USRE14295E - Railroad system - Google Patents

Description

H. C. Fono.

RAILROAD SYSTEM.

APPLICATION FILKD OCT.` L2. IBIS.

missued My1,191 7.

MVENTH N FEW, WNM- w N N5@ a www TM isi EN 5S l M @j il H. C. FORD.

'RAILROAD SYSTEM, APPLICATION msg. ocr. l2, 191s..

Reissued May l, 1917.

Mymlon H. C. FORD.

RAILROAD SYSTEM. Arrucmon msnoc. u. isle.

Reissued May 1,l 1917.

l To all whom it may concern:

' extension of the block system has been made UNITED sTATEs PATENT oEEioE.

HANNIBAL c. FORD, or JAMAICA, NEW YORK, AssIeNoR To ARTHUR JQ BALDWIN, or

- NEW YORK, N. Y.

i RAILROA SYSTEM.

Original No. 815,086, dated Specification ofReissucd Letters Patent. Reissued luay 1, 1917, March. 13, 1906, Serial No. 278,183, filed September 12, 1905. Application for reissue filed October 12, 1916. Serial No. 125,331.

Be it known that I, HANNIBAL C. FORD, a citizen of the 'United' States, residing at Jamaica, in the county of Queens and State of New York, have invented certain new and useful Improvements in Railroad Systems, of whichthe following is a full, clear, i

and exact description.

My invention relates to railway systems.A The usual method of operating modern railroadsis by the so-called block-signalsystem, in which the track is divided. into' predetermined periods or blocks each.hav-

ing suitable signals at its entrance by which-l onlyfonetrain at a time is admitted. lAn

in the overlap method by which certain caution signals are employed to warn an engineer,' who .thereafter proceeds more slowly and with caution, so that trains may approach more nearly together without danger, and thereby be run with great fre- `quency. It is obvious, however, thatthese.

methods do not wholly eliminate the danger of collisions where trains are run at close intervals and at high speed upon a single: track, and in-practice collisions lactually oc- -cur quite' frequently. In order to Awholly avoid collisions and to run trains at any approach to the frequency that conditions in crowded cities actually require` it is necessary to do two things-first, to eliminate the human element altogether, and, secondly, to provide an ,automatic system by which each train Acauses to follow behind it a zone of influence which will automatically cause a` of the engineer until the time when an approach to the danger zone of the previous train" causes an automatic reduction of speed.

lith these and other objects in view, my

invention consists in the method and in thev I construction, combination, location, and arrangement of parts` all as will be more fully hereinafter set forth', as shown in the accompanying drawings, and finally particularly pointed out in the appended claims.

Referring to the drawings, Figure 1 is a 'diagrammatic view showing arailway System embodying the principles of my invention. ,-Flg. 2 1s a, similar' view showlng a lslightly modified form of system. Figs.` 3

and '-l are detail views illustrating a portion of the apparatus. iFig. 5 is a. view showing a form of operating parts which might be employed in connection with my railroad e system. Fig. 6 is adetail. view of the same.. f-Fig.`7 is a diagrammatic view showing circuits.

In order to clearly. understand the nature scope of the present invention, it is necessary to consider the problems which arise in the operation of rapid transit trains at-frequent intervals. When a train is moving on a track at a certain "speed, there is a definite vand ascertainable distance corresponding to the particular speed through which the train will run in coming to a stop.

Since the kinetic energy of a moving bodyA is proportional to the square of its speed, a train run at twenty miles an hour takes just four times the distance in coming to a stop that is required by a train running at ten miles an hour. A train running at forty miles an hour slides sixteen times as far in coming to a stop as-the ten-mile-an-hour train, supposing the emergency brake to be applied in both cases. Therefore it' will be seen 'that when trains run at high speeds 'they' must be at a. considerable distance apart, but that if the speed is reduced the necessary interval of space is greatly cut down. Inasmuc-h as speeds of twenty and thirty miles 'an hour are used and-are in fact quite common; the block interval which is now made the standard of separation of the moving trains must be accorded to the highest speed used, which means al long space interval between trains wholly inconsistent with the transit demands. Up to the present time, so far as I am aware, it has never been proposed to have av variable and movable block interval or zone which travels along behind a train and which limits following trains to a distance which is great if theirspeed ishigh, but` very lowl when their speed is sullircntly rmluced. lliit-h such a system trains can he run as closely 'together as they can be placed on a track and allowed to go as tast as their propelling means will carry them-in other words, an ideally per- :t'cct arrangen'unt in railroad systems.

