US1278221A - Railway block system. - Google Patents

Description

H. ROWNTREB RAILWAY BLOCK SYSTEM.

APPLICATION man JULY 14, 1915.

Patent'd Sept. 10, 1918.

3 SHEETS-SHEET I.

H. ROWNIREE.

RAILWAY BLOCK SYSTEM. I APPLICATION man JULY I4. 1915.

Patented Sept. 10, 1918.

3 SHEETS-SHEET 2.

5 v1 u vvfoz v t MW 3 SHEETSSHEET 3.

Patented Sept. 10,1918. 3

. citizen of the United States, residingnat UNITED STATES PATENT OFFIGE.

HAROLD BOWN'IREE, OF KENILWOBTH, ILLINOIS, ASSIGNOR Tb NATIONAL PNEUMATIC COMPANY, OF NEW YORK, N. Y., A CORPORATION OF WEST VIRGINIA.

RAILWAY BLOCK SYSTEM.

To all whom it may concern:

Be it known that I, HAROLD Rownrnne, a

Kenilworth, county of Cook, State of linois, have made a certain new and useful Invention in Railway Block Systems, of whichthe following is a specification.

This invention relates to railway block systems, and particularly to systems for securing safety of operation of cars or trains over the same tracks,

The object of the invention is to provide a control system for the operation of cars or trams whereby the speed of travel of a car or train is controlled by that of a car or train operating in advance of it over the same track.

A further object is to provide a syst'e wherein the speed of a car or train is automatically controlled by that of a preceding car or train operating over the same track.

A further object is to provide a system wherein the speed of a car or train is automatically controlled by the distance ahead of a preceding car or train operating over the same track.

A further object is to provide a system wherein the speed of a car or train is automatically controlled by the conjoint action of the speed and distance ahead of a preceding car or train operating over the same track.

A further object is to regulate and control the speed of a car or train by that of a preceding car or train operating over the same track, in such mamier as to prevent the approach of the trains to a closer proximity than a predetermined distance apart.

Other objects of the invention "will appear more fully hereinafter.

The invention consists substantially in the construction, combination, location and relative arrangement of parts, all as will be more fully hereinafter set forth, as shown in the accompanying drawings, and finally polnted out in the appended claims.

' Referring to the drawing,'

Figure 1 is a view incircuit diagram showlng one form of car or train speed control system embodying the principles of my inventlo'n.

Figs. 2 and 3 are similar views showing other arrangements for carrying out my in- Specification of Letters Patent.

vention and embodying the broad principles thereof.

Fig. 4 is a diagrammatic view illustrating a portion of the arrangement employed in connection with the system shown in Fig. 3.

The same part is designated by the same reference numeral wherever it occurs throughout the several views.

While I have shown, and will describe, mfy invention as applied to the .operation 0 cars coupled up into trains it is to be understood that the invention is equally well adapted for use in connection with the operation of single cars, and therefore, wherever I refer to a car, or to a train, it is to be understood that in either case a single car or two or more cars coupled up into a train is cluding elevated and subway systems, the.

increase of passenger traflic has required the operation of increased numbers of cars or trains over the same track and at a vgreatly reduced headway or distance apart of adjacent trains in order to handle the traflic. In order to secure safety of operation of the cars or trains under the conditions of increased numbers of the trains and reduced headway between them or distance apart of succeeding trains, as well as the desired speed of operation which the demands for rapid transit require, it has been necessary to employ block systems to prevent rear-end collisions, and to refine such systems to a point which will insure safety of operation with a very narrow margin of space or time interval apart between adjacent trains.

In the automatic block systems now most generally adoptedin practice, the fundamental principle is employed of automatically Patented Sept. 10, 1918.

