US1854752A - Throttle operating means for locomotives - Google Patents

Description

N. T. MCKEE April 19, 1932.

THROTTLE OPERATING MEANS FOR LOCOMOTIVES 3 Sheets-Sheet l Filed may` 21, 1928 E E ww M NT R EL o 2J NE T. '.3 v 3 3 2 2 2 w 2 i `Y i 0 B 3 GM 4 VII A.

N. T-. MCKEE April 19, 1932.

THROTTLE OPERATING MEANS FOR LOCOMOTIVES Filed May 2l, 1928 3 Sheets-Sheet 2 April 19, 1932. N. T. MCKEE 1,854,752 THROTTLE OPERATNG MEANS FOR LOCOMOTIVES Filedrmay 21, 1928 I 3 sheets-sheet 5 INVENTOR NEAL 7T MCA/EE '1* mame-4A A@ ATTORNEYS.

Patented Apr. 19, 1932 UNITED STATES PATENT OFFICE NEAL T. MCKEE, F BRONXVILLE, NEW YORK, ASSIGNOR TO AMERICAN THRU'ITLE COMPANY, INC., or' NEW YORK, N. Y.

THROTTLE OPERATING MEANS FOR LOCOMOTIVES Application led May 21,

This invention relates to throttle operating means for locomotives. With locomotives using high pressure steam, in accordance With the present day practice, it is quite difficult for the engineman to manipulate the throttle lever manually to open or otherwise setthe throttle valve against the high pressure of the steam, the exertion of great physical effort being required to manipulate the throttle 1o lever of the high pressure locomotives.

The principal objectof the present invention is to'provide a new and improved construction for operating the throttle valve byr power means and to so construct such power means that it will be positive and certain in its action while at the same time of sturdy, simple constructioncapable, not only of being manufactured at a relatively low cost, but also capable of being readily installed upon locomotives.

Another object is to provide a new and improved construction for the throttle lever.

The above and other objects of the present invention will appear more fully from the following more detailed description and by reference to theV accompanying drawings forming a part hereof, wherein Fig. 1 is a side elevation, partly in section, of a throttle lever constructed in accordance with the principles of the present invention; Fig. 2 is a section on the line 2-2 of Fig. 1; Fig. 3 is a section on the line 3-3 of Fig. 1; Fig. 4c is a central longitudinal section through the improved power means for operating the throttle valve; Fig. 5 is a section on the line .5 5 of Fig. 4; Fig. 6 is a section on the line 6 6 of Fig. 5; Fig. 7 is a side elevation, on a smaller scale, of the power means shown in Fig. 6', and illustrating the connection of said means to the throttle valve shaft, and Fig. 8 is a diagrammatic side viewV showing the manner in which the invention is in-V stalled upon a locomotive.

The present invention, brieiy, consists of a piston and cylinder to which air is admitted from the main air tank of the locomotive and the piston being held normally in a position corresponding to the closed position of the throttle valve by means of a coiled compression spring. A plurality of 1928. Serial No. 279,451.

valves for the admission of compressed air to the cylinder are caused to be automaticall operated under the control of the throttle lever. The latter is so constructed and so connected to the power means that, upon initial movement of the lever, a main valve is `caused to be opened to permit the air to flow into the cylinder and to actuate the piston, against the action of the vspring above referred to, for causing the throttle valve to be opened. The throttle lever and its connections to the power means are so arranged that there is a lag of the movement of the power means behind the movement of the throttle lever, whereby, when the movement of the throttle lever is stopped, certain parts which comprise the power means overhaul,or catch up to, `the members actuated by the movement of the throttle lever, and the valves, which control the admission of air to the cylinder of the power means, are automatically actuated to check the motion of the piston and, when the latch of the throttle lever is locked, to hold the parts in set position. Continued motion of the throttle lever will cause the power means to again become operative until the throttle lever is again held stationary and the said certain parts of the power means again overhaul or catch up to the movement of the lever. The connection of the lever to the power means is also so arranged that should the power means be inoperative, for any reason whatsoever, such, for example, as the failure of the air, the throttle valve may be movedsolely by the mechanical operation of the throttle lever in the same direction as for causing the power means to operate.

ln Figs. 1, 2 and 3 of the drawings the numeral l() indicates a throttle lever which is pivotally supported at its upper end upon the pivot pin 11,- mounted on a bracket 12 secured to any suitable stationary support, such as the side wall of the locomotive fire boX. At its lower end the lever 10 has pivotally supported thereto, by means of the pivot pin 13, a handle lever 14, having at its lower end a hand grip 15. The upper end of the hand lever 14, is provided with a cam slot 16 through which passes a headed pin 17. The

body of the pin 17 passes through an elongated vertical slot 18 provided in the lower end of the lever 10, and said pin 17 at its inner end is screwthreaded into the body of a latch 19. At its upper end, the latch 19 is provided with a plurality of teeth 2O for engagement with the teeth 21 of a quadrant bar 22, the latter being of the type usually employed for use with locomotive throttle levers. The latchV 19 is slidably mounted in a guidewa-y formed by one flat face of the lever 10 and a retaining plate 23, the latter being held upon the lever 10 by means of the bolt 24 which passes through an elongated slot 25 provided in the latch 19. It will be noted that the bolts 17 and 24k co-operate with the vertically extending slots 18 and 25 to insure movement of the latch 19 longitudinally of the lever 10 without permitting any swinging or pivotal movement of said latch upon eit 1er of the bolts as a pivot. Mounted in the slot 18, is a coiled compression spring 26, Jthe lower end of which abuts against the lower end of the slot 18, and the upper end of said spring abuts against the pin 17 and serves to hold said pin and said latch 19 normally in their uppermost position of travel, with the teeth 2O of the latch in 'meshing engagement with the teeth 21 of the quadrant.