Referring lo the drawings, A denotes a railway comj'n'ising rails A and A2, and in Figs. l and 2 I have, in order to malte the illustration possible in a limited space, shown the scale very much out of proportion, the portion of the railway illustrated being one thousand to tourt-cen hundred feet long` to mention a practical ignre. section of railway is divided into what I shall term units" B. B2, B3, B4, etc'.

These units do not vcorrespond to the modern block section or to any present'system, being comparatively short which in a practical case I malte from one hundred and fifty to two hundred feet long, although they may be made as short as is desired. The lengthotl these subdivisions or units is relatively unimportant, as will later appear, and the manner in which they are secured; but their provision in some form is an essential feature ot' my invention. In Figs. l' and Q I have illustrated a practical method of forming these subdivisions,

`which consists in insulating the rail A into subdivisions by insulating joints c. vWithin each of the subdivislons or units B B2, etc.,

I provide means for actingV upon a train at.

that point to positively con'trol the speed thereof. The particular means for this pur- Vpose which I have illustrated in the drawings is .merely an exemplary form of device. In my companion Patent, No.809,894, application for which was filed contemporaneously herewith, I have illustrated another form of means within the subdivisions or units tor positively controlling the speed of the train, including a train stop and certain devices by which it is released, and I have also described in said case an electrical apparatus for controlling'the speed of the train positively by means within the successive track units. In the present case, I will set forth a form ot appar-atus, which apparatus approaches as nearly as desired. to the ideally perfect system of train control, as above outline-d, which in itsv broad aspects forms the subject of the present invention. It will, of course, be understood that the constructions illustrated are largely diagrannnatic in this aj'iplic-ation on account of theimpossibility of presenting all the lnechanical features of a complete railroad system within the scope of a single patent.

I) denotes a rail which is divided into subdivisions al (ZP: d, SLC., 'corresponding to each of the track units B. B2 B, &c. Each individual section is guided tomove in a. special way, which is particularly illustrated in Fig. All vot the'sections are This subdivisions,4

i drawings.

joined together at their ends, so as to constitute a practically continuous rail.

Referring to Fig. 3, I have shown aI sampleV rail-subdivision, as (Z3, and at smtable p oints upon thls ra1l are locatedl studs 1 and 2, which project downwardly into guiding-slots 3 L in cam-plates 5 and 6, secured to the ties in any convenient way. vThe cam-slot 3 is a straight inclined slot throughout its length, while the cam-slot 4 .is inclined through the upper portion of its 'much as the actual rail would be one hundred or two hundred feet long several would be employed in practice at positions indicated by dottedl'linesat 7, 8, and 9 of the In practice theV incline of each cam-slot ,would be extremely small, since the rail has a longitudinal movement Aof many feet to carry it through a fewinches of'lateral throw. At each end'ot1 the controlling-rail is joined a short section e, which is illustrated in detail in'Fig. 4,

which .is designed to permit a rela-tive longitndinal movement between adjacent raill subdivisions. F or this purpose Ihave illustrated a form of telescoping or 4spliced con-l nection f; but it is evident that the provision of this featureis within the skill of any -mechanic, and a detailed description of any particular form is not required. The join. lng sections e of `the controlling-rail have a very slight angular movement with respect to `the rail-subdivisions proper, and for l this purpose'they may be pivoted thereto, as at 57,' but in practice the angular movement of the parts is so minute that the ordinary transverse elasticity of the rail will be amply sufficient to accommodate it.-

F-rom the above description it will be clear that each controlling-rail subdivision swings laterally when it is moved longitudinally, and by virtue of the relation of the cam-slots 3 and 4, each rail-subdivision takes a slightly-'inclined relation' after it has lettv the parallelposition designated by the dotand-dash line it.` The amount of lateral throw of each controlling-rail subdivision is proportional to its longitudinal movement.

