US923297A - Automatic train controlling and signaling mechanism for block-signal systems. - Google Patents

Description

H. W. PRICE. AUTOMATIO TRAIN CONTROLLING AND SIGNALING MECHANISM FOR BLOCK SIGNAL SYSTEMS. APPLICATION FILED MAR 21, 1907. 923,297, Patented June 1, 1909.

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APPLICATION FILED MAR 21, 1907.

Patented June 1, 1909.

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H. W. PRICE. AUTOMATIG TRAIN GONTROLLING AND SIGNALING MEGHANISM FOR BLOCK SIGNAL SYSTEMS.

APPLIOATION FILED MAR 21, 1907.

Patented June 1, 1909.

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E 14 Price a 6 QM 6.1-7 1 x W UNITED STATES PATENT OFFICE.

TO ALLAN MCPHERSON, OF LONGFORD MILLS, CANADA, AND ONE-HALF TO WILLIAM RUSTON PERCIVAL PARKER, OF TORONTO, CANADA.

AUTOMATIC TRAIN GON'J.ROLLI1\T(3- SIGNALING MECHANISM FOR BLOCK- SIGNAL SYSTEMS. I

Specification of Letters Patent.

Patented June 1, 1909.

Application filed March 21, 1907. Serial No. 863,691.

To all whom it may concern:

Be it known that I, HAROLD \ViLBERroRoE Pinon, of the city of Toronto, in the county of York, in the Province of Ontario, Canada, have invented certain new and useful Improvements in Automatic Train Controlling and Signaling Mechanism for Block-Signal Systems, of which the following is the specification.

My invention relates to improvements in automatic train controlling and signaling mechanism for block signal systems, and the object of the invention is to devise a simple, positive-acting mechanism requiring no control of the engineer and in which the engine signaling device when once released will not reset itself until the brake valve operating mechanism has completed its movement, in which trouble due to leakage of high pressure air cannot efiect any improper movement of the brake valve operating device and cannot prevent the signal receiving device from operating when released.

Further objects are to produce a device of this class, which can be readily applied to a standard engineer's brake valve without any alteration of the same and in which there will be no liability of any danger to the engineer by the engineers brake handle being caused to move too rapidly.

To these ends I have constructed and arranged my invention as hereinafter more particularly explained.

Figure 1, is a side elevation of an engine and portion of a track showing partially diagrammatically the position of portion of the parts involved in my invention as well as the battery connection between the insulated rails, whereby the engine signal receiving mechanism is operated. Fig. 2, is

an enlarged perspective detail of the engine signal receiving mechanism. Fig. 3, is a longitudinal vertical section through the valve chest on the plane of the whistle valve. Fig. 4 is a sectional view of the valve chest partially broken away and in section to show the passa e-ways.

Fig. is a cross section of the va ve chest shown in Fig. 2. Fig. 6,

I i is a'n'enlarged perspective detail of the valve chest of the engine signal receiving mechanism partially brokenaway and in section and showing the pipe connection to the adjustable automatic controller of service braking force, which is shown in section and to the brake valve operating device. Fig. 7, is a detail of the cushion retarder for the trip arm of the engine signal receiving mechanism. Fig. 8, is a perspective view showing the brake valve operating device and its connection to the engineer's brake valve. Fig. 9, is a vertical section through the brake valve operating device. Fig. 10, is a view partially broken away'and in section of the brake valve operating device. Fig. 11, is a perspective detail of the cushioning piston used in the brake valve operating device. Fig. 1:2, is a detail of the ring, which is operated to throw the engineers brake valve into the brake applying position. Fig. 13 is a detail view of the arm M,

In the drawings like characters of reference indicate corresponding parts in each figure.