Application filed July 14, 1915. Serial No. 39,761.

which :1 ii: in is reduced as the Mn is reduced, the

fail speed :LS'CIOSG (4 1?; be desired and with perti'ii: train in zuh'mice could 2H? quickly than Hie rear stngfipcd, and consezo'ni; {mm stops the rear stance at which mg W519, running at .0m, if the ifimit I'ZFBJH' i V H v N in; ms- IWBffiflii peed and he roar tram 1' "we; the {3113a at a, in! t "m an ls 3011.121 ice with in 3 3 i int no ahead 01' not 'EHYQPQMOI/ ad of the rear tram. 1s

L, iceri it approachas the t m: ut g primoiin' nntii its speed equals that of v fi d mm my the precedi ig 4711i 3, and coiisequentiy the fan i 116.." mmy the ramtrain is from the precedii Main Elie, :fii i with safety,

i in. acizmiflmiz: ii] f 41310 with my invention, the T0311 5min (viii be auioma aicaiiy prmisims iiemrm and nearer Main, 5.122 11 the speeds of the in' ai. Fmm this it wiii. bepracedmg tram 1e rem." train may also be mt shown in as One farm of. 3'. e1 *pioy an r i' mi. mil,

a contact 11d of "the 5min, which canductor, passes ontownducisr'fl, befnm a simiand of the, train b iizi 0X11 section 01? said 1mm 1 m be amderstnod us bs nz'e I fer the fi'nnt mar? i 0i ma (iii, i ixzi is located only at the front and rear ends of the entire train. Where several cars are coupled up in a train the equipment on the intermediate cars is to be cut out of service in any suitable or convenient manner. For

- A convenience of description, therefore, I shall describe the equipment and operation as though the train consisted of a single car,

it being understood that the invention is equally applicable to a train of two or more, or any number of cars. I shall also omit illustration and description of the car propelling motors, the brake mechanism and other essential equipment required in the operation of cars or trains, as all such devices are Well known in the art and they do not constitute my present invention.

Carried by the train is a suitable device 1 the operation of which is dependent upon the speed of travel-of the car. In the form shown, as illustrating the principles of my invention, a speed actuated device similar to the sliding collar of a centrifugal ball gov ernor is employed, which device is driven by the car propelling motor, the car axle A, or other sultah e or convenient moving part. An arm 2 is connected with the governor device 1 and arranged to be moved thereby into positions corresponding to the extent of actuation of the governor device, that is, corresponding to the speed of travel of the train. The arm 2 carries a conductor portion 3-which operates over and in contact with the conductor strips 4, 5, 6. The strip 4: is a continuous strip while the strips 5, 6, are each made up of sections, each section being electrically connected to its next adjacent section through a resistance indicated at R The conductor strip 4: is in electrical connection through wire a with the main trolley or third rail contact 20, the latter operating on the trolley or third rail conductor 21, in the usual manner to supply current to the car propelling motor (not shown) through the controller E in the usual manner.- One end of the sectional strip 6 is in electrical connection through wire 6 with the auxiliary contact member 19 at the rear did of the train. The corresponding end of ed in a circuit the sectional strip 5, is incl 0 which contains the coils of a solenoid 7,

of the train is included in a circuit 03 which contains the coils of a solenoid 8, and which circuit is grounded as at G. If desired-a suitable current operated indicator22, may

also be located in the circuit d, for a purpose to be more fully explained hereinafter.

The relation of the arm 2, and speed govthe contact member 3 approaches said endsof contact strips 5, 6, the fewer of the sections thereof will be included in the circuit .of said conductor portion 3, and hence the less will be the resistance included in said circuits, and consequently the greater will be the flow of current from the main trolley or line through solenoid 7, and from the main trolley or line to the rear auxiliary contact member 19, and into the section of the auxiliary sectional conductor 17, with which said member 19 happens at the moment to be in contact. As above indicated the conductor 17 is divided up into sections, and the sections thereof should be of such maximum length that the front and rear contact members 18 and 19 are never in contact with the same section, the front member 18 entering upon a new section before the rear member enters upon the section from which the front member has just passed. The sections of the conductor .17 are connected together electrically through a resistance, the connection being controlled by a suitable switch. For illustrative purposes I have shown a switch in the form of a bent lever pivotallymounted intermediate the arms thereof upon or adjacent one section of conductor 17, one arm 9 of the lever carrying an insulated contact 11, which cooperates with contact 12 on another adjacent section of the conductor to complete circuit connection through a resistance 13 to the first mentioned conductor section. The contacts 12 should be so arranged as to normally retain the contact -11 in engagement therewith while, at the same time permittin the ready separation of said contacts; an the contact 11 should be so constructed as to require that it be forced fully to closed and retaining position upon contacts 12 before the circuit connection is completed, thereby preventing closure of the circuit connection through accidental jarring of the contact 11 toward the contacts 12. This is accomplished by providing the contact 11 with an insulated point 10. A

Each switch device is provided with suitable lugs or rollers 14, 15, one on each of the bent arms of the switch, and respectively on opposite sides of the pivot of said switch, the said, lugs or projections extending upwardly into the path of the contact members 18, 19. That is to say, the contact member 18 is provided with the switch, While the member l9 has n lug or roller C, which engages the lug or roller 15 on each switch device, as it passes by said device, and closes the switch.