'com leted through wires 71,5912 Sac. to a ground-return 0. lEach ot' the rail units being charged from a line-Wire?? it is evident that the passage of a Atrain at any point short-circuits each of the magnets m m2 `and causes the release of its armature.

In. 'the drawings I have indicated a train K, which is lpositioned onboth the track units B and '132. The presence of this train is effective to de'e'nergize magnets mand m2, each of which releases its armature lOKin the manner indicated in Fig. 3 and opens the valve 11 of an air-cylinderl to sourcev of air-pressure at 13. The entrance Ilof the air into the cylinder 12 pushes out a piston 1l, connected to a lever ll, having a slotted section 16, which. embrace'sthe pin 1 previously referred to. The motion o-f the slotted lever 16- to the left moves the railsubdivision d3 in its cam-slots 3 4t into the position shown in Fig..3 and in Fig. 1.

17 is a strong spring or any other' equivalent pressure mechanism which exerts a constant tendency to return 'the slotted lever 15 as soon as the pressure is :released in the cylinder 12. At this time the subdivision d4 already occupies its extreme left-hand position by virtue of its denergization when the train K entered the section B2, and since the train has not wholly left this section the position of the parts 4still continues. The magnets m, mi m5, &c., are all energized, and runder their influence the railsubdivisions (Z5 d (Z7, which of course have been previously thrown to the extreme lefthand position, take certain new relations. As above stated. the sections Z3 and d4 are fully thrown. totheir left-hand positions of extreme lateral throw by the denergization of the magnets m and' m2. The magnet m3 is, however, energized, so that pressure is released into a port 18 from the cylinder 12, and the lever 15 of the subdivision l5 is free to swing to the right under the influence of its spring or pressure'means 17, Such right-hand movement, is, however, limited 'by the intervening rail-section e5, which has only a limited amount of telescoping extension. In like manner the section Z6 is limited in its return movement by the telescoping section eG and the subdivision (Z7 by the' telescoping section ci.

All of these sections are under a constant` pressure of theirpressure means 17 and move rearwardly as far as their telescoping extension will permit. The section (ZS, which is, f'or example, a thousand feet behind the train K, is fully returned to its parallel relation with the track-rails represented by the dot-and-dash line h, and all the preceding sections back to a following train lie in this same straight parallel line, each of the telescoping extensions e vbeing slightly collapsed to permit this.

By virtue of the above it will be seen that every train causes to follow behind it a zone of inflnence represented by the controllingrail D, which is deflected from its normal position a decreasingly great distance as the interval behind the train increases. As

the train progresses additional controlling- 'levers 15 with the y Accordingly with this `form preceding against immereturn by a sort of chain or link ac- `rail subdivisions are thrown laterally, andy each one holds the diate tion, so that the rail-subdivisions return gradually to their normally .parallel relation,but each under the inliuence of its own power means. I regard this last feature as one of importance, since it avoids' the movement of yan excessive'length of controllingrail by a single application of power which would entail certain serious practical difficulties. Before referring 'to the method by which this traveling zone of variable influence is made to control the speed of a following train I will refer to a slight modification of the method by which it is secured. s

