US1642073A - Railway-traffic-controlling apparatus - Google Patents

Description

1,642,073 Sept. 13, 1927- v. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 25, 1923 2 Sheets-Sheet 1 N @J n. 5 '6 INVENTOR /5 ATTORNEY Sept. 13, 1927.

| v. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 25, 1923 2 Sheets-Sheet 2 Wmi u INVENTOR ATTORNEY Patented Sept. 13, 1927.

UNITED STATES 1,642,073 PATENT OFFICE.

LLOYD V. LEWIS, OF EDGEWOOI) BOROUGH, PENNSYLVANIA, ASSIG'NOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed January 25, 1923. SeriaLNo. 614,818.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising governing means on a train requiring a continuous supply of ener y from the trackway to permit the train t proceed without retardation.

One feature of my invention is the provision inhpparatus of this character, of novel means for conditioning the train gov erning means to permit unretarded progress of the train along a portion of track which is not equipped for supplying such eucrg to the train, which portion may he termed non-positive control territory to distinguish it from positive control territory which isequipped for supplying energy to the train. f

Another feature of my invention is the PiOVlSlOII of a single two-position valve controlled by trackway energy for causing a brake application under unsat'e traffic c011- ditions, and means associated with such valve and with the engineers brake valve for permitting the engineer to release the 26 brakes by manipulation of his brake valve handle after the train has been brought to a stop orafter thecondition necessitat ing an automatic application of the brakes has been removed.

I will describe one form of apparatus embodying my invention and will then point out the novel features thereof in claims.

In the accompanying drawing, Fig. 1 is a diagrammatic View showing one form of trackway apparatus en'ibodying my invention. Fig. 2 is a view, partly diagrammatic and partly in section, showing one form of train-carried apparatus embodying my invention and adapted for co-operation with the trackway apparatus shown in Fig. 1.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the rails of a stretch of track along which traffic normally moves in the direction indicated by the arrow. This stretch of track includes two positive control territories A-D and EF, separated by a non-positive control territory D-E, the positive control territories being equipped for supplying governing energy to trains passing along the track while thanon-positive control territory is not so equipped.

of track sections A- B, BC and CD,

while the portion of the positive control terr tory EF, shown in the drawing, constitutes only one track section.

' Located adjacent the entrance end of each track section n positive control territory, as well as the track se'ction D-E comprising the non-positive control territory, is a roadslde signal which is designated by the reference; character S with an exponent correspond ng to the location. Each of these signals, as here shown, is of the semaphore type adapted to indicate stop, caution or proceed, according as the semaphore is in the horizontal, the inclined or the vertical position. these signals is omitted from the drawing for the reason that it forms no part of my present invention.

Each track section in positive control terrltory is provided with means for connectmg a source of alternating train governing current across the track rails adjacent the exit end of the section. As here shown, this is accomplished by a transformer for each section designated by the reference character T, with an exponent corresponding to the location, the secondary of which is constantly connected across the rails of the section through a limiting impedance 6, and the primary of which is at times connected witha transmission line L supplied with train-governing alternating current by a generator G. The primary circuit of each transformer T includes a circuit controller operated by the adjacent signal S and designated by the reference character 3 with the same exponent as that applied to the signal. Each ,of these circuit controllers is arranged .to be losed when the signal indicates proceed or caution but open when the signal indicates stop. It will be seen, therefore, that train governing current is supplied to the rails of the section when the signal for the section next in advance indicates proceed or caution, but not when it indicates stop; in other words, this current is supplied to each section whenever the section next in advance is unoccupied, but is not supplied to the rails of a section in the rear of an occupied section.

Referring now to Fig. 2, the train-carried The apparatus for controlling.

apparatus, in the form here shown, includes two magnetizable cores 4 and 4 which are mounted on the train in advance of the forward. axle, as indicated in Fig. 1, and are located over the two track rails 1 and 1,

respectively. Each of these cores is substantially U-shaped with its legs extending downwardly, and each core is disposed transversely with respect to the rails. These cores 4 and 4 are provided with coils 5 and 5, respectively. It is apparent, therefore, that when alternating current flows in either rail, part of the magnetic flux surrounding such rail will pass through the core which is directly over the rail and so will induce an alternating potential the coil carried by such core.

