US1524260A - Train-stopping device - Google Patents

Description

Jan, 27, 19252 J. W. KING TRAIN STOPPING DEVICE 3 Sheets-Sheet l Filed Dec. 16, 1922 l l l l|||||||||| 3 Sheds-Sheet 2 J. W. KING TRAIN STOPPING DEVICE Filed Dec. 16, 1922 Jan, 27, 1925.

Jan. 27, 1925. 1,524,260-

J. w. KING TRAIN STOPPING DEVICE Filed Dec. le, 1922 :ssheet's-sheet s Patented Jan. 27, i925o JOHN w. KING, or sYRiicUsE, NEW YORK.

i TRAIN-STOPPING DEVICE.

, Application filed December i6, 1922. Serial No. 607,382.

To all 'whom t may concern Be it known that I, JOHN W'. KING, a citizen of the United States of America, residing at Syracuse, Onondaga. County, State of New York, have invented cer-tain new and usetul Improvements in Train- Stopping Devices, of which the following is a specification.

This invent-ion relates to improvements in train stopping devices, and has for its object to provide novel, simple and effective means for positively stopping a train whenever the engineer fails to see or heed the usual stop and danger signals which are located at intervals along the right of way. .ik particular object is to effect the stopping ot trains loy the application of the wellknown air-brakes, wherein the setting of the bra-kes is accomplished loy a combination of agencies over which the engineer has no control. A further object is to provide automatic means for closing the throttle through a reduction of the main reservoir pressure, which is eiilected simultaneously with the drawing-oft oil the train-line pressure. further object is to provide a novel track device, wl'iieh may be operatively connected with and controlled entirely hy certain of the semaphores which are usually disposed adjacent the railroad tracks. And a further object is toI generally improve, simplify and rende-r more positive and automatic train stopping' devices of the class.

l attain these objects by the means set 'forth in the detailed description which follows, and as illustrated by the accompanying drawings, in which- 1 Figure l is an outline side elevation Vof a locomotive to which my improvement is applied. Fig. 2k is a top-plan view of' the saine. Fig. 3 `is a fragmentary plan view ot a railroad to which the track devices are applied'. Fig. l is a central vertical section, taken on line' 4 1 of 3; showing hy full and dotted lines the operated and idle positions of the knifev which severs the several air lines. Fig. 5 is a front end view of the locon'iotifve; showing the track and pilot attachments. Fig. 6 is a. detached top plan view ofthe knife' support. Fig. 7 is a side' view of the` same. Fig. 8 is a broken outline view of pilotgshowing a modiiication ot air' line supportingrmeans. Fig. 9 is a centralyertical section taken on line of Fig. 8: p Fig. 1'0 is al .diagrammatic View @it a triple-valve, an ail reservoir and the cylinder which closes the throttle. Fig. 1l is a side view of a. locomotive pilot; showing a modified application oi the track and pilot attachments. iand Fig. 12 is a itront end view oi? the same.

ln the drawings, 2 represents generally the loco/motive, 3 is the pilot, 3 the deck. and 3 the beam of the pilot. l represents the lever which operates the throttle-valve (not shown) which is usually disposed in the dome 2 of the engine boiler. @ther parts oi' the locomotivey which are not material to the operation of my improvement will be omitted from this description. Aside from the throttle lever, the only parts usually carried by locomotives that enter into the scheme or relationship of the present invention, are the certain instrumentalities included in the air-brake system, which comprise the train-line 5, by means of which the loraizes are set and released, the `main reservoir 5', which is usually carried by the engine and which is charged with an air pressure of higher tension than the trainline, and the engineers valvea, by which he controls they brakes and other air attachments. The air pressure is usually supplied hy' a well-known compressor, which is not shown.

The trains of practically all the railroads in this country, are operated hy what is known as the semaphore system of signals, the semaphores being located permanently at vsuitable intervals alongside the righ-ts of way, and are usually operated hy signalmen who are stationed near the semaphores. its a rule, these seniaphores have diierent significations. as for example, the caution signals, and the stop signals. The. present invention is intended to operate in connection with the stop signals, and is in no wiseconnected with or controlled hy the other semaphores. Semaphores and signal towers are so well known and understood that" it isvnotdeemed necessary to show either of these parts in the present casey.

