention proper entrance control for both manned and unmanned vehicles is provided to properly control the entering of such vehicles onto the single track portion of the illustrated track layout Referring to FIG 1G the relays MB LCIR and LCOR are associated with wayside check in and check out coils located near the right hand end not shown of track section MB More specifically relay M
28. at direction and not actuate the corresponding coils for the opposite direction of traffic Furthermore although only two frequencies F1 and F2 have been discussed for identifying the respective ends of the railway vehicles for both direction of traffic it should be understood that if desired frequencies Fi and F2 could be utilized for identifying the respective ends of the vehicles for one direction of vehicle traffic and additional frequencies such as F3 and F4 could be utilized to identify the 18 spective ends of the vehicles for the opposite direction of vehicle traffic this latter case the westbound check in coils might be tuned to frequency F4 the west bound check out coils might be tuned to freauency 22 and ihe eastbound check in and check out coils might then be tuned to frequencies end F4 respectively 10 15 25 30 45 60 65 70 Y 5 Certain wayside signals have been shown the companying drawings at the usual locations for con trolling the respective vehicle movements at sidings and B specifically wayside signals IRB o FIG 1 control the left hand or eastbound entrance onto the illustrated stretch of single track for main line and siding moves respectively whereas signal 1L of FIG 1C controls the westbound departure of railway vehicles from the illustrated stretch of single track Similarly signals 2LA and 2LB of FIG 1G control the right
29. ate is now applied to the loop circuit not shown associated with track section MA in order that the eastbound ve hicle assumed to be approaching wayside signal 1RA may enter onto the illustrated stretch of single track It should of course be understood that this 180 code rate for track section MA is applied when the eastbound ve hicle is checked into track section MA so as to drop oc cupancy detecting relay MA TR of FIG 1A This check in process is exactly the same as that previously described for the checking in of an eastbound vehicle at track section 2T of FIG 1D Assuming that wayside signal 2R of FIG 1E has not 9 been cleared by the control office this eastbound vehicle travel at high speed over the OS section of FIGS 14 and 1B and also over track section 1T of FIG 1C has its speed reduced when it enters track section 2T of FIG 2D and is finally brought to a complete stop when it enters track section 3T of FIG 1E due to the service brake application called for by the 3714 code rate then applied to wayside loop circuit 3TC However when wayside signal 2R is cleared by the control office signal clearing relay 2RGZ of FIG is picked up the east bound vehicle will receive a proceed vehicle control code to permit the vehicle to exit from the single track As was pointed out previously when discussing the typical operation of the circuit apparatus associated with track section 2T of FIG 1D the eastbound vehi
30. ce relay IRWC front contact 102 of relay A YH front or westbound contact 199 of relay and to In addition relays and 1T GH of FIG are now also energized at this time over their respective west bound energizing circuits More specifically relay 11 YH is now energized beginning at back contact 100 of relay 1L in FIG 1B through front or westbound con tact 200 of relay front contacts 201 and 202 of relays A TR and IRAS respectively front contact 103 of relay 1LGZ along wire 203 between FIGS 1B and 1C through front or westbound contact 204 of relay 11 and to Also relay 1T GH of FIG is ener gized by a circuit extending from 4 in FIG 1B through front contact 205 of relay A YH along wire 206 between FIGS 1B and 1C front contact 104 of relay 1 front or westbound contact 207 of relay 1T TF and to Since the westbound vehicle is occupying track sec tion occupancy detecting relay 1T TR is therefore dropped away and the 180 code rate energizing circuit for code repeater relay 1 is thus completed extend ing through back contact 173 of relay 1 front con tact 174 of relay front contacts 208 and 209 of relays 1I YH and 1T GH respectively and through front contact 210 of code transmitter 18 Thus 180 vehicle control code is now applied to loop circuit 1TC and permits the westbound vehicle to get underway ie the
31. cle is checked into each of the illustrated track sections by the deenergization of the associated PA relay For example when the head end of the eastbound vehicle passes way Side check in 2T RCI of FIG assoicated relay 2T RCIR of FIG 1D is momentarily picked up to open its back contact 19 and thereby interrupts the existing stick circuit for relay 2 and thereby also begins the east bound check in process at track section 2T after which Occupancy detecting relay ZT TR is dropped away to initiate the vehicle control coding of the associated way side loop circuit ZTC Furthermore this eastbound ve hicle is checked out of the illustrated track sections in substantially the same manner as was previously set forth when describing the typical operation of the apparatus associated with track section 2T of FIG 1D Thus when the tail end of the eastbound vehicle passes wayside check out ZT RCO of FIG 1E check out relay 2 of FIG 1 is momentarily energized by a circuit extending from in FIG 1E through back contact 79 of relay 3 front contact 80 of relay ZI RCOR along wire 81 between FIGS and 1D through front contact 76 of relay ZT PC and to soon as this assumed eastbound vehicle departs at the right hand end not shown of either track section MB or SB the circuit organization returns to the assumed normal conditions illustrated in accompanying drawings It will now be assu
32. d up until the proper direction of traffic is established by an additional stick circuit including back contact 82 of directional magnetic stick relay This picking up of signal clearing relay 2LGZ how ever also completes an energizing circuit for traffic relay 2LF of FIG 1K extending from 4 through front con tact 85 of relay 2LGZ and to subsequent picking up of traffic relay 2LF then causes directional magnetic stick relays B TF 3T TF 2 1T TF A TF of FIGS 1 1E 1D 1C and 17 respectively to each assume their picked up or westbound position by energizing them with that polarity of current required for pick up of these directional magnetic stick relays More Specifically these directional magnetic stick type relays TF are energized by current conventional current as sumed flowing from left to right in their respective windings over a circuit extending between 4 and in FIG 1K through front contacts 88 of relay 2LF along wires 87 between FIGS 1K 1F and 1E through front contacts 89 of relay 3T TR along wire 89 be tween FIGS 1E and 1D through front contacts 99 of relay 2T TR along wires 91 between FIGS 1D and 1C through front contacts 92 of relay 1T TR along wires 93 between FIGS 16 1B and 17 through back contact 94 of relay IRF and through front contacts 98 and 96 of relays IRAS and A TR respectively As mentioned pre viously with these magnetic stick type relays