In order that my invention may be read ily understood in all its details I show diagrammatically in Fig. 1, a locomotive in which are located the several parts of my apparatus and parts involved in my invention comprising the engine signal receiving device Afthe engineers brake valve B and automatically operating device C therefor. the adjustable automatic controller D of the service braking force and the main air reservoir of the engine and the pipe and electrical connections hereinafter described. The signals are set on the track against a train by the relays, such as described in an application for improvements in an automatic electric block signal system filed March 21st, 1907, under Serial Xumber 363.699, causing a battery F to be connected to the rails as indicated in Fig. 1. the terminals of the battery being separated by insulated rail joints F.

The front truck E of the locomotive is insulated from the main body thereof by any suitable insulating device, such as a plate F. It will, therefore, be .seen that both the front truck and the main driving wheels are electrically separate except when connected together by continuous rails or by wire in the engine. If found preferable, of course, the engine may. be electrically separatedfrom the tender instead.

The engineers brake valve B is connected by the pipe G to the main air reservoir 2 and by the pipe G to the train line G magnet which leads to the cylinders G by which the brakes are applied to the mainwheels of the engine. The train line, of course, leads also to the reservoir and other cars of the train.

Of the various mechanisms involvedin my invention I shall first describe the engine signal receiving device.

H is a valve chest.

I are a pair of magnets supported on a suitable standard -J on the base J of insulating material.

K are a pair of magnets supported on a suitable standard K and base J.

3 is a wire leading from the magnet I to the binding post 3 connected to the main body of the engine.

4 is a wire leading from the opposite end of the magnet I to the truck.

5 is a Wire leading from the wire 4 to the magnet K and 6 is a wire leading from the K to and through the battery 7 to the binding post 8, see Figs. 1 and 2.

9 is a branch wire leading from the wire 4 to the binding post I on the armature I of the magnet I.

The armature I is supported in suitable hearings on the standard J and is connected by a spring I to the standard.

K is an armature pivoted on the bottom of the standard K and connected by a spring K to the standard. The upper end of the armature K has a bent end K as indicated and the armature is designed to coact as will be readily understood with the magnets K. I

p L is a cylinder secured to the base J, see Figs. 2 and 7.

L is the cap of the cylinder, which is provided with a depending flange L one side being deeper than the other;

L is a piston having a rod L, which extends through a slot 10, theupp er end of which is designed to form a'retarding sto as will hereinafter appear. The piston L is supported in the upper position by a spiral spring L L is a set screw, which extends through a lug L forming part of the cap L and designed to abut the rod L and adjust itto 'a more or less vertical position to co-act with the arm M.

H is a bearing bracket forming part of the valve chest H and H is an arbor journaled in the bracket and upon which the arm M1 is secured. The arm M normally rests upon the extremity of the bent end K of the armature K H 'is a pinion secured on the arbor H and H is a stop for the'arm M secured on the bracket H.

H is a drum secured on the arbor H and having located thereon the spiral spring H one end of which is fastened to the drum and the other to the bracket H, the normal tendency of the spring'being to force the arm M in the direction indicated by arrow. One flange'of the drum H is provided with a ratchet notch H in which normally rests the bent end of the lever H which is fulcrumed on the bracket 11, at the top of the cylinder H, which communicates with the interior of the valve chest H. The piston H is located in the cylindenH and is normally held at the upper end of the annular enlargement H by the spiral spring H, see Fig. 3, so as to close the passage of the air from the valve chest H. The rod 13 of the piston H extends up underneath the end of the lever H Y 14 is a pipe or tube leading from the cylinder H to the air whistle 15.

Upon the arm M being thrown down in the manner, which will hereinafter appear, the bent end of the lever H is raised out of the notch H and thereby depresses the piston and establishes communication between theair chest and the whistle and-thereby apprising the engineer of the approaching danger and also of the fact that the application of the brakes is being started. The air chest receives the air from the main air reservoir 2 through the pipe G hereinbefore referred to.

N is an arm secured on the end of the arbor N and provided with a quadrantal end N which meshes with the pinion H 0 is a cylinder located in the top of the valve chest and provided with a piston O' which is connected by a link .0 to a fork N on the arm N.

