Improvements in Apparatus for Controlling and Signalling the Movement of Railway Trains.
Year: 1892

page_text: Date of Application, 15th Mar., 1892-Accepted, 7th May, 1892
COMPLETE SPECIFICATION.
Improvements in Apparatus for Controlling and Signalling the
Movement of Railway Trains.
I, HERBERT JOHN ALLISON, of 52 Chancery Lane, London, in the County of
Middlesex, Patent Agent, do hereby declare the nature of this invention (which
has been communicated to me from abroad by Frank Eugene Kinsman, of Plain-
field, Union County, New Jersey, U.S.A., Electrical Engineer,) and in what manner
the same is to be performed to be particularly described and ascertained in and
by the following statement :-
My invention relates to arrangements of electric circuits and combinations of
apparatus for controlling the movement of railway trains or vehicles by operating
upon signals, switches, brakes or other devices employed for controlling the move-
ment of such trains or vehicles in
any manner.
My invention is designed to furnish a means for controlling the signal, switch,
brake or other device automatically by an electro-magnet or magnets.
A further object is to provide means whereby the brakes and the throttle valve,
or similar power controlling device, may be controlled by hand.
The first part of the invention relates to an arrangement of circuits whereby
the controlling magnet which governs the action of the devices for stopping,
switching or signalling a train may be kept in danger condition.
Another part of the invention relates to the means for closing the circuit to a
magnet or magnets upon a locomotive or car, such magnet being employed to bring
the brake into operation.
The invention consists also in a novel combination of devices whereby the
throttle valve or other power controller may be operated by hand or automatically
operated independently of the hand gear upon the setting of the brakes by hand or
otherwise.
In the accompanying drawings:
Fig. 1, is a diagram of the circuits and devices which may be employed in
connection with the electro-magnet on the locomotive or other vehicle for bringing
said magnet into operation and thereby causing the brakes to be set.
Fig. 2, illustrates a modification.
Fig. 3, shows an arrangement of brake controlling devices on the locomotive or
other part of the train with the clectro-magnet that controls the same connected
to contact arms or circuit closers of the construction to be presently described.
Fig. 4, is a side elevation of a locomotive truck carrying a circuit closer mounted
and constructed in accordance with my invention.
Fig. 5, is a cross section through the truck at the point where the circuit closing
lever is mounted.
Fig. 6, is a cross section through the main rail on which the vehicle moves and
one of the contact rails or bars with which the circuit closer is adapted to make
rubbing contact for the purpose of closing circuit to the magnet on the locomotive.
Fig. 7, shows another way of supporting the contact arm.
Fig. 8, is a plan of the car or locomotive wheel with the end of the circuit closer
in cross section.
Fig. 9, is a diagrammatic view with a part of the devices shown in section and
illustrates the means employed for permitting the throttle valve or similar power
controller of the locomotive to be operated by hand while, at the same time
providing for its automatic operation independently of the hand gear upon the
setting of the brakes by the usual brake controlling lever or automatically by the
parting of the train.
Fig. 10, illustrates the use of steam, in place of air, in the arrangement
illustrated in Fin a

page_text: Figs. 11 and 12, show the throttle valve, its operating hand gear, and the brake
controlling devices combined in a modified way.
Referring to Figs. 1 and 2, B2, B3, indicate contact rails or bars on the road bed
of the railway and adapted to be engaged by the circuit closing arms C, Figs. 3, 4, 5
and 6, to be presently described. The contact rails or bars B', are inclined or.
curved at their opposite ends to enable the contact arm C, which makes contact
with said bare by a side contact, to engage the bars B², without severe shock when
the locomotive is moving at high speed.