Referring to Fig. vof'the drawings, I have shown the track A divided in'to units B', B2, as before, each of which has a magnetic-controlled air-'cylinder 12. Instead of employing a controlling-rail to secure the traveling zone of variable infliience I use swinging guiding-'cams Q Qi Q3, &c., which swing with themovement of their supporting-levers 15' in a manner substantially similar to the movement of the levers 15, above referred to. 17 designates spring or otherlpressuremeans by which the levers 15 are returned to their normal position- In this form of the invention I make use of slotted links 19, which connect eachof the precedine one, as clearly indicated in the figure. nder these eir- .cumstances it will be clear that when a train lies in the position corresponding to K in Fig. 1` magnets m and lm2 will be denergized and the controlling-cams Q2 and Q3 will be shifted to their extreme position of lateral movement. The cams Q4, Q, and Q will be under a tension to move to their normal position under the influence of their pressure means 17. but will be restrained in this movement by the links 19, which, however, allow each one to move a little more nearly to its normal position v.than the preceding. Accordingly the cam Q7 a considerable distancebehind the train K will be fully restored to its normal position, and all the preceding controlling-cams will be likewise located up 'to a following train. of the device a series of controlling-cams is left behindeach advancing train, whose degree'of lateral movement decreases in proportion tothe increasinginterval behind the train. In this way is formed the traveling Zone of variable influence corresponding t0 that referred to for the system of Fig. 1.

In all cases the Zone of variable influ-'" ence is a trackway condition governed by the conditionof a given track section,- z'. e.,

soi

a device which may be termed 'an influence a track section. This influence member, when in operative condition, has a variable influence upon a passing train according to whether the speed of such train is above or below the predetermined permissive speed for that part of the trackway guarded by the iniuence member, as will be hereinafter explained. In' the preferred form of izo v20 indicates a vertical shaft supported `by .a train, and preferably by only the forward car thereof, for a. reason which will later appear. Upon this shaftis mounted a crank-Y arm '21, carrying a fork or projection 2Q. The fork or -pro]ection 22 is adapted to embrace the controlling-rail D or to enter .the cam-guides Q, which may be located on a diil'erent part of the same railway, ifdesired'. With the controlling-cams Q however, it would be more practical to use a studfor roller at the end of the arm 21. Vhichever movement is usedthe arm 21,

lwith its shaft 20, is swung angularly by "the controlling-rail D or the laterally-mov ing, cams AQ, and the amount of angular throw depends upon the-positions of -said` rail or cams. v23 indicates'asegment-gear upon the swinging shaft 20, meshing lwith the pinion 24 upon a sleeve 25. 26 indicates an ordinary centrifugal speed-governor ,which is' geared to the axle of the train,

so that apart or' collar 27 has apesition which varies as the speed of the train varies. I connect this part'or collar 27 with a shaft 28 by means of a segment-'gear 29 and a pinion 30. These particular features are of course. merely a single form of practical embodiment of the invention. It is' merely essential to provide one part which is moved by .the traveling'zone of variable influence of a preceding train and anotherv part which accords itsmotion jto the abso lute speed of 4the train .on which it is mounted and to arrange an automaticvconspecification trol which willreduce or increase such train speedv according to the relative position of such parts. In order to' make the invention complete, I Vhave indicated a simple form of accomplishingthis, although in practice a more elaborate apparatus would probably be used. It is to be understood that these detail features are merely to render the complete in showing an operative systeml throughout, but that what I regard as my real invention consists in the traveling Zone of variable influence and in the means, broadly stated, by which it ,is

eftective to controla followim'qn train.

