US1279454A

US1279454A - Train-stopping apparatus.

Info

Publication number: US1279454A
Application number: US707415A
Authority: US
Inventors: Daniel Herbert Schweyer
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-02-09
Filing date: 1915-02-09
Publication date: 1918-09-17
Anticipated expiration: 1935-09-17

Description

D. H. SCHWEYER.

TRAIN STOPPING APPARATUS.

APPLICATION FILEQ FEB. 9. 1915. 1 79,454. Patented Sept. 17, 1918.

4 $HEETSSHEET l- 3 m D. fifrberi' 305a w yen I n. H. S CHWEYERQ TRAIN STOPPING APPARATUS.

APPLICATION FILED FEB. 9,1915

1,279,454. Patented Sept. 17119118.

4 SHEETS-SHEET 2.

llfierberi' Sckwqyer',

D. H. SCHWEYER.

TRAIN STOPPING APPARATUS. APPLICATION FILED FEB. 9, l9|5 Patented Sept. 17,1918.

4 SHEETS-SHEET 3 D; H. SCHWEYER.

TRAIN STOPPING APPARATUS. APPLICATION FILED FEB. 9. 1915.

Patented Sept. 17, 1918.

4 SHEETSSHEE1 4.

D. l/erfieri 50k wgyer,

DANIEL HERBERT SCHWEYER, OF EASTON, PENNSYLVANIA.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent. Patented Sept. 17, 1918,

Application filed February 9, 1915. Serial No. 7,074.

To all whom it may concern: I

Be it known that I, DANIEL HERBERT SCHWEYER, a citizen of the United States of America, residing at Easto'n, in the county of Northampton and State of Penn sylvania, have invented new and useful Improvements in Train-Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and has particular application to electrically controlled train stopping mechanism.

In carrying out the present invention, it is my purpose to provide train stopping apparatus-whereby a service application of the brakes will be effected, communication between the main air reservoir and the train will be cut off and the-brakes applied in the event of defect in the stopping mechanism.

With the above and other objects iiiview, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims. I

In the accompanying drawings;

Figure 1 is a diagrammatic view of the electric circuits employed in my apparatus showing the electroresponsive devices in the positions they occupy when the adjacent road signal is in clear position.

Fig. 2 is a diagrammatic view of the electrically controlled fluid operated mechanism controlling the brakes and the power supply of the train, parts being shown in section.

Fig. 3 is an enlarged vertical-sectional view through the speed controlled governor and valve controlled thereby.

Fig. 4 is an enlarged sectional view through the valve controlling the propelling power of the motor car and the electroresponsive device for actuating such valve.

Fig. 5 is a diagrammatic view of a detail of the invention.

Fig. 6 is a detail view of the triple valve.

Referring now to the drawings in detail, 1 designates a horizontal cylinder mounted upon an appropriate support carried by the motor car, while 2 indicates a. piston capable of sliding movement within the cylinder and provided with a piston rod 3 extending outwardly of one end of the'cylinder' 1. Disposed adjacent to the outer end of the piston rod 3 is a'cylinder 4 of a diameter less than that of the cylinder 1 and slidably mounted within the cylinder 4 is a piston.

5 having the piston rod thereof projecting outwardly through one end of the cylinder 4 and connected to the piston rod 3 of the piston 2 in the cylinder 1. Located at the opposite end of the cylinder 1 and spaced apart therefrom a suitable distance is a cylinder 6 of a length equal to approximately one-half the length of the cylinder 1 and of a diameter equal to that of the cylinder 1 and slidably mounted within the cylinder 6 is a piston 7 provided with a piston rod 8 extending outwardly through one end wall of the cylinder 6 toward the adjacent end of the cylinder 1. Formed on the outer end of the piston rod 8 and projecting outwardly therefrom coaxial therewith is a sleeve 9 embracing the adjacent end portion of a rod 10 connected to the piston 2 within the cylinder 1 and extending out through the end wall of said last-named cylinder opposite from the piston rod 3. Mounted upon the cylinders 1 and 6 'are valves 11 and 12 respectively, each comprising a vertical casing 13 uprising from the particular cylinder and formed adjacent to the upper end thereof with a cavity 14 and adjacent to the lower end thereof with a cavity 15 communicating with the cavity 14 by. way of-a vertical passage 16. The

upper and lower ends of thepassage 16 are formed to provide valve seats 17 and .18 and passed through the passage 16 and capable of vertical sliding movement therein is a stem 19 having the lower end thereof disposed within the cavity 15 and the 11 per end projecting through the top wall 0 the cavity14. Secured upon the stem 19 adjacent to the lower end thereof is a valve disk 20 adapted to engage the seat 18 when the stem is in its uppermost position, while secured to the stem within the cavity 14 is a valve disk 21 adapted to engage the seat 17 when the stem is in its lowermostposition, the valve disk 20 being disengaged from its seat when the disk 21 is brought into engagement with the seat 17 and vice versa.

In the present instance, an expansion spring having one end opening into the particular cylinder adjacent to one end of the latter and the opposite end in communication with the passage 16. The cavity 14 of each valve, is formed with an exhaust port 24 establishing communication between such cavity and the atmosphere. 25 designates a fluid conducting pipe having one end connected to the main air reservoir of the air brake sys tem of the motor car or train and the opposite extremity openinginto one end of the cylinder 4. Leading fromthe pipe 2 5 1s a a branch pipe 26 opening into the cavity 15 in the casing 13 of the valve 11 and connected with the branch pipe 26'is a second branch pipe 27 opening into the cavity 15 in the casingi of the valve 12. I

he valves 11 and 12 areunder the control of

electroresponsive devices

28 and 29 respectively and, in the present instance, each electroresponsive device comprisesan electromagnet 30 disposed upon the upper end of the valve casin 13 concentrically of the upper extremity o the stem'19, and an arm-- ature 31 secured to the upper extremity of the stem and disposed within the influence of the poleof the electromagnet. Under normal conditions, the device 28 1s energized and the device 29 deenergized. When the electromagnet 30 controlling the valve 13' is energized the stem 19 is depressed against the action of the spring 22 thereby disengaging the valve disk 20 from the seat 18 and engaging the disk 21 with the seat 17. In this movement (if the valve disks communication between the fluid end of the cylinder .1 and the atmosphere by way of the passage 23, passage-16, cavity 14 and exhaust port 24 is cut off and communication between the supply pipe 25 and the fluid end of the cylinder 1 established by way of the branch pipe 26, cavity 15 and