The bars B³, are connected properly to an electric circuit governed in such
manner that when a train is to be brought to rest, the contact arms C, when they
engage with the bars or rails, will cause a magnet or magnets on the locomotive
and connected in circuit between said bars to be energized. The circuit of these
bars or rails B³, may be controlled as follows:-
C', is a circuit closer in the circuit 5, connected to the bars B'. Included in the
circuit is a battery M, B', or any other generator of electricity. Instead of having
the battery or generator beside the track it might be placed upon the locomotive
in the circuit between the contact arm C. The circuit closer C7, when closed
completes the connections for the battery or other generator M, B', so that the
magnet B, on the locomotive will be energized. This circuit closer might be
operated in any way. It is shown controlled by an electro-magnet D', and as
employed in a block signal system. Two sections of the track are indicated by the
letters X, Y, upon which trains move in the direction of the arrow. The electro-
The
magnet D', beside the track normally holds the circuit closer C', open.
electro-magnet D', is in a circuit with the generator of electricity M, B*, of any
desired kind, which circuit is normally closed through a circuit closer E7, and one
or both lines of rails of the section X, as indicated, the circuit wire which leads
to the opposite end of the section being indicated by the numeral 6.
The circuit closer E', is normally closed being held in such position by gravity
or a spring, but when it is opened by the action of the electro-magnet F', the circuit
of D', will be broken, and the armature of said magnet D', will drop back allowing
the circuit 5, to be closed at C'.
The electro-magnet F', which breaks the circuit of D', is in the connection
with a battery or other generator of electricity M, B³, the opposite poles of
which are connected to opposite rails of the section of track X, by the wires 7,
as shown. When, therefore, a train moving in the direction of the arrow
passes upon the section X, the car wheels and axles bridging the opposite
rails will complete the circuit 7, and cause the electro-magnet F, to break the
circuit at E', thus causing D', to lose its power, and any train upon the section Y,
would be brought to rest through the automatic application of the brakes. The
normal circuit of D', being through the line of rails, the destruction of the road
bed or the breakage of the rails will also cause the brakes to be applied upon a
train moving on section Y, towards the section X.
To insure the holding of the apparatus in position to. bring the train to rest
while the train is on the section X, an electro-magnet G', may be employed to act
upon the armature of D', in such manner as to hold the same down. This electro-
magnet G, may be connected to the battery M, B4, the circuit of the battery and
magnet being completed across from one rail to the other of the section X, so long
as a train is on that section. Hence by means of the magnet G', applied as shown
or to any other part of the apparatus, the restoration of such apparatus to a safety
position cannot take place so long as the given section of track to which D', is
connected is occupied by a train or portion of train.
The magnet G, applied as shown to hold the apparatus in danger position is
especially useful, however, with the arrangement of circuits shown in Fig. 2
wherein the circuit of magnet D', is interrupted when a train enters a section by
means of any circuit breaking track lever and as H', of any desired or usua
construction which is actuated mechanically by the car wheel and serves when
moved, to disengage the springs E7, of the circuit closer from one another, one of

page_text: said springs being connected to the track lever H7, and lifted from contact with the
other spring which is fixed and is connected to the line of rails and another pole of
the circuit in the usual way.
Although the train may have passed the circuit controller H', so that the latter
may by the action of a spring or gravity return to position to close circuit at E7,
the circuit closer C', will nevertheless be held down in danger condition so long
as the train remains on the section X, because during all that time the electro-
magnet G, will be excited and the magnet D', being properly adjusted in strength
with relation to G', will be unable to draw its armature up so as to break circuit.
The electro-magnet G7, might be applied to any other portion of the circuits
or apparatus, either for signalling or automatically controlling the movement of a
railway train in the same way so as to keep the apparatus in condition proper for
bringing the train to rest after such apparatus has been set into danger position.
The circuit to the contact rails B³, might be completed or controlled in any
other desired way as, for instance, by the operation of a railroad switch, a draw-
bridge on the line of track or by any other means, even by hand, when it is
necessary to bring the train to rest.
The application of the invention to the control of one kind of brake, such as an
air brake of a common kind is shown in Fig. 3, but the invention might be used
also with steam brakes, vacuum brakes, or, in fact, any other kind of brake in which
an electro-magnet could be used to bring into operation the brake applying power.