The solenoids 7, 8, not in opposition to each other, upon a switch device 16, the solenoid 7 operating to close said switch while the solenoid S operates to open it, The switch device 18 opens and closes e circuit which includes means, well known in the art, for releasing the automatic brakes of train, for starting the train controller in operation. to start the train, it the latter is of, rest, and for accelerating the speedqof the train if the letter is in motion. trol devices are common in. the art, I have not shown them in detail but hove indicated such :1 device at D, as being included in 2t circuit which is opened and closed by the switch device 16. In the use of c control device D, as is customary, if the inotormons cont-roller E is in oil position, then the closing of the switch 16 does not release the brakes or start the train, but if: the inotorman s switch is in running position then closing the switch D, will start the train and accelerate its speed until it corresponds to the position of the motorrnons controller in. the usual W13 111 other Words the function of the device D is to stop the train eltogether or else 10 out down its speed or accelerate it, but in no case can it cause the train to run faster than the motormen desires.

I will now describe the operation of "the system. A

Supnose c train is running at any given speed. The rheostot arm 2 on sold train will occupy a corresponding position dependent upon the speed at which the train is running cnd'therefore the current from themninline through slice 20, circuit, a, contact strip 4, conductor 3, rheostct 6, circuit 5, contact, member 19, at the rent end of the train, and thence to the sectional conductor, will continue to flow through successive sections of the conductor 17, in the direction opposite that of the travel of the train, and through the successive resistances 13, es Well as through such portions of the resistance R, or the rheostet as may determined. by the position of the arm 2, that is, as may be determined loythe speed at which the train is running. The greater the speed of the train the greater will be the resist, once R out in to this circuit. The current thus delivered. to the sectional corn doctor 17 cannot flow along said conductor in the some direction as that of the travel of tlnnetrein because the Switch device which connects odjncont sections of said conductor in advance of the rem: contact member if; has been opened, by rho posssgo shore post oi ""ronl', contact; member in, us chore on .1c1f., it being; remembered the As such conall the switches to the rear of contact rnenl" h r 1!) have been closed by the action oi? said member moving therepnst; The current thus delivered to the conductor 17, will flow along sold conductor 17 in c direction opp lie to hatoi the travel of the train till it reach the front Contact member 18 oi the next succeeding train operating elongl'hc some truck, said current passing slic cessively through the various resistances 13 of the intervcni switches. The number of these resistances traversed by the current he fore it reaches the front contact, 18 of the next succeeding train will, of course, dcpend upon the distance apart of the trains, Thus it will he soon that the total resistance of the circuit of the current siipply from a preceding to :1 succeeding troinis dependent not only on the speed of the preceding train, which controls the rhcostat resistance R of that train, but also on the distance apart, of the trains, which determines the number of intervening resistances l3. Conscquent-l the strength of the current supplies throng i the solenoid 8 of the succeeding train depends upon the in advance of the preceding train. The current passing through the cooperating 5.0-- lcnoid Z. of the succeeding trains is controlled entirely by the speed of that train through the resistance of the rheostct strig Consequently the switch device 16, and hence, also, the circuit of the control device D, is under the oint control and reciprocal action of the solenoids 7, 8, the solenoid l operniing more stron 'ly to maintain the switch device 16 close. the slower the reel train is running, and less strongly, the foster said train is running, While ot'the same time,

and conversely, the solenoid 8, operates more 1 strongly to open suid switch device the slower the preceding train 1s running, or the nearer the two tnins are to ench"other, and less" strongly whcn'the foster the preceding train is running or the greater its distance In nd- Vance of the succeeding train.