33. e 110 between FIGS 1E and 1F through back contacts 111 and 112 of relays 21 5 2L respectively front or westbound con tact 113 of directional magnetic stick relay and to In addition relay B GH is also energized by a circuit extending from in FIG 18 through front contact 114 of relay ST YH along wire 115 between FIGS 1E and through front contact 116 of relay B YH front or westbound contact 117 of relay and to 15 Provided that signal clearing relay 2LGZ of FIG 1K is picked up and that track switch SW2 has been properly locked in its normal position relay MB YH of FIG 1G is now energized over its westbound energizing circuit extending from in FIG 1E through front contact 109 of relay 3T TR along wire 110 between FIGS 1E and 1F through back contacts 111 and 112 of relays 2LS and 2L respectively through front or westbound contact 118 of relay front contacts 119 120 121 and 122 of relays B TR 21 07 2RAS and 2NWTC respec tively along wire 123 between FIGS 1F and 1G through front or westbound contact 124 of relay and to Consequently relay is also energized at this time over its westbound energizing circuit ex tending from in FIG through front contact 125 of relay along wire 126 between FIGS and 1G through front contacts 127 and 128 of relays MB YH and MB TF respectively and to Although the coding app
34. e during west bound moves In substantially the same manner as was previously set forth for the assumed westbound vehicle after this assumed eastbound vehicle has been properly checked in to track section 3T of FIG 1E and the tail end of the vehicle passes wayside check out coil 2 of FIG check out relay 2T CO of FIG 1D is momentarily energized by a circuit extending from in FIG 1E through back contact 79 of relay which was dropped away when the eastbound vehicle was checked into track section 3T through front contact 80 of relay 2T RCOR along wire 81 between FIGS and 1D through front contact 76 of relay 2 and to In exactly the same way as that previously described for restoring the circuit organization of track section 2T to its normal condition relays 21 ZI PB and 2T TR are again returned to their normal picked up positions to properly check the assumed eastbound vehicle out of track section 2T upon this picking up of check out relay 2T CO Furthermore the subsequent picking up of occupancy detecting relay 2T TR once again removes the vehicle control coding from loop circuit 2TC GENERAL OPERATICN In order to point out how the system of the present invention provides for controlling both following and opposing vehicle moves it will now be assumed with the illustrated circuit organization returned to its illus trated normal condition that the control office not
35. e properly interlocked so that only a single direc tion of traffic can be established at any given time on the illustrated stretch of single track Such control for unmanned vehicles will be discussed in detail hereinafter In view of the above it should therefore be understood at this time that the illustration of these wayside signals is merely to facilitate in the present disclosure of the invention rather than to limit the number of forms which it may assume iaving thus described the general organization of the selected embodiment of the present invention a detailed discussion of the operation of the illustrated apparatus will now be set forth NORMAL CONDITIONS Before beginning a detailed description of the system operation it is first desirable to establish the normal operating conditions for the illustrated circuit organiza tions Thus the accompanying drawings illustrate those conditions which are assumed to be normal with no vehicles occupying the illustrated track layout no vehicle moves presently being cailed for by the supervisory con trol office and the directional magnetic stick relays TF in that position corresponding to the last direction of traffic assumed to have taken place on the illustrated track layout In the accompanying drawings it will be noted that each of the illustrated track sections is provided with substantially the same relay circuit organization includ ing relays PA PB PC TR and CO In order t
36. e to loop circuit 3TC More specifically the 180 code rate energizing circuit for relay 3T CP is completed through back contact 165 of relay 3T TR front contact 166 of relay 3 front contacts 167 and 168 of relay 3 and 3T GH respectively front contact 169 of code transmitter 180CT and to The 180 vehicle control code rate thus applied to loop circuit 3TC through front contact 170 of code repeater 3 then permits the vehicle to continue at high speed Recalling now the assumed conditions existing on the illustrated track layout ie relay 2T YH is picked up and relay 2T GH is dropped away when the westbound vehicle checks into track section 2T a 75 code vehicle control code is then applied to loop circuit 2TC through front contact 67 of code repeater 2 due to the 75 code rate energization of code repeater 2T CP by circuit extending from through back contact 62 of occupancy detecting relay 2T TR front contact 63 of relay 2T PC front contact 64 of relay 2T YH back contact 171 of relay 2 front contact 172 of code transmitter 75CT and to As previously mentioned this 75 vehicle control code being applied to loop circuit 2 causes the westbound vehicle to decrease its speed to its normal low speed setting In addition as soon as the westbound vehicle checks into track section 1T of FIG 1C code repeater 1T CP is energized at 371 code rate by a circuit extending from th
37. e vehicles and also prevents the recep tion on a following vehicle of a control code intended Solely for the preceding vehicle has been observed in certain railway operations however such as mining operation that the lightweight cars used may fail to afford the necessary degree of train shunt required for proper operation of the previously pro posed control systems mentioned above Furthermore in certain other railway operations such as a monorail sys tem a train shunt may not be involved Therefore the need exists for a continuous control system to control both directions of railway traffic wherein a shunting of the track rails by the vehicles is not required for proper operation of such a continuous control system Without attempting to define the exact scope of the present invention it is proposed in accordance herewith to provide a continuous control system for controlling the operation of vehicles in opposite directions of a stretch of right of way wherein wayside lcop circuit means not 10 15 20 25 30 40 60 3 234 377 Patented Feb 8 1966 2 shunted the vehicles traveling thereover are utilized to communicate various vehicle control codes indicative of existing advance conditions from the wayside to the vehicles without requiring that these vehicle control codes be transmitted in a certain direction for a corresponding direction of vehicle traffic As already men
38. ed here that the drop away time of relay 21 is sufficient to bridge that time interval between the picking up of relay 21 PA and the subsequent picking up of relay 2T PB so that relay 2 is now also maintained in its normal picked up position by the previously described energizing circuit which includes front contact 17 of relay 2 With relays 2T PA 2T PB now returned to their normal picked up positions occupancy detecting relays 2T TR is now also returned to its normal picked up posi tion by the previously described energizing circuit includ ing contacts 18 of push button 2T MRP and front con tacts 19 20 and 21 of relays 2 21 and 2 respectively and thereby opens its back contact 62 to re move the coding from wayside loop circuit 2TC Having thus described the typical operation of the circuit organization associated with track section 2T i0 15 25 30 40 45 55 60 65 15 12 for westbound vehicle similar discussion will now set forth for an assumed eastbound vehicle entering at the left hand end of track section 2T of FIG 1D When the head end of this assumed eastbound vehicle passes wayside check in 2T RCI of FIG 1C relays 2 RCIR of FIG 1D is momentarily energized to open its back contact 10 and relay 21 is now dropped away to initiate the check in process Relay 2 however is maintained in its normal energized position by a stick