The coils 5 and 5 are included in a receiving circuit a and are connected in this circuit in such manner that the potentials created in the coils by an alternating current flowing in opposite directions in the two rails are additive. It will be seen, therefore, that train governing current from the transformers T will induce an alternating current potential in the receiving circuit a. The potential thus created in the receivin circuit is utilized to control the supply 0 current to a relay K, suitable amplifyin apparatus M preferably being interposed between the receiving circuit and the relay, as indicated in the drawing. Included in circuit a is a resistance 7 which is normally shunted by back contacts 8 of a push button P. \Vhen the resistance 7 is shunted, the voltage induced in circuit a by the track transformers T is sufiicient to cause relay K to be closed,

but when push button P is reversed, so that contacts 8 are open, thus opening the shunt around resistance 7, the voltage applied to the amplifying apparatus M by circuit a is insufiicie'nt to cause relay K to close. The function of resistance 7 and push button P will be explained hereinafter.

When relay K is closed, it causes the energization of a magnet H by virtue of a circuit which passes from battery 10, through contact 11 of relay K, wire 12, winding of magnet H, and wire 13 to bati .tery 10. Magnet H controls a valve mechanism designated as a whole by the reference character W, and this mechanism in turn controls a brake application valve N which is associated with the brake pipe 35 and with the engineers brake valve Q.

As shown in the drawing, relay K is energized, so that magnet H is energized, and the armature of this magnet accordingly holds a pin valve 14 in the depressed position against the action of a helical spring 46. Valve 14 when, in this position admits air from the main reservoir of the braking system through a pipe 15, passage 16, valve ciamber 17, and port 18, to a timing reservoir 19, so that this reservoir is charged with main reservoir pressure. Air pressure passes from the timing reservoir through a pipe to a cab signal 21, which, when the reservoir is charged to full pressure, indicates proceed.

The brake application valve N is directly controlled by a valve 27, which in turn is governed by a piston 28 biased normally to the position shown in the drawing by a spring 29. When the piston 28 is in this position valve 27 is closed due to the action of a spring 51, so that pipe 26 which leads from the brake valve N is blanked. Air is supplied from the main reservoir through pipe 15 to the main chamber 23 of the application valve N from which it flows through a small port24 in piston 24 to cylinder 24 on the left-hand side of this piston and to pipe 26, so that both sides of piston 24*.are exposed to main reservoir pressure. This piston, together with slide valve 22, is then held in its right-hand position due to the action of a spring 25. \Vhile in this position air flows from the main chamber 23 of application valve N to feed valve pipe 31, pipe 32, feed valve 47, pipe 33, recess 34 in the brake valve Q, to the brake pipe 35, thus maintaining pressure in the latter and holding the brakes in the released condition. Air also flows from the brake pipe 35, through a branch 35 to the lower face of an equalizing piston 36, which controls a valve 44. The upper face of piston 36 is also supplied with air from the brake pipe branch 35 through port 35, recess 37 in slide valve 22 and pipe 38. The effective area of the upper face of piston 36 being greater than that of the lower face, it follows that this piston is depressed so that valve 44 is closed. Air is also supplied from pipe 38, through'pipe 39 to an equalizing reservoir 40, but the associated reduction limiting reservoir 41 is connected with atmosphere through pipe 48, recess 4:2 in slide valve 22 and exhaust port 43.