passages

16 and 23. As the air enters the cylinder 1 the piston 2 therein is moved toward'the opposite end of the cylinder, thereby moving the piston 5 in. the cylinder 4 against theaction' of the air and drawing the rod 10 to the right, the outer end of the rod 10 moving freely within the sleeve'9. On the other hand, when the lectromagnet 30 controlling the valve 12 is energizedthe stem 19 is loweredgthereby disengaging the disk 20 from the seat 18 and engaging the disk 21 with the seat 17, whereby communication between the fluid end of the cylinder 7 and the atmosphere, by way of the

passages

23 and 16 and the cavity 14 and exhaust port 24 therein, is cut oil, and communication between the supply pipe 25 and the fluid end of the cylinder 6 estab lished by way of the

branch pipes

26 and 27, the cavity 15 and the

passages

16 and 23. As the fluid enters the cylinder 6, the piston 7 therein is moved to the right toward the opposite end of thecylinder, thereby sliding the rod 10 to the right throughthe medium of the rod 8 and sleeve 9. In the movement of the rod 10 under the action of the piston 7, the pistons 2 and 5 also slide within the valve stem to normal position, thereby establishing communication between the fluid end-of the cylinder and-i the atmosphere and lpermitting the piston to be re-" stored to normal position under the action of the restoring device formed by the cylinder 4 and piston 5.

32 designates aduplex valve comprisinga casing 33 having two bores formed therein and lying parallel with each other and rotatably mounted within one of the bores is a plug 34 formed with a transverse passage 35 and a port 36 arranged at an angle to the passage 35 and opening into the latter onto the periphery of the plug, while rotatable in the remaining bore is a plug 37 formed with a diametrical passage 38 adapted, when in one position, to establish communication between

ports

39, 40 formed in the wall of the particular bore and, when in another position to cut ofl' communication between such ports. 41 indicates the train line air pipe or brake pipe of a car or train and connected with the train line air pipe 41 isa branch pipe 42 having the remaining end.

thereof connected with the port 39 in the valve casing 33, the port 40 in the valve casing opening into the atmosphere. The passage 35 in the valve plug 34 is adapted to register with ports 44 and 45 in one position of the plug, while one end of the passage 35 and the port 36 are designed to register with the port 43. and the port 44 in another position of the plug and when the plug is actuated to still another position the passage 35 and port 36 are out of registration -with the respective ports. .Tapped 'onto the-"diametrical passage 38 in the plug 37 is in position to establish communication between the-

ports

39 and 40, the plug 34 is in the ne'utral or inactive position so that communication between the passage and the port in theplug and the ports in the casing is cut off, while when'the plug 34 is in one or the otherof its open-positions, the plug 37 is in and connected to the upper end of the stem 19 within the cylinder 49 is a piston 50, while encircling that portion of the valve 'stem within the cylinder 49. is an expansion spring 51 having one end in engagement with the under surface of the -piston and the opposite end abutting the bottom wall of the ,cylinder. Tapped into the upper end of the cylinder 49 is the pipe 47. Leading from the train pipe 41 is a branch pipe 52 having the free end thereof opening into the cavity 14 in the casing of the valve 48 and connect ed with the passage 23 in the casing of the valve 48, b way of a pipe53, is one port of a triple va vs 54,- the cavity 15 in the casing 13 of the valve 48 opening into the atmos phere by way of a port 55. A second port of the triple valve 54 is connected with an auxiliary air reservoir 56, while from one of the remaining ports of the triple valve 54leads a branch pipe 57 connected with the branch pipe 52 and from the remaining-port leads a pipe 58. 59 designates a speed controlled valve comprising a substantially rectangw lar casing 60 having a valve seat 61 formed therein approximately centrally thereof and dividing the easing into upper and lower chambers. Mounted upon the casing 60 of the speed controlled valve 59 is a supporting frame 62 and projecting upwardlyfrom the supporting frame 62 are supportlng

arms

63, 63 spaced apart and pivoted to the

arms

63, 63 are

levers

64, 64 respectively extending in opposite directions and having the outer ends thereof equipped with weights .65 and the inner ends working within an annular groove 66 formed in a collar 67 fast upon the upper end of a stem 68 extending downwardly through the frame 62 and the top wall of the casing 60 into the bottom chamber of the casing. The lower end of the stem 68 is provided with a valve disk 69 movable into and out of engagement with the seat 61 and normally held inengagement with such seat by means of a spring 70 encircling the stem 68 and holding the latter in elevated position. In the present instance, the stem '68 is formed of axially alining sections and the upper section is'con-- a bevel pinion 71 meshing with a similar pinion 72 fixed upon one end of a shaft 73 journaled in the supporting frame 62, while secured to the remaining end of the shaft 73 is a bevel pinion 74 meshing with a like pinion 75 fastened to the upper end of a vertical shaft 76, the latter having driving connections 77 with one of the axles of they motor car. 78 designates a valve identical in com struction to the

valves

11, 12 and 48. This valve 78. is inverted with respect to the valve 48 and secured to the lower end of the casing of the valve 78 is a cylinder 79 into which the lower end of the stem 19 projects and fixed to the end of the stem 19' within the cylinder 79 is a piston 80, while encircling that portion of the stem 19 within the cylinder is a coiled expansion spring 81 having one end in engagement with the upper sur face of the piston and the opposite extremity abutting the top wall of the cylinder 79. The lower end portion of the cylinder is in open communication with the upper chamber in the valve casing 60 by way of a pipe 82, while the cavity 15 in the casing-.of the valve 78 is in open communication with the supply pipe 25 by way of a branch pipe 83 tapped onto the branch pipe 46. 84 designates a cylinder in which is slidably mounted a piston 85 and one end of the cylinder 84 is in open communication with the pas-- sage 23 in the casing of the valve 78 by way of a pipe 86. 'The engineers brake valve 87 has one port thereof connected with the supply pipe 25 as usual and located in the connection between the engineers brake valve and the supply pipe 25 is a valve 88' normally held in open position and capable of movement to closed position and having the stem thereof connected with the piston 85 in the cylinder 84, an expansion spring 89 encircling that portion of the stem of the valve 88 within the cylinder 84 and having one end in engagement with the adjacent face of the piston 85- and the opposite end abutting the casing of the valve, such spring acting to hold the valve normally open. The cavity 14 in the casing of the valve 7 8 opens into the atmosphere by way of an exhaust port 90.

