US1398536A - brown - Google Patents

Description

R. M. BROWN.

CONTROLLING MECHANISM FOR LOCOMOTIVE BOOSTER MOTORS.

APPLICATION FILED APR.2s,192o.

1,398,536. Patented Nov. 29, 1921.

3 SHEETS-SHEET 1.

RA Ml CONTROLLING MECHANISM FOR LOCOMOTIVE BOOSTER MOTORS.

APPLICATION FILED APR.28| 1920. 1,398,536.

Patented Nov. 29, 1921.

3 SHEETS-SHEET 2.

n. M. BROWN; CONTROLLING MECHANISM. FOR L'OCOM'OTIVE BOOSTER MOTORS.

Patented Nov. 29, 1921.

3 Swans-sun 3.

APPLICATION FILED APR; 28, I920.

UNITED STATES PATENT QFFiQE.

RAY M. BROWN, 0F YONKEB$, NEVJ YORK, ASSIGNOR TO HOVJARD L. INGERSOLL, OF WHITE PLAINS, NEW YORK.

CONTROLLING MECHANISM FOR LOCGMOTIVE BOOSTER-MOTORS.

-' Specification of Letters Patent.

Patented Nov. 29, 1921.

Application filed April 28, 1920. Serial No. 377,144.

To aZZ who m tt may concern Be it known that I, RAY M. Brown, a citizen of the United States, residing at Yonkers, in the county oi" /Vestchester and State of New York, have invented bertain new and useful Improvements in Controlling Mechanism for Locomotive Booster-Motors, of which the following is a specification.

My invention relates to an auxiliary or booster motor for locomotives, such as is described in the application of Howard L. Ingersoll, filed May 22, 1919, Serial No. 299,037 (patented as Patent No. 1,339,395, May 11, 1920,) for aiding the main driving mechanism under certain running conditions of the locomotive, more especially in starting the locomotive and driving the same at low speeds; and the object of the invention is to provide a new and improved apparatus for governing the application of motive power to the booster motor through the manipulation of the instrumentalities employed for controlling the main driving means of the locomotive, whereby the booster is put into operation and maintained in operation when and only when the additional propulsive force, which it is designed to supply is required. The controlling apparatus of this invention is concerned more parti rly with a steam actuated locomotive having the usual reverse and throttl levers, and with a steam actuated booster (although Lire invention is not of necessity confined tea power plant such as this) and is illustrated in connection with a steam locomotive or" a common type having an axle, normally idle, which is adapted to be driven by the booster motor at such times as it is desirable to increase the tractive power of the locomotive. The invention, employed in this connection, provides, in combination, preferably with certain controlling devices associated with the reverse lever which are shown in the application Serial No. 299,037 above referred V to, and are not claimed per se herein, a novel and simple apparatus ior controlling the admission of steam to the booster engine when steam is admitted to the main cylinders of the locomotive but which, however, permits the throttle lever oi the locomotive to be manipulated without affecting the control valve of the booster when the locomotive is running under conditions not requiring the additional tractive power designed to be supplied by the booster, for example, when it is running at a speed in excess of a predeter mined speed, ten or twelve miles an hour, for instance.

In the drawings,

Figure 1 is a fragmentary elevation, with parts in section, illustrating the application of the booster and its controlling apparatus to asteam locomotive of familiar type.

Fig. 2 is a diagrammatic view, with parts shown in section, to illustrate the operation of the controlling apparatus a whole, no eiiort being made in this figure to show the various devices comprising this controlling apparatus in the positions in which they would be placed upon an actual locomotive.

Fig. 3 is a fragmentary view corresponding to a portion of the diagram designated as Fig. 2, but with the parts in dilierent relative positions. A

F l is a view, in elevation, or the loco 7 'motive throttle lever, the booster throttl valve and the connections between the same.

Fig. 5 is a longitudinal sectional view of a valve actuated by the reverse lever or the locomotive for governing the supply of pressure fluid to the mechanism for etiecting the control. of the booster motor.

Fig. 6 is a similar view of another valve device forming part of the controlling ap paratus, and

Fig. 7 is a similar view of the booster throttle valve and associated parts Like characters of reference def mate like parts in the several figures ot the drawings.