39. er present conditions More specifi cally the westbound energizing circuit for relay 1T YH is interrupted at front contact 103 of signal clearing relay 1LGZ see FIG 1B whereas the westbound energizing circuit for relay 1T GH is also opened at front contact 194 of relay 1 Since it has been assumed that no railway vehicles are occupying the illustrated stretch of single track occu pancy detecting relay 1T TR is therefore picked up and completes the westbound energizing circuit for relay 2T YH of FIG 1D extending from in FIG 1C through front contact 195 of relay 1T TR along wire 105 between FIGS 1C and 1D through the front or westbound contact 187 of relay 2 and to However since relay of FIG is not as yet picked up the westbound energizing circuit for relay 21 011 of FIG 1D is interrupted at front contact 198 of relay 1 see FIG 1C With relay 2 now energized as described above and since occupancy detecting relay 2T TR is also en ergized under the assumed operating conditions relays 3 and 3T GH are now both picked up over their respective westbound energizing circuits extending tween FIGS 1D and 1E Since track switch SW2 has been locked in its normal position by the dropping away of relays 2L and 2LS of PIG IK relay B YH of FIG 1F is now energized by circuit extending from 4 in FIG 1E through front contact 163 of relay along wir
40. er said sec tions distinctive of the desired operation of said vehicles on said right of way first transmitting means on the lead ing end of each vehicle for transmitting a signal of first predetermined frequency first wayside circuit means dis posed at the entrance end of each of said right of way sections responsive to said first frequency signal for de tecting the passage of said vehicle leading end at the en trance end of each of said right of way sections second transmitting means on the trailing end of each of said ve hicles for transmitting a signal of second predetermined frequency second wayside circuit means disposed at the exit end of each of said right of way sections responsive to said second frequency signal for detecting the passage of the trailing end of said vehicles at the exit end of each of said right of way sections selecting means responsive to the condition of said first and second wayside circuit means for selecting the vehicle control information to be communicated to each vehicle by said loop circuit depend ent upon advance traffic conditions existing in the right of way sections in advance of said vehicle and code apply ing means effective to initiate the application of said ve hicle control codes to a given loop circuit upon detection by said first wayside circuit means that the leading end of 10 20 30 35 40 26 a vehicle has entered the associated right of way section and code terminating
41. es its front con tact 174 to open thereby interrupting the energizing cir cuit for code repeater relay 1 and therefore re moving all vehicle control coding from loop circuit 1TC mentioned previously this code condition causes this following westbound vehicle to receive an emergency brake application control In order to now illustrate how the system of a selected embodiment operates for controlling the meet of oppos ing railway vehicles it will now be assumed that with a westbound vehicle occupying track section 1T an east bound railway vehicle is approaching wayside signal of FIG 1A and that the control office wishes to have the westbound vehicle take the siding track at siding A so as to permit the eastbound vehicle to travel over the illus trated stretch of single track Initially the control office then sends out a switch control for operating track switch SWi of FIG to its reverse position and after track switch SWI has completed its move to this reverse posi tion switch correspondence relay IRWC of FIG 1B is picked up The control office now sends out a control for pick ing up signal clearing relay 1LGZ of FIG 1 to clear wayside signal 1L of FIG 1C to the left for permitting the westbound vehicle to enter the siding track portion of siding A Thus when relay 1LGZ is picked up traffic relay ISLF of FIG 1H is energized by a circuit extend ing from in FIG 1B through front contac
42. espectively front contact 157 of relay MB CO and to Relay MB PB is now also returned to its normal energized position by the completion of its normal energizing circuit through front contact 158 of relay MB PA and this in turn establishes the normal pick up circuit for relay MB PC including front contact 159 of relay MB PB Furthermore occu pancy detecting relay MB TR is now also returned to its normal picked up position over its normal energizing circuit extending from through contacts 169 of push button front contacts 161 162 and 163 of relays MB PA and MB PC respectively and to With this westbound vehicle traveling at high speed check in coil 3T LCI of FIG is then momentarily actuated by vehicle carried transmitting coil VH of FIG 2 and the associated check in coil relay 3T LCIR of FIG 1E is momentarily energized to open its back contact 164 and thereby interrupt the existing stick cir cuit for relay 3T PA Thus this momentary energiza tion of relay 3T LCIR initiates the checking in of the westbound vehicle at track section 3T in exactly the same manner as was previously described for checking a westbound vehicle into track section 2T of FIG 1D Furthermore after the westbound vehicle has been prop erly checked into track section 3T occupancy detecting relay 3T TR is dropped away and completes the ener gizing circuit for code repeater relay 3T CP for applying a 180 code rat
43. etween FIGS 1F and 1G The west bound vehicle may now continue at its nominal high speed onto the illustrated stretch of single track and is there after controlled in accordance with the advanced condi tions existing to the left or westbound in the accompany ing drawings As mentioned previously although certain wayside sig nals have been illustrated in the accompanying drawings it should be apparent from the foregoing description of the operation of the system that these wayside signals are unnecessary in case of unmanned vehicles since proper vehicle entrance and exit control for the illustrated stretch of single track is provided by the selective applica tion of a permissive vehicle control codes to certain of the wayside loop circuits TC when the system of the present invention has checked that the vehicles may safely enter or exit from the illustrated stretch of single track Having thus described a vehicle control system as one specific embodiment of the present invention it is to be understood that this form is selected to facilitate in the disclosure of the invention rather than to limit the num ber of forms which it may assume and it is to be further understood that various modifications adaptations and alterations may be applied to the specific form shown to meet the requirements of practice without in any man ner departing from the spirit or scope of the present in vention What we claim is 1 A vehicle cont
44. in shunt may not be reliable or no train shunt is involved Occupancy detecting means independent of any train shunt are provided in accordance with the present inven tion to properly register the location of each vehicle on the stretch of right of way so that proper restrictive con trol may be communicated to any following vehicle For example in the selected embodiment shown herein check in and check out coils are disposed along the right of way to properly register vehicle occupancy along the stretch of right of way As mentioned previously this function was previously performed by track circuits asscciated track relays which became deenergized when the associated sections of railway track became occupied with a railway vehicle In order that the vehicle control codes transmitted from the wayside to a vehicle will be indicative of conditions existing along the right of way in advance of such vehicle it is further proposed in accordance with the present in vention to provide certain means conditioned in accord ance with the preselected direction of vehicle traffic over the right of way which select control coding distinctive of advance conditions along this direction to be communi cated to the vehicle while it is traveling over the stretch of right of way For example in the selected embodiment shown herein magnetic stick type relays are employed which assume one or the other of their operating positions in accordance w