The governor composed of the levers 64,

the governor be setto open the valve when the train was running above ten miles an hour the weights 65 will fly outwardly under the action of centrifugal force, thereby swinging the levers 64 about their pivotal connections with the arms 63 with the effect to depress the stem 68 and disengage the valve disk 69 from the seat 61 whereby communication between the upper and lower chambers in the casing 60 is established. When the valve plug 34 is rotated to bring the passage 35 into registration with the ports 1 44 and 45, communication is established between the supply pipe and the upper end of the'cylinder 49 by way ofthe branch pipe 46, passage in the plug 34 and pipe 47. As the air enters the upper end of the cylinder 49 the piston 50 therein is moved downwardly against the actionof the spring 51, thereby moving the valve disk 20' of the valve 48 out of engagement with the seat 18 and engaging the valve -disk 21with the seat 17 In this position of the disks of the valve 48 communication between the train line air pipe 41 and-the triple valve 54 vby Way of the branch pipe 52, cavity 14, passages 16 and 234 and pipe 53 is cut off and communication between the triple valve and the atmosphere established by way of the pipe 53,

passages

23 and 16, cavity-15- in the casing of the valve 48 and exhaust port 55 in said cavity. As the particular port of the triple valve empties 1nto the atmosphere the valve is actuated under the action of the air in the auxiliary reser-. voir 56 to establish communication between the

pipes

57 and 58 whereby the air from the train line passes into the lower chamber of the casing of the valve 59 and, should the 'valve 69be out of engagement with the seat 61, incident to thetrain traveling above the predetermined speed, the air from the train line pipe will pass through the casing 60, pipe 82 and into the lower end of the cylinder 79, thereby elevating the piston 80 to move the disk 21 of the valve 78 into engagement with the seat 17' and disengage the valve disk 20' from the seat 18. In this operation of the valve 78, communication is established between the cylinder 84 and the supply pipe 25 by way of the branch pipe 83, cavity 15 in the casing of the valve 7 8,.

passages

16 and 23, and pipe 86, so that the piston 85 is actuated within the cylinder 84 against the action of the spring 89 to close the valve 88 and so cut ofi communication between the main air reservoir and the" mo'sphere, thereby bringing about a service application of the brakes. When the speed of the train drops below the prescribed limit determined by the tension of the spring 68 and the weighted arms 64, the valve 59 moves into engagement with its seat, thereby cutting off communication between the brake pipe and the atmosphere and releasing the brakes. I I I On the other hahdfshould the train be traveling below the predetermined speed, the valve disk 69 will remain in engagement with the seat 61 and so preventthereduction of pressure in the train line air pipe.

When the plug 34 is rotated, to bring the port 36 into registration with the port 45 and the passage 23. The atmospheric port of the triple valve is now laced in communication with" the train line air pipe by way of the loranch pipe 52, cavity 14 in the casing ofthe valve 48, passages 16' and 23 and pipe 53 and as the pressure above the equalizlng piston in triple valve 54 is greater than the pressure in the pipe 57 below such piston, the parts of the triple valve are restored to normal position, thereby cutting ofl communication between the train line air pipe and the valve 59. As the pressure is released from. the cylinder 79, the spring 81 restores the valve 78 to normal position, thereby cutting ofi communication between the supply pipe 25 and the cylinder 84 and placing thefrear end of the cylinder 84 in communication with the atmosphere by way of the pipe 86,

passages

23 and 16 in the casing ofthe valve 78,-cavity 1'4 and exhaust pprt 90. As the pressure is released from t e cylinder 84;the spring 89 reacts to open the valve 88 and reestablish communication between the supply pipe 25 and the engineers brake valve.

To efi'ect'an emergency application of the I brakes, the

valveplugs

34 and 37 are oper;

ated to carry the passage and port-in the plug 34 out of registration with the respective ports in the casing and to bring the passage 38 in the plug 37 into registration with the

ports

39 and 40. When the plug 37 is in this position the train line 41 bleeds directly into the atmosphere. Depending from the, interconnected stems of the plugs 34 "and 38 is an operating lever 92 connected through the medium of a link 93 with one end of a lever 94 fulcrumed between its ends as at 95 and having the remaining end thereof connected through the medium of a pin and slot connection 96 with the rod 10.

When the magnet 28 controlling the valve 11 is'energized, the cylinder 1 is in communication with the supply pipe 25 as previously'describe'd and the piston 2 slid within the cylinder 1. In the movement of the piston 2 under the action of the incoming air, the rod 10 swings the lever 94 with the effect to rotate the plug 34 to bring the port 36 into registration with the port 45 and the passage 35 into alinement with the port 43. On the contrary, when the magnet controlling the valve 11 is deenergized and the magnet controlling the valve 12 energized the piston 7 in 'the cylinder 6 is moved through a distanceequal to-ione-half of the path of movement of the piston 2 andin the movement of the piston 7 the rod 10 is actuated to swing the lever 94 about its pivot 95 and-rotate the plug134 to bring the passage into registration with the ports 44 and 45, thereby placing the pipe in communication with the pipe 47 to efi'ect a service application of the brakes, as previously described, in the event of the train running above a predetermined speed when the valve 12 is soactuated. When the magnets controlling'both valves 11 and 12 are deenergized, the air is exhausted from both cylinders 1 and 6 as hereinbefore described and the restoring device composed of the cylinder 4 and piston 5 slides'the pistons 2 and 7 toward the fluid ends of' the respective cylinders. In this movement of the piston 2 the lever 94 is swung in the reverse direction and the valve plug 34 actuated to move the passage and port therein out of registration with the respective ports in the casing, while the plug 37 is rotated 'to bring the passage 38 into registration with the

ports

39 and 40, thereby bringing about an emergency application of the brakes.

In the present embodiment of my invention, I have shown the apparatus as in stalled in a steam driven locomotive and in order that the propelling power of the locomotive may be cut oil automaticallympon an emergencyapplication of the brakes,' a

valve 97 of some suitable construction; is H located in the steam main 98 leading from the steam space of the boiler to the drive cylinders'of the engine. This valve 97 is capable of sliding movement to open and closed positions and is normally in open position and provided with a stem ,99 having the outer end thereof equipped with a head 100 disposed withinan elongated recess 101 formed in a block 102 fast upon one endof a rod 103, the remaining end ofthe rod 103 being appropriately connected with the rod 10. The head 100 and the recess 101 in the block 102 'form a loose connection between the rod 103 and the stem ofvthe'valve 97 S01 that the valve 97 will remain uninfluenced to service and release positions. When, however, the rod 10is operated to emergency position a pull is exerted upon the rod 103 and the stern of the valve 97 andthe latter moved to closed position.