Referring to the drawings, 10 designates the boiler 0:5 the locomotive, 11 its steam dome and 12 the dry pipe leading from the steam dome to the main cylinders of the locomotive, the dry pipe being provided with the usual throttle valve 13 operated by a link mechanism 14 which is connected with the throttle lever 15 pivoted at ltto a fulcrum member 17 on the back head 18 of the boiler. The throttle valve and its connections may be of conventional design and do not require 100 detailed description.

The main driving wheels oi. the locomotive are indicated at 19. T he booster motor, in the embodiment oi the int-cation shown,

upon the trailer truck 22, but neither the construction of the motor nor the means employed for mounting it on the locomotive form any part of my invention so that detailed description thereof is unnecessary.

The booster motor is intended to be operatively connected with axle 21 only at certain times during the running periods of the locomotive, for example, when the locomotive is started and being propelled at relatively low speeds. When the locomotive attains a given speed, say ten and twelve miles an hour, the booster is disconnected from axle 21 which thereafter runs idly. Any suitable means may be employed for establishing and disestablishing the driving connection between the booster and the axle 21. I have shown, for this purpose, apparatus substantially the same as that disclosed in appliczuion Serial No. 299,037 above mentioned, which apparatus is constructed as follows: 25 is a sha t journaled in hearings in the trailer truck 22 and adapted to be driven by the booster motor. This shaft has fixed thereto a gear wheel 26 adapted to mesh with a gear wheel 27 carried by arm 28 pivoted to shaft 25, the gear 27 normally standing out of mesh with a gear 29 on axle 21 but adapted to be meshed therewith by means of a toggle device, the articulated members 30, 31 of which are given angular movement with respect to each other by means of a fluid pressure actuated device B comprising a rod 32 fixed to a piston 33 ar ranged in a fluid pressure cylinder 3 1, a coiled spring 35 in the bonnet 36 of the cylinder acting to force the piston 33 to the bottom of the cylinder (shown in the dotted line position in Fig. 2) when the cylinder is not under pressure. Preferably compressed air is employed as a pressure fluid. 37 designates a compressed air supply tank and 38, 39 a pipe leading therefrom to the bottom of cylinder 34%. As in the application above re ferred to, the admission of fluid pressure to the cylinder 34; is conditioned upon the reverse lever 40 of the locomotive being set to a certain position. In starting the locomotive the engine man customarily sets the reverse lever to an extreme position on the quadrant, designated ell in the drawings. In accordance with the control scheme herein shown the setting of the reverse lever to this position actuates a valve device A (Fig. 5) interposed in the pipe 38, 39 to admit air pressure from tank 37 to cylinder 34. lVhen the locomotive has attained a certain speed the engine man ordinarily hooks up the reverse lever, that is, moves the lever back a few notches on the quadrant, shortening the movement of the steam valves. When this occurs the valve device A closes communication between the tank and cylinder 34: and provides a vent for the exhaustion of air from the cylinder. The booster motor is therefore entrained with axle 21 when the reverse lever of the loco-motive is moved to the starting position and is disentrained therefrom when the locomotive reaches the speed at which the engine man ordinarily hooks up his reverse lever.

The valve device A is constructed as follows (Fig. 5) 12 is a ca ing formed with a chamber as having an exhaust port at and a chamber 415, these chambers being connected by a port 46. A double valve consisting of heads 47, 48 adapted to cooperate with seats 19, 50 formed on a bushing 51 arranged in port 46 and of a stem 52 connecting the heads, is adapted to be moved in one direction by a two- part plunger 53, 54, the part 53 being slidably arranged within the part 54;, which is hollow, and being normally pressed against a stop nut 55 by a coiled spring 56. The plunger member 53 bears against the valve head 47. The plunger member 5 1 has a boss 55 passing through the bonnet 12 of the valve casing 4:2 and is adapted to be engaged by a lug 57 (Fig. 2)

on the reverse lever 10 when the latter is put into the corner. A coiled spring 58 is interposed between the valve head 43 and a bonnet 59 closing the chamber a5. 60 is a port with which pipe section 38 communicates and which leads to the chamber 15, which latter, it will be seen, is constantly under pressure normally blocked off by the engagement of valve head 18 with its seat. 61 is a port with which pipe 39 communicates andwhich leads through openings 62 in bushing 51 to the port 416. When the reverse. lever is moved to its extreme forward position plunger 53, 54 is actuated to move the double valve away from the position shown in Fig. 5 to that shown in Fig. 2, pipes 38,

'39 are put into communication witn each other and pressure is admitted to cylinder 34, the seating of valve head a7 preventing escape of air through exhaust port 44-. When the reverse lever is hooked up spring. 58 moves the double valve to the position shown in Fig. 5 which blocks communication between pipes 38 and 39. The air in cylinder 3% is exhausted, under pressure of spring 35, through pipe 39 and ports 61, 4:6, and 14.