speed oi travel and distance i Thus it will be seen that two resistance conditions obtain in the circuit wh ch sunlies current to thesolenoid S'of n succeed} mg train,

of resistance coils 13 between it andl,ho preceding train, that is, the distance a art, of the trains, and that m the prcccdin trein. This means it sit-"the switch 16 will coon whenever the speed of the rear train brings it into too close prone unity to the front train, taking into considoration both its gown spec and both the speed and the'distonce ahead of 5i cause the immc late and automatic slowing; down of the rear train until the reduction of speed lhereof hes so nfl'cctcd its governor l and rhcostot orrn 2, and the resistance R of the strip othereof, as in cause the currentnamely, that due to the number due to the on of;

the from; and t e o cning of the-switch 16, will passing through the solenoid 7 to overcome tomatically brought to a safety point of ning rapi .lly, slowing down,

operation with reference to the speed and distance ahead of the preceding train.

It will be seen, from the foregoing description, that so long as the front train is far enough ahead of the rear train, or is running at a sufficient speed, when its distance ahead is considered, the rear train re' mains under the full control of the'motorman, and can be stopped, started, and operated at any desired speed wholly unham pered by the regulating control embodying my invention. The moment however, that the rear train reaches its minimu'n of safety distance from the front train, taking into consideration both its own speed and both the distance ahead and the speed of the preceding train, the automatic regulating or controlling switch 16 instantly and automatically places a corresponding limit on the speed of the rear train, varying its limit of speed from moment to moment, as the speed or distance ahead of the preceding train may vary. Moreover, the speed of the rear train is reduced to a point only just within its maximum safety limit at any given instant, and as soon as its speed is reduced to this point the regulating switch again closes and the control of the speed of such trains passes instantly into the full control of the motorman. The instant the speed of the rear train again reaches its limit as governed by the speed or distance ahead of the preceding train the automatic regulating switch again comes into action to cause the speed thereof to be again reduced. To accomplish this automatic regulation and control of the speed of the rear train the inotorman of that train must have his control in on position, and when in that position the automatic control device will. operah at all times to cause said train to attain and to maintain with safety the maxnnnm speed which the speed and distance ahead of the preceding train will justify, and the motor-man of the rear train need not operate his controller until he desires to slow down and stop his train at a station, or for any other purpose, the motorman always retaining full control of his train to do this.

In the use of an automatic. regulating and control system of the nature referred to, a train may he started out over the same tracks and immediately in rear of a pre ceding train, and should the motor-man of the rear train become disabled, or should neglect his duties, the rear train would follow the preceding train at approximately a constant distance to the rear thereof, and at approximately the same speed thereof, runstopping and of headway or distance apart than is posstarting up again, in exactaccord with the corresponding movements and operation of the preceding train, and at all time without the slightest danger of a collision. Indeed,

if desired, a railway system employing an arrangement embodying my invention might be operated without motormen provided devlces, well known in the art, are employed to automatically slow down and .stop trains at stations, and to start the train again when all the doors are closed. And in any event the use of the invention enables trains to be operated with perfect safety at much more frequent intervals and at greater reduction siblewith systems heretofore employed, thereby greatly increasing the-carrying capacity as well as the safety operation of the railway system.

If desired, and as a precautionary safety feature, a suitable indicator 22, placed in the circuit of the solenoid 8, and located in convement proximity to the motormans con*' troller E, may be employed. With such an indicator or other form of signal device, so located and arranged, it will be understood that the motormen is instantly warned in case the electrical connection through sole-- noid 8 should become opened for any reason. In such event the motorman will know that he cannot rely on the operation of the automatic control feature but must depend upon his own care and watchfulness in connection with the devices, signaling arrangements, or block systems ordinarily employed. So long as .the indicator device 22 is in proper operation and operates correspondingly to the variations in speed of his own train, the motor man knows that the automatic regulating and control devices are in safe workm condition. Of course varying the spec of. a train will not of itself affect the signal or indicating device, except as such speed variation might result in varying the distance apart of successive trains.

While I have shown in Fig. 1 and have described in detail of arrangement and o eration one form of practical embodiment of my nvention it is to be understood that in its broadest scope as defined in the claims, my invention is not to be confined to the particular arrangement above described. Thus, in Fig. 2, I have shown another practical and operative embodiment of my in-. vention, which, in some respects I prefer to employ in practice. In this form of my inventiontho same generaluprinciples are followed and the same general arrangement is employed as above described, and I need not describe again the features in Fig. 2, which are common to the arrangement shown in Fig. 1.