45. ing up the associated PA relay which in turn cause the remaining relays associated with a given section to assume their normal operating condi tions just described Thus referring to FIG 1D relay 2 is picked up when placing the apparatus for track section 2T into service by the depression of push button 21 MRP which completes an energizing circuit for relay 2 extending from in FIG 1D through contacts 31 of push button 21 MRP and to Referring now to FIGS 17 and 1K of the accompany ing drawings each of the illustrated signal locations is provided with approach relays LAS and RAS which are normally picked up until the associated signal 15 cleared by the picking up of an associated signal clearing relay GZ from the control office Thus referring to FIG 1K relay 2LAS is normally maintained in a picked up position by a stick circuit extending from through back contact 32 of relay 2LGZ front contact 33 of relay 2LAS and to Similarly relay 2RAS of FIG 1K is normally maintained in a picked up posi tion by a stick circuit extending from through back contact 34 of relay 2RGZ front contact 35 of relay 2RAS and to Furthermore approach relays 2LAS and 2RAS are also provided with additional stick circuits to be described hereinafter which insure that these relays are dropped away upon pick up of the as sociated signal clearing GZ relay only if conditions are 10 15 20 25 3
46. ith the condition of the first 3 234 377 25 and second detecting means for the right of way sections in advance of said vehicle 4 In a system for controliing the operation of railway vehicles adjacent a track switch location the combination of a plurality of energizable loop circuits disposed on the wayside one of said loop circuits extending along each of the possible vehicle routes over said track switch coding means responsive to the desired operation of each vehicle travelling over said track switch for transmitting vehicle control codes distinctive of said desired vehicle operation connecting means responsive to the position of said track switch for selectively connecting said coding means to those of said loop circuits extending along the route to be taken by a vehicle over said track switch whereby said connected loop circuits communicate said vehicle con trol codes to said vehicle while travelling over said track switch and control means on said vehicle including re ceiving means responsive to said communicated vehicle control codes effective to control the performance of said vehicle over said track switch 5 In a system for controlling the operation of ve hicles over a stretch of right of way divided into a plu tality of sections the combination of a wayside loop circuit extending throughout each of said right of way sections for communicating predetermined control infor mation to said vehicles while travelling ov
47. ith the desired direction of traffic on a single track railroad and being so positioned cause the vehicle control codes communicated from the wayside to the railway vehicles to be that which is distinctive of the conditions existing in advance of such railway vehicles In view of the above discussion one object of the present invention is to provide a continuous control system for controlling the operation of vehicles opposite direc tions over a stretch of right of way wherein wayside loop circuits not subjected to vehicle shunting are utilized to communicate vehicle control codes from the wayside to vehicles traveling over the stretch of right of way 3 234 377 3 further object of the present invention is to provide directive means conditioned in accordance with the pre selective direction of vehicle traffic over the stretch of right of way for causing the vehicle control codes com municated between the wayside and the vehicles traveling thereover to be those distinctive of the existing conditions in advance of such vehicles A further object of the present invention is to properly register the location of vehicles on the stretch of right of way without relying on such vehicle shunting whereby proper restrictive vehicle controls are communicated to any following vehicles Other objects purposes and characteristic features of the present invention will in part be obvious from the accompanying drawings and in pa
48. lays SA YH and SA GH of FIG 1H are also deenergized and thereby normally set up the energizing 10 20 25 30 35 40 60 65 19 circuits for the code repeater relays not shown associated with track sections 5 and MA of EIG 1 for 3712 code rate energization As previously pointed out the code repeater relays CP utilized in the selected embodiment have their re spective energizing circuits normally selected by the relays YH and GH but the actual energization of the relays CP occurs only while the associated track sections are occupied as detected by occupancy detecting relays TR Thus the vehicle control codes are applied to the way side loop circuits TC only when needed for controlling railway vehicies Furthermore as mentioned previously although only two relays YH and GH are illustrated for selecting the vehicle control coding for each loop circuit it is obvious that if required additional code selecting relays could also be provided to obtain addi tional vehicle controls and or indications TYPICAL TRACK SECTION OPERATION Since each of the illustrated track sections has asso ciated with it circuit apparatus similar to that of all other sections the typical operation of the circuit apparatus for track section 2T of FIG 1D will now be set forth in detail for both east and westbound vehicle moves in order to facilitate in the present disclosure Neglecting for the time being the operati
49. le for receiving said communicated vehicle control codes and control means on said vehicle respon sive to said vehicle control codes for controlling the per formance of said vehicles in accordance with said vehicle control codes 3 In a system for controlling the operation of vehicles preselected direction over stretch of right of way divided into a plurality of sections a wayside loop circuit extending throughout each section for communicating pre determined control information to a vehicle travelling over said section distinctive of the desired operation of said vehicle on said section first detecting means includ ing first transmitting means on the leading end of a ve hicle for transmitting a signal of first predetermined fre quency and first circuit means on the wayside at the en trance end of each right of way tuned to be responsive to said first frequency signal for registering entrance of said vehicle into said right of way section second de tecting means including second transmitting means on the trailing end of said vehicle for transmitting a signal of second predetermined frequency and second circuit means on the wayside at the exit end of said section tuned to be responsive to said second frequency signal for regis tering the exit of said vehicle from said right of way sec tion and selective means effective to select the control in formation to be communicated to each vehicle by each loop circuit in accordance w
