US881706A - Automatic stop for railway-vehicles. - Google Patents

Description

J. H. K. MQGOLLUM.

AUTOMATIC STOP FOR RAILWAY VEHICLES.

ARPLIOATION FILED MAR. 30, 1907.

PATENTED MAR. 10, 1908.

6 SHEETS-SHEET 1.

"w itzzesses.

In rim/Z01.

Non 881,706. PATENTED MAR. 10, 1908.

J. H.- K. MoOOLLUM.

AUTOMATIC STOP FOR RAILWAY VEHICLES.

PLI T N'IILED MA. AP 0A I0 B so 1907 HHEETMBHBBT 2 P I9 I E n Nol 881,706. 'PATENTED MAR. 10, 1903. J. H. K MOGOLLUM.

AUTOMATIC STOP FOR RAILWAY VEHICLES.

PPLIO TION FILED MAB. A A 30 1907 6 BHEETS-SHEBT 3.

PERI/ll SSH/E Asabnur:

"fl/vases 81'7 -PATYENTED AR.1o'-19o". 8 06 J; H. K MoGOLLUMr M1 AUTbMA'PIG STOP FOR RAILWAY VEHICLES.

APPLIOAIIQH mum nu. 80.1901.

Ill

UNITED. sTArEs PATENT OFFICE.

JAMES HARRY KEIGHLY McCOLLUM, or roRoN'ro, ONTARIO, CANADA.

AUTOMATIC STOP FOR RAILWAY-VEHICLES.

. Specification of Letters Patent.

Patented March, 10, 1908 Application filed March 30,1907. Serial'No. 865,544.

To all whom, it may. concern:

Be it known that I, JAMES HARRY KEIGHLY IMoCoLLUM, a subject of the Kin of Great Britain, resident of the city of I the county of 'York, Province of Ontario, in

'foronto; in

the Dominion of Canada, have invented certainnew and useful Improvements in Automatic Stops for Railway-Vehicles, of which the following is a specification. g "The invention relates to improvements in automatic stops for'railwa'y vehicles as de- Q scribed in the present specificationand shown yin the accompanying drawings that form 1 part ofthe same.

The -'n'vention consists essentially of the novel arrangement and construction of parts 4 whereby a lever is operated by an obstruct:

ingmember inthe passage of the vehicle and the arresting. mechanism applied during the disarrangement of said lever.

The ob'ects of the invention are to eliminatethe anger of accidents happening from the inattention of an engineer incharge of the vehicle, and toppro'videra sim lo and automaticmeans of stoppin the ve icle in which the parts overmng t e operation of.

the arresting. mec a danger osition; r 7

In the rawings Figure 1 is a diagrammaticview showing an electric means ofgoverning anism will be normally-in the controlling mechanism of the striker plate. Fig.2 is' a perspective detail-of the striker plate and' lever andvalve mechanism showing aportion of-thecab of a locomotive and the'supporting pole and frame for the striker late. Fig. 3 is an enlarged sectional detail s owing a mechanical means of operating the striker plate.

striker plate. Fig. 6-.is a detail of a striker plate showing a manual means of operation.

ig. 7 is a detailof'a striker plate showing. an

electric means of operation. Fig. 8 is an en-.

larged per'spective view showing the valve for'controlling the brake mechamsm and the mechanism controlling said valveon the view of the main valve through the lineCD' in Fig. 8. Fig. ;12 is a reduced cross sectionalview of the main valve through the line EF I vehicle in horizontal section. Fig. 9 is aside elevation of the rotary latch mechanism shown in Fig. 8. Fig.'10isa reduced endelevation of the main valve illustrated in Fig. 8. Fig. ll'isia'reduced cross sectional Fig. 4 is a cross. f section through-the line AB in Fig. 3. Fig. [5 is an enlargedjdetail showing a doub e in Fig. 8. Fig. 13 is a plan view showing the other of the valves illustrated in Fig. 13 and showing the pipe connection to the pipe connections in Fig. 13 broken away. Fig. 15 is a longitudinal sectional view of the cylinders and pistons em loyed in governing the exe .haust-through t e main valve aforesaid and showing'apipe connection leading to the pipes illustrated in Fig. 13 broken away. Fig. 16 is .a plan view of the throttle lever mechanism lnthe cab and the cylinder controlling pipes illustrated 1n Fig. 13 broken away. ,ig. 17' is a plan view of the pipe connections and turn cocks showing the means employed for cutting out the manual and automatic control of the arresting mechanism in any.

one vehicle. Fig. 17 is a cross sectional view through the main cock shown in Fig.

the same, showing the pipe leading to the 17. I Fig. 18 is'a view showing a section of the cylinder employed for automatically closing the valves, and the valve indicators and the pipe connections to said indicators. Fig. 19 1s: a longitudinal sectional view of the cylinders and pistons similarto those shown in Fig. 14 for governing the direction of the flow of the expansile fluid to one or' other of thevalves illustratedin Fig. 13 and showing diagrammatically the electrical connections from an electrical vehicle controller to said cylinders for controlling the operation of the pistons in said cylinders. Fig. 20 is a diagrammatic sectional view showing a modified form of mechanism'for controlling the automatic brake controlling valve on the vehicle. 'Fig. 21'is a diagrammatic sectional view showing a further modified form of mechanism for controlling the automatic brake controlling valve on the vehicle. Fig.

'22 is a sectional perspective view of the .striking' lever secured to the spindle of an electric switch in place of being secured .to

the spindle of an air valve as illustrated in Fig. Fig. 23 is a-sideelevation of a portion of 'an electric car showingthemethod of supportingv the striking lever.. Fig. 24 is a' diagrammatic view of the operating parts of ;an'elec trogas operated semaphore and its electrical connections and the electric connectionsfor controlling the movement of the striker plate 0 )eratively connected .With said semaphore. 25 is a plan View of the valve mechanism illustrated. in Fig. 8 showchanical trip for the purpose 0 operating de-' vices within the vehicle passing along said railway line, and further, it is known to shut off the motive power and apply the brakes automatically in passing such trip contrivances, but climatic conditions have, as a general rule, seriously interfered with the continuous successful operation of the exosed parts of the venous devices, which liave been tested from time to time, and also complications have crept into the construc tion of the parts within the vehicle to render the said parts amenable to the vagaries of the exposed parts and to enable the engineer in charge of the vehicle to manually control and set in order the automatic arresting mechanism, and it is with a view of ovcrcoming the difliculties incident to climatic conditions and to devise an ap aratus which may be free from the interference of the engineer in charge and yet be of simple construction that the lever o )erating the valve or switch mechanism has been made to contact, en route, the plate normally in the position of danger and remain in the position to which it is turned by said plate, until rearranged after the ap lication of the brakes and the shutting oil 0 the motive power.

Referring to the drawings, 1 is a pole, from which extend the cross arms 2 and 3, the said cross arms being supported at the top of said pole by a suitable cross tree 4.

The pole 1 is arranged in an upright position by the side of a line of railwa preferably within a reasonable distance 0 asem'aphore signal, though it may be used for the semaphore signals in -itself, however, it is presumed for convenience in this description, that this pole, and many others of a similar construction, stand beside the railroad track at a distance from the usual semaphore signals sullicient to permit the stoppage of the vehicle after the ap )lication of the brakes, before the said vehicfe reaches the semaphore signal. In all likelihood, and particularly where there are two or more railwaytracks, the cross arms 2 and 3 will extend over said tracks into a cross tree supported by a pole at the other side of the tracks and even in single track railways, such construction. will probably be adopted for the sake of reliailit in the o eration of the apparatus and the owering o the maintenance charges.

5 is a bridge spanning the cross arms 2 and 3, the said cross arms extending through the holes 6 and 7 in said bridge.

8 and 9 arelegs de ending downwardly from the bridge 5 and preferably forming part therewith and of unequal length, the onger leg 8 having hinged to its lower end the striker plate 10. The striker plate 10 is referably a straight fiat strip of metal hav' mg the lugs 11 rojccting from its upper side intermediate 0' its length, said lugs having laterally arranged pivot holes theretln'ough.