With the parts in the positions shown in the drawing, the brakes are under the control of the engineer, because the feed valve pipe31 is directly connected to the main reservoir through the brake application valve N and pipe 15*. In order to cause an application of the-brakes, the engineer shifts the valve Q to service or emergency position, thereby disconnecting the brake pipe 35 from feed valve 47 and at the sametime connecting the engineers equalizing reservoir 49 to atmosphere, with the result that a measured reduction in brake pipe pressure is caused by valve 50. i

I will now assume that when the parts are in the positions shown in the drawing,

the train enters the block in the rear of an occupied block, so that the supply of train governing energy is discontinued. Relay K opens, thereby causing magnet H to become deenergized. with the result that valve 14 rises under the influence of spring 46. This valve then disconnects pipe 16 from the main reservoir and connects this pipe with port 30 which leads to the top of piston 28. The underside of this piston being open to atmosphere tln'ough a port 45, it follows that this piston is immediately depressed, thereby opening valve 27 and so exhausting the pressure on the left-hand side of brake application valve piston 24 to atmosphere. The pressure in the timing reservoir 19 'then flows out through a small orifice 28 in piston 28, so that after a given interval of time, which I will assume to be 60 seconds, piston 28 returns to its normal position under the influence of spring 29, and thereby permits valve 27 to close under the influence of spring 51.

The exhaust of air from the left-hand side of piston 24 causes this piston and slide valve 22 to shift to the left. One result of this movement of valve 22 is to disconnect the feed valve pipe 31 from main reservoir, thereby cutting off the supply of air to the brake pipe, and permitting a brake appli cation to follow from the opening of the brake pipe as hereinafter explained. The closing of theieed valve pipe 31 thus prevents the engineer from releasing the brakes until slide valve 22 returns to its normal position. The reversal of slide valve 22 disconnects pipe 38 from the brake pipe branch 35 and connects pipe 38 with the reduction limiting reservoir 41, through pipe 48, with the result that a predetermined reduction occurs in the pressure in the equalizing reservoir 40, and consequently, on the upper face of piston 36. Piston 36 then rises and opens valve 4 1, so. that air flows out to the atmosphere from brake pipe When the pressure in the brake pipe is reduced the predetermined amount, such for example as 20 lbs, the pressures on the two faces of piston 36 again equalize and this piston then returns to its normal position and closes valve 4 1, so as to prevent further reduction in brake pipe pressure. The reduction which occurs, however. is sufficient to cause an adequate service application of the brakes and so to bring the train to a stop. The time required to bring the train to a stop from full speed is less than the time element of the reservoir 19, so that piston 28 does not return to its upper position until after the train has come to a stop. WVhen piston 28 does return to its upper position, valve 27 closes, thereby stopping the flow of air through pipe 26 from the left-hand side of piston 24-. With the engineers brake valve Q in running position, however, the lefthand side of piston 2a is still connected with atmosphere through pipe 52, recess 53 in slide valve 22, brake release pipe 54, recess 55 in the engineers brake Q and exhaust port 56, so that valve N still remains in brake-applying position. To restore valve N to its normal position the engineer must move his brake valve Q to the lap position,

thereby disconnecting the brake release valve pipe 54 from exhaust port 56. Air pressure then builds up on the left-hand side of piston 24 and so permits this piston and the slide valve 22 to return to their normal positions. The engineer can then release the brakes by restoring his brake valve Q to release or running position, whereupon air is supplied to thebrake pipe 35 from the feed valve pipe 31 through recess 34 in the brake valve Q. The return of slide valve 22 to normal position connects the reduction limiting reservoir 41 to atmosphere and causes the equalizing reservoir 40 to again be charged to full brake pipe pressure. The train may then proceed under the control of the engineer with the expectation of finding an obstruction ahead. The timing reservoir 19 now being discliarged, the cab signal 21 indicates to the engineer that the train is without automatic control. As soon as en ergy is again received from tho'trackway, relay K and magnet H will become re-ener gized sothat valve 14 will reverse, thereby charging the timing reservoir 19, whereupon cab signal 21 will again indicate proceed.

I will now assume that the train enters a caution track section, that is, the section in the rear of an occupied section, and that before ithas been brought to a stop by the application valve N the signal ahead returns to the caution or the proceed position so that relay K and magnet H again become energized. The upper side of piston 28 is then disconnected from the timing reservoir 19 so that this piston immediately returns to its upper position, thus permitting valve 27 to close. If the engineer then moves his brake valve Qto lap position he will stop the exhaust of air from the left-hand side of piston 24, through port 56 so that application valve N will return to its normal position,

whereupon the engineer can release the I brakes by moving his valve Q. to release or running position. It follows, therefore. that after an automatic brake application has been initiated, if the vehicle governing energy is again received before the train comes to a full stop, the engineer can release the brakes at once and proceed Without further retardation.

