Improvements in Motor Cars Worked by Compressed' Air.
Year: 1896

page_text: Date of Application, 30th Dec., 1896-Accepted, 14th Aug., 1897
COMPLETE SPECIFICATION.
Improvements in Motor Cars Worked by Compressed' Air.
I, OLIVER IMRAY, of No. 28 Southampton Buildings, Chancery Lane, in the
County of London, Chartered Patent Agent, do hereby declare the nature of this
invention (which has been communicated to me from abroad by The General
Compressed Air Company, of 160 Broadway, New York, United States of America)
and in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement:-
This invention relates to motor cars, or locomotives worked by compressed air,
and has for its object to secure better control and increased efficiency.
The principal features of improvement may be briefly indicated as follows:-
First. A reducing valve or fluid pressure regulator is employed, with cou-
nections which are controllable, at will, for rendering air, at higher than normal
pressure available, when necessary or desirable, for starting or accelerating the
car, or for moving a heavy load or on a steep grade.
Second. The supplemental supply or starting connections, the brake operating
connections, and the higher pressure or accelerating connections, are all under
the control of a common or combination valve, operated by a single lever, within
convenient reach of the driver on the platform. By this combination valve,
the supplemental supply for starting can be established; and then, as soon as the
engines are started, the supplemental supply can be cut off, yet maintaining the
increased pressure for accelerating if necessary. Otherwise stated, the starter and
the accelerator can be used conjointly, or the accelerator may be used without using
the starter.
Third. Platform or shut off valves are provided, through which the high pressure
air must normally pass, on its way to the reducing valve, and thus, the high
pressure air can be confined within the storage system, at will.
Fourth. Auxiliary valves are provided, for tapping the high pressure system,
on the storage side of the shut off valves, for obtaining a supply, upon emergency,
as for running home after accident or mishap to the reducing valve, or other parts
of the connections. A safety valve is used as a part of the auxiliary system for
ensuring safety.
Fifth. Provision is made for utilizing storage from reservoirs on trailer cars,
the trailer reservoirs connecting to the main or train pipe by branches having
reducing valves, passing the air at reduced pressure and so permitting the use
of flexible coupling pipes between the cars. At the motor car, the train pipe is:
provided with a train valve, for tapping or shutting off the trailer storage, at will.
Sixth. A reserve or cushion reservoir is provided in the low pressure or working
system, for affording an extra supply to meet sudden variations of load on the
engine.
Seventh. Cylinder relief valves, with connections leading back to the valve
chests of the engines are provided, for disposing of the water of condensation in
the cylinders, without objectionable noise.
Eighth. A hot water air heater is provided arranged so as not to admit water
to the air pipes.
The invention is illustrated by the accompanying drawings in which like letters
5 and numerals refer to like parts, in the several figures.

page_text: Figure 1 is a side elevation of the motor, cal and trailer;
Figure 2 is a plan, partly in diagram' lines of the piping system some parts
being removed to avoid confusion;
Figure 3 is a perspective, showing the 'connection between the motor car and the
trailer;
Figure 4 is a view of the motor car, showing the meclianism, partly in elevation
and partly in transvorse vertical section, on the line of figure 5;
Figure 5 is a diagram, somewhat distorted;; chiefly in plan, some parts being
removed, others broken away, and others shown in 'horizontal section, illustrating
the storage and piping system, detached from the car.
Figure 6 is a perspective, with some parts broken away and others in section,
showing the hot water air heater, detached.
Figure 7 is a vertical cross section, on the line of figure 6;
Figure 8 is a perspective, with some parts broken away and others in section,
showing the shut-off valve, the train valve and the combination valve;
Figure 9 is a perspective, with some parts broken away and others in section,
illustrating the relation of the combination valve to the reducing valve; in the
main supply connections;
Figures 10 to 19, inclusive, are details, illustrating the different parts of the
combination valve;
Figures 20 to 24 inclusive are views, partly in diagram, for illustrating the action
of the combination valve, in its several different positions;
Figures 25 to 28, inclusive, illustrate the cylinder relief valves and their 'con-
nections to the valve chest;
}
Figures 29 and 30 illustrate the relation of the supplemental supply or starting
connections, to the distribution valves of the engines;
Referring to Figures 1, 2 and 4, 1 indicates the track rails, 2 the wheels, and: 3
the axle of one pair of the motor wheels, 4 and 5 indicate parts of the truck frame,
and 6 is part of one of the car platforms.