After the booster motor has been completely entrained with axle 21 it is supplied with steam by I the opening of a throttle valve C controlled by the main throttle lever 15. When the time comes for the disentraining of the booster from axle 21 it is desirable that'the steam be automatically cutoff from the booster before such disentrainment takes place and that during such period as the locomotive is operated at the high speed, the main throttle lever should be capable of manipulation for controlling the main throttle valve without involving any corresponding movements of the booster motor throttle. My invention is concerned primarily with a llO control apparatus capable of being so operated, and this apparatus is preferably constructed as follows: The booster throttle valve may be constructed in any desired manner. For the purpose of illustration I have shown a valve of the revoluble cock type. 63 (Fig. 7) is a casing having a port 64 to which extends a dry pipe 65 the open end 66 of which extends into the steam dome 11. The casing is connected at the bottom to a pipe 67 which extends to the steam chest of booster motor 20. Within casing 63 is a hollow revoluble valve body 68 having a port 69 adapted to register with port- 64 and provided with a stem 70 extending through the bonnet 71 of the valve casing and having rigid thereon an arm 72, associated with the throttle valve the throttle lever 15, fluid pressure actuated device D consisting of a cylinder 73 fastened to the lever, one head 74: of which is formed with a port 75 connected with the cylinder of the fluid pressure actuated device by a flexible tube 76, a pipe 77 and a check valve E. Within the cylinder is a piston 79 having a stem or piston rod 80 connected by a link 81 with the arm 72 on the booster throttle valve. When the cylinder 73 is not under pressure piston 79 is forced against head 7 4: by coiled spring 82 as shown in Fig. 3. The articulation 83 between piston rod 80 and link 81, in this position of the parts, is in line with the fulcrum point 16 of lever 15 so that the lever may be moved in and out to control the main throttle 13 without effecting any movements of the booster throttle valve. lVhen compressed air is admitted to the cylinder through port 75 the piston is moved down the cylinder, compressing spring 82 to the position shown in Fig. 2. This moves the point of connection 83 of the booster valve mechanism with the piston rod 80, which becomes effectively an extension of lever 15, so that the movement of the lever imparts rotary movement to the booster throttle valve.

The pipe 77 is preferably let into cylinder 34 near the upper end thereof but at ashort distance below piston 33 when the latter is in its upward position stopped against bonnet 36. The point of connection of the pipe with cylinder 34; is a trifle below piston 33, in its upper position, so that when the air system exhausts the air can completely escape from cylinder 73 before spring 35 can move piston 33 to block off pipe 77. In putting the booster into operation the air admitted to cylinder 34 must raise the piston 33 almost to the top of the cylinder, thereby bringing gear 27 very nearly into mesh with gear 29 before it is admitted to cylinder 73, and in order to insure the complete en training of the booster with axle 21 which it drives. The check valve E, above referred to, is arranged between pipe 77 and the flexfull line position and thereby meshin ible tube 76, this valve operating to slow down the application of pressure to the piston 79 so that the link mechanism connecting the lever with the booster throttle valve is not made effective until the piston 33 has completed its upward movement and is firmly held against the upper end of the cylinder by accumulated air pressure.

The check valve E is preferably constructed as follows (Fig. 6) 2 84s is a casing divided by a web 85 into chambers 86 and 87, the plug 88 closing the former being formed with a port 89 with which pipe 77 com1nuni cates and the head 90 at the other end of the casing being formed with a port 91 with which the flexible tube 76 communicates. The web 85 is formed with a port 92 of small cross sectional area and with a larger port 93 in which is adapted to be seated a valve 94, the stein 95 of which is slidably ranged in a boss 96 on plug 88, the boss being formed with lateral ports 97 for admit ting air from port 89 to chamber 86. it coiled spring 98 tends to keep valve 9% seat ed to close port 93.