It is believed that this feature is novel and that this result has not heretofore been secured, namely, the provision of means whereby the brakes of a moving train may be safely released by the engineman after an automatic application and Without bringing the train to a stop.

The utility of this feature will be manitest if consideration is given to the fact that in order to release the brakes without shock while the train is in motion, particularly in case of a long train, it is essential to stop the reduction in brake pipe pressure and to bring the moving column of air in the brake pipe gradually to rest, before starting to recharge the brake pipe to release the brakes; otherwise, the undesirable result may occur that the pressure will build up so rapidly in the brake pipe near the front end of the train that the brakes on some of the cars Will be released at the Very time that the brakes on the cars at the rear of the train are still applying. It is obvious that if this occurs, an undesirable shock is inevitable and that it is possible in this way to actually break the train in two.

In the present invention, as soon as the advance signa'l clears arid valve 27 closes, the engineman may stop the reduction in equalizing reservoir pressure at once by moving his valve to the lap position as above described. because this permits the automatic valve N to release and connect equalizing reservoir 40 to the brake pipe. The brakes, however, will not release because of the position of the engineers brake valve in lap, but in fact, in case of a long train, may continue to apply, equalizing valve 36 being prevented from closing suddenly by the inertia of the moving column of air. As soon as the equalizing valve stops blowing and the brake pipe air is brought to rest, the engineman may then restore his brake valve to the release or running position to recharge the brake pipe and release the brakes with a minimum risk of producing shock to the equipment due to non-simultaneous action. I,

In effect, ftherefore, this invention provides for the? engineer taking over the braking after anj automatic application and completing the Jnecessary manipulation of the brakes in exactly the same manner as after a manual application under those conditions in which a release of the brakes while the train is in Qnoticn is permissible.

It is furthermore to be noted that in case the engineer is dead or incapacitated, the train will be brought to a stop with a full service application, even though the advance signal clears.

It will be observed that when the train enters the non-positive control territory D-E an automatic application of the brakes would occur unless means are provided to prevent such result. The means provided for preventing such an application are as follows Located in the trackway immediately in advance of the point D are two conductors 9 and 9 which are constantly supplied with current from the secondary of a transformer X, the primary of which is connected across the transmission line L. Transformer X and the circuits connected thereto are so proportioned that the current flowing in conductors 9 and 9 is considerably greater than that flowing in the track rails 1 and 1 due to the track transformers T. When the train passes over conductors 9 and 9 the voltage induced in the receiving circuit a will be su'flicient to keep relay K closed, even though the back contacts 8 of push button P are open so that resistance 7 is included in circuit a. If the engineer reverses push button P at this point in the track it will then not cause relay K to be de-energized, but will cause the energization of a second magnet J associated with the valve mechanism W, the circuit for this magnet being from battery 10, through contact 57 of relay K, wire 58, contacts 59 of push button P, wire 60, winding of magnet J, and wire 13 to battery 10.

The apparatus just described for permitting magnet J to be energized when the train enters non-positive control territory is not my invention, and is shown herein merely for purposes of illustration. Any other suitable means for so controlling magnet J may be substituted. The magnet J controls apparatus embodying my invention for condi tioning the train governing mechanism to permit the train to proceed through nonpositive control territory without retardation, which apparatus is as follows:

Magnet J controls'a valve 61, which is closed under the influence of a spring 63 when the magnet is de-energized When this magnet becomes energized, however, valve 61 is opened thereby permitting air to flow from the chamber 17 above piston 65, which is connected to the timing reservoir 19, through ports 64, valve 61 and exhaust port 62 to atmosphere. The pressure in the timing reservoir. 19 is also exerted on a portion of the underside of piston 65, which is biased downwardly by a spring 66. Normally the combined pressures on the top of this piston due to spring 66 and the air in the timing reservoir are greater than the pressure on the underside of the piston, so that this piston remains down, as shown in the drawing. When. valve 61 opens, however, the pressure on top of piston is immediately reduced to such an extent that the pressure supplied to the under surface thereof through pipe 67 is sufficient to cause this piston to rise, thereby permitting the pressure in the timing reservoir 19 toimmediately exhaust to atmosphere through port 68, to a pressure less than that required to actuate piston 28.