The primary object of theV present invention is to effect the stopping of trains, in cases where the engineer, for any reason, runs hy, or attempts to run by, a semaphore that has been set fora stop by the opening and exhausting of the air-pressure earried by the train-line 5. This is accomplished hy the cutting oi? the train-line, rather than bythe Operation of valves, coupport the body 7 of the track device, by means of similar beams or bars 7 which extend from one tie to the other and are rigdly held in place b y bolts 7a. rlhe body 7 is preferably made of durable metal and has similar spaced lugs 7b, which project 4horizontally from the opposite sides and receive the medial portions of the bars 7 At one end the body 7 has a horizontal tiange 7c, which rests upon and is secured to the adjacent tie 6 by bolts 6a. The opposite ends of the bars 7 comprise upwardly facing shallow channels which receive the bottom sides of the ties 6. The single moving part of the track device consists of a knife-like lever 7 d, which is vertically movablev in a groove 7e, the said knife being pivotally supported in said groove by a shaft 7i, which may extend laterally beyond the rail 6 and conneet in a well-known manner with the 1nechanism which operates a nearby semaphhore (not shown). The knife 7d, in Figs. 3 and et, is reversed as compared with Figs. l and 2, and the train accordingly moves in the direction indie-ated by the arrow in Fig. 4. The full line-s in certain of the views show the knife 74 in operative position ready to perform its work, the dotted lines in the saine views showing the knife in the idle or released position. The lower end of the knife 7d is provided with a tooth 7X, which engages a` stop-pin 7i' whenever the knife is Vswung upwardly, for absorbing more or less of the strain when the knife is struck by any object moving in the direction of the arrow in Fig. 4t.

'leferring to 1.2 and 5 the parts of my train stopping mechanism carried by the locomotive will now be described: 8 represents a shoe or part, which is preferably made of wrought metal and mounted upon the pilot 3, and whose free end preferably projects some distance beyond the nose of the pilot, as best seen in Figs. l and 2. The shoe '8 is provided with rearwardly extending' arms 8 and 8, which are respectively made rigid to the central and lateral margins of the pilot by bolts 8b. The forward end of the shoe is forked and the arms 8 are preferably spaced sufficiently to form a clear passage of the knife 7d when the pilot and shoe sway laterally bythe usual rollingmotion of the locomotive, and the tips of the arms 8 are pref-- erably flared, as shown in Fig. 2, for guid ing the knife into the crotch of the fork in case the swaying of the pilot is greater than the normal breadth of the fork. The arms 1'" of the shoe are correspondiugly perforated, as at S to receive similar lengths or sections ol rubber or other suitable hose 9 9 and il, which in the present case comprise the dead ends of the train pipe 5, a main reservoir pipe 5', and a pipe l0 which supplies a reduced pressure obtained from the main reservoir to an auxiliany reservoir l0. The several pipes and the corresponding hose sections may be conveniently connected by means of similar elbows 9b. The hose 9, 9, 9a have their free ends closed by plugs 9C, which may be provided with the usual means for draining (not` shown). The hose sections are disposed directly in the path of the knife 7, so that all may be severed by the relatively sharp cutting edge of the knife, for drawing oil the air from the train-line and the main reservoir, as well as for exhausting the air from the line which supplies the auxiliary reservoir l0.

In order to lessen the strain on the knife. 7d, during the hose cutting operation, the three hose are preferably disposed in .1 plane that inclines rearwardly, as best seen in Fig. l. Innnediately after the hose are cut, the knife 7d encounters a depending angular guard or deflector Sd (see Fig. 2), which first effects a partial twisting of the free top end of the knife and then bends it downwardly so that the pilot and other lov.' swung parts of the locomotive and cars may pass safely over the knife until the train comes to a stop. At every operation, the knives 7d are practically destroyed, and must be replaced by the signalmen or section crew, before another train can be stopped by the device. The engineer is supposed to carry a supply of the short hose sections for retitting the shoe S. as shown and described. lt is calculated that the expense and slight amount of labor of installing the knives and hose will be negligble, as compared with the usual loss resulting` from wreckage and damage suits which invariably follow when trains run by the stop signals uncontrolled.

lVhen the knife 7d first enters the slotI or fork of the Yshoe 8, it encounters and cuts the hose 9 that forms the dead-end of the pipe 10 which supplies the auxiliary reservoir 10 with the reduced pressure derived from the main reservoir and effects the closing` of the throttle, simultaneously with the setting of the brakes, by the cutting of the next hose 9. which opens the train-line .3. This opening of the train-line is only inY tended to effect. what is known as a heavy service application of the brakes, rather than as emergency application which might result. in damage to the rolling-stock.