50. med that conditions are clear westbound from track section 2T ie relays ZI YH and ZT GH are both picked up relay 2 is energized at a 180 code rate by a circuit ex tending from through back contact 62 of relay ZT TR front contact 63 of relay ZY PC which was not dropped away when the westbound vehicle entered track Section 27 front contacts 64 and 65 of relays 2T YH and 21 0 respectively front contact 66 of code trans mitter 188 and to This coded energization of code repeater 2 causes a 180 code rate to be applied to loop circuit 2TC by a circuit extending from BX through front contact 67 of relay 2T CP through way side loop circuit 2TC and to NX As mentioned previously the reception of this 180 code rate on the vehicle via receiver coils RC of FIG 2 causes the west bound vehicle occupying track section 2T to either speed up to or continue at its nominal high speed setting in accordance with the assumed clear conditions westbound from track section 2T As mentioned previously relay 21 1 is but mo mentarily energized as the head end of the assumed west bound vehicle passes wayside coil 2 and when 3 234 377 13 order to establish this desired westbound traffic direction the control office now sends out a signal clear ing control to pick up relay 2LGZ of FIG Even though back contact 32 of relay 2LGZ is now opened approach relay ZLAS is maintained picke
51. med that the control office wishes to permit a westbound vehicle to enter the illustrated stretch of single track from the siding track portion of siding B of FIG 1G Thus the control office sends out switch control for causing track switch SW2 to assume its reverse position At the end of this switch tion switch correpsondence relay 2RWC of FIG 1F will then be picked up When the control office subsequent ly sends out a signal clearing control to pick up relay 2LGZ of FIG 1K traffic relay 2LF is then picked up and 3 234 377 23 thereby causes the directional magnetic stick relays TF associated with the illustrated stretch of single track to be energized with that polarity of current necessary to actuate these relays TF to their picked up or westbound position After this westbound traffic direction has thus been established relay 2LAS is dropped away to subse quently drop relays 21 and 2LS for locking track switch SW2 in its reverse position Provided that track switch SW2 has been properly locked in its reverse position and that signal clearing re lay 2LGZ is picked up relay SB YH of FIG iL is now energized by a circuit extending from in FIG 1E through front contact 109 of relay 3T TR along wire 110 between FIGS 1E and 1F through back contacts 111 and 112 of relay 2LS and 2L respectively front or westbound contact 118 of relay front contacts 119 120 and 121 of relay 21 7 and 2
52. nd 1T GH of FIG 1E are both en ergized at this time relay 1T YH being energized by circuit extending from in FIG 1D through front contact 50 of relay ZI TR along wire 51 between FIGS 10 and through back contact 52 of relay 1T TF to and relay 1 being energized a cir cuit extending from in FIG 1D through front con tact 53 of relay 2 along wire 54 between FIGS 1D and through front contact 55 of relay 11 YH back contact 56 of relay 1 and to en ergizing circuit for code repeater relay 1 is there fore normally set at 180 code rate energization Although the track conditions eastbound or to the right of the OS section for track switch SW1 are clear ie relays and 1T GH are both picked up relays and A GH of FiG 1B are not energized at this time since track switch SW1 is normally unlocked by the previously discussed picking up of relays 1L and 1LS of FIG 12 That is the pick up circuit for relay is interrupted at back contacts 57 and 58 of relays 11 and iLS respectively whereas the energizing circuit for relay A GH 15 interrupted at front contact 59 of relay A YH Therefore the energizing circuit for code re peater relay A CP is normally set for 3712 code rate energization Similarly since track switch SW1 is un locked and signal clearing relay 1807 of FIG 1B is deenergized relays MA YH and MA GH of FIG 1A and re
53. ng the associated section of said sectional track layout receiving means on said vehicles for receiv ing said communicated vehicle control codes and control means on said railway vehicles responsive to said received vehicle control codes for controlling the performance of said railway vehicles over said sectional track layout in accordance with said vehicle control codes References Cited by the Examiner UNITED STATES PATENTS 2 378 325 6 1945 Rees _____________ 246 34 2 488 683 411 1949 Reichard 2 537298 1 1951 Baughman ________ 246 41 2 681 984 6 1954 Van Tassel ________ 246 63 X 2 728 851 12 1955 Shields __________ 246 34 X 2 905 810 9 1959 Ferm 1 246 63 3 045 112 7 1962 Haile 246 8 X 3 112 908 12 1963 Hailes __________ 246 34 X ARTHUR L LA POINT Primary Examiner JAMES S SHANK EUGENE G BOTZ Examiners
54. o illus trate how the normal operating conditions are estab lished for the illustrated circuit organizations a detailed description for establishing these normal operating con ditions will be set forth for the apparatus associated with track section 2T of FIG 1D and since all the other track sections are similarly equipped the establishment of the normal operating conditions for these other track 3 234 377 7 sections should be obvious from the description for track section 27 Referring now to FIG 1D of the accompanying draw ings 2 is normally maintained its picked up position by a stick circuit extending from through back contacts 10 and 11 of relays 2T RCIR and 1T RCOR respectively back contacts 12 and 13 of relays 2T LCIR and 3T LCOR respectively front con tact 15 of relay 2 and to Relay 2T PB 18 then maintained normally picked up through front contact 16 of relay 21 and relay 2T PC is also normally picked up through front contact 17 of relay 2T PB With relays 21 2 and 2 thus normally picked up occupancy detecting relay 2T TR is also normally picked up by a circuit extending from 4 through the normally closed contacts 18 of push button 2T MRP front contacts 19 20 and 21 of relays 2T PA 2 and 2 respectively and to As mentioned earlier this occupancy detecting relay 2T TR is utilized to perform functions similar to those
55. odes 2 A vehicle control system for controlling the opera tion of vehicles in opposite directions over a sectional stretch of right of way comprising directive means for registering a preselected direction of vehicle traffic over said sectional stretch of right of way detecting means responsive to the registration of said directive means for detecting advance conditions that exist on said sectional stretch of right of way along said preselected direction of vehicle traffic and including occupancy detecting means partly on the vehicles and partly on the wayside for each section of said sectional stretch of right of way said occupancy detecting means including inert tuned check in and check out coils on the wayside at the respective ends of each section of said sectional stretch of right of way selectively responsive to transmissions from said ve hicle distinctive of the respective ends of said vehicles for selectively checking said vehicles into and out of said right of way sections for both directions of traffic over said sectional stretch of right of way coding means associated with each section for selectively transmitting vehicle con ro codes in accordance with the condition of said detect ing means a loop circuit for each of said sections for com municating vehicle control codes transmitted by said cod ing means to a vehicle occupying the associated section of said sectional stretch of right of way receiving means on said vehic