Referring especially to Figure 5, the general arrangement of the piping can,
perhaps, be best described, by tracing the course of the air from its entrance to
the storage system to its application, in the engine. In charging the car, from in
charging station the air enters by a nozzle 7 provided with a check valve 8; and
passes thence by pipe 9, furnished. with a shut-off valve or stop-cock 10, to 'a
cross 11, thence by pipe 12 to branch pieces 13, thence by pipes 14, to a number
of storage reservoirs 15, placed in convenient positions, on the truck and car frames.
When the storage reservoirs are charged, to the desired pressure, which may he
about 2,000 lbs. to the square inch, the stop cock or shut-off valve 10 is closed
and the car is then ready for use. From the reservoirs 15, the high pressure air
can pass back, through the pipes 12, to the cross 11, and, thence, by pipe Hi, to a 4
T17, and, pipes. 18 leading to the platform shut-off valves 19. From the valves 19,
the high pressure air passes, by pipe 20, to a T 21, and, thence, through a pipe 22,
to the reducing valve 23, whence the air is passed, at the desired reduced pressure,
to the low pressure or working system by pipe 24, T 25 check valve 26, to pipe 27,
cross 28, pipe 29, check valve 30, pipe 31, branch piece 32 and pipe 33; into the 4
hot water air heater 34. The pipe 33, leading into the heater casing or shell 34,
joins a perforated distributing pipe 35, placed near the bottom of the shell 34
and having its perforations discharging downwards and outwards as shown in.
Figure 6. Thence, the air passes through the hot water 36, thereby becoming
heated and charged to some extent with moisture and steam. The moistened and 5
heated air then passes' into a perforated collecting pipe 37, at or near the top, of
the shell 34, with its perforations on its upper side. Within the shell 34 are baffle-
plates 34, for reducing the splash, of the water resulting from the motion of the
car. The pipe 37 passes out, through the top or end of the shell 34, and lead's to
the throttle valve 38 from which the heated and moistened air passes, through 5
pipes 39, to the valve chests 40 of the engines, the cylinders of which are shown

page_text: at 41. The throttle lever 42 is provided with connections 43, which lead to
operating crank handles 44 on the two car platforms 6.
The piping so far described constitutes the air storage and normal supply, con-
nections to the engines, through the throttle valve 38, under the control of the
hand levers 44 on the platforms.
The heater 34 is charged with heated water, under pressure, through a receiving
nozzle wo and a pipe e leading to the branch piece 32. The nozzle wo is furnished
with check valve to; and the pipe to witli a shut-off valve or stop-cock w. The
branch piece 32 is situated between the air check-valve 30 and the heater 34,, 'and
is provided with a shut-off valve or stop-cock w, between the water pipe wand
the check valve 30, in the air pipe 31. Hence, by closing the stop-valve o
and opening the cock w, the heater 34 is charged with hot water, through the
parts to, w, o, and the pipes 33 and 35.
Turning now to the air pipe connections controlled by the combination valve,
the train valve, the shut-off and the platform or auxiliary valves, the cross 28,
in the low pressure dry air pipes 27 and 29, between the two check-valves 26
and 30, connects to what may be termed the low pressure train pipes 45, which,
extend to the crosses 46, each of which has three other branches.