12 is a base plate rigidly secured to or forming part with the lower end of the leg 9 and extending across to the leg 8 and fixedly secured thereto. 13 is a hole in said base plate 12, and 14 are slots therethrough directly over the lugs 1.1 in the horizontal position of the striker plate 10.

15 is a cylinder open at the upper end and mounted on the base plate 12 centrally over the hole 13. -The base plate 12 forms the head of said cylinder 15 and the hole 13 the inlet for the expansile fluid into said cylinder.

16 is a piston operating in the cylinder 15 and at the upper end thereof having the lugs 17 extending laterally therefrom. 18 are rods pivotally secured to the lugs, 7 at their upper ends and extending rlpwplrwardly,

through the slots 14 in the-base plat 12 to the striker plate 10,-heing pii 'otallysecurcd to the lugs 11 from the upper side of said striker plate. 'lheslots M are of proper di.- mensions to permit a certain swing of the rods 18 to accommodate the different positions of the striker plate 10. 19 is a hood over said cylinder and piston and completely inclosin the same and having the flange 2O fixedly bolted to the base plate 12.

21 is a pipe connected atone end to an expansile fluid supply and at the other end to the inlet ]3, so that on turning on the expansile fluid from. the supply through said pipe, the piston 16 will rise in the cylinder 15 and through the connection with the striker plate 10 by the rods 18 lift said striker plate to its upward position which is substantially horizontal or parallel with the base plate 12.

In Fig. 7 another manner of raising the striker plate 10 is shown, and in which 22 is a motor operating the gear wheel 23. 24 is a rack co-acting with the gear wheel 23 and directly connected to the striker plate 10, the said rack, or rod, forming part therewith, traveling upwardly and downwardly inv a slot 25 in said base plate 12, and lifting said striker ilate on the connection of said motor With tie source of electric power. The striker plate is lowered by its own weight or additional weight carried thereby, if necessary on the stoppage of the operation of the motor, the armature spinning in the reverse direction. 1.

In Fig. 6, the striker plate 10 is shown as lifted by a mechanism operated manually,

tion of the crank lever and-extends over suit- 10.

I scribed herein, to one of the le s of the'frame formed by the said bridgean the saidlegs, I

passin vehicle, the essential feature in this be a relief of. some kind to the lever'on its tric switch which may befautomatically or 'will in a l probability be the "electromagneti forming the. relay instrument in the usual semaphore mechanism having the operation with an automatic-semaphore the arm of g be adopted ofraising' and lowering it, but in order thatthe invention may be -more fully .what is considered the most stiitable for thepurpose, as the incline of the plate reduces pact of the striking lever.

b a t'e'rycirisaid cIosed;.Circu-it j ,34Kis a'cir cfiit lnorg'lally open connected tothe arma .tui'eoff ma net'SZFrand jt'Qtheterminal 33*.1v-Aih1'1it'ab e battery'iis" .iiicluded jin the eir'cuit 34, as also is the. relay? instrument 30,1

and in this fornuthe striker plate 10 is con-' nee-ted by the rods .26 pivotally secured to the lugs 11. through the hole 13 in the base plate 12 to a bell crank lever 27. The bell crank lever 2-7 is pivotally secured at its angle in a lug 28 projecting upwardly from the ass plate 12. A rod or chain 29 is pivotally. connected to the'extremity of the other seeable pulleys to any well known form'of lever situated in a station or switch house.

In anyof the forms of operating the strikerplate hereinbefore described, many modifications may bemade to suit existing conditions and in fact, any convenient means may comprehended three forms of construction have been set forth in detail in this specificationr Further, it must be "understood that the particular arrangement and form of the striker plate, hinged, as it is shown and deis not necessary in order to make this inven tion operative, fo'rthe inclined plate may be attached-in any suitable-Way to any suitable form of support above, beside or below the.

part 0 the invention being that there must striking. said plate, but the form shown is any deleterious shock Iiesulting'fromthe im 30 .is a relay 'instrurnent of any'suit able form and shown in Fig.1 assimplyan elecmanua'll operated, though this instrument of its parts governed by electr cal connection' with the-rai s bonded'in -blocks. V The application'of the device to. cooperate which is normally at the danger position, is v shown diagrammaticallyin F 1g. 24. In this view a block 3090f the rails is-shown',.. K The rails are bonded. together atone end 'of'the ture of the magnet 3.2 with Which-said armature I nakes contact on the cuttingoutof the semaphore. v The relay instrument; or switch 30 may also be, as reviously mentione'd, an ordinary knife switc installed ina station on switchv the primar circuit, is energized and operas I ates the .va ve 35 which controls .the supply of gas to the. cylinder 36' which operates the semaphore arm '37 and simultaneously closes the circuit 32 operating the electrical or mechanical means for liftlng the striker plate.

-'The systemof operating the semaphore is quite well known and "is. merely shown to illustrate the manner in which the striker plate maybe operated simultaneously with the semaphore arm. 7

It may be here explained, that when the danger semaphore is up the circuit 32 will be open and when the danger arm isdow'n and the road'clear the circuit 32 Will be closed, thus forming a closed circuit for operating the mechanism for lifting the striker plate 10. The striker plate in consequence of the closed circuit is lifted when the line is clear and whenthe line is not clear and the'-danger semaphore in view the circuit '32 is open and the striker plate 10 in its lower position.

. 33 is an electric battery in the circuit'32 though the said circuit may be energized 36 is a three way valve in the expansile -fiuid pipe 21 controlling the supply of fluid to the. .cylinde r 15, and having its stem 37 pivotally connected to-the armature 35, the' electrical pull-on said armature 35 operatingsaid valve and governing the supply of exipansile fiuid'to-said cylinder 15. v

The supply of expansile fluid for operating the'piston 16 in the cylinder 15 may be from the samesource, asthat used in the operation of the arms ofthe semaphore, and in all probability will be, though in many places a separate supply may he-installed.

In the event of the" expansile supplycoming from and in this connection it may-also be mentioned, that the valve governing the supply ofexpansile fluid to said cylinder may be 3'2, and this would necessitate another valve at the gexpansile fluid-tank operatively c0 n-' ;nected with the movingparts affecting the the semaphore installation, suitable pipes, of; course, will'be laid connecting the tank in said semaphore with the said cylinder 15,

house and manually operated to permit of the-passage of a train, as also a separate tank der :15.

In Fig. 5 a double striker plate is shown, to accommodate a train coming from either direction and is particularly suitable for a single track line, the only difference being that the striker plates are raised from their fnceting ends and one cylinder is sufficient for the of open, if'othcr means are 'used in applying the brakes than the escape of the air from the train line.

In order to more fully comprehend the nature of this invention I shall explain its operation, as confined to a steain railway train of a double track road, using the system of semaphores much in vogue, whereby the semaphores are automatically operated in the )assage of the train over rails bonded in blocks, through a relay instrument customarily placed in a suitable casing in connection with the rod mechanism for lifting and lowering the arms.

38 is an air valve rasing here shown mounte l on a suitable base 39 secured to the top of tihecab of a locomotive at one side thereof.

40 is a wall partitioning the interior of the casing 38 longitudinally into two compartments 41 and 42, the said wall having the )orts 43 therethrough and the said casing iaving the inlet 44 into the C()l]'1I)LItI]l0nt 41 and the outlet 45 from the compartment 42 and the bearings 46 in the heads thereof, the outer of-said bearings being suitably bushed and packed and the inner held tight by the valves. .47 is a spindle journaled in the bearings 46, and 48 is a striker lever fixedly secured to the end of said spindle projmrting beyond the outer head of said casing, the said striker lever having an outward offset 45) and terminating in the upright portion 50.

51 is a valve mounted on 'the spindle 47 and fixedly secured thereto and abutting the wall 40 in the chamber- 41. and closing the ports 43, the said valve having the ports 52 registering with the ports 43 on the rotation of the spindle 47.