Summary of opcmtion.ln starting the locomotive the engine man moves the reverse lever to the extreme forward position on quadrant 41, as shown in Fig. 2. Lug 57 on the reverse lever moves piston 53, 5-l to seat the valve head 47 and unseat the valve head 48. Compressed air from tank 37 passes through pipe 38, port 60, chamber e5, ports 4-9, 62 and 61 to pipe 39, and thence to cylinder 34 of the booster entraining device B, raising piston 33 thereof from the dotted line position of Fig. 2 to the g gear 27 with gear 29 on the axle 21 designed to be driven by the booster. As soon as piston 33 uncovers the port with which pipe 77 communicates air passes from cylinder 3% to the chamber 86 of the check valve 83 through pipe 77 and ports 89 and 97. From chamber 86 the air passes rather slowly through the small port 92 in web 85, the larger port 93 being closed by valve 94, into chamber 87 and from there through flexible tube 76 and port 75 into piston 33 of the booster valve actuating device D. When sufiicient pressure has accumulated in cylinder 73 the piston 79 is moved from the position shown in Fig. 3 to that shown in Fig. 2 and the point of connection 83 of the link mechanism between the booster valve C and piston rod 80 is shifted from its normal position in alinement with the fulcrum point 16 of the throttle lever to a position remote from said fulcrum point. The engine man, after setting the reverse lever, operates the throttle lever 15 to open the mam throttle 13. If by this time the cylinder 73 is under suflicient pressure to move piston 79 the booster throttle valve will be opened with the main throttle. If

the engine man shifts the throttle lever before cylinder 73 is under pressure the sub sequent accumulation of pressure in the cylinder will accomplish the same result. In either case the gradual application or pressure to cylinder 73 insures the complete entraining of the booster with axle 21 before the booster is set in operation by admission of motive fluid thereto.

then the locomotive attains a certain speed the engine man hooks back reverse lever li) in the usual manner, spring 56 eX- pands, relieving the double valve 427, l8 from pressure on the head 4:7, and spring 58 acting on the other side of this valve seats valve head 48 and unseats valve head lFipe 39 is now pen to the atmosphere through the end of port 426 uncovered by valve head 47 and the exhaust port n in the side of casing 42. Spring 35 begins to move piston downwardly but before the piston has blocked off pipe 77 spring 82 in cylinder 73 has forced the air from the cylinder through tube 76, port 93 in the check valve device E, valve opening under the air pressure, and through pipe '77 into the cylinder 34. The steam is, therefore, cut ofi from the booster motor by the closing of the booster throttle C before the disentrainment or the motor from axle 21 takes place. lVith the parts of the fluid pressure actuated device l) on lever 15 in the position shown in Fig. 3, that is, with the pressure on piston 7 9 relieved, the lever 15 may be operated to open and close the main throttle or the locomotive without effecting any corresponding movements or the booster throttle valve. in practice the re verse lever may be provided, as shown in application Serial No. 299,037 above referred to, and in other pending applications of the same inventor, with some device which will prevent the reverse lever from actuating valve it under conditions which would make it undesirable to cut in the booster, for enample, at such time as the locomotive is running at a speed to make this dangerous, but as these devices form no part of my invention such arrangement is not shown herein.

I claim:

1. The combination with the main driving means of a locomotive and a booster motor for aiding the main driving means under predetermined operating conditions; of means for governing the application of motive power to the main driving means and booster motor comprising one controlling member for both; and means made effective under other operating conditions of the locomotive whereby the manipulation oi the controlling member affects the control only of the main driving means.

2. The combination with the main driving means of a locomotive and a booster motor for aiding the main driving means under predetermined operating conditions; of controlling devices for controlling the application of motive power to said main driving means and booster motor respectively; and a single controlling member having connections with the controlling devices of the main driving means and booster motor, re spectively, the latter connection being ineffective when the locomotive is being run under other operating conditions.

3. The combination with the main driving means of a locomotive and a booster motor for aiding the main driving means under predetermined operating conditions; of controlling devices for controlling the application of motive power to said main driving means and booster motor, respectively; and a controlling lever to operate both said controlling devices under the said predetermined operating conditions, which is connected with the controlling device for the booster motor by a link mechanism that is inoperative when the locomotive is being run under diflerent operating conditions.