O is a pipe leading from the bottom of the cylinder 0 to the passage-way 0 leading to the port 0 at the bottom of the valve 1 5 chest, see Figs. 4, 5 and 6.

O is a pipe leading from one side of the cylinder 0 to the passage-way O communieating with the port 0 at the bottom of the valve chest H, The pipe 0 leads at the cylinder end. into a valve chamber 0 which communicates by a passage-way 0 to the cylinder 0. A set screw 16 is provided to limit the size of the passage-way 0 One end of the passage-way is provided with a ball valve 17 which is held to normally close the passa e-way 0 b means of the spiral spring 1 It will t us be seen that the valve 17 forms practically a check valve, so that the air can only pass outwardly from the cylinder 0 into thepipe O.=

O is a port located on a line with the port 0 and 0 1s a port located on a line with the port The ports 0 and O are connected by a passage-way 19.

P and Q are slide valves suitably, held in the bottom of'the chest H. The slide valve P is provided with the lugs P into which extends the arm N secured on the arbor N and by which the slide valve is operated as will hereinafter appear. The slide valve is provided with a bottom port P which is communicates with the atmosphere, and with the connecting port Q which co-acts with the ports 0 and O and with a port Q which co-acts wit-h the port 0 Q is an arm secured on the arbor Q The arm Q5 engages with the lugs Q on the slide valve Q. One end of the arbor Q extends through the side of the valve chest H and is provided with a controlling handle Q], which is designed to be operated by the engineer in order-to retard or stop the operation of the engineers brake valve as will hereinafter appear. The device by which this is accomplished I shall now describe.

B is the brake valve handle. The brake valve has at the upper end a flange B which has a cut-away portion, the ends of which form stops for the brake handle.

R is the main casing of the brake valve operating device, which is provided with a lower flange R and a supplemental casing R afiixed thereto and provided with a lower segmental flange R This segmental flange R has an internal groove R and beneath it extends a segmental ring R with a corresponding groove. By means of bolts H extending through these rings the casing R is fastened to the top, flange B of the engineers brake valve. The casing R is connected by the pipe S leading from the top thereof to the port 0 of the valve chest H.

S'is a pipe, which leads from the casing It at a point below the pipe S to the top of the casing T of the controller D by which the brake valve is held in service position until the brakes are applied suificiently as will hereinafter appear.

S is a pipe which leads from the casing T at a point intermediate of its height to the port 0 atthe bottom of the valve chest H. The supplemental casing R .serves to close the bottom of the casing R and is -pr0- vided with an orifice R".

19 is an internal'cylinder provided with a bottom 20 and a base 21, which is held on the top of the supplemental casing R 22 is a ring, which surrounds the base 21, and has a projection 23 at one side thereof, which depends through a slot 24 in the topof the supplemental casing R3 The cylinder 19 is filled with oil and the top is provided -with a disk 25 provided with holes 26. A

Underneath the disk T I supplemental disk 27 is provided, which is connected to the disk 25 by the stems 28 having the tops 29 between which and the disks 25 extend spiral springs 30. The disk 25 is provided with-a stem 31 at the upper end'of which is a piston 32. Between the piston 32 and the base 21 of the cylinder 19 I provide a spiral spring 33, which has a normal tendency to hold the disk 32 in the uppermost position.

Supported on the disk 32 is a supplemental piston 34, which is held by the spring 33 normally against the top of the cylindrical casing R.

Upon the air passing in through the pipe S on to the top of the piston 32 the disk 25 is forced downwardly and the disk 27 forced against the lower face of the disk 25, thereby closing the holes 26. The disk 25, however, is of such a fit that it permits of a leak around its edge and consequently oil will escape above it, but it will serve to prevent too rapid downward movement of the piston 3-1. Upon the return stroke the oil passes back through the holes 26, the disk 27 being forced away by the oil pressure and compressing the springs 30.