C³, indicates the usual air reservoir which is supplied from an air pump and is
connected with a pipe Ds, known as the train pipe wherein a pressure of air, gas
or steam would hold the brakes off, while the relief of pressure will cause the
brakes to be automatically applied.
E, is the usual hand valve in the connection from C³, to D. This hand valve
is the usual three way valve arranged as shown to keep communication open
between C, and D³, so as to hold the brakes off. When the hand valve is turned
in the direction of the arrow, bowever, it opens communication between D', and the
atmosphere through a vent E, and causes the brakes to be applied by the pressure
of air released from the reservoir on the car in the usual way. At the same time
the valve will cut off the connection from the reservoir C³, to the atmosphere, thus
preventing escape of air from C³.
At G, is indicated a second valve, also in the connection between the reservoir
and the train pipe, and having a vent H', which is connected to the train pipe
when the valve stem is turned in the direction of the arrow. This valve may also
cut off at the same time the connection of the reservoir with the vent or may leave
the reservoir in connection with the vent. It is shown, however, as arranged to cut
off C, from H³.
Connected to the valve stem is an arm I', and the said arm is connected with
spring K, tending to turn the valve so as to cause the brakes to be applied.
The armature of an electro-magnet B, has a hook or catch arranged to normally
hold the arm 1', from turning the cock or valve G. When the electro-magnet is
excited the armature is drawn up against the force of gravity, and the arm Iº, is
thereby released causing the brakes to be applied.
It is obvious that in this arrangement the hand valve E³, may be operated as
usual by the engineer in making the usual service stops, and that while the train
is running the electro-magnet B³, if excited, will, without interference from the
hand valve, cause the application of the brakes. Other mechanism might be
released by means of the magnet B', to cause the application of the brakes without
departing from the invention, and the invention is not limited to the use of an air
brake nor to any particular kind of air brake, since the electro-magnet B, might,
in the same manner, be made to release other forms of brake controlling device to
cause the brakes to be applied.
The controlling cock of a steam or vacuum brake might be operated in the same
manner.
The contact arms C, which serve to complete the electrical connection between

page_text: the circuit on the locomotive or car containing electro-magnet B' and connected
to said arms, as shown, and the circuit on the road bed, are combined with the
bars B2, B3, in such way that they shall not be readily affected by ice, snow,
sand or collections of dirt and shall not interfere with frogs, crossings, switches or
other devices on the lines of rails over which the contact moves. For this purpose
the circuit closer is constructed and arranged as shown in Figs. 4, 5, and 8, so
that it shall travel in the path of the wheel flanges. It is provided with a
bevelled or rounded side projection extending slightly beyond the side of the
flange for operation upon the circuit closing rail or other fixture upon the road
bed and it extends preferably below the level of the rail upon which the vehicle
travels so that it is not necessary to have any fixtures rising from the road bed
above the level of the main rail.
The circuit closer is preferably hung so as to be capable of lateral movement so
that it may yield when it engages with the side of the circuit closing rail B³.
It is also preferably constructed so that it may yield in the direction of the
line of movement of the vehicle thus preventing damage in case it should
accidentally engage with any fixture on the road bed by its edge instead of
its side.
A, A, are the vehicle wheels and B, B, the main rails on which they move.
The circuit closer C, is attached to or integral with the arm or bar C², which
latter is hung from a part of the truck or other support. Preferably, I hang it
from the equalizing bar D, of the truck which part has very little motion with
relation to the wheel base and will, therefore, permit the circuit closer to ride
without much movement up and down.
In some cases the arm may be hung from the brace-rod D³, of the truck, thus
bringing the point of suspension nearer the main rail. The circuit closer is
mounted so that its edge will ride in line with flange E, on the wheel, as shown
in Fig. 8, so that any device upon the road bed which is cleared by the flange
will be cleared by the circuit closer. The circuit closer is mounted as near to the
wheel as possible so as to pass switches freely. The arm C³, is made very
solid and stiff. The side of the circuit closer projects slightly beyond the side
of the flange and is preferably rounded or bevelled at the side or edge which
engages with the contact rail.