Branch 47 leads to the low pressure guage 48, on the platform; branch 49 leads
to the train pipe valve 50, on the platform, and branch 51 leads to the combination
valve 52 on the platform, which controls the supplemental supply or starting
connections, the increased pressure, or accelerating connections, and the brake;
motor connections. The branch 51 may be regarded as the supply pine to the com
bination valve 52. The relations of the train valve 50 to the train pipe 45 and
to the platform or auxiliary valve 19 will be described after further consideration
of the combination valve 52. The air supplied through the pipe 51, to the com-
bination valve 52 does not pass through the heater 34, but is used dry, so avoiding
condensation in the pipes.
PIPES CONTROLEED BY THE COMBINATION
VALVE.
Under the control of cach combination valve 52, the air can pass from it through
pipe 53 to a cross 54 which is connected, by pipes 55, Ts 56, and branches 57 and
couplings 58, with ports 59 of the cylinders, which are under the control of the
main member of the distribution valves, as shown in Figures 29, and 30. The
passages 59 of the cylinder are fitted with check-valves 60, which permit the air
to pass. inwards to the cylinder, but prevent it from passing outward to the pipes.
The main member 61 of the distribution valves 61 and 62, has its admission ports 63
extended outwards on the face of the valve, so as to co-operate with the ports-59; in
the seat, for the admission of fluid to start the engine, when the admission is, cut
off, through the main supply connections, by the cut-off valve 62, as shown in
Figures 29 and 30. The valve 61 has the usual exhaust cavity 64. With the
piping just described; the air, supplied through the supplemental or starting-con-
nections 55, can only enter the cylinder under the control of the main member 61
of the distributing valve; and, hence, the air must always enter the cylinder,
on the proper side of the piston, for starting the engines in the right direction.
From the combination valves 52, extend a pair of pipes. 65 and 66, which are
connected respectively, to opposite ends of the brake cylinder 68, by TB 67. By
these pipes 65 and 66, under the control of the combination valve 52, air can be.
supplied to one side of the brake piston 69, while the other side is open to the
atmosphere, for putting on the brake, or the two pipes 65 and 66 may be put in
communication with each other, equalising the pressure, on opposite sides of the
brake piston, for taking off the brakes and keeping them off while the combination
valve 52 is in running position. The brake piston 69 shown, in dotted lines in
Figure 5, has its rod 70 connected with the brake rigging 72 by link 71: The
piston 69 is moved inwards for putting on the brake; and outwards to a middle
position for taking and holding the brake off. The difference between the area's
exposed to pressure, on the opposite sides of the piston 69, ensures this releasing

page_text: movement of the piston 69, when the two pipes 65 and 66 are put in communication
by the combination valve 52. The pipe 73 from the combination valve 52 opens
to the atmosphere, as shown in Figure 9, and co-operates with the pipe 66 in.
working the brake.
From the combination valves 52 extend pipes 74 to a T 75, which is connected,
by branch pipe 76, to the lower piston cylinder 77 of the reducing valve 23, shown
in Figure 9. This reducing valve 23, operates in the known manner, that is to
say when the pressure acting on the diaphragm in the casing 23 exceeds the force
of the spring, the balanced valves are more or less closed, subject however to the
greater or less pressure under the piston in 77 tending to the closing or opening
of the valves.
The pipe 74 co-operates, through the combination valve 52 with the low pressure
supply pipe 51, to maintain low pressure under the piston in 77; but, under the
control of the combination valve 52, the pipe 74 can be cut off from the supply
pipe 51 and connected to the pipe 73, thus opening the cylinder 77 to the
atmosphere. When this occurs, the air will pass the reducing valve to the engines
at greater than the normal working pressure.
DETAILS OF COMBINATION VALVE.
For details of the combination valve 52, whereby it is made to control the three
sets of pipe connections above described, reference is made to Figures 8 to 24,
inclusive.