In the arrangement of Fig. 2 I. have changed somewhat the wiring connections of the solenoids which control the regulating 11111111; acting to a the $01011 I In the m-rzmg 'ii'h in.) resistances i2 suctiims of 1113 conduu thereof 1 connect QflL'll sectwz duciiur w gruunrl {11.13am (rated 11;; thereby pron '1. 110 gram ployed in Lhi, Fi

m1" 1. .10 SPLHX, h said mm is p1 (Mu-impm'iinm the syn 5 and an uddiiional to strip 33.

The wiring :u'mn 111 inwntEon. 111011 H0111 shun which 1 rail 01 supply t'nndllfitfi. strip 4., dmmgh (:nmlhlchnr tioual 5M"; 1 5010110141. arm 2 z the fastm the train i r 1:5 unez. 1 ,1 slsbance 1s lncluded 1n tins v '0 a 31mm; 111mm rheostat (:01 is secfional Stanly 6 T112; 5 -1; f h r E the H: (t hi 1M prem x exerted by said a A V v switch 1 6. :m to the 2 Also from. 11121321 cam-rout r 5- shoe 2G, a, a through "mm g1 s01 .-:11 i or signal 22, L b M fol-ward cfmtaut illwi'lbiil 18. the sectona: mmdwatm: 5.?

the section imnrediutxfly in 1; is open, as 21101;! r vluinrzd. therefore L as to the (583W? aim fan" will of mi and (at? which arc in e rim] other beam se A n ULL/ UNIS- amen tional conductor 17 should fail to operate properly, or if the contact member 19 on the front train, or the member 18 on the rear train should fail, for any reason, the result would be todecrease the current flow in the circuit of solenoid 30, of the rear train, thereby permitting switch 16 to open under the action of solenoid 31, thereby causing the rear train to slow up and stop, whereas such a failure in the case of the arrangement shown in.Fig. 1 would prevent the switch device 16=to operate properly in the performance of its function.

In Figs. 3 and. 4, I have shown still another arrangement which embodies the broad rinciples of 'my invention, and wherein I dispense with a sectional conductor. In lieu thereof, in this arrangement I employ a series of switch devices F, G, H, located at desired distances apart along a railway track. Y

Associated with each switch device is a pair of movably mounted shoes 36, 37 These shoes are respectively supported on pivoted parallel arms 38, 39, and 40, 41, the two sets of arms being connected together by a rod 42, or otherwise, in such manner that when one shoe is raised the other is lowered, each shoe, in the movements thereof, moving in lines parallel to itself. The shoes are operated by an arm or projection from a passing car or train which engages one of said shoes but not the other. I have not shown a car or' train nor the arm or projection referred to but it will be understood that as the train passes by a switch device F, G, or H, the shoe 37, will be engaged and depressed by such an arm or projection, such movement resulting in raising the other shoe 36. The

- extent of the depressing movement of shoe 37 when a train passes thereby will depend upon the position of elevation which said shoe may occupy at the time.

At the front end of each train is carried rollers or studs 43, 44, arranged to be engaged and shifted by the shoe 36 as the train passes thereby. The stud or roller 43, controls a pawl 45, which cooperates with a ratchet 46, while the stud or roller 44, controls said ratchet. In the form shown the stud 44, is carried by an arm 47 which is pivoted at 48, the ratchet 46 being in the segment of a circle. When the stud 44 is engaged and shifted by the shoe 36, the ratchet 46 is rotatively displaced to an extent corresponding to the degree to which the stud is shifted. and is held in rotative displacement by the pawl 45. \Vhcu the stud 43 is shifted the pawl 45 is actuated to release the ratchet 46.. A

'37 is depressed t suitable connection, a portion of which is indicated at 49, operated by the arm 47, or the pivot 48, thereof,'or other associaied part, 1s designed to connect with the car controlleignot shown, in such man ner that the greater the extent of movement of stud 44, the slower the train is permitted to operate.

Aconductor 50 is and receives current from-the third rail? or other current supply conductor 51. .The current is supplied from conductor filjtothe extended along the track.

conductor 50 intermittently. A simple arsired purpose.