The piston 34 is provided with a down wardly extending projection 35 having the sides inclined as indicated and designed to abut the projection 23.

I shall now describe the controlling device D.

T is a piston, the stem or rod of which is provided with a disk T at its lower end. provide a disk valve T? held against the disk T by means of the stem T having a suitable head and a. spring T extending between the disk T and the head of the stem T The valve T covers a hole T T is a by-pass extending from the bot tom of the casing T to a point above the uppermost position of the disk T T is a needle valve, which extendsinto the pass where it runs upwardly from the horizontal portion as indicated.

T is a spring extending between the bottom of the casing T and the disk T The needle valve T may be adjusted as desired. The casing T is partially filled with oil as indicated in the drawing to a point above the level of the top of the bypass. The spring T normally forces the piston upward until the air is exhausted above the piston.

T is a hole located normally opposite the fore briefly referred to.

The locomotive when passing over the block junction where a signal is set against it will not before the forward trucks pass over the insulatin joint F affect the mechanism in the cab or the reason that there is no battery in the circuit. As soon, however, as the forward truck passes over the insulating joint a circuit is completed through the battery F of the relay and the rails on eachside of the insulating joint, the truck E, the wire 4, the engine frame and wire 3 to the magnet I. The result is that the armature I is drawn to the contact 8 and a circuit established through the wire 6, battery 7, magnet K, wires 5 and 9 and armatureI and contact 8. The result is that the armature K is drawn to the magnet K, thereby withdrawing the bent end K from underneath the arm M, which is thereby caused to turn striking in its descent the rod L, which retards it according to the osition that the rod is set while the arm is orcing the rod out of its path as the piston of the rod descends as hereinbefore described. As the arm passes downwardly the whistle lever I-I operates to blow the whistle, thereby apprising the engineer of danger. At the same time that the arm M turns the gear I]: throws the quadrant N upwardly until the arm has made a half revolution and comes in contact with the stop H By the movement of the quadrant N the piston O is pushed inwardly as indicated. The arm N is also moved from the position shown in full lines in the drawing to the position shown by dotted lines, thereby bringing the port P opposite the port 0 and thus causing the air. under pressure in the valve chest to pass down throu h the pipe S into the top' of the casing R. orcing the spring held-piston 34 down and causing its downwardly eXtending-wedge-shape projection 35 to force the ring 22 and consequently the projection 23 and the brake handle B of the engineers brake valve into service. position.

h It is sometimes desirable when the handle Bf. ofthe engineers brake valve is forced into service position that it be maintained in such position a sliflicient length of time in order to adequately apply the brakes and this is accomplished by the casing T and its parts-asthe air passes out through the the piston T has to move downwardly as hereinbefore described and this gives the desired period of time to apply the brakes. This period may be regulated by the set screw T as hereinbefore referred to.

When the air has reached the pipe S it passes upwardly through the port 0 and connecting-port Q? port'O assage-way O and pipe 0 to the cylinder 8, thereby forcing back the piston O and restoring the arm N and consequently the arm M and whistle lever H to their normal position.

In case there should be any leakage of air aroundthe ports of the slide valve Q which air might pass through the pipe Q and accumulate behind the piston O in the cylinder O and thereby prevent the free operation of the piston O on receipt'of the signal, such air instead of accumulating would pass through the port Q port 0 and pipe S around the reduced portion of the piston T phere. I

-I have shown ports 0 and O at the bottom of the valve chest designed to coact with the connecting ports P and P I have not shown, however, any device operated therefrom, but it is my intention 1f found desirable to use these ports with suit able air controlled devices to operate the throttle valve of'the engine.

device for various. purposes necessary in a signaling apparatus.