53-is a valve mounted onthe spindle 47 and abutting the inner face of the outer wall of the chamber 42 and closing the exhaust port 54 through the outer wall of said chamer and having the port 55 registering with the port 54 in the normal position of the spindle 47 and consequently the upright position of the striker lever 48. ably keyed on the spindle 47- to insure its ro The valve 53 is suittation therewith and is held to the inner face of the outer wall by the spiral spring 56 encircling said spindlc between said valve and the partition wall 40. I

57 are lugs projecting from the outer face of the outer head of the valve casing 38 at- 58 is a rotary latchniounted on the spindle 47 to the outside of theinner head of the valve casing 38 and fixedly secured thereon and having the notches 59 and 60 cut in the rim portion thereof. The notches are separated at the one side of the latch by the short length of rim portion 61, and atthe other side by the longer length of rim portion 62 extending for substantially half the circumference around said latch.

63 is 'a latch bolt sliding in the bracket 64 fixedly secured to and extending from the inner head of the casing 38, said latch nor mally abutting the short length of rini 51.

65 is a latch bolt sliding in the bracket 66 fixedly secured and extending from the inner head of the casing 38, said latch normally abutting the )eriphcry of the longer length of rim (i2. T 1e latch bolt 63 has the forked outer end 67 and the latch bolt 65 has the forked end 68.

69 is a cylinder having the reduced end 70 and the inlets 71 and 72 leading through the side wall into the larger portion and reduced end of said cylinder respectively, and the orifices 73 and 74 leading through suitable connections into the reservoirs 75 and 76, and the opening 77 centrally arranged in the side wall thereof.

'78 pistons operating in the larger end of the cylinder 69, and 79 are pistons opcrating in the reduced end 70 of the cylinder 69. 80 is a piston rod fixedly secured to all of said pistons and having a longitudinally arranged central slot 8,] therethrough.

82 is a small orifice through the outer one of the pistons 78, and 83 is a small orifice through the enter one of the pistons 79.

S4 is a lever centrally pivoted to the side wall of the cylinder 69 in the opening 77 and having a longitudinal slot 85 at the outer end thereof, said lever at its inner end projecting through the slot 8]. in the piston rod 80.

86 is a pin extending across the forked end '67 of the latch bolt 63 and secured thereto extending through the longitudinal slot 85 at the outer end of the lever 84, consequently any movement of said piston will affect the position of the said' latch bolt 63 sliding in the bracket 66. y

87 is a pipe connecting the inlets 71 and 72 i to the train-line of the air brake mechanism and having intermediately arranged between the said inlets 71 and 72' the check vlave'88. L

It will be thus seen that through the continuous flow of air frornth train line into the cylinder 69, a constant pressure ismaintained 011 the pistons 78' and 79, that is to say, the air flowing through'the inlets Hand 72 into the space-between-the pistons '78fand 'into the space b'etween'thepistons 79, finds its way through-the orifices 82 "and '83 into *the'ends of the cylinder and into the r'es'erv'o'irs 75 and 76 respectively, the said reservoirs being used merely for the storing of the ance the pressure of the'airfonthe outer of the pistons 79 and exert a continuous thrust towards the reduced end 'ZO' of the cylinder 69, therefore the lever 84 pivoted the o'pen ing 77 will be' held in constant forward en- I gagement with the end of the latch bolti63 and retain the, said latch bolt in engagement I 'With the rotary latch 58 While the full pres sure of the train line remains intact. r i

The st riker plat'e"10'-is' normally, as .explained, in its lower position, and this posi tion is coincident with the'dangerposition of phore mechanism, which'a'lso closes the cir 'cuit 32 thus Opening the valve 36. This the semaphora; as the circuit 32connectin'g the lifting mechanism of said striker plate; is

constantly open as long as the I semaphore danger arm is' up; or the danger lights showing. On the approachofa tr aimtoward asemaphoref'with the line clear ahead, the- "danger arm is automatically lowered bythe action of the relay instrument ofthersemapermits theingress of gas or otherexpansile fluid from, say thes'em'aphore tank, to the" i I and through the connection of the said"pis-@ cylinder 15 and causes the piston 16- t'o rise,

ton with t e striker plate 10 lifts'the latter I to itsuprightposition, which is clear of the striker lever 518 on't'he ve'hi'cle in the passage of the said lever thereunder. In the event of the semaphore remaining 'inthe danger;

position, the circuit 3-2 will remain open and therefore the striker plate 10 Will not be lifted to its upper position, and if the em gineer of. the, train through inattention} should notregar dthe danger signal,'beforethe said train reaches the striker plate 10,

' which may be placed at a suitable distance from the semaphore, the striker lever 48 will come intocontactv with the inclined striker plate and thus be turnedffi'omj its'upright' position. The turning of the lever 48 from 51 and 53 and opens the-ports in the wall 40 and closes the port efgallowingthe escape ofair the traiii line, which immediately begins the application of the air brakes. It

will now be understood that when the striker lever :48 is turned; and consequently the spindle {17 the rotary latch 58, will rotate and permit. the latch bolt 63. to slide off the shorterlength-of rim 61 and, slide intov a .notch as has 'already'been explained. The

larger pistons 78, keeping a. constant for- 'wardthrust on the latch bolt, Will cause the latch 63wto engage the bed of: either of the notches 59 or 60 according to the. direction in which the said "striker lever is turned.

Thefturning of the spindle opens the, ports "43'by the rotation of the valve 51=With the saidspindleand the latch 63. temporarily locks the valve in its open position; The opening of theports-43 reduces :the pressure in the train line for the purpose of applying" the air brakes and coincidently reduces the pressure in the space between the pistons 78,

which allows the slow egress of air from the space behind the outer of the pistons 78, through the orifice 82 ,into the space between said pistons78, as, the air behind said pistons at'a higherpressure than' the air in the space between the said pistons 78 on the, reduction of the pressure in the train line, but

the 'air behind the outerzof the pistons '79 will-not be reduced inpressure on account of .the" intervening check valve 88 between the inlets 71 and 72. The higherpressure of an behindthe pistons 79-causes the said pistons and'piston rod 80 to move in the direction of the larger end of the cylinder, as soon as the pressure in w the. reservoir 75 has ,leaked through the orifice 82 and reduced 'suffic'iently to give the balance of power vto the reduced end. The reduction of pressure in thelarger end ot the cylinder is necessarily-slow -on. acco unt of the small size of the orifice 82 retarding the egress of the .air from'the end .ofthe cylinder, thereforethemovernent of the pistons is also slow. As the pistons',79

- are shoved u" to the end of the cylinder 69 the? latch bo t. 63 is withdrawn. from the notch 59 or 60 permitting the return of the rotary latch. .58"to its. normal position in order that the latchb'olt may again engage the shorter length of rim portion 61. I

' Anotherv and perhaps a more preferable,

certainly a more positive form of holding theval've 51 to its 0 en position, is shown in Fig.-' 20. In the eel 'Fig. 20, 89 is a vacuum pump of any suitable type, the parts .of which are not specifically set forth in this specification with theexception ofthe piston "rod extending through the head in 'the'casing of the said pump. The pump 89 is preferably installedunder the body of the vehicle in any-suitable place though in all likelihood I 'it would be in proximity .to a rotating axle. its upright position turns] he rotary'valves- 9Q is an {eccentric mounted on a rotating axle 91 of -vthe vehicle and having its encircling strap 92 pivotally connected by the eccentric rod 93 to the projecting end of the piston rod 94 of said pump, thereby insuring the operation of the said ump during the rotation of the said a e and the ceasing of the operation thereof on the stoppage of the vehicle. 95 is a pi e connected to the inlets of said pump to t e front and to the rear of the piston, and 96 is a pipe leading from the pipe95 and having a small intake hole 97 near the end thereof. 98 is a cylinder having an exhaust opening 99 through one endthereof connected to the pipe 96 and having constant communication with the pipe 95. 100 isa piston operating in the cylinder 98, and 101 is a piston ro extending from the piston 100 upwardly to.

the head of the said. cylinder. 102 is a lever centrally pivoted in any suitable -form of bracket or supported in proximity to the end of said c-yhnder 98 and pivotally connected to the outer end of the piston rod 101 at one end and at its other end to the latch bolt 63. 103 is a spiral spring inserted in the cylinder 98 between the end of the piston and the inlet 99 and exerting a continuous spring pressure against the said piston to withdraw the latch bolt 63 from engagement with the rotary latch 58. 104 is a c linder constructed precisely the same as t e cylinder 98 havingv the inlet 105 connected to the pipe 96, and having constant communication with the pi e 95 .and the vacuum pump 89. 106 is a ever similar tothe' lever 102, pivotally connected to the piston rod 107 operating in the cylinder 104' .and to the latch bolt 108. The latch bolt 108 is of similar construction to the latch bolt 63 and engages the periphery of the extending short length of rim 109 of a rotar latch 110 secured to the spindle 47. 111 is a spiral spring inserted in the cylinder 104 between the end of thepiston and the inlet 105 and exertin a constant s ring pressure against the said piston and iihe piston rod and holding the latch bolt 108 to its outermost position, so that the rotary latch 110 will be free to rotate.