T'he
Hitherto the combination valve, as a whole, has been indicated by the
numeral 52; but, in the detail views, now referred to 52 represents the casing.
of the valve. This casing 52 consists of two sections bolted together. The lower
section receives the various pipes hitherto mentioned, and is provided with a
suitable seat for the valve. The pipe openings, in the lower section of the
casing 52, are marked by the same numerals as the pipes. The head of the
valve a is provided with a perforated flange a projecting upwards and hollow
stem a projecting downwards which is centrally fitted in the lower section of the
casing 52, and communicates with the supply passage 51. The upper section of
the casing 52 forms a chamber 3, above the valve a. The perforated flange a¹
receives the lower end of au operating shaft a, which extends out through the neck
of the casing 52, and is provided with a suitable operating handle a
flange a¹ is provided with internal keys a, engaging with grooves a' in the lower
end of the shaft a' so that the valve must turn with the shaft . The shaft a
has an enlarged part as, which is ground as a valve to fit a corresponding seat a
in the upper casing 52, and form an air tight joint. The parts a and a' are held
to their respective seats, by the air pressure and a spring . The handle a has
a spring catch a", adapted to engage under a flange, on the neck of the upper
section of 52, and to engage with vertical grooves a13 in a deep flange a", directly
helow the wider flange a The flange až has a single notch as, which permits
the hook-like lower end of the detent a to pass. The shaft a has a longitudinal
groove in which is fitted a spring catch a. This when free, can engage with a
lock notch a", on the inner wall of the upper section of 52, as shown in Figure 14.
The handle a has a key a18, projecting into the eye a, adapted to work as a wedge
against the spring catch a, so that, when the handle is in working position, it
holds the catch or detent a16 in the position shown in Figure 12, out of engagement
with the notch a. Stops a project from the flange a into the path of the
spring catch all to limit the rotary movement of the hand lever a. When the
handle is on the shaft, as shown in Figures 10 and 12, the shaft a is free to turn;
but when the handle is off, the shaft is locked to the casing. As there is only
one position in which the detent all can be made to pass down through the notch as
of the flange a¹, the handle cannot be taken off without locking the shaft to the
casing, and cannot be put on without unlocking it. This detail is of great
advantage, because it ensures that the valve operating shaft a' with the valve a, 5
at the one end of the car, is left locked; when the handle as is removed, for use,

page_text: at the other end of the car. The removal of the handle, locks the combination
valve in position to close all the ports or passages to and from the valve, and thus
tampering with the idle valve is prevented.
The working of the valve a, in respect of the pipe openings or ports in the valve
seat, may be understood by reference to Figures 15 to 24, inclusive. The valve a
has one port b, extending entirely through it, and, on its under side it has a
seginental cavity 61, an irregular, somewhat S-shaped cavity 62, and a pair of radial
cavities 63 and 6, as shown in Figures 19, which is a bottom plan view of the valve,
and in Figure 17, which is a section on the line of Figure 18. The radial
cavities 63, 6 open into the hollow central stem a³. In addition to the openings
in the valve seat, marked with the same numerals as the pipes to which they lead,
there is a small radial cavity c, in the seat, for purposes which will presently be
explained! The action of the combination valve is represented in the diagram
views, Figures 20 to 24; in which the valve is broken through and sectioned, where
necessary, to show the parts and ports or openings which are active in the several
positions of the valve.