"rangement is shown wherein a rotating. corn g at a constant rate would answer the deg; 1

At each switch device F, G, ii! t" ranged a switch arm 55, each armarranged to control the pairs of contacts 56, 57, 58, 59. Each arm 55 is raised into position to close circuit through the pairs ofcontacts56, 57,

58, and lowered into position to close circuit through contacts 59, by means'ofa weighted lever 60, which is pivotally mounted and arranged to rock with the rocking arms 38, 39,

which carry the shoe 36, as, for instance by being carried onthe some pivot support 61 therewith. Thus it will be seen thatth'e' extent of rocking movement of the lever 60 will depend upon the extent to which the shoe 36 is projected, and this, in turn, is dependent upon the extent to which the shoe by a train passing the same; When the weighted lever 60 is'raised toits highest position, as shown at switch H, it is retained in that position by a detent' 62 which is controlled by afma 'net 63, the

latter operating, when. energize to release" v the detent. When not in its highest position, the lever 60 rests upon the upper end of a ratchet bar 64:, which is arranged to move vertically in suitable guides, not shown, and which is raised stiep by step through the actuation of a latch 65, the operat on of which is controlled by a solenoid or magnet 66. The rack bar is retained at each step of its raising movements by a detent 67, which is released by the actuation of a mag-- net 68. Then the detent (i'i'is releascdthe rack bar 64 is permitted to drop down to its lowest position, When in its lowest posi tion the rack bar opens an electric circuit through contacts 69, which contacts are normally closed upon ear-h other when the rack bar is raised from its lowest position.

I will now describe the wiring connections concerned in the operation of this form of embodiment of my invention, and the operation of the system.

. and will correspondingly raise shoe preceding Suppose a train is traveling in the directioh indicated by the arrow. .he stud on the train will engage and depress the shoe 1%? at a switch point, say at the switch ll, 36. iliorohy rocking lever 60 until it is cauglu. by detent ($2. This places the parts in. the position shown at H. This action and operation takes place at each switch point l G, H etc, past which the train runs. The out ment lever is locked in its raised position it completes a circuit from conductor 50 through wire 70, contacts 56, wire 71, sole noid 66, and wire 72 to ground. Since a periodic or intermittent current supplied to this circuit the solenoid 66 will he sue-- cessively energized as long as the circuit just traced remains closed. The resulting actuations of latch 65, will cause the rack bar G l to he raised step by step, say one tooth at every urination of the latch. The time rate or pcriodsoffi current of flow may he so ad justcd as to cause the actuations or the latch 65 at definite time intervals. l'vhen the train reaches the next switch arrangement say switch H, and has raised the lever 60 at that switch the following circuit is completed: from the supply conductor 5]., wire 73, contacts 57, wire 74, magnet 63, at the next switch arrangement which the train has passed, say switch G, wire 75, contacts 58, at that switch to ground. This causes the detent (32 at switch G to he withdrawn from lever 60 at that switch, and since the levers 60 are weighted said lever will rock downwardly till it is arrested by the rack bar 64. Now the distance to which lever 60 will rock down, that is, the height rack bar 64- will be determined by the number of times the latch 65 has operated. This, in turn, will depend upon the number of current impulses sent to the circuit of solenoid66, and since these impulses are sent at a fixed and definite time interval apart, the height to which the rack bar 64: at switch G, is raised will be dependent upon the time required for the train to travel from switch G to switch H, and this is dependent upon the distance apart of the two switches as well as the speed of travel of the train. This result flows from the fact that step by step elevation of the rack bar 6d at any switch commences with the closing of the circuit of the solenoid G6 at that switch, through the contacts 56, that is, by the pas sage of the train by said switch, and which step loy step elevation terminates when the train reaches the next switch ahead and closes the circuit of the release magnet (53 of the preceding switch, through the closing of the contacts 57 at said switch ahead. 3f course this operation is carried out in successive order as the train passes the switlihes F, G, 11, etc, The slower the train travels .troiu one switch to the next the higher the bar (i l will he raised at the pre ceding itch and lherotorc the less will be the dim nice the Ell'lll will descend at that switch when released by its ass Hiulod dcicut (l2, and onsequently the loss will the shoe Elli he willulrawn, and couscrpicully the ,ggrcatcr will he the extent to which the roller *l-l; oi the next succeeding train will he raised, and hence the greater will be the extent to which the speed of said succeeding); train is reduced. Thus it will he soon that/ the speed of; lhe flplhHriug train, it following closely upon the heels of a preceding train, will he llllllllll by the SllLill oil llio preceding train and llll distance it is ahead, while leaving- 'ilu: following lraiu ifroc to travel safely all any dis-aired, speed provided the preceding train is far enough ahead.