Should the engineer desire not to have the brake valve operate he may easily prevent it by grasping the handle Q and throwin the slide valve Q in the direction indicate by arrow in. Fig. 3, thereby throwlng the port Q opposite the port 0 thus allowing the air to escape through the port 0 passageway O pipe 0 to the cylinder 0, thus forcing thepiston'O back and stop ing' the 'operat1on of the parts, which a ect the engineers brake valve. Should the engineer however, hold his'handon the handle Q in order to permanently hold the piston'O forward by' air pressure and thus prevent nal, I can prevent such action being taken, by making it involve applying the brakes, for the reason that the air from the cylinder the top of the casing R thereby applying the brakes as hereinbefore described.

The path of air through the port 0 the passage way 19, port 0 port Q. and port 0 to the atmosphere, will be necessarily closed, on account of the engineer holding his hand on the handle after having shifted and out through the port T to the atmos- I have shown them to exemplify the adaptability of my the arm M dropping on receipt of the sig- 0 will then pass outwardly through the pipe 0 into the port 0 of the pipe S, into pipe S and before it can reach the pipe S the valve. Consequently the passage of air hereinbefore' must be through the pipe S referred to.

What I claim as my invention is:

1. In an automatic train controlling and signaling system of the class described, the

combination with the engineers brake valveand handle thereof, of an electrically started air operated and controlled service application means, and a retardin device in the air operated means, as speci ed. I

3. In an automatic train controlling and signaling system of the class described, the combination with the engineers brake valve and handle thereof, of an air operated means for throwing the handle into the service position, a main air reservoir, a valve chest and valve therein, a pipe leading from the main air reservoir to the valve chest, a pipe leading from the valve chest to the air operating means of the handle a discharge pipe for the air operating means and a retarding device in the path of said discharge pipe as and for the purpose specified.

'4. In an automatic train controlling and signaling system of the class described, the combination with the engineers brake valve and handle thereof, of an air operated means for throwing the handle into the service position, a main air reservoir, a valve chest and valve therein, afpipeleading from the main air reservoir to the valve chest, a pipe leading from the valve chest to the air oper ating means of the handle, a discharge pipe for the air operating means, a retarding device in the path of said discharge pipe and a pipe leading from the retarding device to the valve chest and mechanism co actingtherewith for restoring the valve to normal as and for the purpose specified.

5. In an .automatic train controlling and signaling system of the class described, the combination with the en ine'ers brake valve having an upper circumferential flange, and the handle thereof, of a superimposed cylindrical casing, a supplemental casing secured to the bottom flange thereof forming a bottom for the main casing and having a cut-away portion and bottom flange to fit on the top flange of the engineers brake valve, a supplemental flange fitting under the aforesaid anges and bolted to the bottom flange of the supplemental casing as and for the purpose specified.

6. In an automatic train controlling and signaling system of the class described, the combination with the en ineers brake valve having an upper circum erential flange, and

the handle thereof, of a superimposed 0y lindrical casing, a supplemental casing secured to the bottom flange thereof forming a bottom for the main casing and having a cut-away portionand bottom flange to fit on the top of flange of the engineers brake valve,- a supplemental flange fitting under the flange of the supplemental casing, air inlet and outlet ports at the top of the casing and means within the casing operated by air pressure for throwing the handle of' the engineers brake valve into service position, as and forthe purpose specified.

7. In an automatic train controlling and combination with the engineers brake valve and handle thereof, of a superimposed cylindrical casing and supplemental casing connected thereto, and means for securing the supplemental casing to the top of the 'engineers brake valve, air inlet and outlet ports at the top of the casing, and means within the casing operated by air pressure for throwing the handle of ,the engineers brake valve into the serviceposition, as and for the purpose specified.