In this form of construction, while the vehicle is in motionthe rotation of the axle onwhich the eccentric 90 mountedffwill insure the continuous action of the iston of the vacuum pump 89, and as the in ets to said vacuum pump are connected through the pipes 95 and 96 to'the cylinders 98 and 104, there will be a vacuum created throughout the lengths of said pi e and in the said cylinders between thee aust openings of the said cylinders and the pistons. The vacuum created in the cylinders 98 and 104 is sufficient to overcome the spring pressure against the said pistons and-thereby exert a constant pressure on the latch bolts 63 and 108, so that upon the rotation of the spindle 47 the latch boltswill be forced into the notches on the rotary latches and the valve 51 will be held in its open osition.- The length of rim portion 109 on t e latch 110 is'considerably shorter thanthe-leriigth of rim portion. 61 e of the latch 58 so that the striker lever 48 is moved, but a short distance, the latch 108 will. be ushed past the shoulder formed by the sai extending rim portion and prevent the valve 51 from being returned to 11381101- mal or closed position, and if the striker lever 48 is turned further, so that the short length of rim portion 61 of the latch 58 is turned beyond the end of the latch bolt 63, the said latch bolt will drop into either one of the notches 59' or 60, as has been previously described. If the striker-lever 48 .has been turned, so that the latch bolt 108 has 'dropped behind the shoulder formed by the length of rim portion 109 of the latch 110, but not enough to allow the latch bolt 63 to drop into either of the notches 59 or 60, an application of the-brakes will be made by the opening of i the valve'51 and as the speed of the vehicle decreases the actionof the vacuum ump 89 will necessarily be slower, there o're the vacuum created will be less than when the vehicle is traveling at a high rate of speed and continue to drop as the speed of the train decreases. The spr' 111 in the cylinder 104 is of a predetermmed strength, so that when the .vacuum in the cylinder 104 drops below a certain point, the spring will overcome the difference between the vacuum and the atmospheric (pressure to the other side of the piston an cause the said piston to move forwardly in the said cylinder, thereby latch be t 108. The latch 110 will then be free to move back to its normal position and consequently the valve 51 may be closed. The spring 103 in the cylinder 98 is considerably weaker than the springllll and will not release the latch 63,u'ntil t e vacuumpum has ceased to move and the pressure on bot sides of the iston 100 equalized. But when the'vehicle as come to a sto and the atmospheric pressure has leake through the orifice 97 in the pipe 96 to equalize the pressure on bothsides of the dpiston .100, the

sprin 103 will force-the sai piston forward with rawing the latch bolt 63 and allowing the latch 58 to be returned to normal. It will therefore be seen that with a governor in the formof a vacuum pump operatingas tiltin the lever 106-and withdrawing the described, a train traveling at an excessive rate of speed at a certain po nt one railway, say on approaching a dangerous curve, may have-its arresting mechanism operated, so that the-speed must be reduced to a certain predetermined rate before the engineermay release the arresting mechanism and increase his speed. This may be done by the introduction of a striker plate along the line of railway, the said striker late being set in such a position, that it wil turn the striker lever 48 a sufiicient distance to allow the latch bolt 108-to oerate, but will notturn the striker lever ar. enoughito allow the-latch bolt'63 to operate; c 1 X The arrangement of a spring of" a certain -predetermined":strength,in the cylinder- 98,

v to accomplish" the result hereinbefore -eX plained, makes it imperative for. the train'to' ':come to. a stop before the arrestingmechanism can bereleased and'the train again -'started.f. I I a Another lrnodified' 'form of holdingthe .-valve' 51 tfo-its open position is shown in- Fig.

In thesaid Fig. 21 112-is an air} pump of any suitable type operated from a'rotating zaxle-iinp a similar manner to-the vacuum pump 89. "113 is apipelconnected to the;

outlets of said pump to-the front and rear. of

' valve in its outer pos tion. The port 121 is connected to the main reservoir and the -'the piston, and 114'is a. pipe having communication withsaid pipe 1 13 and extending therefrom and having an exhaust opening 115 therein. 116 is a cylinder having aninlet-through one end-thereof connected to the -pipe114 and having constant communication with the pipe 113; 1171s 'a piston operating in' the cylinder 131-6.: 118 is a piston rod projecting outwardly from ,the' saidcylinder and carrying at its'outervend a" valve 1.19 sliding-in the reduced outer end 120 of the cylinder 116, the said reduced end having the ports 121 and'122 closed by said port 122 is connected to the cylinder 123.

' The construction of the cylinder 123 and the operating parts thereof is exactly similar to the cylinder 98, but inplace of-the spring 103 a spring 124 surrounding the piston rod,

between thehead of the cylinder and-the piston, 'exerts' a constant forward-pressure on the latch bolt 63. 125 is anexhaust port in the'reduced end 120 of the: piston 116 and communicating with the interior of-the cylinder 123 when the valve 119 is closing the port 121.' 126 is a spring surrounding the piston rod 118 in th eeylinder 116 andexerting aconstant spring pressure-between the outer end of said cylinder and the said piston and adapted to move the valve 119and openthe ports 121 and 122.

*very light in construction and the pressure The spring 126 is within the piston has to ber'educedto practically atmospheric pressure before .thesaid I spring Will cause the valve'119to open. 127 1 "is acylinder having the inlet endconnected.

with the pipe '114- and having-constant communication with the pipe 113'. The cylinder 127 and its. operating parts is precisely simi- ='lar to the cylinder 116 with the exception that the'spring 128 surrounding thepiston rodis much stronger thanthe spring 126.-

129 is'a cylinder precisely similar'to the v 'cylinder'123 and arranged to operate the latch bolt 108'. In this form. of-governor fan air pump continues pumping air through the pipes 113--and 114 and any'excess of pressure to a stop;

is allowedto eXha-u'stthrough the hole '115. :The' air flowing into the cylinders 1'16 and I 127exertsa constant forward pressure on the valve mechanism thereof, retaining said [valves in a:.closed position, and. on the slowing downof the trainand consequently the action of theair pump 112 to a certain predetermined speed, the spring 128 will over- I balance the pressure of air againstthe piston in the cylinder-127 and the valve will therefore be-opened allowing the; pressure of air I from'the main reservoir to enter. the cylinder 129 and consequently release the latch 108.