Let is be assumed that the car motor has been stopped and that admission through
the main or normal supply connections, through the throttle valve, etc., is cut off,
by the cut off member 62 of the distribution valves 61 and 62 in the engine valve
chests, and that it is desired to start the engines. For that purpose, the com-
bination valve a is thrown into the position shown in Figure 20 bringing the
port 6 of the valve a into coincidence with the starting pipe or connection 53,
so that air from the valve chest of the combination valve can pass, through the
connections 53, 54, etc., to the proper member of the starting ports 59 in the engine
cylinders, for starting the engines, in the direction required. At the same time,
the cavity 62, in the combination valve, connects the by-pass or cavity e, in the seat,
with the pipe 73 leading to the atmosphere; but the cavity c communicates with
the accelerator pipe 74. Hence, in this position of the valve, shown in Figure 20,
the pipes 73 and 74 are connected, thus opening the cylinder 77, of the reducing
valve 23, to the atmosphere. This will cause the air to pass from the high pressure
or storage system into the low pressure or working system, at higher than normal
pressure, and thus the air admitted to the engines through the starting or
supplemental connections, is at this increased pressure. As soon as the car starts,
the combination valve may be moved to the position shown in Figure 21, cutting
off the supplemental or starting connections but maintaining the accelerator or
increased pressure connections. The valve might be moved to the position, shown
in Figure 21, whenever it might be desired to use the accelerator or increased
pressure connections, at any other time than when starting the engines. The
accelerating position shown in Figure 21 is usually the second position of the
valve lever a, for the reason that the accelerator or increased pressure is applied,
after starting to get the car quickly to the desired speed. As soon as this speed
is attained, the valve lever 5 is moved to the normal or running position shown in
Figure 22, in which position the supplemental starting connections and the
accelerating connections are cut off; and that the two brake pipes are put into
communication, through the cavity b', in the combination valve a, so as to take
and hold off the brakes. The accelerating connections are cut off by re-establish-
ing the normal condition of things, which is that the supply pipe 51 communicates
with the accelerator pipe 74, through the small radial cavity, in the valve, and
the by-pass cavity, in the seat, thus maintaining low pressure, in the pipe 74
and the cylinder 77. Under these normal conditions, the reducing valve 23 passes
the air from the high pressure to the low pressure side, at the normal working
pressure of say 150 lbs., per square inch.
Whenever it is desired to put on the brake, for stopping or checking the car,
the lever a is put into the position shown in Figure 23; so that the cavity b¹ of
the combination valve a, connects the brake pipe 66 with the atmospheric pipe 73,
there exhausting from behind the brake piston 69 and bringing the port b, of
the combination valve, into coincidence with the brake pipe 65 thus admitting

page_text: air to the stem side of the brake piston 69. When the combination valve is in
the position shewn in Figure 23 for putting on the brake, the radial cavity b
of the valve, co-operates with the by-pass e, in 'the seat, to connect the supply
pipe 51 with the accelerator pipe 74, so as to maintain the low pressure in the
cylinder 77, of the reducing valve 23, for maintaining normal pressure in tlie
working systems.
By moving the valve lever to the position shown in Figure 24, all the ports
or passages controlled by the valve, are closed. The valve takes this position,
when the car is stopped and the valve lever is to be removed, for use, on the
combination valve at the other end of the car, this valve being locked when the
handle is removed, as previously described. Thus it will be seen how the con-
bination valve 52, performs its three functions, namely, controlling the
supplemental starting connections, the increased pressure or accelerator con-
Hections, and the brake connections.
DETAILS OF SHUT OFF AND TRAIN VALVE.
.i
The
The details of the shut off valve 19 and the train valve 50, are shewn in Figure 8.
In describing the piping shewn in Figures 4 and 5, it was noted that the high
pressure air, from the storage reservoirs 15, passed into the platform valve 19
ihrough pipe 18, and, thence, through pipe 20 and connections 21, 22, to the
reducing valve 23. The casing 19 of the platform valve is provided with a valve
chest with which the pipe 18 communicates, as shewn in Figure 8 by a passage 18
having at its mouth a seat for a valve f, which is carried by a stem ; screw-
threaded, near its lower end, and working through the cap f as a nut.
cap is screwed into the casing 19, and is provided with a stufling-box f³, through
which the stem f³ passes. The stem f³ is provided, at its upper end, with a suitable
operating handle f, as shewn in Figure 4. By this valve f, the high pressure
air can be confined, at will, within the storage system, on the storage side of the
shut off valve 19. The casing 19 is provided with a suitable seat !, for a small
auxiliary valve controlling a passage 3 leading to the pipe 18. The stem. of
the valve is screw-threaded and works in a screw-threaded hole in the outer wall
of the valve-chest h, its protruding part being squared to receive a suitable wrench.