'4. The combination with the main driving means of a locomotive and a booster motor for aiding the main driving means under predetermined operating conditions; of controlling devices for controlling the application of motive power to said main driving means and booster motor, respectively; a controlling lever to operate the controlling device of the main driving means; and link mechanism between the lever and the controlling device of the booster motor having a point of connection with the lever movable to and from alinement with the fulcrum point of said lever.

5. The combination with the main driving means of a locomotive and a booster motor for aiding the main drivin means under predetermined operating conditions; of con trolling devices for controlling the application of motive power to said main driving means and booster motor, respectively; a

controlling lever to operate the controlling device of the main driving means; link mechanism between the lever and the con trolling device of the booster motor having a point of connection with the lever movable to and from alinement with the fulcrum point of said lever; and a fluid pressure operated mechanism for shifting the position of said point of connection of the linl; mechanism with the lever.

6. The combination with the main driving means of a locomotive'and a booster motor for aiding the main driving means under predetermined operating conditions; of controlling devices for controlling the application of motive power to said main driving in ans and booster motor, respectively; a controlling lever to operate the controllin device of the main driving means; linli mechanism between the lever and the controlling device of the booster motor having a point of connection with the lever movable to and from alinement with o the fulcrum point of said lever; and a fluid pressure operated mechanism on the lever for shifting the position of said point of connection of the link mechanism with the lever.

7. The combination with the'main driving means of a locomotive and a booster motor for aiding the main driving means under predetermined operating conditions; of means for governing the operation of said main driving means and booster motor comprising two independently manipulatable controlling members,'one of which governs the application of motive power to both the main driving means and the booster motor but is ineffective to set the booster motor in operation except when the other controlling member is in a certain position.

8. The combination with the main driving means of a locomotive and a booster motor for aiding the main driving means under predetermined operating conditions; of means for governing the operation of said main driving means and booster motor comprising devices for controlling the application of motive power to the main driving means and to the booster motor respectively; a single controlling member having connections with said controlling devices; and another controlling member manipulatable independently of the first named controlling member which in a certain position makes the connection between the first named controlling member and the booster motor controlling device ineffective.

9. The combination with the main driving means of a locomotive having two independently manipulatable controlling members; of a booster motor; means for operatively connecting the booster motor with and for disconnecting it from the locomotive, the actuation of which means is conditioned upon the position of one of said controlling members; controlling devices for applying motive fluid to said main driving means and booster motor, respectively; a connection be tween the other of said controlling members and the controlling device of the main driving means; and a connection between the same controlling-member and the controlling device of the booster motor which connection is efiective only when the first specified controlling member is in a position to maintain an operative driving connection between the booster motor and the locomotive.

10. The combination with the main driving means of a locomotive'having two independently manipulatable controlling members; of a booster motor; means for operatively connecting the booster motor with and for .tdisconnecting it from the locomotive comprising a fluid pressure actuated mechanism which is operated only when one of the controlling members is in a certain position, controlling devices for applying motive power to the main driving means and booster motor, respectively; a connection between the other of said controlling members and the controlling device of the main driving means; and a fluid pressure actuated mechanism which operates to establish an effective connection between the last named controlling member and the controlling device of the booster motor but only when the first named controlling member is in position to operatively connect the booster motor with the locomotive.

11. The combination with two motors; of controlling devices for the motors, respectively; a member having operating connections with said controlling devices, respectively; and a fluid pressure actuated mechanism for making the connection between said member and one of the controlling-- devices effective or ineffective.

12. The combination with two motors; of controlling devices for the motors respectively; a member having operating connections with said controlling devices, respectively; and a fluid pressure actuated mechanism on said member for making the connection between said member and one of the controlling devices effective or ineffective.

13. The combination with two motors; of controlling devices for the motors, respectively; a member having operfating connections with said controlling devices, respectively; and a fluid pressure actuated mechanism comprising a piston and a cylinder therefor arranged on said member for making the connection between said member and one of the controlling devices effective or ineffective.

14. The combination with two motors; of controlling devices for the motors respec tively; a lever having a connection at a fixed point thereon with one or" the controlling devices; and a link mechanism between the lever and the other controlling device having a point of connection with the lever movable into and out of alinement with the fulcrum point of the lever.

15. The combination with two motors; of controlling devices for the motors respectively; a lever having a connection at a fixed point thereon with one of the controlling devices; a link mechaiiism between the lever and the other controlling device having point of connection with the lever movable into and out of alinement with the fulcrum point of the lever; and a fluid pressure actuated mechanism on the lever for shifting said last named point of connection.