If desired, the valve 97 may also be speed controlled so that the same will be'actuated to cut down the flow of steam to the drive cylinders of the engine when the latter runs by a caution signal above the predetermined speed. In the present instance, this speed controlled mechanism comprises an electric generator 104 and the solenoid 105' having the terminals thereof connected with therespective sides of the generator'through the medium of conductors 106. Movable into and out of the solenoid 105 is a core 107 encircling a rod 108 passed through the solenoid and having one end thereof pivotally connected with a lever 109 pivoted for swinging movement between its ends as} at 110 and having the remaining 'end thereof connected through a pin and slot connect on one of the axles of the locomotive andwhen the latter exceeds a prescribed speed determined by the adjustment of the spring 114, the current developed by the generator is sufiicient to energize the solenoid 105 so that the latter may draw the armature 107 there,

into against the action of the. spring 114,

- thereby swinging the lever 109 and actuatmg the valve 97 to cut down the flow of.

steam from the boiler to the drive cylinders of the engine. Located in one of the con ductors 106 is a switch 115 whereby the circuit may be normally broken and closed un-- der caution conditions.

Located upon one side of the lines of rails of the trackway and spaced apart longitu dlnally thereof and disposed adjacent to the respective signals are contact rails 116 each connected by way of a wire 117 and a switch 118 with the adjacent line of'rails of the trackway, while disposed at the opposite side of the lines of rails and spaced apart longitudinally thereof and arranged adjacent to the signals respectively are contact rails 119, eachconnected by way of a wire 120 and a switch 121 with the adjacent line of rails. The contact rails 119 are preferably spaced apart longitudinally from the contactrails 16 respectively so that such contact rails will alternate.

Located upon one side of the locomotive and cooperating with the ramp rail or contact rail 116 is a controlling switchj122 pomprising a vertical stem 123 mounted within a bearing 124 and capable of vertical slid ing movement. Secured to the lower end of the stem 123 is a shoe 125 adapted to ride upon the ramp rail 116 and as the shoe rides over the upper surface of the ramp rail the stem 123 iselevated, while when the shoe is relieved of the influence of the rail, such shoe and stem are lowered. Disposed adjacent to the stem 123 and spaced apart vertically are contacts 126, 127 and 128. Fastto the stem 123 and spaced apart vertically thereon are contacts 129, 130 adapted to engage the contacts 126 and 127 respectively when the stem is in lowered position, and fastened to the stem above the contact 130 is a contact 131' adapted to engage the contact 128 when the stem is in elevated position and-the contacts 129, 130

, out of engagement with the contacts 126,

127. In the present instance, an expansion spring 132surrounds the stem 123 and has one end thereof bearing against thecontact 130 and the, opposite end abutting the bearing 124, such spring acting to hold the 119 and as the shoe rides over the ramp rail rail 119.

the stem is elevated, whilewhenthe shoe leaves the ramp rail the stem and shoe'are lowered. Disposed adjacent to the stem 135 is a contact 139 and secured to the stem above the contact 139 is a contact 138 engaging the contact 139 when the. stem is in lowered position. Secured to the stem 135 below the contact 138 is a contact 139 designed to engage the contact 139 when the stein is elevated under the action of the shoe 136 and ramp rail 119. A spring 140 acts to restore the stem and shoe to lowered position succeeeding the movement of the 'shoe off of the ramp rail. In this form of my invention, the controlling switch 134 comprises a stem 141 mounted within a bearing and capable of sliding movement therein and having'the lower end thereof equipped with a shoe 142 adapted to engage the ramp As the shoe 142 rides over the ramp-rail 119 the stem 141 is elevated while when the shoe leavesthe ramp rail the stem and shoe are lowered. Disposed-adjacent to the stem 141 is a'contact 143 adapted to be engaged by a contact 144 on the stem 141 i when the stem is in lowered position, while disposed adjacent to the stem 141 above the contact 143 are contacts 145 spaced apart garage-e about the stem and secured to the stem above the contacts 145 is a contact 146 adapted to bridge the contacts 145 when the stem is in lowered position. 147, designates a spring surrounding the stem 141 and acting upon the latter to hold the same in lowered position and restore the same to such position when the shoe leaves the ramp rail.

Disposed Within, the locomotive in some convenient location is a base board 148 and suitably secured to the base board 148 are vertically disposed electromagnets 149, 150

gagement with a contact 159, while fastened to the end of the armature of the magnet 149 and insulated therefrom and disposedin the same plane as the armature is a strip 160 and secured to the upper and lower surfaces of the strip 160 are bridging plates 161, 162- respectively. The bridging'plate 161 is'adapted to bridge contacts 163, While the plate 162 is designed to bridge the contacts 164. Secured to the upper surface of the armature of the magnet 151 adjacent to the end of such armature remote from the pivot point thereof is a contact 165 adapted to engage a contact 166 and secured to such end of the armature and insulated therefrom is a strip 167 disposed in the same plane as the armature. and having the under surface thereof equipped with a bridging strip 168 adapted to engage contacts 169. When the

magnets

149, 150 and 151 are energized the respective armatures are held in elevated position against the pole faces of the magnets and the contact 154 on the armature of the magnet 150 engages the contact 156, while the contacts 158. and 165 on the upper surfaces of the armatures of the

magnets

149, 151 respectively engage the respective contacts 159 and 1'66. In the elevated position of the armature of the magnet 149 the bridging plate 161 bridges the contacts 163. On the other hand, when said magnets are deenergized the armature 152 of the magnet 150 drops and the contact 155 engages the contact 157,

' and the armatures of the

magnets

149 and 151 respectively drop so that the bridging plate 162 connected to the armature of the magnet 1.49 bridges the contacts 164, while the bridging strip 168 connected to the armature of the magnet 151 brid es the contacts 169. Mounted upon the ase board 148 and appropriately fastenedthereto are caution, clear and

danger signal lamps

170, 171, 172 colored green, white and red respectively, while secured to the baseboard" is a manually operable switch 173 compris- 17 5 for swinging movement and adapted to be moved into engagement with a contact 176 and normally engaging a contact 177 .under the action of a spring 178, the blade being operable .manually to disengage the contact 177 and engage the contact .176 against the action of the spring 178, the latter acting to restore the blade to engagement with the contact 177 when the pressure onntheblade is released.

In the present instanc the' stem-123 of the controlling switch 122 'is. formed of upper sections carrying the contacts 130, 131 respectively and a lower section carrying the contact 129 and the meeting ends of these sections are suitably fastened to each other and insulated fromcach other. Likewise, the-stem 141 of the switch 134 is formed of two sections insulated one from the other and the upper section carries the contact 146 while the lower section carries the contact 14 1. I

Suitably located upon the locomotive or motor car is a source of electrical energy which, in the present instance, is in the-form of a battery 179. Leading from one side of the battery 179 is a conductor 180'termi nally connected with one end of a conductor 181 and the remaining terminal of the conductor 181 is connected to the lower section of the stem 123 of the switch 122. The contact 129 on the lower section of the stem 123 is electrically connected with the shoe 125 by means of a wire 182. From the contact 126 leads a conductor 183 terminally connected to the lower section of the stem 141 of the controlling switch 134, while the contact Met on the lower section of said stem is electrically connected with the shoe 1&2 by way of a wire 184. From the contact 143 of the switch 13 1'leads a conductor 185 terminally connected to the armature 152 of the electromagnet149. Connected to'the contact 159 en aging the contact 158 on the armature of the magnet 149 is a conductor186 extend ing through the winding of the magnet 1419 and terminally connected with one end of a return conductor 187 terminally connected to the remaining side ofthe battery 179.