The contact rail might be inside or outside the main rail, as desired, the contact
gide of the arm or bar C, being properly modified accordingly. The contact
bar B, may be mounted in any desired way. The arm C2, may be rigidly secured
in position as shown in Fig. 6, but it is preferable to give it a yielding or
swinging movement. If rigidly secured, the fixture on the road bed with which
it engages should be made yielding. The arm C², when pivoted may be mounted
by a hinge or joint on a bracket extending from a block F, secured to the
equalizing bar or other support. The block F, is fastened by bolts or otherwise
and is insulated from the truck, an insulated electrical connection with the circuit
on the engine being made by the wire or other attachment G, fastened to the
block F. A spring H, is applied as shown, to act on the arm or lever C³, so
as to tend to Fold the same in position to engage with the contact bar or rail
or other fixture on the road bed, and suitable stops are provided on the lever C³,
at a, a, to limit its movement, the stop a, limiting its movement outwardly towards
the main rail B, and the stop a², limiting its movement inwardly towards the
contact rail or other fixture. The latter stop is preferably so adjusted or arranged
that the edge of the circuit closing bar C, cannot extend beyond the side of the
flange. The bevel on the circuit closer should be from both edges toward the
middle so that it may pass readily when it engages the circuit closing fixture or
other obstruction on the road-bed readily
As a measure of precaution the circuit closer C, may be suspended from the
main arm C, by means of another joint or hinge indicated at C³, which permits
the circuit closer to give in case it should, by accident, engage squarely with a
fixed obstruction at its forward or rear edge. By providing this additional hinge,

page_text: I furnish substantially a universal joint suspension for the circuit closer part
inasmuch as it may move freely laterally and horizontally or by a combination of
such movements can yield or move in any other direction.
It is not at all necessary that the joint C³, should be employed, as I have found
in practice that the device works perfectly when the circuit closer C, is formed in
one piece with the arm or lever C³, and is of solid and stiff construction. When
the joint C³, is employed, several stiff springs C, should be employed to keep the
circuit closer C, in position and to prevent it from yielding readily when it strikes
the bevel or incline of the fixture on the road bed at a high velocity.
When the bar or rod B³, consists of a section of ordinary railroad rail, it is
preferably mounted in a seat formed in a chair I, which is provided also with a
seat or support for the main rail B. The contact rail or bar 133, may be insulated
as shown in Fig. 6, from the chair and it may be stayed in position by means of a
bolt or rod B, connecting the same with the main rail but preferably insulated so
as to prevent electrical connection between the supplemental rail and the main rail
or chair supporting the same. The rail or bar B2, is mounted in sufficiently close
proximity to be engaged by the car wheels through the lateral play of the latter.
As the wheels engage with the side of the contact surface the latter will be cleaned
of ice, snow, grease or anything that tends to impair the conductivity at the point
of engagement of the circuit closer with said contact rail.
While the circuit closer device is shown as operating by direct electrical contact
with a conducting piece or bar upon the road-bed, it might be used in other ways
to cause, by mechanical action, an indirect closure of the circuit or opening of a
circuit, said circuit being either wholly upon the road-bed or in part upon the road-
bed and in part upon the vehicle.
It might also be used for the purpose of closing a circuit to an electro-magnet
employed for producing other actions instead of the operation of the brake.
It is not necessary that the circuit closer C, should have a yielding movement,
and it might be attached rigidly to a part of the car truck, as indicated in the
cross section Fig. 6, but in this case the fixture upon the road-bed with which said
circuit closer engages should be adapted to yield laterally.
It is not necessary that any special insulation should be provided for the contact
rail as it might in some cases be mounted upon the wooden ties and thereby
insulated sufficiently from the main rail.