16. The combination with two motors; of controlling devices for the motors, respectively; a lever having an operative connection with one of said controlling devices; a cylinder on said lever, a piston in said cylinder having a rod; and link mechanism connecting said rod with the other controlling device.

17. The combination with two motors; or controlling devices for the motors, respectively; a lever having an operative connection with one of said controlling devices; a cylinder on said lever; a piston in said cylinder having a rod; link mechanism connecting said rod with the other controlling device; an air supply tank and pipe leading therefrom to the cylinder; and a valve device interposed in said pipe which admit-s 'air slowly to but permits rapid exhaust of air from the cylinder.

18. The combination with the throttle valve of a steam propelled locomotive and its lever; of a steam actuated booster motor having'a throttle valve; and means for corn trolling the latter throttle valve by manipulation of said lever, which means is made ineffective under predetermined running conditions of the locomotive.

19. In combination with the throttle valve of a steam propelled locomotive and its lever; a steam actuated booster motor having a throttle valve; and a link mechanism connecting the latter valve with said lever which link mechanism is made inoperative under predetermined running conditions of the locomotive.

20. In combination with the throttle valve of a steam propelled locomotive and its lever; a steam actuated booster motor having a throttle valve; a link mechanism connecting the latter valve with said lever; and means for making said link mechanism effective and ineffective comprising an element movable on the lever to bring the point of connection of the link mechanism with the lever either out of or into alinement with the ful crum point of the lever. I

.41. The combination with the throttle valve of a steam propelled locomotive and its lover; of a steam actuated booster motor having a throttle valve; a link mechanism connecting the latter valve with said lover; a cylinder on the lever; a piston in the cylinder; a piston rod movable across the fulcrum point of the lever with which said link mechanism is articulated; and means dependent upon the running conditions of the locomotive for supplying pressure fluid to or exhausting the same 't'rom said cylinder.

; The combination with the throttle val e of a steam propelled locomotive and its lever; of a steam actuated booster motor having a throttle valve; a link mechanism connecting the latter valve with said lever; a cylinder on the lever; a piston in the cyl inder; a piston rod movable across the fulcrum point of the lever with which said link mechanism is articulated; means dependent upon the running conditions of the locomotive for supplying pressure fluid to or exhausting the same from said cylinder; and a check valve which makes the application of pressure to the cylinder gradual but permits the rapid exhaust of pressure fluid therefrom.

23. In combination with a steam actuated locomotive its main driving mechanism and throttle and reverse levers; a steam actuated booster motor having a throttle valve; means actuated when the reverse lever is set to a given position for providing a driving connection between the booster motor and the locomotive, which is disengaged when the reverse lever is moved from said position; and an operating connection between the throttle lever and the throttle valve of the booster motor which is made effective after the driving connection between the booster 8 and the locomotive has been fully estab lished; and is made ineltective when the reverse lever is moved from said given position.

24. The combination with a steam actuated locomotive, its main driving mechanism and throttle and reverse levers; of a steam actuated booster motor having a throttle valve; means actuated when the reverse lever is set to a given position for providing a driving connection between the booster motor and the locomotive, which is disengaged when the reverse lever is moved from said posi tion; and an operating connection between the throttle lever and the throttle valve of the booster motor which is made effective after the driving connection between the booster and the locomotive has been fully established and is made ineffective when the reverse lever is moved from said given position. 7

25. In combination with a steam actuated locomotive, its main driving mechanism and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a fluid pressure actuated mechanism operated when the reverse lever is set to a given position for providing a driving connection between the booster motor and the locomotive which is disengaged when'the reverse lever is moved from said position; and a fluid pressure actuated mechanism for estab lishing an operative connection between the throttle lever and the booster motor throttle valve. 12-0 26. In combination with a steam actuated locomotive its main driving mechanism and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a fluid pressure actuated mechanism operated when the reverse lever is set to a given posi tion for providing a driving connection between the booster motor and the locomotive which is disengaged when the reverse lever is moved from said position; and a fluid pressure actuated mechanism for establish- .ing an operative connection between the throttle lever and the booster motor throttle valve, which latter fluid pressure actuated mechanism receives fluid pressure after the complete actuation of the first named fluid actuated mechanism.