.By means of this construction, it will be seen that as long as the stems of the respective switches 122 and 134 are in lowered position a circuit includm the magnet 149 will be closed, thereby maintaining the magnet 1 19 energized and the armature 152 in elevated position, current flowing from one side ofthe battery 17 9, through the

COIldtlfJw tors

180, 181, contacts 129 and 126 of the switch 122, conductor 183, contacts 144'- and 1&3 of switch 134, conductor 185, armature 152 of magnet 149, conductor 186, and the Winding of, the magnet 14:9 and then back to the other side of the battery by -way of the ,iieturnconductor 187. ing a blade 174 pivoted at one end as at 187 designates a ground magnet located upon the locomotive and controlling a horizontal armature 188 disposed below the magnet and pivoted at one end and having the opposite end thereof provided with a depending contact 189 normally engaging a contact 190. Aslong as the magnet 187 remains denergized, the contact 189 engages the contact 190 while when the magnet is energized the armature 188 is elevated and the contact 189 disengaged from the contact 190. v

The clear signaling lamp 171 is connected in parallel with the circuit of the magnet 149 by way of a conductor 191 havingone terminal connected to the conductor 186 adjacent'to the contact-159 and the remaining terminal connected. to oneside of the lamp .171, and a conductor 192 having one side connected to the'remaining terminal of the' lamp 171 and the other end connected to the contact 190.

as long as the magnet 11-9 is energized and- 187 is denergized the clear signal lamp '17 1 burns to indicate the condition of the apparatus, current flowing from the conductor 186, through the conductor 191, the clear sig- From the pivot point of the armature 188 leads a conductor 193 termi nal lamp 171, the conductor l92,

contacts

190 and 189, the armature lever 188, conductor 193 and conductor 187, back to the other side of the battery 179,

The magnet 151 is connected in shunt with the magnet 149 through the medium ofa conductor 19-1 having one terminal connected to the conductor 186 at one side of the magnet 149 and the remaining end connected to one terminal of the magnet 151, and a conductor 195 having one end connected to the remaining terminal of the magnet 151 and the opposite terminal. connected to the conductor 186 at the other side of the magnet 1 19. Thus, as long as the magnet 149 is energized the magnet 151. is likewise afl'ected and holds the armature 152 elevated and the contacts 165 and 166 in engagement with each other, current flowing from the conductor 1.86 at one side of the magnet 119, through the conductor 194, the'magnet 151, and the conductor'l fi, back to the conductor 186 at the other side' of the magnet 149. The magnet 151 controls the circuit of the magnet'loO and this circuit comprises a conductor 196 having one terminal connected to the conductor 180 and the remaining end ing one end connected with the contact 166 and the remaining end connectedtto one terminal of the magnet 150, a conductor 198 having one end connected to the remaining terminal of the magnet 150 and the opposite end connected to the contact 138 on the upper section'of the stem 135 of the switch 133,,and a conductor 199 having one terminal connected to the contact 137 of the switch 133 and the opposite terminal tapped onto the return conductor 187 From this it will be seen that as long as the magnet 151 is energized and the armature 152 thereof held in elevated position and the stem of the switch 133- lowered, the circuit of the magnet 150 will be closed and current flow from one side of the battery 179, through the conductor 180, conductor 196, armature 152, of magnet 151, conductor 197, magnet and the conductor 186 and the remaining terminal connected to one of the contacts 163, a conductor 201 having one terminal connected to the remaining contact 163 and the other end connected to one terminal of the electroresponsive device 28, and a conductor 202 having one end. connected to the remaining end of the electroresponsive device 28 and the opposite-end tapped onto the conductor 192. Thus, the electroresponsive device 28 is normally energized and maintained in such condition as long as the magnet 149 is energized and the bridging strip 161 in engagement with the contacts 163, current flowing from the conductor 195, through the conductor 200, contacts 163 and bridging strip 161, conductor 201, electroresponsive device 28, conductor 202, a portion ofthe conductor 192, the

contacts

190 and 189, armature lever 188, and the

conductors

193 and 187 to the other side of. the

battery.

The caution signal lamp 170 and the electroresponsive device 29 are connected in circuit with the battery 179 and in parallel with each other and are controlled. by the switch composed of the contacts 164 and the bridging plate 162 under the control of the armature of the magnet 149 so that when the magnet 149 is deenergized and thearmature 152 thereof lowered the caution signal lamp 170 will be energized and the electroresponsive device similarly affected. In this instance, one side of the caution signal lamp 170 is connected by way of a conductor 203 -with the conductor 194, while leading from the remaining side of the caution signal lamp is a conductor 204 terminally connected to one of the contacts 164 and from the other contact 164 leads a conductor 205 terminally connected to the conductor 197 Tapped onto the conductor 204 is a conductor 206 connected to one terminal of the winding of the electroresponsive device 29 and from the remaining terminal of said electroresponsive device leads a conductor 207tapped onto the conductor 193. A conductor 208 has one terminal tapped onto the .conductor'180 and the remaining terminal magnet 149 is in lowered position and the contacts 164 bridged by the plate 162, current will flow from one side of the battery 179, through the conductor 180, conductor 208, armature of magnet 150, contacts 154 and 156,

conductors

209 and 205, contacts 164 and plate 162, conductor 204, lamp 170, conductor 203, conductor 186, and back to 'the battery by way of the return conductor 187. Simultaneously, current flows from the conductor 204, through the conductor 206, electroresponsive device 29, conductor 207, and conductor 193 connected to conductor 187. Thus the caution signal lamp is energized and. the electroresponsive device 29 energized. As the contact 156 included in the circuit of the lamp 170 is connected to the conductor 209, a holding circuit for the magnet 150 is established, the current in this holding circuit flowing from one side of the battery 179, through the

conductors

180 and 208, armature 152, of magnet 150. contacts. 154 and 156, a portion of the conductor 197 Winding of magnet 150, conductor 198,

contacts

138 and 137 of switch 133, conductor 199, and back to the battery by way of recompanion contact 157 and so closes a circuit through the danger signal lamp 172, current flowing from one side of the hattery 179, through the conductors 180,, and

cred position the contact engages the 208, armature 152, contacts 155, 157, conductor 210, lamp 172, conductor 211, and return conductor 18,7.