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' mariano or trz'i'clts.' In order to effect this lighter application of the brakes, the bore of the pipe' S-should so be restricted as to limit the exhaust of the air, in a' well-known manner. rthe third hose' section to be cut by the knife 7d connects directly with the main reservoir 5 by means of a pipe 5C for drawing` ottl a certain amount of the pressure of saidl reservoir. The object of this latter reduction is to so lower the main reservoir pressure, that it will be impossible for the said pressure to feed through the eutrineers valve 5 into the train-line 5, and thereby prevent or prolong the stoppingy of the train.

lt is generally understood that whenever the train-line pressure of the brake system is reduced or exhausted by the aforesaidL servire application, that a trainl may be brought to a stop within certain limits of space or distance, and that under ordinary conditions an' engineer through the operation' of his bralre valve can repeatedly bring his train to a stop at practically the same point. ln every case when the engineer applies the brakes for effecting` a` service stop, he'releases the air gradually and intermittently, and in doing so, his valve 5a' temporarily shuts off any feed' of the main reservoir pressure through the` said valve, and he also shuts olf the feed from the compressor, which otherwise would immediately restore the lost pressure in the train-line. llut when the engineers valve is set in the running` position and it becomes necessary to stop a train without his rknowledge or assistante, or without the use of his valve (5d), it is necessary to either make an application tnat isl heavierv than the usual service reduction of the train-line, or elseV simul taueously reduce the main reservoir pressure and also close the throttle, in order to positively an'd safely stop the train within. safe limits of distance by automatic means. To this end l provide a mechanism for cl0singr the throttle valve, and also means for reducing; themain reservoir pressure simultaneously with the release of the air from the train-line. These secondary objects are accomplished by the following means: The

' throttle lever l is pivoted at 4, and is pro vided with spring', controlled latch et, which engages a rack 1i", for holding` the saidy lever in any desired position. The Jthrottle closing' mechanism lcomprises a lever 11, which is pivoted at 11 to a guide 11, the said lever having' a longitudinal slot 11b, which is traversed by a pin 4 carrier by the latch 4H. The rocking' of the lever 11 on its pivot, as from the full' to the dotted line position in Fig'. 2, withdraws the latch ll from the teeth of the rack lb and allows the throttle leverV l to be swung' on its pivot, as from the full line or open position, to the dotted line or closed position shown in Fit'. Q. The rocking of the lever 11 is effected by a block or striker 12, which is mounted on the free end of a rod 12', which in turn is attached to and is operated by a piston 'lathat is reciprocatable in. a cylinder 12h, the` said piston being moved in the directionV for operating the lever 11, by the charging of said cylinder with air pressure that may be derived from the auxiliary res ervoir 10. As the pressure required to re lease the lever 1l and effect the closing` of thethrottle valve may be of lower tension than the normal pressure of the main reservoir 5', the latter pressure is accordingly reduced, to say 3() lbs., by means of a reducing' Yalve 13. As reducing,r valves of the class are well-known and understood, the valve 13 will not be shown or described in detail. This reduced pressure is carried from the valve 13 to the hose 9 by the pipe 10, and by the same pipe to a fitting 141, which in the present case, is preferably the common and well-known triple-valve, which forms a part of the air-brake equipment of every railway car. ln Fig'. 10 I have shown the triple-valve in vertical section. The reduced pressure from the main reservoir cnters the triple at 14: and passes to a chainber 14a, in which is disposed a piston 14", which the pressure' forces and holds in the position shown and` means of a small bypass or duct 14C, the said pressure escapes past the piston 149 into a chamber 14d, and from that chamber into thel auxiliary reservoir 10, thereby equalizing the" pressure in the two chambers 14k-14d. The chamber 14d is tapped by a passage 14e, to which is connected a pipe 12, which conducts the air to the cylinder 12". As long as the pressure in chambers 14a-14d is equal, a slide-valve lii-f closes the passage 141e and prevents the charging' of the cylinder' 12b. Vlhen, however, the pressure in chamber 14;" is reduced, as by severing; the hose 9, the pressure carried by the auxiliary reservoir 10 forces the piston 14" downwardly, opens the passage 14, and allows the pressure from the reservoir 10 to` tiow into cylinder 12b, for efliect4 inn` the closing' of the throttle, as desc 'ibed Then the pressure from the main reservoir to the triple 141; is again restored, the piston 14d and valve l-f are reversed. which effects the exhausting' of the air from the cylinder 12b, t'l'irough a port 14X of the triple, in a well-lrnown manner. After the cylinder 12b is relieved of pressure, a spring 12e reverses the piston and the throttle lever 4 may again be manipulated in the usual manner, for opening' and closing' the throttle. rlhe cutting; of the hose 9T, which taps the main reservoir 5', is necessary in order to effect the reduction of the high tension pressure in said reservoir corresponding to the reduction in the traindine 5, and therefore prevent any tendency of the reserve pressure A from feeding through the brake valve 5,