27. In combination with a steam actuated locomotive, its main driving mechanism and throttle and reverse levers; a steam actuated booster motor having: a throttle valve; a

fluid pressure actuated mechanism operatedwhen the reverse lever is set to a given position for providing a driving connection between the booster motor and the locomotive which is disengaged when the reverse lever is moved from said position; a fluid pressure actuated mechanism for establishing an operative connection between the throttle lever and the booster motor throttle valve and a check valve which operates to retard the application of fluid pressure to the last named fluid pressure actuated mechanism while permitting the rapid exhaust of fluid pressure therefrom.

28. In combinationwith a steam actuated locomotive its main driving means and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a fluid pressure actuated mechanism for establishing a driving connection between the booster motor and the locomotive; a fluid pressure actuated mechanism on the throttle valve lever for effecting an operative connection between the lever and the booster throttle valve; a source of supply of fluid pressure; and a conduit connecting said fluid pressure actuated mechanism with said source of supply.

29. In combination with a steam actuated locomotive, its main driving means and throttle and reverse levers; a steam actuated booster motor having a throttle valve; :1 fluid pressure actuated mechanism for establishing a driving connection between the booster motor and the locomotive; a fluid pressure actuated mechanism on the throttle valve lever for effecting an operative connection between the lever and the booster throttle valve; a source of supply of fluid pressure; a conduit connecting said fluid pressure actuated mechanism with said source of supply; and a valve actuated by the reverse lever for admitting fluid pressure to said conduit.

30. In combination with a steam actuated locomotive, its main driving means and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a fluid pressure actuated mechanism for establishing a driving connection between the booster motor and the locomotive; a fluid pressure actuated. mechanism on the throttle valve lever for effecting an operative connection between the lever and the booster throttle valve; a source of supply of fluid pressure; a conduit connecting said fluid pressure actuated mechanism with said source of supply; and a check valve in the portion of the conduit leading to the fluid pressure actuated mechanism on the lever which retarcs the application of pressure thereto while permitting; the rapid exhaust of fluid pressure therefrom.

31. In combination with a steam actuated locomotive its main driving means and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a fluid pressure actuated mechanism for establishing a driving connection between the booster motor and the locomotive; a fluid pressure actuated mechanism on the throttle valve lever for effecting an operative connec tion between the lever and the booster throttle valve; a source of supply of fluid pressure; and a conduit connecting said fluid pressure actuated mechanism with said source of supply so that said mechanisms are operated successively in the order named.

32. In combination with a steam actuated locomotive its main driving means and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a fluid pressure actuated mechanism for estab lishing a driving connection between the booster motor and the locomotive; a fluid pressure actuated mechanism on the throttle valve lever for effecting an operative con nection between the lever and the booster throttle valve; a source of supply of fluid pressure; a conduit connecting; said fluid pressure actuated mechanism with said source of supply so that said mechanisms are operated successively in the order named; and a valve actuated by the reverse lever for admitting fluid pressure to said conduit.

In combination with a steam actuated locomotive its main driving means and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a fluid pressure actuated mechanism for establishing a driving connection between the booster motor and the locomotive; a. fluid pressure actuated mechanism on the throttle valve lever for eflecting an operative connection between the lever and the booster throttle valve; a source of supply of fluid pressure; a conduit connecting said fluid pressure actuated mechanism with said source of supply so that said mechanisms are operated successively in the order named; and a check valve in the portion of the conduit leading to the mechanism on the lever which retards the application of fluid pressure thereto while permitting the rapid exhaust ot' fluid pressure therefrom.

3%. In combination with a steam actuated locomotive its main driving means and throttle and reverse levers; a steam actuated booster motor having a throttle valve; a

fluid pressure actuated mechanism for establishing a driving connection between the booster motor and the locomotive; a fluid pressure actuated mechanism on the throttle valve lever for efliecting an operative connection between the lever and the booster throttle valve; a source of supply of fluid pressure; a conduit connecting said fluid pressure actuated mechanism with said source of supply so that said mechanisms are operated successively in the order named;

a valve actuated by the reverse lever for admitting fluid pressure to said conduit, and a valve disposed in the portion of the conduit leading to the mechanism on the lever which retards the application of pressure to said mechanism while permitting the rapid exhaust of fluid pressure therefrom.

In testimony whereof I have hereunto signed my name. 7

RAY M. BROWN.

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