The auxiliary valve chest h connects oy pipe 78, with the casing 50 of the train.
pipe valve, having a valve chamber 7, into which the pipe 78 opens, and from
which the pipe 49 leads to the cross 46 of the train pipe 45. The casing of the
valve 50 has also a boss 79 for connection with the frailer car train pipe exten-
sion 80. The storage reservoirs on the trailer car connect with the train pipe
extension 80, through branches ' provided with automatic reducing, valves 23
adjusted for the same pressure as the main reducing valve 23; and suitable flexible.
couplings are provided in the trailer pipe 80 between the cars, as shewn in
Figures 1, 2, and 3. The trailer reservoirs z are charged through a suitable.
nozzle This provision of trailer car storage is a great advantage as thereby
trailers added do not necessarily curtail the running limit of the train. The
train valve casing 50 is provided with a valve seat pand valve p³, controlling
the passage from the trailer connections 79 and 80 to the train valve chest p and
the train pipe branch 49. The stem of the valve extends outward screwed
through a nut-cap 3, and through a suitable stuffing-box pt, its end being squared
to receive a wrench. By this valve 22, connection may be made to the trailer
pipe, or cut off, ai will. When a storage trailer is not used, which is the normal
condition of things, the valve p is kept closed.
Having regard to the co-operative action of the shut off valve 19 and the train..
valve 50, it should be noted that the auxiliary valve 3 is normally closed and the
valve f is normally open. In this normal condition, the high pressure air, from
the storage reservoirs, simply passes through the shut off valve casing 19, as it
would through an ordinary pipe connection, on its way to the reducing valve.
But if something should go wrong, or get out of order, with the reducing valve 23,
or the connections, at any point between the platform valve 19 and the check

page_text: valve 26, then the valve f can be closed and by opening the valve h³, air from
the high pressure storage system can pass by and the pipe 18. As he is a needle
valve, the high pressure cau be reduced by it sufficiently to admit air'safely into
the pipe 78 and its connections. The air thus admitted to the pipe 78, can pass,
through the chest p of the train valve 50, to the branch 49 of the train pipe 45.
From the train pipe 45 it can enter the pipes 27 and '29, and pass, thence, to the
heater and through the main supply connections, under the control of the throttle
valve 38, to the engines. The shut off and auxiliary valves, therefore, afford means
of temporarily drawing a supply from the high pressure storage system, indepen-
dently of the reducing valve 23, for use, on an emergency, in case the reducing
valve or other connections should get out of order. This provision might be of
extremo importance for running home, in case of accident.. This auxiliary
systém makes necessary the use of the two check valves 26 and 30, in the pipes 27
and 29 instead of a single check.
THE SAFETY VALVE.
The working pipes 27 and 29 communicate between the check valves 26 and 30,
with a safety valve's, as shewn in Figures 4 and 5. This is a provision against
accident from excessive pressure in the working system, from any cause, and is
especially useful for ensuring safety, when the working supply is obtained by
opening the needle valve h. If the driver' should open needle valve too much,
the, safety valve affords the needed relief, and prevents the air from passing into
the heater and other parts at a dangerous pressure:
. 1
THE Low PRESSURE RESERVOIR.
The T 25, in the working pressure connections, has a branch r, leading to a
reservoir, which may he termed the low pressure reserve or cushion reservoir,
which can afford an extra supply, on the working side of the reducing valve,
ready to meet any sudden variation of load on the engines, without excessivo
draught on the reducing valve, or in other words, the reserve reservoir, ensures
a steadier action of the reducing valve, and, consequently the use of air at more
nearly uniform pressure in the engines.
THE CYLINDER RELIEF VALVES.
It has already been stated that the engine cylinders are provided with relief
valves which communicate back to the valve chests.. These details are shown in
Figures 25 to 28 inclusive. The relief valves are arranged in suitable casings t¹,
which are screwed into the heads of the cylinders, as shewn in Figures 4 and 25.