I will now assume that as the train passes over the trackway conductors 9 and 9 the engineer reverses his push button P thereby energizing magnet J and so exhausting the timing reservoir 19 to atmosphere. After this has been accomplished, and the train passes beyond conductors ,9 and 9, both magnets H and J become de-energized due to the cessation of energy from the trackway. There being insuflicient pressure in timing reservoir 19, however to actuate piston 28 the latter remains in its uppermost position after the reversal of valve 1e, and so the brake application valve is not attected and the brakes are not applied. After leaving the conductors 9 and 9*, the engineer allows push button P to return to its initial position. Then as soon as the train again enters positive controlterritory, relay K will close and magnet H will become energized, so that the timing reservoir 19 will again become charged and the parts are then ready to cause an automatic brake application in the event that the supply of energy from the trackway ceases.

It the engineer should reverse the push button P while the train is receiving energy from the track rails 1 and 1 the result would be a momentary energization of magnet J followed by immediate de-energization of both magnets H and J, because the amount of current supplied to relay K would be below the amount required to keep this relay closed. The interval of time during which magnet J would be energized under this condition would be so short that the pressure in chamber 17 would not be materially reduced, and piston would not rise. It follows that as soon as magnet H became de-energized, piston 28 would be depressed to cause an automatic application of the brakes. It will, of course, be understood that if the engineer operated his push button P under the condition just specified, the reason for de-energization of relay K'is that the shunt around the resistance 7 would be open and the voltage then applied to the amplifying apparatus would be insu'llicient to cause relay K to remain closed.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traflic controlling apparatus comprising a train carried magnet controlled from the trackway and continuously energized under safe trafiidconditions in advance but not when trafiic conditions in advance are unsafe, brake application mechanism including a slide valve normally in position to prevent reduction of brake pipe pressure and movable to an operative PO51- tion wherein it permits reduction of brake ipe pressure, said mechanism also includmg a normally charged cylinder arranged when discharged to cause movement of said slide valve to its operative position, means responsive to de-energization of said magnet for exhausting said cylinder to atmosphere for a period of time sufficient to cause the train to stop, the resulting movement of said slide valve operating to exhaust said cylinder to atmosphere through'the. engincers brake valve when the latter is in running position but not in lap or brake-apply ing positions, and means for again charging said cylinder whenever it is closed from atmosphere, whereby after an automatic application of the brakes has occurred they may be released by movement of the engineers brake valve first to lap position and subsequently to release or running position. QUR-aihvay trafiic controlling apparatus comprising governing mechanism on a train normally requiring the constant influence of energy from the trackway to permit the train to proceed without retardation, a trackway comprising positive control territory equipped with primary means for supplying train governing energy to the train and non-positive control territory not so equipped, auxiliary means located adjacent the entrance to said non-positive control territory for supplying a greater amount of energy to the train than said primary means, a magnet on the train, apparatus for energizing said magnet temporarily while the train is passing over said auxiliary means but not while the train is in positive control territory, and a. valve operated by said magnet for conditioning said train governing mechanism to permit the train to proceed through non-positive-control territory without retardation.

3. Railway traflic controlling apparatus comprising governing mechanism on a train normally requiring the constant influence of energy from the trackway to permit the train to proceed without retardationfla trackway comprising positive control territory equipped with primary means for supplying train governing energy to the train and nonpositive control territory not so equipped, auxiliary means located adjacent the entrance to said non-positive control territory for supplying a greater amount of energy to the train than said primary means, a magnet on the train, apparatus including a manually operable part on the train and functioning to energize said magnet if said part is operated while the train is over said auxiliary trackway means but not if said part is operated at any other time, and a valveroperated by said magnet for conditioning saidtrain'governing mechanism to permit the train to proceed through nonpositive control territory without retardation.