56. of relays IRAS and respectively check contact 228a of time ele ment relay ITE and to This pick up of relay 1L in turn causes pick up of relay 1LS by a circuit extend ing from through front contact 229 of relay A TR front contact 190a of relay 1L and to It will be noted in FIG 1J that relay 1LS is also provided with a stick circuit to insure that power is maintained on track switch SWi until complete operation of the switch to its designated position has occurred This stick circuit was described in detail when considering the operation of track switch SW2 of FIG 1G Referring now to FIG 1B it will furthermore be noted that a fornt contact 230 of relay 1RWC is included in the eastbound energizing circuit for the directional magnetic stick relays TF associated with the main track portion of siding A This front contact 230 then per mits the establishment of eastbound traffic on the main track portion of siding in the event that a westbound vehicle is being routed onto the siding track portion of siding A Obviously under such traffic conditions any eastbound vehicles on the main track portion of the siding A would be required to stop to the left or west of wayside signal IRA see FIG 1A Since the assumed eastbound vehicle is to utilize the illustrated stretch of single track control office now sends out a switch control for operating track switch SWI to its normal position and upon the completion
57. on of direc tional magnetic stick relays TF it will be assumed that the various other relays PA PB associated with section 2T are in their respective normal operation posi tions shown in the accompanying drawings When the head end of a westbound vehicle now passes wayside check in coil ZT LCI of FIG 1E and vehicle carried coil VH of FIG 2 thereby causes momentary picking up of the associated relay 2T LCIR of FIG 1D relay is dropped away by the opening of back contact 12 of relay ZI LCIR Although the above described normal energizing circuit for relay 2T PB is also inter rupted by the subsequent opening of front contact 16 of relay 21 relay 2T PB is now maintained in its normal picked up position by a temporary stick circuit which extends from through back contact 59 of relay ZT RCIR front contact 60 to relay ZI LCIR front contact 61 of relay ZT PB and to However this dropping away of relay 2 does interrupt the ener gizing circuit for occupancy detecting relay 2T TR at front contact 19 of relay 2 to properly check the westbound vehicle into track section 2T Dependent upon the existing positions of relays ZT YH and ZI GH which are positioned in accordance with the advance conditions to the left or westbound from track section 27 relay 2 is now energized to apply one of the above mentioned code rates to the wayside loop circuit 2TC example if it is assu
58. or relay 2L which in turn opens its own front contact 48 located in the normal energizing circuit for relay 215 It will be noted in FIG that relay 2LS is also pro vided with a stick circuit including front contact 39 of relay B TR and back contacts 96a and 955 of relays 2RWC and 2NWC respectively This stick circuit com pleted while the track switch SW2 is moving to the desig nated position called for by the control office is provided to keep power on track switch SW2 via circuits not shown to insure complete positioning of the track even though relay 2L may open its front contact 49 in re sponse to the dropping away of relay 2LAS when signal clearing relay ZLGZ is picked up Time element relay 2 is provided in FIG 1K to pre vent any abrupt changing of the position of track switch SW2 in front of an approaching vehicle that may be 10 15 20 30 40 60 70 14 traveling at too fast a speed to be safely bronght to a com plete stop short of wayside signal 2LA Thus if relays 21 5 2L and 2LS have been deenergized by the pick ing up of signal clearing relays 2LGZ and if the control office operator then returns signal clearing relay 21 02 to its normal deenergized position relay 2LAS cannot be immediately picked up to unlock track switch 9972 until the timing operation of time element relay 2TE has been completed More specifically if signal clearing relay 21 07 is dropped away by the control office
59. rec tional magnetic stick relay TF The various code rates utilized in the selected embodi ment of the present invention are developed by code transmitters CT associated with each of the illustrated track sections Dependent upon the positions of the YH and GH relays associated with a given track section code repeater relay CP is then selectively energized at either 180 75 or 3712 code rate to cause energization of the loop circuit TC associated with that track section in accordance with the advanced conditions existing along preselected direction traffic However it wil be noted in the drawings that the energizing circuits for the vari ous code repeater relays CP are completed through a back contact of the associated occupancy detecting relay TR so that the selected code rate is only applied to the way side loop circuits TC when the associated track sections become occupied More specifically for a given track section if relays YH and GH are both dropped away the energizing cir cuit for the associated code repeater relay CP will be conected so as to select 3712 code rate to be applied to the associated loop circuit TC However if relay 8 234 877 11 relay Z2T LCIR then returns to its normal deenergized position relay 2T PA remains in its present dropped away position until this westbound vehicle has been properly checked out of track section 2T as will be de scribed hereinafter Furthermore when relay 2T LCIR drop
60. rol system for controlling the opera tion of vehicles in opposite directions selectively over a stretch of right of way comprising directive means for 10 20 25 30 35 40 45 50 55 60 65 70 75 24 registering a preselected direction of vehicle traffic over said stretch of right of way detecting means responsive to the registration of said directive means for detecting advance conditions that exist on said stretch of right of way along said preselected direction of vehicle traffic and including occupancy detecting means having transmitting means on each end of a vehicle for transmitting a signal distinctive of the associated end of said vehicle and inert tuned coils on the wayside selectively responsive to said signal for detecting the location of said vehicle ends with in said stretch of right of way coding means for selective ly transmitting vehicle control codes in accordance with the condition of said detecting means loop circuit means disposed along said stretch of right of way for communi cating the vehicle control codes transmitted by said cod ing means to vehicles traversing said stretch of right of way receiving means on said vehicles for receiving said communicated vehicle control codes and control means on said vehicle responsive to said received vehicle control codes for controlling the performance of said vehicles over said stretch of right of way in accordance with said vehicle control c
61. ront contact 236 is opened and with signal clearing relay 1RGZ picked up to open its back contact 2365 relay 1RAS is then dropped away and track switch SW1 is now locked in its normal posi tion by the successive dropping away of relays 11 and 115 of FIG 17 Furthermore the relays YH and GH associated with the illustrated stretch of single track now assume operating postions in accordance with the ad vance conditions existing to the right or eastbound in the accompanying drawings Assuming that track switch SW1 has been properly locked in its normal position and that signal clearing relay 1RGZ is still energized relay of FIG 1A is now energized by a circuit extending from in FIG 1C through front contact 237 of relay 1T TR 5 10 15 20 30 40 55 60 65 22 along wire 238 between FIGS and 1 through back contacts 58 and 57 of relays ILS and 1L respectively back eastbound contact 239 of relay front contacts 240 241 242 and 243 of relays 1RGZ ILAS and iNWC respectively along wire 244 between FIGS 1B and 1A through back or eastbound contact 245 of relay MA TF and to Also relay MA GH is energized at this time by a circuit extending from in FIG 1B through front contact 246 of relay A YH along wire 247 between FIGS 1B and 1A through front contact 248 of relay MA YH back or eastbound con tact 249 of relay and to 180 code r