When thetrain hascome to a stop' and-all pressure leaked out of the'cylinder 116,. the spring. 126 will overbalance the pressure betweenthe piston and the inlet end ofthe cylinder and .cause the valve 119 to openand allow the ingress of air from. the main res'er voir to theIeylinder-123 thereby withdrawing the latch 63. It will-thus be seen that the working portions of the cylinders 116 and 123 may be accurately adjusted, so that the pressure of the spring 126 will hold the latch 63 into engagement with the rotary latch-58, until the vvehicle has come to a stop and immediateiy thereafter, the'latch is'automatically releasedallowing .the return of the valve 51 to it's normal position. The cylinders 1'27 and 129 and: their Working parts may beaccuratel-y adjusted so that an engine traveling I at ahigh-rateofl speed, \onapproaching a 'dangerouscurve or tressle or other dangerous.

place on-the line of railway, may; be absolutely-prevented from continuing at the said high speed by having a-suitable strikerplate arranged as, previously described. The. a1:- rangefment ofthe said striker plate will be.

such that the spindle 47 will be turned only so far as to allow the latch bolt 108 to engage the notch inv the rotary latch 110, therefore, it willbe seen that when the speed of the train has been reduced to the required rate,

and allow the valve 51 to be returned to its the latch bolt.108 will automatically release normal positionbefore'the train is brought I The means of holding thevalve 51 to its open position and the automatic means of releasing thev holding mechanism has been fully described, and it is now necessary to point out themanner in which the. said 47 the crank 130 is fixedly secured and ivotally connected by the rod 131-to the p unger rically arranged, and the wor 132 operating in an upright cylinder 133.

134 is an airinlet centrally arranged through'thebottom of the cylinder 131 and connected to the train line by the pipe 135, thus there is a constant upward pressure on the lunger132, retaining the crank 131 normal y in a vertical position and consequently the striker lever 48, and the rotary latches 58 and 110 in their normal osition.

136 is an indicator in the orm'of a pressure gage having the indicating hand 137 and the words Released and Appli ed diametthereacross, and adapted, on the continuous pressure of air thereinto from the cylinder 133 through the orifice 138 and the pipe 139, to retain the point of said handat the Word Released and on the exhaust of the air from the said indicator, through the. pipe 139 and the orifice 138 and the vertical port 140 made in the inner wall of the cylinder, to allow the said hand to turn and point to the word Applied. The port 140 is arranged in the i'Ifner wall ofthe. cylinder 123 towards the upper end thereof, while the orifice .138 is'ar'ranged about'midway of the height of said cylinder, registering with the lower end of the said port, consequently, as the plunger 132 is lowered, through the turning of the striker lever 48, the top of said plunger drops below the upper end of the port 140 and t e lower end below the mouth of the orifice 138 o ening into the cylinder therebeneath,

t ierefore, the passing ofthe plunger over the mouth of the orifice 138 cuts oil the flow of air from the cylinder 133 into the gage 136 and permits the exhaust from the gage through the ort 140 and out over the upper end of the p unger 132.

cylinder 133 and on this indicator, which is also in the form of a pressure gage, the words Released and "Applied are also Written and diametrically arranged, and the word Absolute thereacross. The hand 142is arranged to oint to the words Released and Applie res ectively on the inflow to and the outflow om the said indicator. The indicator 141 is connected to the cylinder 133 by the pipe 143, which leads to the orifice 144 in proximity to the lower end of the cylinder 133, the orifice 144 registering withthe lower end of the port 145 vertically arranged in the inner wall of. the cylinder 133.

Permissive Similarly the 1ndicator 141 is arranged in connection with .the

133 and allows, the air to exhaust from the indicator through the port 145 in precisely the same manner as described in connection with theoperation of the indicator 136 and sends the hand 142 around, so as to point to the word Applied.

In theturnmg of the striker lever 48 to make an application of the brakes there are three positions, the first and second only having been described. The operation of the plunger 132 in the cylinder 133 will return the ever 48 to its normal position from either of the three positions but gages have been shown only for the second and third position.

In the application of the brakes at the second osition ofthe striker lever 48, the latch bo t 63 is simply moved off the shorter lengths of rim 61 on to the bed of one or other of the notches 59 or 60 and coincidently the plunger 132 is forced downwardly .in' the cylinder 133, a ainst the constant air ressure therebeneat The brakes then eing applied the escape of air from the indicator 136 sends the hand of said indicator to point to the word Applied.

' Immediately following the mplicationof the brakes by the reduction oi pressure in the train line, the constant ressure of air, beneath the plunger :132 will iave the effect of forcing the said plunger upwardly. The plunger cannot 'move upwardly, of course, until the said latchbolt 63 has been withdrawn, through the actions of the withdrawing mechanism hereinbefore described, and

as has been before explained herein, the action of said withdrawing mechanism is gradual, a sufficient period of time being allowed to elapse to make a thorou h application of the brakes, either to bring t e train to a stop or slacken the s )eed as described, but when the said latch olt is withdrawn from the notch, the plunger 132 is free to move upward, as the said latch bolt is the means of holding the lever in its turned position. The return of the plunger to its upward position is the step necessary to restore all parts to normal, as the rotation of the spin e closes the valve 51 and allows the pressure in the train line to be again b'rought up to its regul'ar'pressure, which accomplishes the result of releasing the brakes and a ain causing the thrust on the latch bolts to be in the direction of the rotary latches.

It. has now been explained as to how the striker lever 48, when turned to its first and second positions, is brought back to its u right and normal position, but it is desirab e as there is no means of;.withdrawin latch .bolt other than themanualor (5e -mea'ns explained, the lever-mustremain; in its =lowermost position with; the, ,valve '51 this result the forked end 68 of the latch bolt is pivotally connected to the arm 146, through the lug .14? projecting from said arm. The .arnr 146- is pivot-ally secured in. the jaw 148 in the base 149, said base 149 being superposedon the base 39 in proximity v:to the valve casing'38, andrigidly secured thereto.

150 an electro-magnet rigidlyseciired theibase 149 immediately to the rear-lof the' arm146. Y 1 151 is a helical spring introduced ,,be

tween the electrormagnetfl5O and the arm '146' and exerting constant forward pres' sure on said arm and consequently on the;

latch 65 against, the longer length of rim 62 of the rotary latch 58.

152 is alug rigidly securedlto or forming part with the top portion of the-frame of the magnet and haying aslot, 153.'therethrough in alinement with the threaded orifice ,5,4 in .the top-.endyof the arm 146. 155,,i'sj. a key having a threaded endand a-,;co1la r 1 56p-in termediate of its .length adapted to contact with the outer surface of the lug surrounding the slot-153, the-threaded end turning inthe I orifice 1.54 for. the purpose, of drawing the said arm rearwardly toreleafse thelatchbOlt 65 from engagement with therotaryflatch 5 8, I The key 155 is the manual means ofdrawing;

the latchbolt from engagement with their- 0- t'ary latchwhile the electro-magnet150 ,is

the electric means, and in the ,use of. .the lat? ter, of course, the key is entirely dispensed with and the armature, 146 ,drawnto the elec-.- tro-magnet against the spring pressure sine ply-by the connecting otthe said electrm magnet'with a suitable electric source lof.

power. J

The turning of the-striker lever 48 to its lowermost position rotates the latch 58, .to

, such an extent as to turn the longerlength of rim 62 past the'endof thelatchbolt 65 .and thus" allowv the said'latch, bolt to enter into one or otherof the notches 59 01760 and ctric I .mits the operation ro'f the plunger .132 in ex-.