Referring to Fig. 6, 3l indicates a disk upon the sleeve 25, and 32 is a hand or contact blade which moves withl the spindle 2S. The disk 3l takes its angular position in accordance with the position of the train in the traveling zone of variable influence of a preceding train, vvhile the contact-blade B2 takes its position from the speed-governor 26, and therefore accords with the absolute speed of the train. Thus the disk 3l may be termed an influence responsive rlevice, because its position depends upon the condi-- tion of the influence member, such as the rail or cam with which it contacts, and that condition of the influence device is governed by the condition of'a track section ahead; and the governor '26 may be termed a speed responsive device` because its condition depends upon the speed of the car carryingit. Accordingly a pointer 31 upon the disk 31 indicates upon a stationary dial 33 `iust what part of the traveling zone of variable intiuence of a preceding train that the train under 'consideration occupies, while the pointer 32 indicates on the stationary dial 33 the actual speed that the train under consideration has at that time. These indications would be exceedingly valuable to the engineer who could 'manipulate his controller to accord the two speeds; but I prefer to make the control automatic,-and for this purpose I locate three electrical contact-plates 3l, 35, and 36 upon the disk 31, with which the contact-blade 32 makes contact under certain conditions. In the position indicated inA Fig. 6 of the. `drawings the disk happens to `be set bythe traveling zone of variable in.- fiuence of a preceding train to a value of ten miles per hour. It also happens that the contact-,blade 32 is located at ten-milesper-hour value, which means that the speed of he train should be ten miles per hour and is tenA miles per hour, so that everything is all right. Under these circumstances the contact-blade 32 makes no electrical connection whateverl By the resistance of friction lthe speed of the train is likely to presently fall below ten miles per hour, at which time the contact-blade 32 makes electrical contact with the plate 34C and operates the controller to turn on more power. As the speed accelerates the blade 32 swings back again, and should it happen that too much speed were attained 'a contact would be made at 35, `which, would in any convenient vay, which lneed not be described,v apply t e servicebrake.. Should it happen that the train passed rather suddenly into the traveling zone of variable influence of a preceding train or on account of slippery rails or a downgrade or other reason the speed of the I duced by a service application of the brakes, then it might happen that the blade 32 neer.

controller as a simple switch in Fig. 7 andwould be located over the `plate 36, which would serve to apply the emergency-brakes and stop the car under any circumstances. When the train is running along normally and out of range of the traveling zone of influence of a preceding train, the blade 32 lies constantly on the power-plateB-fl, which permits the train to attain its highest speed; but of course an independent controller may be always manipulated to cut down this speed for stopping at stations or for any other purpose atv the pleasure of the engi- I have designated this independent it is evident that when the train is proceeding normally this switch will be closed, so that the operating or pilot circuit will be wholly under the control of the automatic devices. In this condition the operatingcircuit is adapted to be closed by the blade 32 passing onto the contact-plate 34, which serves to apply power through the usual contactors. This is the normal condition when the train is proceeding regularly along the track,A it being evident that a constant application of-power is necessary to overcome the friction and other resistance. It the train passes into the` zone of influence of the preceding train, the operating-circuit is auto- Ina-tically broken by the movement of the blade 32 awayfrom the plate 34. .If the train is approaching a station, the operating-circuit is opened at the usual controller, (shown as a simple switch in Fig. 7), so that the train is stopped in this way. |Thus the train is under the control ot the engineer, as well as the automatic mechanism.

. It will be seen that when a given influence member is in operative condition its influence is variable; irst, in that it is without effect if the speed of the passing car is belour the predetermined permissive speed controlled by such device, and is only etfective to reduce the speed to the predetermined speed if the passing car is above the permissive speed; and, second, in that a succession of influence members for dilierent predetermincd permissive speeds etl'ects a still further variation in that the character of the zone is different from one part to another. It is therefore to be understood that unless otherwisestated.. I use the term Zone of variable influence herein as referring to the first of the above definitions.

In practice I make the track units about two hundred teet long and arrange the system so that the limits of the traveling zone of variable infiuence is about eight hundred or onel thousand feet behind the train.. A following train can run at any speed .whatever until it arrives at thisl traveling zone of variable influence. are. however, about eight hundred or one.

latter.