Instead of employing two circuit closing arms C, with two contact rails, one
arm and one contact rail might be used and the circuit completed by connection of
the electro-magnet to the frame of the locomotive so that circuit would be formed
through the main rails. In this instance the two connections of the circuit 5,
would be to one contact bar and to one or both main rails.
In Figs. 9, 10, 11 and 12, is shown a novel combination of parts whereby the
means for controlling the steam or other motive power that operates a locomotive
engine may be actuated at pleasure by the hand gear or in certain contingencies
automatically, upon the setting of the brakes by hand or by parting of the train.
The invention may be used in connection with any air, steam or other brake
system and may be carried out either by using a single valve, which may be
the main throttle valve, or by employing in connection with such main throttle
valve, an auxiliary throttle valve.
In the Figures As, represents the steam dome of a locomotive and B³, is a main
throttle connected by a link, a crank T, a rod G³, with a hand lever H³, or other
hand gear for opening or closing the throttle at pleasure. D³, is the main body of
the locomotive, and C³, is the pipe for conveying steam to the steam cylinder.
E³, is an auxiliary throttle and operated by means of a plunger or piston
working in a cylinder or way I". This plunger or piston is in the present instance
shown as made in two parts R³, R³, the latter having greater pressure area than
the former. The pressure upon the larger piston operates to open the auxiliary
throttle and the pressure upon the smaller operates in a direction to close the same.
The spaces in which the pistons move are separated by a diaphragm S. These

page_text: two spaces are connected by pipes M, and No, with the pipes or passages of the
brake system controlled by the usual hand valve L.
Q, is the usual train pipe connected through the hand valve when properly set
with the pressure pipe Os, which leads from the main pressure tank K³, in which
the pressure is maintained by a pump connected to pipe R.
So, is a check valve to prevent the pressure in the tank K, from escaping should
anything happen to the pump.
H, is an auxiliary tank connected by a pipe R", to a pipe M, and having in
the connection between it and the valve and pressure pipe 0%, a check valve S1,
which closes on relief of pressure at the side of said valve connected to pipe O³.
T, is an exhaust port of the valve L. The pipes being connected as shown
and the valve being set in the position indicated and having ports or ways as
illustrated in the cross section, pipe Q, would be connected to the exhaust or
outlet port To, and the brakes will be on, if that system be used wherein relief of
pressure in the train pipe causes the application of the brakes. At the same time
pressure on the piston head R', will be relieved as the piston space for said piston
or plunger is also connected with the exhaust through the pipe No.
The pressure pipe 08, is connected with the pipe Ms, and tank H. Under this
condition the pressure on the piston R³, will hold the throttle closed so as to shut
off the steam.
The main throttle 18, is supposed also to be closed when the apparatus is in a
condition of disuse, but whether opened or closed it is obvious that in the condition
just described, the supply of steam will be cut off from the locomotive cylinder.
To start the engine the engineer first turns his brake valve L, in the direction
of the arrow thereby closing the escape port T³, and connecting Q and Ns, to the
main pressure pipe O. The effect of pressure in the main pipe 08, is to take off
the brakes and in NB, is by the pressure exerted upon the larger piston head R', to
move the piston or plunger in a direction to open the throttle E³, this movement
being caused owing to the superior force exerted on piston R, although at the
same time the piston R8, is subjected to the same pressure through connection of
the pipe No, with the pipe 08.
The hand gear may now be operated to open the throttle B³, and cause the
engine to start.
The brakes being off, and the engine running as just described, if the train
should part, the brakes would be automatically set owing to the relief of pressure
in the pipe Q, and at the same time, owing to escape of the air from the pipe N,
and from the space behind the piston R, the steam would be immediately cut off
through the movement of the plunger by the pressure exerted upon the piston
head R, upon which the pressure is kept up from the auxiliary tank H', the
pressure from the pipe M8, being prevented from escaping by the check valve S¹º.