In the present instance, a ground wire 212.

has one terminal grounded upon one of the axles and wheels of the motor car and the remaining terminal connected to the conductor 195 and connected in the ground conductor is a ground signal lamp 213 and connected in shunt with the signal lamp 213 by way of

conductor

214, 215 is the ground magnet 187.

In practice, when the shoe 125 rides over a ramp rail 116 with switch 118 open the contact 129 is disengaged from the contact 126, with .the effect to break the c1rcu1t of the magnet 149 and so energize the cautlon signal lamp 170 and the electroresponsive device 29 and deenergize the electroresponsive device 28, whereby a service application of the brakes will be brought about as hereinbefore described. When, however, the switch 118 is closed, the break in the circuit of the magnet 149 will be bridged and cur- I rent flow from the contact 129, throughthe wire 182, shoe 125, ramp rail 116, switch 118, track rail and wheels and axle of the motor car, ground conductor 212, ductor 195, through the magnet 149, back to the battery. Thus, themagnet- 149, mag-' net,151 and lamp 171 will be maintained energized, the electroresponsive dev ce 28 held energized and the similar device 29 maintained deenergized. On the other hand, should the switch 118 be open the circuit of the magnet 149 will be broken and the apparatus placed in operation to effect a service application of the brakes and check the speed of the car or train.

When the

shoes

136 and 142 on the lower-v ends of'the stems of the

switches

133 and 134 respectively ride over a danger ramp rail 119 the

contacts

138 and 144 of the respective switches disengage the

contacts

137 and 143. As the contact 144 of the switch 134 disengages the contact 143 the electrical connection between the

conductors

183 and 185 is broken with the effect to deenergize the magnet 149; but, when the switch 121 is closed a ground pat-h is established and the magnet 1 49 maintained energized, current flowing from the conductor 183; through the contact 144; wire 184, shoe 142, ramp rail 119, switch 121,track rail, wheels and axle of a car, ground conductor 212, conductor 195, conductor 186, magnet 149, and back to the other side of. thebattery. Thus, the

magnet 149, magnet 151, lamp 171 and electroresponsive device 28 are. maintained energized. \Vhen, however, the switch 121 is open, this circuit is broken and the

magnets

149, 151, lamp 171 and electroresponsive device 28 deenergized. When the contact 138 of the switch 133 .disengages the contact 137, the magnet 150 is de'e'nergized and and con-- deenergized the circuit of the magnet 150 remains open when the switch 133 is disengaged from the ramp rail 119.

In order to prevent momentary deenergi- 'zation of the electroresponsive device 28 incident to the energization of the ground magnet 187 and the consequent lifting of the armature 188 when the switches 122 and 134 are actuated by the respective ramp rails and the switches 118 and 121 closed, suitable means is provided. In the present instance, a conductor 216 has' one terminal connected to the conductor 202 and the opposite terminal connected to the contact 131 of the switch 122, while leading from the contact contacts 128 and the contact strip 131, and

the conductor 217 to the conductor 187 Tapped onto the conductor 216 is a conductor 218 terminally connected with the shoe 136 of the controlling switch 133;

When the shoe 136 of the switch 133 is elevated under the action of the ramp rail119, the contact 139 abuts against the contact 137 and so establishes an auxiliary circuit for the electroresponsive device 28 to maintain the latter energized when the switches 133 and '134 are actuated by the ramp rail. and the switch 121 in closed position, current flowing from the conductor 202, through*a portion of the conductor 16, the conductor 218, the shoe 136, the

contacts

139 and 137, and the conductor 199 to the common return conductorv 187. The-contact 139 is preferably insulated from the contact 138 in some suitable manner as, for instance, by forming the stem 135 of two sections carrying respectively the

contacts

138 and 139.

Disposed below the 'armatures 152, of the

respective magnets

149, 151 and preferably of greater strength than the

magnets

149, 151 are electromagnets 219, connected in parallel in an electric circuit including a conductor 220 having one terminal fastened to the contact 177 of the switch 173 and the remaining terminal connected to one of the contacts 169, a conductor 221 having one end nal connected to one of the contacts 145 of the switch 134 and a conductor 224 having one terminal connected to the remaining contact 145 and the opposite terminal connected to the ground wire 212. In the event of grounding of the side of the battery 179 opposite from that adapted to be connected to the ground wire 212, and the consequent denergizing of the

magnets

149, 15 0 and 151, the magnets 219, will be energized and so pull the armatures 152 of the

respective magnets

149, 151 downwardly to bring the train to a stop, current flowing from the grounded side of the battery 179, through the ground wire 212, conductor 224, contacts 146 and 145, conductor 223, contacts 130 and 127, conductor 222, switch blade 174, contact 177, conductor 220 and electromagnets 219, bridged contacts 169 and conductor 221 to return conductor 187. Thus, the armatures of the

magnets

149, 151 will be held in lowered position.

The contact 176 of the switch 173 is connected by way of a conductor 225 with the conductor 185 and when the switch blade 17 4 is swung into engagement with the contact.

contacts

144 and 143, conductor 185, con-- ductor 225, contact 176, blade 174, conductor 222, contacts 127, 130, conductor 223, conductor 224, a portion of the conductor 212, conductor 195, conductor 186, magnet 149 and back to the other side of the battery by way of the return wire 187. Thus, the

magnets

149, 151 and 150 are renergized to re store the apparatus to normal condition and the magnets 219 denergized.

This switch 17 3 is preferably located upon the tender of the locomotive so that the engineer will be compelled to descend from the locomotive to restore the automatic train stopping apparatus to normal condition su ceeding the operation of such apparatus.

For the purpose of economizing in the electrical current consumed by the

electroresponsive devices

28 and 29 when energized some suitable means is employed. In the present instance, 1 have shown in Fig. 5, the electroresponsive device 29 as equipped with a current saving device and as both electroresponsive

devices

28 and 29 are similarly equipped it is thought that a description of one will suffice for both. In the present in stance, the conductor 20? is split transversely and one of the ends of the split portion securedto a bracket 226 carrying a contact 227.

Pivoted upon the bracket 226 is a lever 228 having one end formed with a dog 229 and 'with and a stationary contact 233. Secured to the valve stem 19 is a lug 234 adapted to be engaged by the dog 229, Depending from the lever 228 adjacent to the dog 229 is a contact 235 designed to engage the contact 227 and to this contact 235 is secured the remaining end of the split portion of the conductor 207. When the device 29 is initially energized, current flows through the conductor 207 and the bracket 226 and contacts 235 and 227 connected in said conductor. Uponthe energization of the electroresponsive device 29 the valve stem is moved longitudinally as previously described and the contact 232 engages the contact 233, thereby closing the shunt circuit and energizing the magnet 231. As the magnet 231 is energized, such magnet attracts the armature 230 and swings the lever 228 about its pivotal connection with the bracket226,

thereby breaking the circuit atthe contacts 227 and 235 and moving the dog 229 into engagement with the lug 234 whereby the valve stem will be held in actuated position under the action of the magnet 231 independently of the electroresponsive device 29'.