62. rough back contact 173 of occupancy detecting relay 1T TR front contact 174 of relay 1T PC back contact 175 of relay 1 front contact 176 of code transmitter 3714 and to This 3712 vehicle con trol code applied to loop circuit 1TC via front contact 177 of code repeater relay 1T CP then causes a service brake application to be initiated on the westbound vehicle Assuming now that this westbound vehicle has proper ly stopped on track section 1T of FIG 1 in response to the 3712 code rate now being applied to wayside loop circuit 1TC the operation of the selected embodiment of the present invention will now be discussed for a follow ing westbound vehicle Referring now to the accompanying drawings it will be noted that with this first westbound vehicle occupy ing track section 1T only the respective westbound ener 10 15 20 25 30 40 60 18 gizing circuits for relays YH and GH associated with track sections 2T and 3T are now conditioned for select ing a 37 vehicle control for wayside loop circuit TC and a 75 vehicle control for wayside loop circuit 3TC ie relays 2 and 2T GH are both dropped away whereas relay 3T GH is dropped away and relay 3T YH is picked up Furthermore assuming that signal clear ing relay 2LGZ of FIG 1K has been picked up for the following westbound vehicle and that track switch Sw2 18 properly locked in its normal position relays B YH B GH MB GH are no
63. rt pointed out as the description of the invention progresses In describing the invention in detail reference will be made to the accompanying drawings in which FIGS 1A through 1L xcept that FIG 1I has been omitted illustrated a stretch of single track railroad equipped in accordance with one embodiment of the present invention FIG 2 illustrates diagrammatically certain vehicle car ried apparatus associated with the same embodiment of the present invention FIG 3 is an arrangement diagram illustrating the proper arrangement of FIGS 1A through 1L with FIG 1I omitted In order to simplify the illustration in the drawings and facilitate in the explanation of the fundamental character istics of the invention various parts and circuits have been shown diagrammatically in accordance with conventional symbols Thus the symbols BX and NX em ployed to indicate the opposite terminals of a suitable source of alternating current and the symbols 4 and are employed to indicate the opopsite terminals of a suitable source of direct current for the energization of the illustrated relays Referring now to the accompanying drawings a right of way is shown in the form of a portion of single track railroad having a stretch o fsingle track extending be tween passing siding A FIG 1A and passing siding B FIG 1G A track switch SW is then provided at each siding for selectively routing railway vehicles for either main
64. rtain railway applications wherein a locomotive may sometimes push and at other times pull its connected train A railway vehicle in accordance with the selected em bodiment furthermore carries certain transmitting units at its respective ends each of which transmits a fre quency distinctive of that particular end of the vehicle Thus oscillator unit OH is mounted on the illustrated vehicle and transmits a frequency F1 which is distinctive of the head end of the illustrated railway vehicle while vehicle carried oscillator unit OT transmits a frequency F2 which is distinctive of the tail end of the illustrated vehicle This frequency F1 distinctive of the head end of the illustrated railway vehicle is then applied to trans mitting coil WH to selectively actuate the appropriate check in coils CI tuned to frequency Fi as the head end of the vehicle passes these wayside check in coils during movement of the railway vehicle in the illus trated track layout Similarly frequency F2 distinctive of the tail end of the illustrated railway vehicle is ap plied to transmitting coil for selectively actuating appropriate check out coils CO tuned to frequency F2 as the tail end of the illustrated vehicle passes these wayside check out coils It is of course assumed here that a railway vehicle traveling in a given direction on the illustrated track layout will only actuate the check in and check out coils CI and CO associated with th
65. s trated track sections For example referring to FIGS 16 1D and IE westbound vehicles are checked into track section 2T at coil 2T LCI of FIG 1E and are checked out at coil 2T LCO of FIG 1C Similarly eastbound vehicles are checked in and out of section 2T at coils 2 and 2T RCO respectively of FIGS 1C and 1E respectively Associated with each of the illustrated track sections is an occupancy detecting relay which becomes de energized as will be described hereinafter whenever the associated track section is occupied by a railway vehicle as detected by the check in and check out coils CI and CO This occupancy detecting relay TR is then utilized to perform certain functions of the conventional track relay without requiring the use of track circuits ie without requiring that a railway vehicle shunt the rails of a section together previously mentioned this is desirable in applications where a train shunt is not involved or in certain railway operations wherein lightweight railway cars are utilized and the degree of shunting afforded by such lightweight cars may be in sufficient to properly register the location of a railway 3 234 377 5 vehicle and therefore may be insufficient for proper operation of a control system These occupancy de tecting relays TR are thus utilized to initiate the vehicle control coding of the associated wayside loop circuits TC and furthermore are utilized to insure proper re
66. s away the above described stick circuit for relay 2 is interrupted at front contact 69 of relay 2T LCIR and therefore relay 2 is dropped away Relay 2T PC however is now maintained in its normal picked up position by a stick circuit extending from through back contact 59a of relay 2T RCIR back con tact 68 of relay Z2T LCIR back contact 78 of relay 2 front contact 71 of relay 2 and to The purpose of this relay 2 is to remove any code from loop circuit ZTC in the event that a following vehicle enters track section 2T before preceding vehicle is properly checked out This operation will be described in detail hereinafter Assuming now that this westbound vehicle passes way side coils 1T LCI relay 1T LCIR of FIG is momen tarily energized to open its back contact 72 and thereby interrupts the existing stick circuit for relay 11 to initiate the checking in of this westbound vehicle at track section 1T of FIG 1C In a similar manner to that just described loop circuit ITC is then energized at vehicle control code rate depending the existing operat ing position of relays 1T YH and 1T GH which in turn are dependent upon the advance conditions existing to the left or westbound from track section 1T Assuming now that these advance conditions are such that the assumed westbound vehicle may continue over the illustrated stretch of single track wayside check out 2T LCO of FIG