The trains at this time thousand feet apart, Which is suficient for the stoppage of the rear train. without eollision at any ordinary practical speed ot' the At this time the automatic controlled parts on the rear train come into action and reduce the speed of the train; but such automatic means permit the train to move ari ther into the traveling zone of variable in-' uence as its speed is cut down. In pra tice I would'arrange the device so that when the speed had been cut down by halt the following train could move three-quarters of the way into the traveling yzone of variable influence lWithout causing the train-control ling means lto set the service-brakes. On downgrades I-make the track units slightly longer, since it is dangerous to run trains so closely together on downgrades, and on upgradesfthe units might be made quite small, .because the stoppage of a train can be readily accomplished within a short distance under these circumstances. Supposing that a railroad is equipped with a system as above described and the trains were allowed to be wholly controlled by the automatic devices, the action would be substantially as follows: An initial train would be started down the track. and inasmuch as it couldrun into no traveling ,aone of variable influence of a train ahead the tram would operate at its top speed of thirty-live or forty miles per hour throughout the whole distance. A second train despatched la thousand feet behind the first would not catch up with the first, but would also travel at its top speed; likewise the third and fourth, and so on, all

the trains moving. at their top speed. Now

this diminishing interval. in each case it will be seen that when a train slows down the two or three following trains bunch up more closely together and make `rooin for the trains still fartherback. By the time that one or two trains have so bunched up together a considerable interval ottime has elapsed and train No. 1 has probably resumed its full speed. It will be found that each train can work at as high a speed as it can attain` making necessary stops, the stoppages of the differentv trains averaging up by a sort of elastic movement which compensates itself for the stoppages of' different trains at different times as actually occurs in practice. In other words, the highest limit quired speed in a railroad installation.

by `at least two or three block intervals apart, which corresponds to half va mile or more Vith the system here set forth this utmost transitispeed corresponding to the utmost capacity of any single train can be maintained no matter how closely the trains approach the minimum safe distance of separation which corresponds to the interval're-` quired to stop any following train at its particular speed. Expressed in still a difn ferent way, the system secures the utmost possible limit of train frequency for a re- /In practice trains are. of different lengths, some having only two or'three cars, while kothers have as -many as eight cars in a train.

The arrangement of the present invention works perfectly-for all lengths of trains, since as many controlling-magnets will be denergized as the train overlaps units, so that the traveling Zone of variable influence extends rearwardly from the last car. Inasmuch as the vautomatic controller of each train is located only on the forward car, it is the posi-l tion of the front of the rear train with relation to the rear of the forward train that overns the system.

What I claim is:

1. In a railroad System, a plurality of trains each having a traveling zone ofvariableinfluence extending from the rear car thereof, and means governed by said zone of variable influence for controlling the speed of a followingtrain.

In a-railroad system, a plurality of trains each having a traveling zone of vari able influence extending from the rear car thereof, and means governed by said zone of variable influence for controlling the `speed of a following train, said system com' prising a sectioned trackway, the. sections of which are governed by one of said trains whenpassing therethrough, the said zone comprising an influence member associated with the trackway and governed by a section of said tracluvay,-and the said means Y being carried by said following train and comprising a speed responsive device governed by the speed of said following train, an influence responsive device governed by said iniuencemember, and means controlled by the joint action of the speed responsive and influence responsive devices for controlling the speed ofthe train.

3. In a railroad system', means whereby each trainv produces a z'one of variable' influence in the rear thereof, and means upon a following train for governing itsspeed in proportion to its entrance linto said zone i meer of influence, said system comprising a scctioned trackway, the sections'of which are governed by one of said trains when passing therethrough, the said 'first-named means comprising a plurality of influencemembers associated with the-trackwaypand governed by said track sectioned trackway in such manner as to cause a plurality of said members to assume different influence conditions at the same time, and the said last-named' means comprising a speed responsive Adevice governed :by the speed of said following train, an influence responsive device governed by each of said influence l members, and .means controlled by the joint action of the speed responsive and influence responsive device for controlling the speed of the following train.