While 1 have herein shown and described the preferred form of my invention by way of illustration, 1 wish it to be understood that l[ do not limit or confine myself tothe preclse details of' construction herein described and delineated, as modification and variation maybe made within the scope of the claims without departing from the spirit of the invention.

11 claim:

effecting an emergency application of the brakes and normally held inactive, means for effecting a service application of the brakes and normally held inactive, an electroresponsive device controlling said first means, an electroresponsive device controlling said second-named means, a normally closed circuit including said firstdevice, a normally open circuit including said second device, and means for opening said first circuit and closing said second circuit under certain conditions whereby the first device will be denergized and the second device energized. i

1. 1n train stopping apparatus, means r01 7 closed circuit including said first device, a normally open circuit including said second 2. In train stopping apparatus, means for for eflecting a service application of the brakes'and normally held inactive, an electroresponsive device controlling said first means, an electroresponsive device controlling said second-named means, a normally device, and means for opening said first cir-' cuit and maintaining said second circuit open under certain conditions to effect an emergency application of the brakes.

3. In train stopping apparatus, means for effecting an emergency application of the brakes and normally held inactive, means for effecting a service application of the brakes and normally held inactive, an electroresponsive device controlling said first means, an electroresponsive device controlling said second-named-means, a normally closed circuit including said first device, a normally open circuit including said second device, means for ppening said first circuit and closing said second circuit under certain conditions whereby the first device will be deenergized and the second device enengized, and means for opening said first circuit and maintaining said second circuit open under certain other conditions to effect an emergency application ofthe brakes.

4. In train stopping apparatus, means for effecting anemergency application of the brakes and normally held inactive, means for effecting a service application of the brakes and normally held inactive, an electroresponsive device controlling said first means, an electroresponsive device control ling said second-named means, a normally closed circuit including said first device, a normally open circuit including said second device, means for opening said first circuit and closing said second circuit under certain conditions whereby the first device will be deenergized and the second device energized, means for opening said first circuit and maintaining said second circuit open under certain other conditions to effect an emergency application of the brakes, and

signal lamps connected in circuit with said electroresponsive devices respectively to indicate the condition thereof.

In train stopping apparatus, means for effectingan emergency application of the brakes, means for effecting a service application of the brakes, an electroresponsive device controlling said first-named means.

7 an electroresponsive device controlling said second-named means,an electric circuit including said first device, an electric circuit including said second device, means holding said first circuit closed, and mean for actuating said last means to open said first ircuit and close said second-named circuit.

6. In train stoppingg apparatus, means for effecting an emergency application of the brakes, means for effecting a service application of the brakes, an electroresponsive device controlling said first-named means, an electroresponsive device controlling said second-named means, an electric circuit including said first device, an electric circuit including said second device, ineans holding said first circuit closed, means for actuating said last means to open said first circuit and close said second-named circuit, and signal lamps connected in circuit .with said device respectively to indicate the condition thereof.

. 7. In train stopping apparatus, means for effecting an emergency application ofthe brakes, means for effecting a service application of the brakes, an electroresponsive device controlling said first-named means,

an electroresponsive device controlling said second-named means, an electric circuit including said first devlce, an electric clrcuit including said second device, means controlling both of said circuits, an electroresponsive device holding said means normally in position to close said first circuit, a normally closed electric circuit including said last device, and a controlling switch in said last circuit and operable to open the latter.

8. In train stopping apparatus, means for including said second device, means control.)

ling both of said circuits, an electroresponrsive device holding said means normallyin position to close said first circuit. a normally closed electric circuit including" said last device, a controlling switch in said last circuit and operable to open the latter, and

a track instrument for actuating said switch to open the latter.

9. In train stopping apparatus, means for effecting an emergency application of the brakes, means for effecting a service application of the brakes, an electroresponsive device controlling said first-named means, an electroresponsive device controlling. said second-named means, an electric circuit including said first device, an electric circuit including said second device, means control ling both of said circuits, an electroresponsive device holding said means normally in position to close said first circuit,-a normally closed electric circuit including said last device, a controlling switch in said last circuit and operable to open the latter, a track instrument for actuating said switch to open the latter, and means for maintaining said last circuit closed irrespective of the opening of said switch under certaln conditions. 10, In train stopping apparatus, means for effecting an emergency application of the brakes, means for efi'ecting a, service ap plication of the brakes, an electroresponsive device, a controlling switch in said last circuit and operable to open the latter, a track instrument foractuating said switch to open the latter, means for maintaining said last circuit closed irrespective of the opening of said switch under certain conditions, and means for actuating said first-named means to open said first circuit in the event of grounding of the source of energy .of said last-mentioned circuit.

11. In train stopping apparatus, means for effecting an emer ency application of the brakes, means for e ecting a service application of the brakes, an electroresponsive de vice controlling said first-named means, an electroresponsive device controlling said second-named means, an electric circuit including said first device, an electric circuit including said second device, means controlling both of said circuits, an electroresponsive device holding said means normally in position to close said first circuit, a normally closed electric circuit including said last device, a controlling switch in said last circuit and operable to open the latter, a track instrument for actuating said switch to open the latter, means for maintaining said last circuit closed irrespective of the opening of said switch under certain conditions, and means for opening said second-named circuit at a point remote from the closing thereof by said means controlling the circuit, of

the first-mentioned device.

12. In train stopping apparatus, means for effecting an emergency application of the brakes and normally held inactive, means for efiecting a service application of the brakes and normally held inactive, an electroresponsive device controlling said first means, an electroresponsiv'e devlce controlling said second-named means, a normally closed circuit including said first device, a normally open circuit including said second device, means for opening said first circuit and closin said second circuit under certain conditions whereby the first device will be denergized and the second device energized, and means associated with each of said electroresponsive devices for cutting the latat/ates ter out of service and maintaining the particular brake controllingmeans in operated first-mentioned result, an electro-mechanical' device normally restraining said element .from operation, an electro-mechanical device for restraining the operation of said motor to cause said valve to effect the secondmentioned result, and means controlling said devices. i

14. In train stopping apparatus, a valve connected to the train line air pipe and operable to bleed the latter to bring about an emergency application of the brakes, means controlled from said valve to bring about a.

service application of the brakes, a fluid motor having an element adapted for operating said valve to eifect the first-mentioned result, said motor further having an element adapted for operating said valve to effect the second-mentioned result, means controlling said elements and means for cutting ofl communication between the main air reservoir and the train line air pipe in'the operation of said valve, 7

15. In train stopping apparatus, a valve connected to the train line air pipe and -operable to bleed the latter to bring about an emergency application of the brakes, means controlled from said valve to bring about a service application of the brakes, a fluid motor having an element adapted for operating said valve to effect the firstmentioned result, said motor further having an element'adapted for operating said valve to effect the second-mentioned result, means controlling said elements and speed-controlled .means for cutting off communication between the main air reservoir and the train lineair pipe in the operation of said valve.