4. In combination, a stretch of railway track having positive control "territory equipped with primary means for supply- .ing governing energy to trains and nonpositive control territory not so equipped,

auxiliary means located at the entrant" to gnon-positive control territory for suppl ng a greater amount. of energy to trains, oir- Qcuiton a train receiving energy from th of said trackway means and including I iormally shunted resistance, a relay cont rolled by'said receiving circuit and responsive to energy supplied in positive control tenritory when said resistance is shunted but not when the shunt is open, said relay beingresponsive to the energy supplied by said auxiliary ,means when the shunt is open, governing mechanism controlled by said relay and normally requiring that the relay be closed to permit the train to proceed without retardation, a normally tie-energized magnet on the train controlled by said relay, :1 ,ft alve controlledby said magnet and oper *ng when the magnet is energized to condition said 2 train governing mechanism tojpermit the train to proceed through iion-pbsitive control territory without retardation, and manually operable apparatus the train for opening said shunt and simultaneously 95 energizing said magnet.

5. In combination, a streticlr of railway track having positive control territory equipped with primary means for supplying governing energy to trains and non-positive control territory not so" equipped, auxiliary means located at the entrance to nonpositive control territory for supplying a greater amount of energy to trains, a. circuit on a train receiving energy from both of said trackway means and including a normally shunted resistance, a: relay controlled by said receiving circuit and responsive to energy supplied in, positivej control territory when said resistance is shunted but not when 40 the shunt is open, said relay being responsive to the energy supplied by said auxiliary means when the shunt is open, a magnet controlled by a front contact 0t said relay, governing mechanism controlled by said magnet and normally requiring that the magnet be energized to permit the train to proceed, a second magnet controlled by a front contact of said relay and by a normally open circuit controller, manually operable means 5 on the train for simultaneously opening said shunt and closing said circuit controller, and a' valve controlled by said second magnet and operating when the magnet is energized to condition said train governing mechanism so that the train may proceed through said non-positive control territory Without retardation. i

6. Railway traflic controlling apparatus comprising a train carried piston biased to 6 one position, means on the train for causing a brake application When said piston is moved in opposition to its biasing force, a reservoir on the train, a train carried mag;

net, a valve on the train controlled by said magnet for connecting "said reservoir with iteeaova a source of fluid pressure when the magnet is energized and for connecting said reservoir with said piston when said magnet is de-encrgized, a second train carried magnet, and means controlled by said second magnet T) when energized ior disconnecting said reservoir from said source of pressure and venting the reservoir to atmosphere.

7. Railway trafiic controlling apparatus comprising a train carried piston biased to one position, means on the train for causing a brake application when said piston is moved in opposition to its biasing force, a reservoir on the train, a train carried magnet, a valve on the train controlled by said magnet for connecting said reservoir with a source of fluid pressure when the magnet is energized and for connecting said reservoir with said piston when said magnet is de-energized, a trackway having positive control territory equipped with means for keeping said magnet energized undersate traflic conditions and non-positive control territory not so equipped, a second train carried magnet, means controlled by said second inagnet when energized for disconnecting said reservoir from said source of pressure and venting the reservoir to atmosphere, and trackway means located at the entrance to said non-positive control territory forenergizing said second magnet.

8. In combination, a stretch of railway. track having positive control territory equipped with primary means for supplying governing energy to trains and non-positive control territory not so equipped, auxiliary means located at the entrance to non-positive control territory for supplying a greater amount of energy to trains, a circuit on a train receiving energy from both of said trackway means and including a normally shunted resistance, a relay controlled by said receiving circuit and responsive to energy supplied in positive control territory when said resistance is shunted but not when the 1 shunt is open, said relay being responsive to the energy supplied by said auxiliary means when the shunt is open, a magnet controlled by a front contact of saidirelay,

a piston biased to one position, means on the train for causing a brake application when said piston is moved in opposition to its biasing force, a reservoir on the train, a valve controlled by said magnet for connecting said reservoir with a source of fluid pressure when the magnet'is energized and with said piston when the magnet is deenergized, a second magnet controlled by a front contact of said relay and bya normally open circuit controller, manually oper- 1 able means on the train for simultaneously opening said shunt and closing'said circuit controller, and means controlled by said second magnet when energized for disconnecting said reservoir from said source of presra'tus including a valve operated by said second magnet for preventing said mechanism from causing an automatic brake application while the train is in non-positive control territory even though said first magnet is de-energized.