' pointing tog Release'dj,

a,ctly. the same m anner; as subsequent to the withdrawal of thefilatch'bolt 6,3 and operates the indicator. 141. to ,bringthe hand 142 I A casing 1,57: QOVers the base, incloses all the aforesaid parts withthe excep- 65 tion of j'thestriker-vlever and; the projecting p this 1 i pistons;172.

end of the spindle, the outer head only of the valve casing 38 projecting through one of its sides; I The casing 157.has an opening] 58in one of its sides for the insertion of the key,

said opening can be arranged in any suitable manner, that is, with any form of destructible covering so asto insurie its inviolability. The most likely operation in the withelectric means, and with snclrnie'ai s the opening 15$willbe unnecessary I The wires 1 from, the electro-magnets' will l'eadint-o the cab of the t em'oave, where through suit-. able I contacts, the engineer or motorman mayconnect the-same with the wires l59 in a circuit undervthe-control of a s witchoperator or stat ion attendant, the said electromagnets being wound so as to operatewithj the ;currenti,flow1ng n the particular circuit p yed Y v1n order ,to provide a mechanism,which will be adaptable for the; forward 'or back movement ofth evehicle, the valve" 38 and the latch and automatic return mechanism together with-the. striker lever is repeated at the other side of the cab and the inlets to said valve are connected to the train line the pipes 160 and 116 1, through a valve charm .ber 1 62 having the cylinders 168 and 164 extending from each end thereof and communidrawing otthe absolute latclibolt will be the. I p

- l v 'cating therewith, the sa d p pes 160 and 16l leadingfrom the-outlets 1.65 and 166 in the wall-of saidvalve chamber, and-the pipe 167 leading frorn the train line to theinlet 168 through thejwall of said chamben l ,169and170 are'inlets to the cylinders 163 and 164 respectively leading intosaid cylins ders into the space between the pair of pistons 171' operating in the cylinder 163 and t-hespace bet-ween the pistons 172 operating in the cylinder,164.j 173 and 17'4arev exhaust openings through the wall. oiithecylir (lQI SJlS O leading from the aforesaid spaces between the pistons, 1 and larger in diameter than the inlets 169 andl lf70. V I .175'is' an orifice through the head of the cylinder. 163 and l7-6,is a reservoirconnected to saidorifice 175 by the pipe 17 7.

. 178.,is an orifice throughth e ad of the cylinder ,1 64 and 179 is a reservoir connected tothe said orifice by the-pipe 180;

L181 is an orifice through the outer of the Pi ons :7

f u ,.182 s an or fice the outeri oi the g The orifi ces 181 and182 are also-larger diameter than the inlets 169 and 170.

. 1835is a valvetraveling in the valvechamher 162 and in its central position, closing the outlet ports4165 and 166, and connected tojthe istons .1 71 and-to. the pistons I 172 b the re .184, so that on the movement of said pistonsfrorntheir centrally'balanced posi tion in either one direction or the ,other, .15 f

f, the t idtnat stp tsw llbeg r nai and permit the passage of air from the-train line into one or other of the valves 38, as the case may be. it 185 is a valve chamber having the inlets 186 and 187 closed by the" valve 188 in its central position in said chamber, the said valve being pivotally connected b the rod 189 to .the reversing lever 190 in t e case of -a'steam locomotive, and the said chamber having a free exhaust at each end thereof. The inlets 186 and 187 are connected to the exhaust openings 173 and 174 of the cylinders 163 and 164 by the pipes 191 and 192.

- a checl 193 is a pipe leadingfrom the train line to the inlet 169 and connected to the inlet 170 bythe pipe 194.

195 is a check valve in the length of pipe 192 in roximity to the inlet 169, and 196 is valve in the length of pipe 194 in proximity tothe inlet 170. V

On the forward movement of the reverse lever 190 the valve 188 willbe moved for- 1 its way through the orifices in the outer pistons to the ends of the cylinder and the reservoirs connected thereto. The effect of opening the exhaust from the cylinder v163 will reduce the 'air' pressure between the pistons 171, .thereb insurin the gradual return of air throng the ori ca 181 in the outer ofsaid pistons from the end of thecyl inder and the reservoir 17 6, and as the pressure in the end of said cylinder and reservoir is reduced, the pressure behind the outer of the pistons 172 overbalances the pressurebehind the outer of, the pistons 1 71 and moves all the pistons .in the direction of the. cylinder 163. This opens the outlet 165 and permits the passage of air from the train linearound th valve 183, through said outlet into the pipe 160 and on to oneof the valve casings 38, there bein a continuous pressure in said pi e from t e train line in readiness to'pass through said valve for the application of the brakes for the full period during which said train, is movin forward. The operation of the pistons 172 in the cylinder 164 is precisely the same with the exception that the pistons" 171 and 172 move in the opposite direction and allow the pas.

sage of the air. through the pipe 161 cutting it off from the said pipe 160. The chec valves 195 and 196 revent the return of the air from the cylin ers 163 and 164 to the train line on the reduction-of pressure therethrough.

197 is a pipeleading from the outlet 45 198 is a cylinc or having a reduced end 199".

and an opening 200 in the side wall hereof also the inlets 201 and 202 into the reduced and and larger end respectively. 203 is a reservoir connecte leading to the head of the reduced end 199 of the cylinder by the pipe 204, and 205 is a reservoir connected to an orifice in the head to an orifice of the larger end of the cylinder by the pipe inlet opening 201, and 208 are pistons arranged in the larger end of the cylinder to each side of the inlet opening 202. 209 is an orifice through'the outer of the pistons 207 and 210 is an orifice through the outer of the pistons 208. 211 is .apiston rod joiningall of said pistons and having a-slot 212 centrally arranged between said pairs" of pistons. 213 is a lever centrall pivoted iu the opening 2001911110 side we of said cylinder and extending into the slot 212 in the said piston rod and having an elongated slot at its outerend. 1

214 is a valve chamber having thev inlet opening 215 connected with the pipe 196 and theexhaust' opening 216.

217 is a valve operatin in the valve chamber 214 and connected y the stem 218 to the lever 213, being attached thereto by a pin extending across the forked end of said valve stem' through the elongated slot at the end of said lever.

.207 are pistons arranged in the reduced end 199 of the cylinder to each side of the The opening of the valve-51 in cither of the valve casings 38 will allow the passage of air from the train line therethrough, the said air exhausting through the valve chamber 214.

The cylmder 198 is connected to the train line b the pipe 219, a check valve 220 being intro uced' between the inlet .201 and the said pipe219. The larger diameter of the pistons 208, when the trainline pressure is normal, will retain the thrust of the pistons in the direction of the reducedend 199 of the cylinder, consequently holding the valve 217 to the end wall of thevalve chamber 214, and on the sudden reduction of the air pressure in the train line the check valve 220 will prevent the escape of air at the higher pressure from behind: the outer of the pistons in the reduced end, whereas the air behind the outer of the pistons in the largerend will gradually flow through the orifice 210 in the, outer of said pistons and eventually become even with the pressure of the train line. The thrust then will beentirely in thedirection of the larger end of thecylinder and the lelvter' move the valve 217 in the valve chamber 214 and close the openings-thereto and therefrom, haust from the train line. The action of this valve is very gradual, the adjustment of the parts being such that the time elapsing between the beginning and end of the operation thereof allows for a sufficient reduction of the airpressure' in the train line .to permit a service, application of the brakes i The cylinder,,198 and valve 217 is jintroduced in the continuation ,of the train line pipe beyoncbthe valve 38,;as it is not advisable to throw open the train line and make an 7 emergency application, for such is very injurious .to the rolling stock of therailroad; f It would also necessitate considerable delay in pumping up the train line pressure to release the brakes andfwould entirely prohibit.

maining; pressure in'the pes.

the use of, the slowing down mechanism herein described; 7

It may be here stated that the valve 217 and its operating parts may be dispensed with and an ordinary form of pop valve 217% A substituted as shown in Fig. The pop valve 217 wouldbeso regulated as topermit therequi-red reduction of pressure in the train" line to make a service application of the brakes and ,when the proper reduction is made, automatically close retaining the re- In; railroad practice .t 1e pressure in the train line often, variesconsiderably without operating the brakes ,and therefore if the train line pressure happened to be very lowv when the valves 38 were opened the pop valve would close before the proper reduction rakes.- The would be made to ap ly the istons 'prearrangement of, cylin ers and viously described for operating t 1e valve2 177 however, allows any variation in the constant trainj'line, pressure 'without affecting the proper. working of the'said pistons'and valve, as the pressure equalizes in both ends of the cjillinder 198 and therefore are much prefer a e. 1

, communicating pipe 223.