Assuming that the throttles are both open and that the brake valve L³, is set so
as to put pressure on by Q, and hold the brakes off, then if the valve be turned to
put on the brakes, it is obvious that the escape of the air from behind the piston Rº,
through pipe N, and exhaust port Ts, will cause the plunger to be operated so as
at the same time to shut off the motive power.
While the brakes are off it is obvious that the engineer can manipulate the
throttle valve or other means for controlling the power that drives the engine in
the ordinary manner without interference from the brake apparatus.
Fig. 10, illustrates an arrangement similar to that already described with the
exception that the pressure of steam taken from the steam dome is employed instead
of the pressure of air taken from the air tank.
In Figs. 11 and 12, is shown an arrangement whereby the same results may be
obtained by using a single throttle, the plunger and the hand gear both having
connection with said valve but the hand gear being connected through a friction
or spring clutch which permits said hand gear to operate the plunger and valve but
at the same time allows the plunger to be moved independently of the hand gear
when the latter is locked,

page_text: R", is the plunger or piston on the opposite sides of which pressure from
pipes No, operates. The pressure surfaces are of approximately the same area,
though they might be different. The connecting rod G, is tubular at or near
its end to provide a slip joint or connection between said rod and a rod 11,
which is connected to the hand gear lever H. On the rod J1, is a circular
groove C, with which the spring dogs W', actuated by springs W³, and
working in openings in the plunger R, press with sufficient force to lock or
connect the hand gear rod J, with the rod Go, so that the hand gear lever H,
will be made to operate the throttle when the pressure on the opposite faces of the
piston or plunger R", are approximately the same. This condition of approximate
equality of pressure will exist obviously when the hand valve L, is turned so as to
connect both M and No, to the pressure pipe 08, in which condition the brakes are
off. Hence the engineer may operate the throttle in the ordinary way at such time
but in case the brakes are put on either by the turning of the hand valve L, or by
the breakage of the train pipe Q, then obviously the pressure of air on the side of
piston R, nearest the pipe N", will be removed and the pressure exerted on its
other face through pipe M, will move the plunger forcibly and the spring clutch,
being properly adjusted for such purpose, will overcome the friction or spring con-
nection of the plunger with the rod J", of the hand gear and thereby operate the
throttle so as to shut off the steam although the hand gear H, may be locked as
usual on its segment so as to remain stationary. When, however, the hand gear is
moved to push the rod J, in, so as to bring the groove C12, opposite the spring
dogs W, then the hand gear will be connected with the throttle and may be used
to open said throttle after the brake valve L³, has been turned to properly equalize
the pressures on the two sides of the piston or plunger by connecting pipe No, with
the pressure supply.
The connection of the throttle valve and its operating plunger or piston with
the hand gear or lever by a slip joint and clutch, as described, could be used
in any case where the plunger is operated by pressure of air, gas, steam, or other
power derived from any source whether that source be a brake system or not.
Having thus particularly described and ascertained the nature of my inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In an apparatus for automatically bringing a train to rest, the circuit closing
bars B, adapted to be engaged by arms connected to a brake controlling magnet
on the locomotive or other car of the train, and a circuit for said bars controlled
by a magnet on a normally charged circuit provided with means for interrupting it
when the train is to be brought to rest, and a supplemental magnet or magnet
coil for keeping the apparatus in position to bring the train to rest, the circuit
for said supplemental magnet being through the rails, car wheels and axles of a
section of track.
2. In an apparatus for controlling the movement of railway trains, the brake
controlling cock or valve adapted to be operated by hand, and in addition thereto
another brake controlling device adapted to be operated without interference with or
from the first and provided with a releasing or controlling electro-magnet connected
to one or more contact arms or bars carried by the locomotive and arranged to
engage with circuit closing bars upon the road-bed, said circuit closing bars being
connected with a circuit provided with means for closing the circuit when the train
is to be brought to rest.
3. In an apparatus for controlling the movement of railway trains, the combina-
tion with the air cylinder connected to the train pipe, of two valves or cocks placed
in the connection between the cylinder and train pipe, one of said cocks being
provided with means for operating it by hand, and the other having a controlling
magnet connected to contact arms carried by the locomotive or other vehicle
moving on the line of rails and adapted to engage contact bars upon the road bed,
as and for the purpose described.