splitting the nose of the pilot 3, for proered the hoseyas described.

viding a clear openingr or path 3c, for the passage of the knife 7d. The points 3d of the pilot frame are flared, like the arms Se, for ,guiding the knife into the passage 3C. At the rear of the points 3d, the passage 3c, is formed by spaced arms 15 of a guard 15, whose vertical walls are correspondingly perforated to receive the several hose sections 9 9-9 which perform the same functions as the hose shown in Figs. 1, 2 and 5. VRearwardly of the hose, the guard 15 curves laterally, for the purpose of bendingr the knife 7d immediately after it has sev- The location of the track device including` the knife 7d, for this modified structure, is identical to that shown in Figs. 1. 2, 3, 4 and 5.

Figs. 11 and 12 illustrate still another modification, in which the track device which support the knife 7d is disposed outside of the rails 6, and the hose supporting parts are shown mounted on one end of the pilot beam 3a. A description of the latter parts follows: 16 represents a forked bracket or part, which is disposed vertically and depends from the front face of the pilot beam 3, to which it is secured by bolts 16. The top end of the bracket 16 has a flange 16a, which rests upon the top face of the beam. rThe bracket 16 is preferably dis*- posed just outside of the lateral margin of the pilot 3, which positions the forked lower-end well outside of the adjacent rail G. The spaced arms 1Gb of the member 16 are perforated to receive the horizontally disposed hose 9-9-9-, which form the dead-ends of the air pipes 5, 5c and 10', as in the other views. The hose carried by the bracket 16, are preferably disposed in a vertical tier, so that the knife 7d, when raised to the operative position, as shown, will cut the three Vhose simultaneously, for effecting` the setting of the brakes. the closing of the throttle, and for reducing the main reservoir pressure, as described. The knife 7d and its support are intended to be the same in all respects. as hereinbefore shown and described, and the'knife is intended to be operated by a similar shaft 7, which may also be controlled by suitable connections with a semaphore (not shown). Owing tothe fact that the knife 71 is shown located rather close to the rail 6, in order to prevent possiblel injury to other parts of the train, the knife is arranged to encounter a deflector 17, which serves to bend the free end of the knife outwardly and downwardly as shown by the dotted lines in Fig. 12 immediately following the cutting' of the hose. This practically destroys the knife` as well as the three hose and they must be replaced by new ones, before another train may be stopped by the automatic action of the device.

The cutting edge of the knife 7 is pret erably not only sharpened but is also pro-l vided with saw-like teeth; in order that the knife may have, not only a cutting action, but also a sawelike action upon the hose 9, 9-9a.

lhile I have shown and described my invention as applied to the front end of a locomotive, it is obvious that the invention mayY also be applied to the rear end of the tender of a locomotive so as to operate when the locomotive is running lnickwardly. But it is not essential that the severable sections be arranged at the extreme front or rearward end of the locomotive or tender, for in some instances it may be advantageous to position the hose at any point along the side of the locomotive or tender and to sever them by means secured to the crossties outside the rails, as shown in Figures 11 and 12.

It is also obvious that in the embodiment of the invention shown in Figs. 11 and 12, the knife 7d may be disposed at a greater distance outside of the rails 6 than as shown in said figures and the forked bracket or part 16 which carries the hose 9, 9', 9 may be mounted a corresponding distance further out toward the end of the pilot beam 3a in order that the knife 7d may be clear of any part of the equipment passintr over the rails. In such case. since the knife 7d cannot possibly come into contact with any part of the equipment, except the hose 9, 9', 9, it will be unnecessary to bend the free end of the knife outwardly and downwardly and the deflector 17 may accord ingly be dispensed with.