it will he (ill l' ."d(l llllll. the circuit of our! roll-use nia rucl, U-l is closed lo ground llirougl'li the contact ol' its own swilcli arrung ciucut, and cousm ucutly this circuit is opened when the arm (30 is rclcusod. l hcrci orc the closing" of this circuit to relcusr the arm is only nnnucutury.

ll'licn the arm (i0 released by the (lelcut and drops till it is arrested by the rack liar (i-l, in whatever position of elevation said hur may occupy, the contacts 55) are closed. This closes the following circuit: From supply conductor 51, through wire To, contacts 53) at switch H, for example, wire. T7. magnet (SH, oi switch G, wire 78, switch (39,10 ground. The switch (59 is closed only when the rack bar 64: is raised from its extreme rotractcd or released position. The closing of this circuit reloascs tho detent (l7, and permits the rack loar to descend to its lowest position thereby opening the Contact (ill. TllO. lowering of this bar to it lowest position allows arm (30 to drop to its lowest position which results in retracting"? shoe 3% lo its lowest position. Consequently when a. train roaches any switch F, G, H, etc, it instantly sets the shoe 36 at that switch inlo position to cause an immediately following train. to hc automatically stopped, while at the sumo time causing the elevated shoe ll at tho next roamvurd switch to be moved into such position as to automatically reduce the speed oi a'ii immediately following tram, depending upon the speed and.

newest varied in many ways and throughout a wide range without departure from the spirit and s co e of myinvention.

ut having now set forth the objects and nature of my invention, and various arran.%'ements for carrying the same into practica operation, what I claim as new and useful, andof my own invention, and de sire to secure by Letters Patent of the United States, is v 1. Ina railway block system, the'combination with a train, of means controlled by the speed thereof for controlling the spec erating said device.

of a following train.

2. In a railway nation with a train, of means controlled conjointly by the speed and the distance apart .ofsaid train and a following train for controlling the speed of the latter.

3. The combination with a train having a speed controller device, of means controlled by the speed of another train operating on the same tracks for automatically op- 4. The combination with a train having a speed controller device, of means controlled conjointly; by thespeed and distance ahead of antiiher train operating on. the same tracks for automat cally operating speed ofanother train operating on the same tracks for automatically controlling said electrical devices.

6. In a block system for railway trains,

a train, a speed controller device thereon,

electrical devlces forcontrolling said controllerv device, and means controlled conjointly by the speed and distance ahead of another train operating on'the same track for automatically controlling said electrical devices.

7. In a block system for railway trains, a train, a speed controller therefor, a switch for controlling said controller, and means controlled by the speed of another train operating on the same tracks for operating said switch.

8.'In a block system' for railway trains, a train, a speed controller" therefor, aswitch for controlling said controller, .and meanfs controlled conjointly by thii' speed and distance ahead of another train operatingon the same tracks for operating said switch,-

9. In a block systemjfor railway ltrains, a train having an automatic speed controller and. a manually operated conti -ller, and means controlled by the speed of another train operating on the same tracks to actuate said automatic controller independently of the manual cont-roller.

block system, the combi 10. In a block system for railway trains,

a train having an aptomatic speed controller and a manually operated controller, and means controlled conjointly by the speed and distance ahead of another train operating oiathe same tracks to actuate said automatic controller independently of the manual controller.

11. In a block system for railway trains, a train having an automatic speed control device, electrical devices, for controlling said control device, circuits for said electrical.devices, and means controlled conjointly by the'speed of said train and that of another tra-in operating on the same tracks for controlling said circuits.

12. In a block system for railway trains, a train having an automatic speed control device, electrical devices for'controlling said control device, circuits for said electricaldevices, and means controlled conjointly' by the speed of said train and speed and dis tance ahead of another train operating on the same tracks for controlling said cir cuits. p n

13. In a block system for railway trains, a train, a speed controller'therefor, an'elec trio circuit for controlling said controller, means controlled by: the speed of said train for controlling said circuit, a second circuit for controlling said controller, and means controlled by the speed ofanoth er train operating on the same tracks for controlling said second circuit.