4. `In a railroad system,'means whereby each train produces a zone of variable influence in the rear thereof, and means upon a following train for governing its speed in proportion to its entrance into saidv zone of influence, said system comprising a sectioned trackway, the sections of which are governed by one of said trains when passing therethrough, the said `first-named means comprising a 'series of inuence members associated with the trackway and governed thereby in such manner as to have their condition altered successively in accordance with successive changing track section conditions, and the said last-named means comprising a speed responsive device governed by the speed of said following train, an in fluence responsive device gooverned. by each of said influence members, and means con'-y trolled by thejjoint action of said speedresponsive and influence responsive devices and also comprising an auxiliary source of` energyi and apparatus controlled by the respective magnets to applythesaid energy `to modify thecondition of the said controlling means associated therewith, and also -to modify differently the condition of the controlling means associated with another track unit, and the said means for set the controlling means to control the speed of a following train including a speed responsive device vcarried by the said following train and braking means controlled jointly by said speed responsive device and by said train controlling 1neans.`

' G. In a railroad system, a track divided into units, train-controlling'means vat each unit, means whereby a preceding train displaces such train-controlling 'means at its rear, and controlled parts on a following train for automatically governing its speed.

7.. In a railroad system, a track'divded into units, train-controllingdevices ateach unit arranged to be variably displaced by a passing train, andcontrolled means on ajfollowing train for automatically governing its speed arranged tobeengaged by said controlling means. p f Y 8. In a railroad system, a plurality ot' train-controlling devices arranged at interrear of the train, and means whereby the speed of a succeeding train is automatically C'oif'erned according to its amount of pene- D u n tration into such zone.

10. In a railroad system, a track `divided into units, a mechanical device at each unit arranged to have va lateral movement, means on each train'for governing its speed in proportion to such lateral movement, and means on each preceding train for settingsuch devices to varying degrees of lateral movement. v

11. In a railroad system, a track divided into units, a mechanical device at each unit arranged to have a lateral movement, means 40` movement an amount inversely,proportional' to their distance from the train.

12. In a railroad system, a vtrack divided into units, a device at each unit arranged to be displaced by the .movement of a train a distance inversely proportional to the' distance of the rear of the train, and means located at the front end of the following train and acted on by such devices for governing its speed. .A

1.3. In a railroad system, a track divided into units, means set in operation by a train for creating a traveling zone of variable infiuence behind such train, and means on a `following train for governing its speed ,in proportion to its'entrance into such Zone of influence, the said first-named means comprising a. series of inluence members associated with the track and each having its condition altered in a plurality of successive stages in accordance with the condition of the successive track units, and the said i last-named means being carried by the foltrain and comprising aI speed re-V lowing sppnsi-ve device governed by the speed of said following; train and an' influence responsive device governed by said influence members, and braking means` controlled jointly by saidspeed responsive and influence responsive devices. i. .e

14. In araihoad system, a trak divided into units, means set inoperation by a train` forcreating a traveling zone of variable in- '.luence behind such train, and means on a following train for governing its speed in proportion to its entrance Linto such zone of influence, the said first named means comprising a series of influence members associated with the track and having their condition alteredin a plurality of stages successively in -l accordance with the` condition of the successive trackI units, and the said last named by :the following train and' comprising a speed responsivepdevice governed by the speed of said following train and an iniluence responsive device governed by said influence members and a preparatory demeans .being carried i' vice, a service brake valve and an emergency brake valve adapted to be successively operated4 by the joint action of the said speed responsive and influence responsive devices.

15. In a railroad system,-a track divided into units, connections from eachunit for I displacing a mechanical device arranged to govern the speed of a following train, and means whereby such device displaces following devices to a successively less distance than its own displacement. Y

16. In a. railroad system, means for governingthe speed of a train in'proportion to its distance from a preeedingtrain, the said.

system comprising aseries of tracksections and a series of influence members, each governed by one of the successive track sections,

and the said means being carried by the said train and comprising (a) a speed responsive device governed by the speed of said Itrain, (o) an iniuence responsive device governed by the respective influence meinbers, and (c) means controlled bythe joint action of said speed responsive and influence responsive .devices for controlling the speed of the said train.

17. In a railroad system, means for governing the speed of a train in proportion to its distance from a preceding train, the said system comprising a series oftraclr sections and a series of influence members, each governed by one of the successive track sections,

andthe said means being carried by the said train and comprising (on) la speed responsive device governed by the speed of said train, (b) an influence -responsive device i'io responsive devices for controlling the speed of the. said train, and means formanually controlling the speed of the train 'when said speed responsive and influence train controlling means and braking means controlled jointly bythe speed responsive and the influence responsive devices..