The invention has been shown and described as applied to a steam locomotive wherein the steam throttle to the cylinders is controlled by the air actuated piston 12 working in the cylinder 12". Where the de vice is applied to an electric locomotive the piston 12a and associated parts may be made to actuate the switch which controls the supply of electric current to the locomotive.

l-lavingl,l thus described my invention, what I claim isz* 1. In a train stoppingA device, the combination with the train pipe and main reservoir of the air brake system carried by a locomotive, a conduit leading from the main naar aco reservoir to any convenient point, a severable hose connected to said conduit at said point, a second severable hose adjacent said point communicating with the train pipe, and a track device comprising a body fixedly secured to the cross-ties and including a knife-like member movable with respect to said body and arranged to be raised in the path ot both hose when the locomotive is signaled to stop, for cutting said hose to release the pressure from said train pipe for setting the brakes, and for reducing the pressure in the main reservoir to prevent the latter pressure retarding the setting of the brakes.

2. The combination with an air brake system ot a locomotive, a source ot fluid pressure, an auxiliary reservoir and a train pipe communicating therewith, fluid pressure actuated throttle operating means, a conduit between said throttle operating means aid said auxiliary reservoir, a normally closed valve in said conduit, a iluid pressure actuated normally balanced valve for operating said normally closed valve, a second conduit communicating with said source of fluid pressure and said balanced valve to maintain pressure on said valve, a third conduit connor-.ted to said source of fluid pressure, severable sections forming a part of said secondiand .third conduits and the part ot said train pipe remote from said source ot fluid pressure, said second and third conduits and train pipe being normally closed beyond said severable sections, the latterI being arranged for engagement by a track device, and a track device projectable into the path ot said sections, tor severing them.

3. The'combination with an air brake system ol a locomotive, a source of fluid pressure, an auxiliary reservoir and a train pipe communicating therewith, fluid pressure actuated throttle operating means, a` conduit between said throttle operating means and said auxiliary reservoir, a normally closed valve in said conduit, a l'luid pressure actuated normally balanced valve 'for operating said normally closed valve, a second conduit communicating with said sourc of fluid pressure and said balanced valve to maintain pressure on said valve, pressure reducing means in said second conduit between said balanced valve and source of fluid pressure, a, third conduit connected to said source ot fluid pressure, sever-able sections :l'orlning ay part ol said second and third con duits and the part ot said train pipe remote from said source oli fluid pressure, said second and third conduits and train pipe being normally closed beyond said severable sections, the latter being arranged for engage ment by a track device, and a track device projectable into the path of said sections, for severing them.

l?? naar ll. The con'ibiuatiou with the train-pipe of a locomotive, a source ot fluid pressure Jior said pipe, and the cross ties ot a railroad track, ot a shoe mounted on the pilot ot the locomotive, said shoe comprising a 'fork which disposed ahead ot the nose of the pilot, a hose torn'iing the dead-end of the train-pipe disposed across the torlr ot said shoe, a knife pivotally supported by the cross ties adapted to be swung upwardly into vertical position Ytor cutting said hose -lor releasing the air pressure from said pipe, means for bending said knife bel'ore the pilot ot the moving locomotive contacts with the knife, and means itor raising and lowering said knife.

5. The combination with the air bralre trainpipe carried by a locomotive, a source oi" iuid pressure, and a railroad traclr including the cross ot a hose mounted on the toi-ward end olf the train-pipe adjacent the pilot, a shoe rigidly supported by the pilot, the said shoe comprising a tori; whose arms are 'orrespondingly perforated to receive and support said hose, a body rigidly supported by one or more ol the cross ties, a imite-lilac lever pivoted in said body and movable in a vertical plane, said lever adapted when idle to be disposed horizontally for allowing trains to pass over it, said lrni'l'e adapted to be raised to the vertical position directly in the path oit said tOrlr, for cutting said hose and releasing the air pressure from said train-pipe whenever the engineer disregards certain signals.