1%. In a block system for railway trains, a train, speed controller therefor, an (sectrio circuitfor controlling said controller, means controlled by the speed of said. train for controlling said circuit, a second circuit for controlling said controller, 'and means controlled by the distance ahead of another train operating on the same tracks for controlling said second circuita 1 15. In a block systemfor railway trains, I a. train, a speed controller therefor,an electric circuit for controlling said controller, meanscontrolled b the speed of said train for controlling sai circuit, a second circuit for. controlling said controller, and means controlled coniointly by the speed andby the distance ahead of another train operating on the same tracks forcontrolling said second circuit. r v

16. In a block system for railway trains, a train, a speed controller therefor, means controlled by the speed of the train;- normally tending to cause the speed controller to reduce the speed of the train and means controlled by the speed of another train operating on. the same tracks normally tending to cause said speed controller to allow an ii'mrcase of the speed of the first mentioncd train.

'17. In a block system for railway trains,

a train, a speed controller therefor,,means controlled by the 'speed of the train normally tending to cause the speed controller to reduce the speed of the train, and means controlled by the distance ahead of another train operating on the same tracks normally tending to cause said speed controller to allow an increase of the speed of the first mentioned train. I

18. In a block system for railway trains, a train, a speed controller therefor, means controlled by the speed of the train normally tending to cause the speed controller to reduce the speed of the train, and means controlled conjointly by the speed and distance ahead of another tram operating on the same tracks normally lending to allow an increase ofthe speed of the first mentioned train.

19. In a block system for railway trains, a train, a speed controller therefor, and means controlled by the opposing action of the relative speed of the said train and that of another train on the same tracks for c0ntrolling said speed controller.

20. In a block system for railway trains, a train, a speed controller therefor, and means controlled therelative speed of the said train, and the conjoint action of the'speed and distance ahead of another train operating on the same tracks for controlling said speed controller.

21. In a block system for trains, a train having a speed controller, an electrical device normally acting to operate said controller, a circuit for said device, said circuit including a sectional conductor alongside the track on which the train operates, a contact shoe operating along the conductor, and means whereby the amount of energization of said electrical device is dependent upon the number of sections of the sectional conductor through which the circuit passes.

In a block system for trains, a train having a speed controller, an electrical device normally acting to operate said controller, a circuit for said device, said circiiit ineluding a sectional conductor alongside the track on which the train operates, a contact shoe operating along the conductor, switch devices for connectingadjacent sections of said conductor, said switch devices operated by the passage of the train therepast, and means whereby the amount of enby the opposing action of ergization of said electrical device is dependent upon the number of sections of the sectional conductor through which the circuit passes.

23. In a block system for trains, a. train having a speed controller, an electrical device normally acting to operate said conroller, a circuit for said device, said circuit including a sectional conductor alongside the track on which the train operates, a contact shoe operating along the conductor, ground connections for the sections of said conductor, and means whereby the amount of energization of said electrical device is de pendent upon thenumber of sections ofthe sectional conductor through which the circuit passes. 1

24. In a block system for trains, a train having a speed controller, an electrical device normally acting to operate said controller, a circuit for said device, said circuit including a sectional conductor alongside the track on which the train operates, a contact shoe operating along the conductor,

said conductor adapted to receive current] through another train.

operating on the same tracks, the sections of said conductor, means to vary the resistance in the ground circuit of said shoe, and means whereby the amount of energization of said electrical device is dependent upon the number of sections of the sectional conductor through which the circuit passes.

25. In a railway block system, the combi nation with a train, of means controlled by the speed thereof'for controlling the speed of a following train without afl'ecting the speed of said first mentioned train.

26. In a railway block system, the combination with a train, of means controlled by the speed thereof for limiting the maximum speed of a following train.

27. In a'railway block system, the combination with a train, of means controlled by the speed thereof for placing a variablelimit on the speed of the following train.

In testimony whereof I have hereunto set my hand, in the presence of the subscribing gitgesses, on this 8th day of July, A, D.

HAROLD ROWNTREE. Witnesses M. L. LIVINGSTON,

. ELLIS.

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