page_text: 4. A circuit closer carried by a railway vehicle, and mounted with its edge in
line with the flange of a vehicle wheel, as and for the purpose described.
5. A circuit closer carried by a railway vebicle and suspended from a part
of the car truck by a pivotal connection which adapts it to yield sidewise, said
circuit closer having its contact portion arranged to travel in line with the flange
of a wheel.
6. A circuit closer mounted to travel in line with the wheel flange and provided
with a joint which adapts it to yield in the direction of the line of movement of the
vehicle in case it meets an obstruction.
7. A contact arm carried by a railway vehicle and having its forward and rear
edges coincident with the line of travel of the wheel flange, and one or both sides
extended outwardly and bevelled or rounded to engage by side contact with a bar
or rail mounted on the road-bed.
8. Hanging the circuit closing bar or arm which travels in line with the wheel
flange from the equalizing bar of the truck.
9. The combination with the main rail, of the circuit closing rail mounted on the
same chair or support but insulated therefrom and adapted to be engaged upon its
side by a contact arm or bar carried by the vehicle.
10. In a circuit closing apparatus for railway vehicles, a circuit closer suspended
from a part of the vehicle which is free from up and down vibration and having a
spring acting on said circuit closer and tending to move its lower end sidewise, in
combination with a contact rail mounted opposite the main rail, and having a side
contact face engaged by said circuit closer, said contact rail being curved or inclined
at opposite ends.
11. Mounting the contact rail with its side contact face in sufficiently close
proximity to the main rail to be engaged by the car wheels through lateral play
whereby the side contact surface of said contact rail will be cleaned.
12. The hand lever or other manual device, and the plunger or piston capable of
movement independently of one anoth r for the purpose of cutting off the supply
of steam or other motive power to the engine, and a brake system or apparatus
having a controlling device which controls also the pressure upon said piston or
plunger, as and for the purpose described.
13. The combination with a throttle valve or similar device controlling the motive
power for an engine and the hand lever or similar hand mechanism for acting on
said throttle valve or similar power controller, a piston or plunger for actuating
the throttle valve or similar device by the pressure of air, steam or other motive
agency, and a spring or other clutch between the hand lever or other motive power
and said plunger and throttle valve whereby the latter may be operated under
normal conditions by the hand device or by the power of air, gas, steam or other
agency applied to the plunger without moving the hand lever.
14. In a combined brake and throttle controlling apparatus, a hand lever or other
hand gear, and a piston or plunger capable of independent movement for the
purpose of cutting off the power, and a brake system or apparatus operated by
pressure of air, gas, steam or other fluid and having a connection to a plunger or
piston for the purpose of causing a preponderance of pressure upon one side thereof,
and thereby shutting off the motive power independently of the operation of the
hand lever.
15. The combination with the throttle valve and an operating piston or plunger
therefor, of a hand lever or gear having a slip joint or frictional connection with
said throttle valve and plunger, a brake system or apparatus operating by pressure
of air, gas, steam or other fluid, a connection from said brake system or from
other pressure source to the plunger, whereby the steam may be cut off on the
application of the brake without operating the hand gear, and whereby the
latter may be operated to cut off the steam or other motive power without
the operation of the brake.
16. The combination with a throttle valve placed in the steam passage leading
to the engine cylinders, and with the hand lever of said valve, of an intermediate

page_text: pressure cylinder, a piston having the piston rod, the hand gear stem, devices for
locking said stem to said piston rod for permitting the backward throw of the
piston, and devices for transmitting motion from the piston rod to the throttle valve,
whereby the latter inay be designedly operated under normal conditions by the
5 hand lever or operated by excess or preponderance of pressure upon one side of the
piston, substantially as described.
Dated thin 15th dox of March 1900
ALLISON BROS.,
Agents for the Applicant.