67. shown wishes to condition the illustrated track layout for a westbound main line move for a railway vehicle approaching wayside signal 2LA of FIG 1G Initially then the control office sends out a switch control trans mission for positioning track switch SW2 of FIG 1G to its normal position and after track switch SW2 has been operated to its full normal position switch corre spondence relay 2NWC of FIG 1F is picked up as illus trated in the accompanying drawings 8 234 877 9 is picked up and relay GH is dropped away the en ergizing circuit for the code repeater relay CP will be connected so as to select a 75 code rate for the associated loop circuit TC Finally if both relays YH and GH are picked up tbe energizing circuit for code repeater relay CP will be connected so as to select a 180 code rate for the associated wayside loop circuit TC In addition al though no energizing circuits have been illustrated for the various code transmitters CT shown in the accom panying drawings it is assumed that these code trans mitters CT are continuously energized to transmit their respective code rates Since track switch SW2 of FIG 1G is unlocked by the previously described pick up of relays 2L and 2LS and therefore is not in condition for train movements thereover relays B YH and B GH are both deenergized More specifically the eastbound energizing circuit for relay B YH ie the circuit by which relay B YH is energized for
68. tion of traffic called for by the control office for each distinct move on the illus trated track layout The condition of these directional means then determines whether vehicle control coding for an eastbound or westbound move should be applied to the illustrated wayside loop circuits TC for communi cation to a railway vehicle traversing the illsutrated track layout Thus in the selected embodiment shown mag netic stick type relays TF are provided which are selec tively energized with current of one polarity or the other to operate them to either one or the other of their two possible operating positions in accordance with the desired direction of travel on the illustrated track layout Being so positioned these magnetic stick relays TF then cause the conditions in advance of a vehicle to determine the code rate to be applied to each of the illustrated way side loop circuits TC It should be furthermore pointed out that these relays TF remain in their last operated position when the energizing current to their respective windings has been removed In order to detect the location of the railway vehicles on the illustrated track layout without relying on train shunt inert tuned vehicle detecting coils CI and CO are positioned so as to divide the track layout into sec tions and are actuated by certain vehicle carried ap paratus to be described hereinafter to respectively de tect when a vehicle is checking into and out of the illu
69. tioned such directional code transmission is necessary when coded energy on the track rails is utilized as in the previously Proposed continuous vehicle control systems mentioned above Another obvious advantage of utilizing wayside loop circuits for providing wayside to vehicle control com munication is particularly evident in certain railway opera tions such as mining operations wherein the railway locomotives may at times pull and at other times push their connected trains employing loop circuits as proposed in the present invention wayside to locomotive com munication is established independent of the locomotive location with respect to its connected train whereas in the previously proposed control Systems utilizing coded rail current the receiver coils are normally mounted on the locomotives and therefore extra shifting means would be required to shift the point of code reception between the two ends of the vehicle in order that the leading end would always inductively receive the coded rail currents normally transmitted in a direction Opposite to that in which the vehicle is travelling In the present invention it is furthermore proposed to provide means for detecting the davance conditions exist ing along the stretch of right of way in order that the vehicle control coding shall be distinctive of such advance conditions However since the system of the present in vention is intended for operation wherein either a tra
70. ts 182 and 183 of relays 1107 and IRWC respectively along wire 184 between FIGS 1B 17 and and to With relay 1SLF now picked up the directional mag netic stick relays associated with the siding track portion of siding are now energized with that polarity of current necessary to cause pick up of the relays ie to cause them to assume their westbound position For example relay SA TF of FIG is now energized with that polarity of current for causing it to close its front contacts by a circuit partially shown in FIG 1H ex 2 234 377 19 tending between in FIG through front contact 185 of relay ISLF front contacts 186 of relay 5 and along wires 187 extending to the left or west bound in FIG 111 As mentioned previously it is desirable to retain ap proach relay 1LAS in its normal picked up position even though signal clearing relay 11 07 is picked up by the control office and subsequently opens its back contact 187a until the system checks that the desired route is available and that the proper direction of traffic has been established These later mentioned functions per formed by additional stick circuits for approach relay ILAS including back contact 188 of relay MA TF see FIG 1A back contact 188a of relay SA TF see FIG 1H and back contacts 189 and 189a of switch cor respondence relays 1NWC and 1RWC respectively see FIG 13 Since relays SA TF and
71. w all picked up over their re spective westbound energizing circuits for selecting 180 vehicle control codes for the OS section of track switch SW2 and main track section MB As previously pointed out these vehicle control codes are only applied to the wayside loop circuits TC when the associated track sec tions become occupied Therefore when the following westbound vehicle successfully enters the OS section of FIG 1F and 1G it may continue at its nominal high Speed setting However as soon as this following west bound vehicle checks into track section 3T of FIG 1E its speed will be described in response to the 75 code rate then being applied to loop circuit 3TC Furthermore when this following westbound vehicle checks in with track section 2T of FIG 1D 37 code rate is applied to loop circuit ZTC which initiates the service brake ap plications on the following westbound vehicle If for some reason this following westbound vehicle fails to properly stop short of track section and the head end of the vehicle passes wayside check in coil 1T of FIG 1D relay 1T LCIR of FIG 1C is momen tarily picked up and thereby interrupts the existing stick circuit for relay extending from in FIG through back contact 177a of relay 1T RCIR back tact 178 of relay 1T LCIR back contact 180 of relay 1 front contact 181 of relay 11 and to This dropping away of relay 1T PC caus
72. westbound vehicle is permitted to exit from the illustrated stretch of single track 10 20 30 40 45 50 55 60 20 As this westbound vehicle moves along track section 1 its head end transmitter coil of FIG 2 soon passes wayside check in coil and thereby causes a momentary picking up of relay A LCIR of FIG 1B Relay is now dropped away by the momentary opening of back contact 211 of relay A LCIR This dropping away of relay A PA causes relay A PB and occupancy detecting relay A TR to also drop away as was previously discussed for checking the vehicle into the OS section for track switch SW1 Furthermore the closing of back contact 212 of occupancy detecting relay A TR now completes the 180 code rate energizing cir cuit for code repeater relay A CP extending from 4 in FIG 1B through back contact 212 of relay A TR front contact 213 of relay A PC front contacts 214 and 215 of relays and A GH respectively front con tact 216 of code transmitter 18 and to This 180 code rate energization of code repeater A CP causes its front contact 217 to be closed at a 180 code rate for applying high speed vehicle control code directly to loop circuit and also to loop circuit 3ATC of FIG 1A by a circuit extending from BX in FIG 1B through front contact 217 of relay A CP back contact 218 of relay INWC front contact 219 of relay 1RWC along wire 220 between F

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