16. In train stopping apparatus, the combination with the steam main of a locomotive, of a valve in said main, automatic means for effecting serviceand emergency applications of the brakes, and. a loose connection between said means and said valve whereby the latter will be uninfiuenced by said means in the operation thereof to service position and operated by said means to cut ofi'the flow of steam in the operation of said means to emergen y position.

17. In train stopping apparatus, the combination with the steam main'of a locomotive, of a valve in said main, automatic means for eflecting service and emergency applications of the brakes, a loose connective, of a valve in said main, automatic means for effectingservice and emergency applications of the brakes, a loos connection between said means and saidvalve whereby the latter will be uninfluenced by said means in the operation thereof to service position and operated bysaid means to cut off the flow of steam in the operation of said means to emergency position, and speed controlled means for operating said valve to cut down the flow of steam to the drive cylinders to the engine independently of said first means in the operation of said first means to service position.

19. In train stopping apparatus, the coinbination with the controlling element of a motor car, of automatic means for efiectin'g service and emergency applications of the brakes, and a loose connection between said means and said controlling element whereby the latter will be uninfluenced by said means in the operation thereof to service position and operated by. said means to cut off the propelling power of the motor car in the operation of said means to emergency position.

20.- In train stopping apparatus, the combination with the controlling element of a motor car, of automatic means for eflecting service and emergency applications of the brakes, a looseconnection between said means and said controlling element whereby the latter will be uninfluenced by said means in the operation thereof to service position and operated by said means to cut off the propelling' power of the motor car in the operation of said means to emergency position, and speed controlled means for operating said controller to out down the motive power of the car independently of said first-named means in the operation of said first-named means to'service position.

21. In train controlling apparatus, the

combination with the brake pipe, of a mechanism for establishing connection between the brake pipe and the atmosphere; said mechanism including a valve adapted to be operated by fluid pressure, a source of fluid supply for said valve, and means operative under certain conditions for establishing; connection between said source and said valve; said mechanism further including a speed controlled valve having connection withithe first-mentioned valve whereby said mechanism will be rendered inoperative below a predetermined speed. 22. In train controlling apparatus, the combination with the brake-pipe, and the fluid supply pipe, of a valve for establishing connection between saidbrake pipe and supply pipe, anda mechanism for establishing connection'between said brake pipe and the atmosphere, said mechanism including a valve adapted to be opened under'certain conditions of the trackWa-y of the train, and a valve controlled by the speed of the train; the first-mentioned valve having means whereby it will be closed in an operative condition of said mechanism and will be opened in an inoperative condition of said mechanism. 1

23. In train. stopping apparatus, means for effecting a service application of the brakes, and an emergency application of the brakes, means acting normally to actuate said first means to emergency position, means holding said second means normally against operation and adapted to release the same, and means adapted to check the operation of said secOnd na-med means upon the release 0? said holding means to hold said. first means in service position.

24. In train stopping apparatus, means for effecting a service application of the brakes, and an emergency application of ,the brakes, means acting normally to actuate said first means to emergency position,

means holding said second means normally against operation and adapted to release the same, means adapted to check the operation of said second-named means upon the release of said holding means to hold said first means in service. position, and eloctroresponsive devices controlling said second, and last-named means respectively.

25. In train stopping apparatus, means for effecting a service application of the brakes, and anemergency application of the brakes, means acting normally to actuate sa1d first means to emergency position, means holding said second means normally against operation and adapted to release the same, means adapted to check the operation of said second-named means upon the release of said holding means to hold said first means in service posltion, electroresponsive devices controllmg said second and is traveling above a predetermined speed to tit) tion, a. fluid motor holding said first motor normally againstoperation and adapted to release the same, and a fluid motor adapted to check the operation of said first motor 'upon the releaseof the same by said holding a fluid motor holdingsaid first motor normally against operation and adapted to release the. same, a fluid motor adapted to check the operation of said first motor upon the release of the same by said holding motor to hold said first-named means in service position, valves controlling said second andlast-named motors respectively, and electroresponsive devices controlling said Valves.

28. In train stopping apparatus, the combination with the brake pipe, means for e s tablishing communication between said pipe and theatmosphere, a speed controlled valve controlling communication between said means and plpe and operable when the train establish communication between said pipe and means, and means controlling communication between said brake pipe and said speed controlled valve and operable to open position under conditions other than speed whereby the pressure in the brake pipe may be reduced when said first means is open;

29. In train controlling apparatus, the combination with the brake pipe and supply pipe of a valve connected to said pipes and normally operable to charge said brake pipe, a second valve connected to said brake pipe, means operable under certain conditions to actuate said second valve to produce an emergency application of the brakes, means operable under other conditions to actuate said second valve to produce a service application of the brakes, and means connected to said second valve whereby when one of said applications of the brakes is produced the first mentioned valve will be rendered inoperable to charge the brake pipe.

30. In train controlling apparatus, the combination with the brake pipe and supply inmate pipe of a valve connected to said pipes and normally operable to charge sald brake p pe, a second valve connected to said brake plpe,

means operable under certain conditions to actuate said second valve to produce an emergency application of the brakes, means operable under other conditions to actuate said second valve to produce a service application of the brakes, means connected to said second valve whereby when one of said applications of the brakes is produced the first mentioned valve will be rendered inoperable to charge the brake pipe, andspeed-controlled means governing the operation of said second valve to produce a service application of the brakes.

last mentioned means to prevent operation of said mechanism.

32. In train stopping apparatus, means adapted for eflectinga service application of the brakes in one position and adapted for effecting an emergency application of the brakes in another position andmeans tending normally to actuate said first means to emergency position; means holding said sec- 0nd means normally against operation and adapted to release the same, and means adapted to check the operation of said second-named means upon the release of said holding means to hold said firstmneansiin service position; said first-mentioned means including a device adapted to be controlled by the speed of the train to render said firstmentioned means inoperative at certain speeds. 1

In testimony whereof I afiix my signature in presence of two Witnesses.

DANIEL HERBERT SCHWEI/ER. Witnesses:

CHAS. B. BRUNNER, A. E. Cans.