10. Railway train'carried apparatus comprising an application valve normally in position to prevent reduction of brake pipe pressure and movable to an operative position wherein it causes reduction of brake pipe pressure,'a normally charged cylinder efiective when discharged to cause movement of said valve to its operative position, means controlled from the trackway for discharging said cylinder, means effective when said valve is in operative position but not when it is in normal position to connect said cylinder with a port in the engineers valve which is closed when the engineers valve is in lap position but not when it is in running position, and means for again charging said cylinder when the cylinder is closed.

11. Railway train carried apparatus com prising an application valve normall in position to preventreduction of bra e pipe pressure and movable to an operative position wherein it causes reduction of brake pipe pressure, a normally charged cylinder eiiective when discharged to cause movement of said valve to its operative position, means controlled from the trackway for discharging said cylinder, means eflfective to'open said cylinder to atmosphere when said valve is in operative position and the engineers valve is in running position but not when the application valve is in normal position or the engineers valve is in lap position, and means for again charging said cylinder when the cylinder is closed.

12. Railway train carried apparatus comprising an application valve normally in position to prevent reduction of brake pipe pressure and movable to an operative position wherein it causes reduction of brake pipe pressure, a normally charged cylinder effective when discharged to cause movement of said valve, to its operative position, means controlled from the trackway for discharging said cylinder, means for connecting said cylinder to a discharge pipe when said valve is in operative position but not when it is in normal position, means for connecting said discharge pipe with atmosphere when. the engineers valve is in running position but not when it is in lap position, and means for again charging said cylinder when the cylinder is closed.

13. Railway train carried apparatus comprising an application valve normally in position to prevent reduction of brake pipe pressure and movable to an operative position wherein it causes reduction of brake pipe pressure, a normally charged cylinder efi'ective when discharged to cause movement of said valve to its operative position, means controlled from the trackway for discharging said cylinder, means effective when said valve is in operative position but not when it is in normal position toconnect said cylinder with a port in the engineers valve which is closed when the engineers valve is in one position but not when it is in another position, and means for again charging said cylinder when the cylinder is closed.

' 14. Railway train carried apparatus comprising an application valve normally in position to prevent reduction of brake pipe pressure and movable to an opertive position wherein it causes reduction of brake pipe pressure, a normally charged cylinder effective when discharged to cause movement of said valve to its operative position, means controlled from the trackway for discharging said cylinder, means efl'ective to open said cylinder to atmosphere when said valve is in operative position and the en gineers valve is in one position but not when the application valve is in normal position or the 'engineers valve is in a second position, and means for again charging said cylinder when the cylinder is closed.

15. Railway train carried apparatus comprising an application valve normally in position to prevent reduction of brake pipe pressure and movable to an operative position wherein it causes reduction of brake pipe pressure, a normally charged cylinder effective when discharged to cause movement of said valve to its operative position, means controlled from the trackway for discharging said cylinder, means for connecting said cylinder to a discharge pipe when said valve is in operative position but not when it is in normal position, means for connecting said discharge pipe with atmosphere when the engineers valve is in one position but not in another position, and means for again charging said cylinder when'the cylinder is closed.

16. Railway train carried apparatus comprising an application valve normally in position to prevent reduction of brake pipe pressure and movable to an operative position wherein it causes reduction of brake pipe pressure, a. normally charged cylinder valve for continuing the discharge from said effective when discharged to cause movement cylinder, and means for again charging said of said valve to its operative position, means cylinder when the cylinder is closed. 10 controlled from the trackway for discharg- In testimony whereof I afix my signaing sai'dcylinder, means controlled jointture.

1y by the position of said application valve and by the position of the engineers brake LLOYD V. LEWIS.

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