I off the steam tothe locomotive. I I

In practice it is frequently-necessary, particularly for ,the purpose of assistin the cew h an t e g o e I 224 is a piston operatingjin the 's'aid cyl inder 221'and having a; iston rod 225 extending forwardly there om through the head of said/cylinder and engaging with its forked end 226 the ,outer endof the pivoted throttle lever 227 so. that when thean' flows through the valve casing 38 and into 'thepipe 196, the air behind the progress of one vehi the brakemec'hanisIn of one f'the vehicles entirely out offfrom operation, eithei-;manually by theen ineer or 'rnotorman' in'oharge',"

. or automaticaly by. this 'sto system, butlalt ne em;

he sa t e QPretiY in fact, completely block up the ex-' ,221 i52 cylinder having the inlet222 at one end thereof joined to the pipe 196 bythe iston 224 will cause it to move forward in t e cylinder and shut pipe 230,

orts. I 2 32 between the ports235'and'233, and 239 is a stop within the'valve casing between the. p0rts,234 and 2,33. The stops 23s and 239. limit the movement of the cutoff portion 237 suit and provide for all contingencies the arrangement of valves, and connections illustrated in isshown.

In Fig. 1'7, 22 8 is a tram line pipe extend vehicle, and in order to accomplish this re-xm.

ing fromend to end of the vehicle and co'nnected to the engineers valve-2'29 by the The; engineer s valve, of course,

'being' connected to, the main reser I usual way through the pipe 231. '232 is a voir in the valve casing ha ving the ports 233', 234 and i 235. 236 is a rotary valve within'the valve casing 232 having the cut olf portion' 237-of' just sufficient width tocut off one of the said The ports 233 and 235 are preferably ports diametrically arranged and the port-234 is arranged. midway between the aforesaid 8 is a stop'within thevalve casing of theval ve so that it can only close tlie" ports 234 and 235. 240 is a valve casing similar to the valve casing 232 havingthe valve within the casiln similar to the valve 236, 245 and 246' are stops, arranged within thecasing- '240;limit ing the movement of the valve 244.,so that i 'ports 241, 242 an(l 243. 244; is a rotary" 240' and precisely itfcan only cut offthe ports 242 and 5 243.. The'train linez pipe228 'is connected to-the ports 233' nd 241 of the valves 23-2 and,240 respectively.v 247 'is a branch pipe eonn'ec't} ing the ports 234 and 242 of the valves 232 and 240, and 2'48v is a valve of similar con- 'struction, to the-valve 232 having the inlet ports 249 and 250 in communication with the said branch pipe 247 and anoutlet port 251 arranged midway of tl1e'ports249 jand 250.

chamber; 162 in "Fig. -14'. The v'alveca'sing 256 is'located in position on avehicle where access to the same cannot be had, while the vehicle is'vin motion, 257 is an inlet to the. valve casing 256 in communication with the preferably arranged diametricallyopposite the said inlet 257. 259 is an inlet to the valve vcasing 256fin communication withthe' pipe-25,5, and 260, is an outlet preferablyarranged diametrically, opposite vt'o- "the said '.inlet 259. l261is 1an'inlet totheval've casing 256' suitably connected to the train line 228 v r ito; the main reservoir; and 2 2' is th cor: s nd e Z e-fl t, to s d nl t-3 6, i a

,pipe 230,'and 258 is a corresponding" outlet inlets 257 and 263 are and261 will be open and on theturning of other inlet in the valve casing 256 suitably connected to the main reservoir, and 2641s the corresponding outlet. 265 is a valve fitting within the valve casing 256 and having the circumferential recesses 266, 267, 268

and 269 arranged opposing the'inlets 257,

259, 261 and'263. The said circumferential recessesdo not extend completely around the periphery of the valve, a solid portion, sufficiently wide to close the saidinlets, being left me portion of each of the said recesses,

the solid portions, closing the inlets 251 and 263, being arranged in alinement with one another and the portions, closing the inlets 259, and 261, being arran ed so that when the closed, the inlets 259 the valve 265 by means of a suitable handle the inlets 257 and 263 will be'opened before the inlets 259 and 261 are comp etely closed.

-. It will therefore be seen that the valve 265 let'in the side wall thereof.

'the throttle-lever 227.

and extending outwardly through the head of said valve casing and pivotally secured to ranged to close the inlet in the valve casing 270, when the throttle is closed, but immediately on the opening of the throttle, the

' said valve will open the said inlet and establish communication with the outlet from said casing. 273 is a whistle connected to the outlet in the said valve casing. 274, is a pipe connecting the outlet 262 in the valve casing 256 with the inlet in the valve casing 270. 275 is a cylinder located in the vehicle in a position to the front of the operator andha'v-v mg a' piston operating therein. 276 is a semaphore arm pivotally sup orted' from the said cylinder and o erative y connected with said piston throng the connecting rod 277. 278 is a pi e connecting the cylinder 275 with the out et 264 in the valve casing It will be seen, that as the branch pipe 167 is connected to the pipe 230 leading from the engineers, valve, between the Sfllfl'GIlgineers valve and the valve 256, the said engineers valve and the valve 38 are irremediably connected, therefore it will be impossible to operate the brakes of the vehicle if the valve 265 is turned so as to cut off the connection between, the en ineersvalve and the train line, either manutfi automatic device. y

- In the operation of this portion of the device, when an en ineis traveling in front ofa train in the ordinary manner the valve The valve.271 is a1 1y or through the 236 is turned to close the ort 235 and the valve 265 is set, so that the engineers valve and valves 38 are notincommunication with the train line, the inlets 259. and 261 in the' valve casin 256 will be open and the air in the train ine will exhaust throu h the branch pipe 247, valve casin 248, p1pe 255 and through the valve 265 to t e atmosphere,

thus applying the brakes. The air from the main reservoir or train line pipe will flow freely through the ports 261 and 262 in the valve casing 256 into and through the pipe 274. When. the inlets 259and 261 are 0 en,

the inlets 257 and 263 will be closed an the pressure of air in the cylinder 275 be reeased throu h the port 278 in the valve casing 256, wlrich isuncovered by the valve in closing the port 263. The weight of the piston in thez'cylinder- 275 will then pull downwardly 'on the connecting rod 277 and lift the semaphore arm 276 to danger. It will thus be seen that the said semaphore is a normal danger signal. Providing the engineer does not notice the danger signal and does not try his brakes beforestarting his train, immediately on pulling, forward on the throttle lever 227, the valve 271 in the valve ort and casing 268 will uncover the inlet allow the airfrom the main reservoir to pass through the said valve casing and exhaust port to the whistle 273, the rush of air through the whistle giving him an audible signal indicating that his brake valves are inoperative. .As the brakes on the vehicle are set, it will be impossible for theveh-icle to move, the engineer will therefore have to get out of the cab. and turn the valve 265 to close. the exhaust from his train line and in doing so he will of course, connect the brake operating valves.

Thevalves 236, 240 and'252 may be set in various ways to accommodate different eon-- ditions under which the-vehicle may be traveling. If it is desired to run the vehicle alone, the valve 244 will be turned to close the port 243, thus closing the train line in the said vehicle and if the valve 265 is not set properly the danger signal 276 will 0 erate and the. brakes set as previously descri ed,

Providing it is desired to assist a train by coupling an engine to the rear end the valye 236 will be turned to open the port 235, after the'usual connections have been made be tween the vehicles, thus closing the port 234, the valve 244 will be turned 'to close the port 243. The port 242 is then 0 en to the train line and in order to prevent iihe escape of air therefrom on the turning of the valve 265 to render the manual and-automatic, operation of the brakes in the said rear engine ino er-.

train by pushin it from the rear, the port 261' is constant y open and therefore the whistle 273 will be constantly blowir'lfg showing the engineer that the engineers valve and valves 38 are inoperative, but as his engine is coupledto the forward train the brakes are operated by the forward engine. Providing the engineer, on uncoupling from the train attached to the front end, fails to turn the valve 265, so as to open the dports 257 and 263 and close the ports 259 an 261,

before closing the valve 236 and uncoupling the hose connection, the air in the train line of thesaid engine will escape as previously described' t If an engine with atrain' attachedto the rear end is assisting another train by pushing it from behindfthe valve 236 will be turned to open the port 235 and close the port234', and the valve 244 will be turned to open the port --243, and close the port 242 andthus complete the communication'be- I tween the train line of the front train and will be made or a si nal will be the rear train.- The branch 247 is then completely cut ofi' from the train line and the valve 265 turned, so that the ports 257 and 263 are closed. The valve 252 may rest in any position, as the branch 247 is shutoff. The signals 273' and 276 will operate as previously'described. s

In theevent of the valve 265 not being returned to normal before the valves .236 and 244 are returned'to their proper relative positions", either an application of the brakes iven t0 the engineer, that his brakes are inoperative, so that there can be no possibility of him starting his engine without aknowledge of the condition of the aforesaid mechanism.