G. ln a train stopping device, the coinbination with the throttle operating lever, the pilot ot a locomotive, and the air brake system including the main reservoir, the train-pipe and an auxiliary reservoir connected with the main reservoir, ot separate pipes carrying lluid pressure 'from said train-pi pe, said main reservoir and said auxiliary reservoir towards the pilot, hose sections connected with the forward ends of said pipes, said hose sections extending at right angles to the railway tracks, a track device comprising a imite-like lever pivotally supported by the cross ties at a predetermined point on the road where the locomotive is to stop, said imite adapted to be raised up vertically in the path of said hose for cutting said hose and releasing the pressure 'from said pipes in case the engineer disregards a stop signal.

7. ln a train stopping device, the combination with the throttle operating lever and the pilot oi a locomotive, and the main reservoir and an auxiliary reservoir connected with the air brake system, of a pipe carrying the air pressure from the main reser- Voir towards the pilot, a pipe carrying a reduced pressure derived trom the main reservoir t0 the auxiliary reservoir and also t; i cite,

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to the pilot, a hose connected to and forming the dead end ot said pipe, said hose supported by the pilot and extending transversel 'across the )ilot a track device comrand releasing theair pressure from said pipes 't'or closing the throttle and stopping` the lrr'oniotive.

Y8. ln a train stopping device, the com'- bination with the train-pipe and the main reservoir or the air brake system carried by a locon'iotive and the locomotive pilot, of a hose carried by the pilot and connected with a pipe leading from the main reservoir, a hose carried by the pilot and connecting with the train-pipe, a track device comprising a body supported by one or more of the cross ties ot' a railroad at a point corresponding to a semaphore or other fixed signal, a knife-like lever pivoted to said body and arranged to be raised up vertically in the path of said hose whenever the locomotive is signalled to stop, adapted to cut said hose for releasing the pressure from the train-pipe for setting the brakes, and for reducing the pressure in the main reservoir for preventing the latter pressure from retarding the setting the brakes.

9. The combination with a locomotive having a pilot, a throttle lever, and an airbrake train-pipe extending towards the pilot, ot a shoe mounted on the pilot, a plural- .ity of air hose supported by said shoe one ot said hose forming the dead end of said train-pipe, a main reservoir containing fluid pressure, a pipe extending trom said reservoir to said pilot and supporting one of said hose, an auxiliary reservoir adapted to be charged with a reduced pressure derived from' the main reservoir, a pipe extending from said auxiliary reservoir to the pilot and supporting one otl said hose, meansoperated by fluid pressure derived from said auxiliary reservoir itorl closing the throttle lever, a track device comprising a body rigidly secured to one or more of the Vcross ties, and a knife pivoted to said body adapted to be raised up vertically in the said train-pipe and said main reservoir for effecting the operation of the throttle lever closing means.

l0. In a train stopping device the com bination with the throttle lever and the pilot of a locomotive, and the main reservoir, train-pipe and an auxiliary reservoir comprising parts of the air brake system thereof, ot a plurality of pipes for carrying the fluid pressure of said air brake system fori'zrd towards the pilot, a hose section mounted on the forward end ot each of said pipes said hose extending at right angles to the direction ot' travel ot the locomotive, a track device comprising a body rigidly mounted on one or more of the cross ties of the road, a knife-like lever pivoted to said body adapted to be raised up vertically in the path ot said hose lor severing said hose and releasing the air pressure from' said pipes for setting the brakes and for closing the` throttle lever whenever the locomotive is driven past :i predetermined point on the road.

ll. ln a train stopping device the combination with a locomotive having a pilot and a throttle lever, an air brake trainipe and a main reservoir, ot a shoe mounte( ,on said pilot, a plurality ol similar hose seetions supported by said shoe and extending transversely of the tracks, one of said hose sections connected with and forming the dead-end oit the train-pipe, the other hose respectively forming the dead ends of pipes connected with the main and auxiliary reservoirs, means connecting the main reservoir with the auxiliary reservoir for supplying the latter with a reduced pressure, a cylinder receiving said reduced` fluid pressure from the auxiliary reservoir having a piston adapted to operate the throttle lever whenever said oylinder receives a charge ot lluid pressure lrom the auxiliary reservoir, a triple valve interposed between said reservoirs for controlling the tlow ot' the luid pressure to said cylinder, a track device comprising a lever pivotally mounted on the cross ties of the track, means for positioning said lever in the path of said hose whereby the movement of the locomotive past a given point ell'ects the severing of the several hose for setting the brakes and closing the throttle.

1n testimony whereof I have hereunto set my hand.

JOHN W. KING.

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