8. In an automatic train controlling and signaling system of the class described, the combination with the engineers brake valve and handle thereof, of a superimposed cytop of the engineers brake valve, an inlet and outlet ports at tlm top of the casing and means Within the casing operated by air pressure for throwing the handleof the engineers brake valve into the service position a ring having a depending projection supplemental casing, an internal cylinder designed to contain oil and provided with a suitable base around which the aforesaid ring fits, the spiral spring surrounding the internal cylinder, a piston and stem and disk secured to the bottom of the stem and provided with a spring held disk valve and outer piston supported on the top of the aforesaid piston and provided with a depending projection on the ring, as and for the purpose specified. J i

9. In an automatic train controlling and signaling system, of the class described, the combination with. the engineers brake valve for shifting the handle, and the valve chest, and valve for controlling the admission of ing device located in the air outlet pipe of the air operated means and between such means and the-valve. chest as and for the purpose specified.

10. In an'automatic train controllin and combination with the engineers brake valve for shifting'the handle, and the valve chest,

signaling system of the class described, the.

air into the air operated means of a retard signaling system of the class describe the I and handle thereof and air operated means ,aforesaid flanges and bolted to the bottom lindrical casing, a supplemental casing to the p extending through the slot in the top of the and handle thereof and air operated means and valve for controlling the admission of air into the air operated means, of a cylinder connected at the top by a pipe to the Outlet of the air operated means, of and a pipe leading from said cylinder below the level of the aforesaid pipe to the valve chest, and a piston located in said cylinder and provided with a disk and spring controlled valvein such disk, and a by-pass from above the top of the disk to the bottom of the cylinder provided with a needle valve, the said cylinder being arranged to contain fluid as and for the purpose specified.

11. In an automatic train controlling and signaling system, of the class described, the combination with the engineers brake valve and air operated means for placing the brake valve in the service position, and the valve chest for controlling the admission of the air to the air operated means, of means for operating the valves in the valve chest and electric control for such means operated from a relay connected to the rails, as and for the purpose specified. I

12. In an automatic train controlling and signaling system of the; class described, a controlling device for the air operated-means of the engineers brake valve handle comprising a valve chest having a pipe communicating with the air reservoir and ports in the bottom thereof alined with each other, one communicating with an air operated means for shifting the brake valve handle and the other communicating nor- 'mally with the atmosphere, a slidevalve provided with a port and means for shifting the slide valve to bring the port therein opposite the port leading to the air operated means as and for the purpose specified. I

13. In an automatic train controlling and signaling system of the class described, a

' handle and the other communicating normal' ly with the atmosphere, a slide valve provided with a port, means for shifting the slide valve' to bring the port therein opposite the port leading tothe-air operated means and electrically operated meansfor controlling the movement of the afore-' said means as and for the {purpose specified.

14. In an automatic train control l'ing and signaling system of the class described, a

controlling device for the air operated means of the 'engineers brake valve handle com: prising avalve chest having a pipe 'communicatingwith the air reservoir and ports in the bottom thereof al'ined with each other, one communicating with an air operated means for shifting the brake valve vided with a toothed quadrantal end, an

arbor journaled in' bearings and provided with a pinion meshing with the toothed quadrantal end of the arm, an arm secured on the end of the arbor carrying. the pinion and operating means for holding the arm in the normal position andmeans releasing the same, as and for the purpose .specified.

15. In an automatic train controlling and signaling system of the class described, the

combination with the arbor from which the slide valve is directly operated and the arm secured on the end of the same and provided with a toothed quadrantal end, and an arbor journaled in suitable bearings, and a pinion and arm carried thereby, of a magnet having a spring-pressed armature, the upper end of which normally holds the arm on the arbor carrying the pinion in its normal position, a circuit closing magnet carried on a suitable standard, and armature thereof, and contact for one end of the armature, a local battery and a wire connecting the contact and extending from the battery, andthe arm controlling niagnetback to the circuit closing magnet, and a wire lead-ing from the rail to the armature of the circuit closing magnet as and for the purpose specified.

16. In an automatic train controlling and; signaling system of the class described, the combination with the arbor journaled in hearings on the valve chest and means for operating the valve in the chesttherefor and-an arm on the end of such arbor, and the magnet and armature for normally holding such arm in the normal position of a fluid cylinder and spring-pressed piston therein having the rod thereof extending through a slot in the top ofthe cylinder designed to have the top thereof ce-act with the end of the armaforesaid as and for the purpose specificed.