- If an engine, which has-been pushing one train and pullinganother, is uncoupled from the front train aridthe valve 252 left cover ing the port 249 and the valve. 236 turned to close the port 235 before uncoupling, and the valve 244'left cove application of the brakes event of the valve 265- bei-ng left with the ports 259 and 261 open. T-Insuch an event it is possible to stantthe engine although theengineers and automatic-brake valves are cut out andin'operative, but the engineer findin his brake valve inoperative is able to ma re an application of the brakes and stop his train by turning the valve 252 and allowin the train'line pressure toescape throug theports 249, 251,259 and 260. When the train has been stopped the valve 265 may be set to its roper. position. In order to prevent the use o this valve 252, except in an emergency when a train has been started with the .engineers valve inoperative, the handle maybe suitably inflow of .air

cham ers 286Yand 287 having the port 242, no. will'be made in the cased with a destructible covering, so that thecovering must. be broken to operatelthe It must be understood however, that valve.

this valve. is only used, when anengine is j pushing atrainfrom behind and has no train connected to its rearend and may in the ordinary equipment be entirely dispensed with.

277 is a pi e connecting the exhaust ports 54 in the em wall of the casing 38 and having a whistle introduced intermediate of the lengthth'ereof, for permitting the exhaust from the valve casings 38 and the pipe 196 The om the said cylinder and ipes intothe pipe 196 will'sound the whist e on and conse uently the cylinder 221.

its escapetherethrough and thus give the engineer or man in charge, an audible sig-v nal that everything is normal. The return of the striker levers to the vertical position will, of course, return the valve 53 to the position to open the exhaust port 54.

- In Fig. 19 a pair of cylinders 279 and 280 and a communicating valve chamber 281 therebetween, are shown, which are of precisely similar construction to the cylinders 163 and 164 and-the valve chamber 162,

having similar airs of pistons operating therein and a 11 e centra valve withnthe connections to the valve casings :38 and to the train line, I

The pipes 282 and 283 corres ond to the pipes from the-train line into t e cylinders 163 and 164, while the pipes 284 and 285 correspond to the pipes leading to the valve chamber 185 from the exhaustopenings.

The ipes' 284 and 285.,lead vto the valve the exhaust openings 288 and 289.

290 and 291 are v'alves here shown as forming part with the cores'of themagnetsf' 292 and 293, the said cores having attached vits .to their lower end suitable weights29'gt-andfi 295 forming the arm'atures of the magnets.

a 296 is the reverse roll of the controller operated by the handle 297 and connected to the electro-magnets 292 and 29.3; by the wires 298 and 299 and 300'and301.. v

It is unnecessary herein to describe the operation of the electric controller, as it is well known, it being sufiicient here to say,

that on turning the handle 297 ,.either the wires 298 and 299 "or the wires 300 and301 are energized, so as to energize either the magnet 292 or 293, as the case may be. The

energizing of the magnet 292 will open the valve 290 and permit the escape of air from between't'he pistons in that end of the'cyl inder, the rest of the operation beingprecisely similar to that describedin the op eration of thepistons' in the cylinders 163- accomplished in precisely the same way,

and 164. The opening of the valve 293 is Y of the magnet 293 and consequently the opening of the valve.

This construction is, of course, particularly a )plicable to electricall driven vehicles, where the said electricaily driven vehicles are equip ed with an air brake mechanism. It has 'een stated hereinbefore that the valves 38 .and the latchmechanism and the means for returning the striker lever to its vertical position are referably placed in the casing on the top of t e cab or roof of the vehicle, but the position of the remaining parts has not been clearly defined, for the reason that in different vehicles they would be placed in different ositions, of course in a steam l'ooomotive 't 1e cylinder shutting off the steam would likely be in proximity to the throttle lever and would be connected to the exhaust from the valve in any suitable mannor, and many of the other arts would also be within the vehicle, but t ie cocks cutting off the operation of the air brakes on any cine of the vehicles would likely be somewhere bn the outside of the vehicle in ordinarily inac- 5 cessible places, while the train is in motion.

The lever 48 may be made in any suitable sha )e and project from any convenient part of t e vehicle, though the construction, de

scribed herein, is probably themost convenient as the striker late 10 need not be directly over the vehicle.

In Fig. 22 the lever 48 is shown as connected to the spindle of a rotary electric switch intended to operate an electric controlling apparatus of either electric brakes or motor controllers or both as the case maybe. The details of the construction of this invention, is applied to electric railways, is not set forth in detail in this specification with the exce i tion of the valve connection for directing t e flow of air into the different valve casings according to the forward or back movement of the vehicle, but it will be readily understood from common practicein electrical work that 5 the closi u oropening of the-switch 302 by the lever 48 may be used in making or breaking any number of electrical connections, in order to operate the diflerent arresting mechanisms. V 5 In place of having the'striker plate mechanism operated automatically by the semaphore, tie circuit 32.1nay be completed-by the closing of an ordinary electric switch at a station or switch house, particularly in a railway where the electric block system. of semaphore signaling is not installed. Two or more of the automatic stops can be ere'cted between any two stations and trains from either direction, brought to a stop between 0 stations. As the striker plate is normally at danger, the train will be stopped, unless the said striker late. be raised and this may be accomplishe by the manual closing of a switch from a signal station. Further, 5 where the connection to the said stop mech- ,tioned.

' anism is not electric, the striker plate may be raised by the ordinary lever connection, such as has been commonly used for years to raise the semaphores but this will only be necessary in some railroads. 7

11 single track railroads, the striker plates are arranged, as explained in the foregoing descri tion, so that their incline meets the lever rom either direction, and the plates are lifted tpgether from the meeting ends. If two sets of valve mechanismare not installed on the engine, the striker lever may have a suitable extension to the op osite side of the cab to en age the said striker plate, when running in t he o posite direction. 30

The advantage of t 15 system of stop ing a train is that it may be operated wit or without existing s stems of signaling, as the mechanism is suc that a signal can be attached thereto, and thus entirely eliminate 35 the present systems of signaling, but the most satisfactory installation of this invention is with an automatic semaphore signal-' ing system, Where the arts and the means of o crating may be user conjointly. Further, t 1e safety in removing the human element, usuall necessary in the arresting of a train, must be emphasized, and putting it beyond human ower to start said' tram without some di culty and in some cases, as previ- 5 ously explained, making it absolutely impossible for the operator to start the train, until allowed to do so'by a second party.

The piston and cylinder holding the throt tle lever, cannot of course,.be tampered with unless the engineer takes them to pieces, and such action would meet with certain condemnation b the proper oificials. Any other tamperm 'with the apparatus can be readily detecte In fact, it can all be entirely under the supervision of a terminal inspector, who can readily report any interference with the parts of the mechanism.

The application of this system to an electrio railway need not be described at length herein, as in the description in detail of theparts .the changes necessary have'been men- It would require very little difference the construction, where electric railways are controlled by air brakes, as is so frequently now the case, for it would then only be a matter of shutting off the electric current in place of shutting off the steam, and the adaptation of the mechanisms just described to such a purpose would not require more than ordinary mechanical skill.

In the event of electric brakes being used in place of air brakes, the substitution of electrical devices for the mechanical devices would be a sim le matter for any electrician 1 5 of ordinary abi ity, as it has already been explained, that a general switch would be closed or opened when required'by the action of the strirer lever and plate, according to the electrical arrangement within the vehicle.

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