19.Y Iii combination,v a track, a car thereon, a safety appliance for excessive speed on the car, a speed responsive device on the car, a movable member on the car, means partly on the car and partly on the .track to initiate movement of said member and to continue its movement in correspondence' with the progress of the car along the track, and means actuated through a certain range by said device and said member conjointly and adapted on the attainment of acertain stage of such range to actuate said safety appliance.

20. In combination, a track, a car thereon, a safety appliance for excessive speed onthe car, two members on the car adaptedy conjointly to actuate said appliance, a speed responsive device connected to actuate one member, means partly on the car and partly on the track'adapted initially to actuate the other member and thereafter further to actuate it in correspondence with the progress o the car along the-track` said means being normally inoperative, the foregoing apparan tus comprising parts capable of a certain range of ineilective change of relationship and effective only after such range vhas been accomplished.

21. In combination. a track. a car thereon, a safety appliance for excessive speed on thecar. a speed responsive device on the car, means operative conjointly with said device idly over a range and thereafter effectively' to actuate said appliance, means partly on the track to initiate the operation of said first-mentioned means and to conti-nueits operation in correspmidence with the progress ot' the car along the track. QQQIn a railroad system` a train having means thereon by which its speed its automaticallv controlled to accord with the position of a controlling device actuated by a preceding train.

In a railroad system.' devices along the -track displaced at varying distances from anormal position, and means upon a train for governing its 4speed controlled by' the position of such devices.v

train guided by said rail arranged to govern n its speed.

26. In a railroad system, a plurality of displaceable devices arranged along the roadway, an arm on each train arranged to be displaced by such devices, a part on each train mounted to be moved in proportion to the speed of the train, and means whereby such speed 'is made to automatically accord with the movement of said arm.

27. In a railroad system, a plurality of devices disposed at intervals along theftrack and arranged to be moved laterally by the passage ofp a train, an arm upon a succeeding train mounted to be displaced by such devices, and means whereby `the speed ot' such following train is automatically made to accord with the movement of said arm. 2S. In a railroad system, avplurality of devices which are displaced by the passage of a train diminishing distances inV proportion to their distance from the train, and means whereby the speed of a following train is automatically reduced by such devices provided it exceeds a predetermined amount 'corresponding to its interval from the preceding train. A

29. In a railroad system, a rail having` laterally displaceable subdivisions eXtending the entire length of the track, telescoping extensions for each subdivision, means actuated by a passing train for displacing a subdivision laterally, and means whereby such displacement'prevents the complete return movement of the following subdivision. 3.0. In a railroad system,l a rail divided into subdivisionswhich are laterally displaceableI` means on each train for displacing a subdivision to its extreme limit of movement, and means whereby such move, ment is effective to prevent the complete return of the preceding subdivisions, whereby a -traveling zone of variable and decreasing influence is created in the rear of each trair. for the purpose oi governing the speed of a` Vfollowing train. 31. In a railroad system, a rail divided into subdivisions cach of which is lgmgi-` tudinally and slightly laterally 1novab'le,' telescoping extensions on each subdivision whereby the preceding subdivision is per' mitted a slightly less degree of movement,y

and 'fluid pressure means controlled by the passage of a train for sucessively throwing L complete return of lthe precedingl subdivithe subdivisions to their limit of movement.. sions `t0 their normal position.

32. In a railroad system, a `rail having a In witness whereof, I subscribe my signaplurality `of subdivisions each of which isy tur'e in the presence of two Witnesses. 5 guided to move forwardly and slightly lat- .HANNIBAL (l FRD.

era11y, means for movmg a subdivision by Witnesses: the passage of a train, and means whereby THEO. D. WALKER siich subdivision permits the partial but not. A.'

nvecents 'each,' by addressing the Cem-misioner q! Tartenta, Wnhington; D. U."

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