17. In an automatic train controlling and signaling system of the classrdescribed, the

. combination 'withthe valve chest and arbor journaled in bearings at the outside thereof and having an'armat one end thereof, and 1 electrically operated means for holding such i-oo armin the normal position, of a drum se cured on the arbor and having one of the flanges thereof provided with a notch,- a spring surrounding the drumsuitably connected thereto and to a portion ofthe-frame; acylinder extending upwardly from the valvechest and communicating therewith and havin an annular enlargement, an air whistle P p g from the cylinder to the air whistle, a piston-located in the 18. In an automatic train controlling and signaling system of the class described, an air controlling apparatusfor the air operated means for shifting the engineers brake valve handle comprising a valve chest communicating with the main air reservoir and having two alined ports in the bottom toward one side and four alined ports in the bottom toward the opposite side, the two end ports of the two sets being connected by a passage-way and the two next ports communicating one with the air operated means and the other with the atmosphere, a slide valve having a port extending therethrough and a connecting port co-acting with the two ports on the one side, a supplemental slide valve provided with means for operating the same and having two connecting ports co-acting each with a pair of the four alined ports, an arbor suitably journaled in the valve chest and operatively connected to the slide valve on the inside of the chest, an arm located on the arbor on the outside of the chest provided with a quadrantal end, a supplemental arbor provided with an arm suitably controlled and a pinion meshing with the quadrantal end of the outside arm, a piston located on the top' of the valve chest and a link connecting the piston to the quadrantal arm, a pipe leading from the piston to a passage-way extending through the side of the valve communicating with the port at the opposite end of the four alined ports as and for the purpose specified.

19. In an automatic train controlling and signaling system of the class described, an air controlling apparatus for the air operated means for shifting the engineers brake valve handle comprising a valve chest communicating with the main air reservoir and having two alined ports in the bottom toward one side and four alined ports in the bottom toward the opposite side, the two end ports of the two sets being connected by a passage-way and the two next ports com- .municating one with the air operated means and the other with the atmosphere, a slide valve having a port extending therethrough and a connectlng port co-acting with the two ports on the one side, a supplemental slide valve provided with means foroperating the same and having two connecting ports co-acting-each with a pair of the four alined ports, an arbor suitably journaled in the valve chest and operatively connected to the slide valve on the inside of the chest, an arm located on the arbor on the outside of the chest provided with a quadrantal end, a supplemental arbor provided with an arm suitably controlled and a piston meshing with the quadrantal end of the outside arm, a piston located on the top of the valve chestand a link connecting the piston to the quadrantal arm, a pipe leading from the piston to a passage way extending through the side of a valve communicating with the port at the opposite end of the four alined ports, a pipe connecting the port next the end with the piston and a spring-pressed check valve designed to normally close the communication between such pipe and the piston as and for the purpose specified.

20. In an automatic train controlling and signaling system, of the class described, the combination with the valve chest, an arbor journaled in bearings at the outside thereof, and having an arm at one end thereofand electrically opera-ting means holding, when denergized, such arm in the normal position, of a whistle operating means connected to the arbor, to be operated upon the commencement of the downward movement of the arm before the valves are opened, as and for the purpose specified.

21. In an automatic train controlling and signaling system of the class described, the combination with the engineers brake valve and handle thereof, of an automatic device so formed as to remain stationary when the brake valve handle is operated and designed to be operated to control the handle to set a service or graduated stop as specified.

22. In an automatic train controlling and signaling system of the class described, the combination with the engineers brake valve and handle thereof, of an automatic device so formed as to remain stationary when the brake valve handle is operated and designed to be operated to control the handle to set a service or graduated stop and yet leave the emergency stop controllable as specified.

HAROLD WILBERFORCE PRICE. \Vitnesses B. 130m, A. CRIGHTON.

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