They are held to their seats by springs and the pressure, on the valves,, within
the chambers (3 of the casings . The casings connect, by couplings and 15
with pipes to, which extend to suitable couplings uniting them to the valve
chests 40. The coupling member is provided with a bridge to having a central
passage 10 which guides the stem of the check valve, and has also a number of
holes, for the passage of air or water. When water of condensation has
accumulated to such an extent, within the engine cylinder, as to interfere with
the proper action of the piston, the excessive pressure causes the valve to open
and permit the water to be forced back into the valve chest 40, where it is taken
up of absorbed by the air and carried back with the air into the cylinder.
has been found, in practice, that this arrangement works successfully, and that
the water can, in this way, be worked off through the exhaust ports. Such an
arrangement is desirable for street cars having air storage arrangements of the
kind described; otherwise, the noise produced when relief valves open directly to
the atmosphere would be very objectionable.
31
IMPROVED HEATER.
It
The construction of the hot water heater has been brief vuloscribed but its nation

page_text: will be seen that the dry cold air supplied through the pipe 33, is distributed by
the pipe 35, placed near the bottom of the shell 34, and perforated on its under
side, only, so as to discharge downwards and outwards into the lowest part of the
water 36. The moistened and heated air is collected by the perforated pipe 37
placed at the top of the shell 34, and perforated on its upper surface, only, so as
to receive or collect, the heated and moistened air, and any accompanying steam,
from above only. The shell 34 is never quite filled with water, but only up to
about the level shown in Figure 7. The baffle plates 34 prevent violent motion
or splashing of the water, within the shell; and, owing to the special form and
arrangement of the distributor 35 and the collector 37, the heater moistens and
heats the air, without permitting free water to enter the pipe 37, or its working
connections.
In describing the present invention it has not been thought necessary to detail
the driving connections from the engines to the car wheels, or the valve gear for
operating the engine valves, as these parts might be of any suitable form. The
valve gear should be such as to afford an early cut off, so as to permit the air to
be used expansively, nearly or quite down to atmospheric pressure, for securing
economy and noiseless exhaust. Owing to this early cut off, the so called "starting
or supplemental supply connections," hereinbefore described, become important in
this system, in order to be able to start the engines.
Having now particularly described and ascertained the nature of said invention,'
and in what manner the same is to be performed, I hereby declare that what I
claim in respect of a motor car worked by compressed air is:-
1. The combination with an air engine, of a reducing valve, controllable, at
will, for affording increased pressure, and supplemental supply or starting con-
nections, controllable at will, with said parts so arranged that the increased
pressure may be rendered available to the engine through the starting connections
or through the main supply connections only, as may be desired, substantially as
described.
2. The combination with an air engine and a reducing valve in the main supply
connections, of supplemental supply or starting connections for admitting fluid
when cut off through the main connections, and a common or combination valve
for controlling the reducing valve and the supplemental or starting connections,
substantially as described."
3. The combination with the engines and brake, of a reducing valve in the main
supply connections for the engines, supplemental supply or starting connections
to the engines, and a common or combination valve for controlling the reducing
valve, the starting connections and the brake, at will, substantially as described:
4. The combination with an air engine, high pressure storage reservoirs and a
reducing valve in the main or normal supply connections from the reservoirs to
the engine, of auxiliary supply connections, controllable at will, for drawing from
the high pressure storage, independently of the reducing valve, for emergency use,
substantially as described.
5. The combination with the main or normal supply connections containing a
reducing valve, of a pair of check valves in the working pressure connections,
between the reducing valve and the heater, an auxiliary valve for drawing from the
high pressure system, independently of the reducing valve, and connections from
the auxiliary valve to the working pressure connections between the two check
valves, substantially as and for the purposes set forth.
6. The combination with an air engine, high pressure storage reservoirs, and a
reducing valve in the main or normal supply connections, of a shut off valve,' in
these connections on the high pressure or storage side of the reducing valve, an
auxiliary valve drawing from the high pressure storage system on the reservoir
side of the shut off valve, and connections from the auxiliary valve to the main
supply connections on the working or low pressure side of the reducing valve,
substantially as described.

page_text: 7. The combination with the normal supply connections containing a reducing
valve, of a pair of check valves in the working pressure connections between the
reducing valve and the heater, a shut off valve in the normal supply connections,
on the high pressure side of the reducing valve, an auxiliary supply valve on the
storage side of this shut off valve, for drawing from the high pressure system
independently of the reducing valve, and auxiliary connections from the auxiliary
valve to the working pressure pipe between the two check valves, all substantially
as and for the purposes set forth.
8. The combination with an air engine, high pressure storage reservoir and a
reducing valve in the main or normal supply connections, of an auxiliary valve.
and connections for drawing from the high pressure storage, independently of
the reducing valve, upon emergency, and a safety valve in the supply connections
to the engines on the working side of the reducing valve, for ensuring safety in
the use of the auxiliary high pressure connections, substantially as described.
9. The combination with the high pressure storage reservoirs and the reduction
valve, of a train pipe tapping the working pressure connections, and a train valve
in said train pipe provided with means for connection with a trailer extension
or branch of said train pipe, under the control of said valve, substantially as
described.
10. The combination with a train of cars, of a compressed air engine on one of
the cars, applied to propel the train, a train pipe with flexible couplings between
cars for supplying the engine, branch pipes connecting the local reservoirs on the
several cars with the train pipe, and reducing valves in these branch pipes, sub-
stantially as and for the purposes set forth.
11. The combination with the storage reservoirs and the engines, of a reducing
valve in the main supply connections, a hot water heater between the reducing
valve and the throttle valve, a pair of check valves in the working pressure dry
pipe between the reducing valve and the heater, a train pipe from the diy pipe
to between the check valves, a train valve in the train pipe provided with con-
nections for utilizing storage from a trailer, under the control of the said valve,
a shut-off valve in the high pressure connections, on the storage side of the
reducing valve, an auxiliary valve for drawing from the high pressure system on
the storage side of the shut-off valve, connections from the auxiliary valve to tue
train valve, and a safety valve from the diy pipe between the check valves, all
substantially as and for the purposes set forth.
12. The combination with the engines and storage reservoirs, of a hot water
heater, through which the air is passed before entering the engines, comprising
a suitable shell or casing provided with baffle plates, a perforated distributing pipe
near its bottom and a perforated collecting pipe at or near the top of the shell, all
substantially as and for the purposes set forth.
13. The combination with an air engine, high pressure storage reservoirs and a
reducing valve in the supply connections, of a cushion reservoir in the working
connections, on the low pressure side of said reducing valve, substantially as and for
the purposes set forth.
14. The combination with the engine cylinders and distribution valves, of
cylinder relief valves communicating back to the engine valve chests, substantially
as and for the purpose set forth.
15. The combination with the common or so-called combination valves, one on
each platform, for controlling the supplemental supply connections, the increased
pressure connections or accelerator and the brake motor connections, of a single
detachable handle for both of these valves, and co-operating parts on the handle,
the valve stem or shaft and the valve casing, so constructed and arranged that the
handle can only be applied or removed in the idle position of the valve, and that
when the handle is removed the valve is locked to the casing in that position,
substantially as described:
16. The combination with an engine having distribution valves composed of
a main member 61 and a cut off member 62, of the supplemental supply con-

page_text: nections, under the control of a manually operated valve, communicating with
the supplemental ports 59 opening to the main valve seat and the ports 63 in tlie
main valve extended outward on the face of the valve, for co-operation with
the supplemental ports 59, in starting the engine, when the cut-off inember of the
distribution valve is in its cut-off position, substantially as described.
17. The combination with the storage reservoirs, the engines, the reducing valve, i
the hot water air heater, and the brake motor, of a check valve in the working
pressure pipe between the heater and the reducing valve, and the combination->
valve with its supply pipe communicating with the working pressure pipe between
the check valve and the pipes coutrolled by. the combination valve, substantially
as described.
Dated this 30th day of December 1806
5