The handle lever 111 is in the form of a bell crank, as clearly vshown in Fie. 1 and has a lateral arm 14a, to the outer end of which is pivotally connected, by means of `a pin 27, a small connecting rod 28. At its upper end,

fthe link 28 is pivotally connected to one arm of a bell crank 29. The bell crank 29 is pivotally supported within the jaws of a yoked portion 10a of the lever 10, by means of a pin 30, the outer ends of which are supported in the yoke jaws, and the central part of which passes through the bearing boss 29a of the bell crank 29.

The other arm of the bell crank 29 has pivotally secured to it, the rear end of a solid connecting rod 31, which extends longitudinally from the cab of 'the locomotive along the side of the engine to a point adjacent to the throttle valve. Said rod 31 passes freely through a hollow operating rod 32, the rear end of -which has connected thereto a yoke member 33. The jaws of the yoke member 33 straddlethe yoke portion 10fL and are secured to the portion 10 by means of a pair of studs or pins 34 which project laterally from the outer faces of the portion 10a.

will be seen from the above description that, when the hand lever 14 is swung upon its pivot 13, in the direction of the arrow in Fig. 1, the arm 14 of said lever will cause link 2S to swing the bell crank 29 in a clockwise direction and thereby draw the rod 31 rearwardly of the locomotive or from rightto left as seen in Fig. 1 of the drawings. 1f the handle `lever is so swung, the'engagement of the cam slot 16 of said lever with the pin 17 will cause said pin to be moved. downwardly. lt will be remembered that the pin 17 has its inner end fixed in the latch 19 and therefore when the pin is moved downwardly, just described, the latch 19 will be moved downwardly to cause the teeth 2O at the upper end thereof to be moved out of meshing engagement with the teeth 21 of the quadrant. The parts above described represent that the portion of the mechanism which, as shown in Fig. 8, is located in the cab of the locomotive.

The parts which are located adjacent to the throttle valve shaft and which comprise the power means of the installation will now be described. rlhe inven -on has been shown as applied to a locomotive of the type using superheated steam and in which a throttle valve shaft extends transversely of the locomotive boiler and which shaft is rotated to operate a plurality of throttle valves which govern the admission of steam to the engine cylinders. This type of throttle valve and shaft is well known in the art and the detailed constructions of the shaft and valves have not been shown in the drawings. ln Fig. 7 of the drawings the numeral 35 indicates such a throttle valve shaft, the outer end of which, as shown, is of square construction and lits within one end of an actuating arm 36. rlhe other end of the arm is pivotally connected to a short connecting link 37. T he front end of the link 37 is pivotally connected with a sleeve 33, screwed or otherwise rigidly liXed upon the end of a piston rod 39, to the other end of which rod is connected a piston Ll0. The piston ll0 is mounted within a cylinder 41 suitably secured to the boiler shell, or any other suitable stationary support, preferably at a point adjacent to the throttle valve shaft 35.

For convenience in assembling the parts, the rod 31 is made in two sections, a short front section and a longer rear section, which sections are connected together, as shown in Fig. 7, by means of a. turn buckle 42. The hollow rod 32 is also made in two section secured together by means of a turn buckle 13, which, as shown in Fig. 7, has a central odset connecting b ar which spans the turn buckle 4-2.

As clearly shown in Fig. 11 the hollow rod 32 passes freely through the center of the hollow piston rod 39 and terminates at its front end in an annular shoulder or flange 32th This flange 32a is located within a recess or pocket 32b formed in the front of the piston 10, the front opening of said pocket being closed Iby a packing retaining plate l10" and packing 4.0. rEhe plate 10b has a central boss 10d which projects through the packing so that the rear wall of said boss is adapted to abut the front end of the hollow rod 32. The solid rod extends atV its front end to a finder 41 isa coiled 'compression spring 44 'point adjacent yto the shouldered front end of the hollow rod se. neared Withiny the tyiwhich encircles the piston rod 339 and abuts at its rear end against the roar 'wall or the cylinder; The front end of the spring 44 engages rol-lower plate 4e, which plate is held by said spring against Athe heads of the bolts 46 whiohseoure the piston rod 39 to the pis ton 40. The spring 44 normally holds the parts in the position `elimini in Figs. 4 and 7 of the drawings with 'the piston 40 in its innermost position of travel- Compressed air is admitted finto the interior or the cylinder 41 through a pipe `47 connected to the cylinder at a point just forwardly of the rear end of the piston. Air from this pipe; flows into the space defined between the inner walls of the cylinder and the reduced central portion a of the piston. Th-is space 'cominunicates through an elongated slot or port 48 in the upper face of the piston with a conduit 49. A valve v50 'slidably mounted in the piston, and to one side of the center thereof, is normally held by theaction of aspringv 51to shut off communication between the conduit 49 and the slot 48. The conduit 49, as more clearly shown in Fig. 6 of the drawings,

y extends laterally and forwardlypand cominunicates through a Vcheck valve 52 with a space 53, defined between the cylinder head 54 and the front end of the piston 40. The che'clr valve 52 is mounted within a valve cap 55 secured to the piston 'by means of a small nipple 56; said valve cap 55 is provided with a plurality of apertures 57 through which the air passes to theV space 53.

Thesp'ace 53 is. also in Acommunication by means of a plurality of inclined passage ways 58 with a small valve 'chamber 59 in which is seated a valve 60 having an extension 61 which projects rearwardly and terminates a short distance from the front end of the solid 'rod 31. The valve VV6() is normally held in the closed position by means of `a 'small spring 62 which bears at one end against the valve and at' its other end against a valve 4cap or bonnet6'3 screwed into the front wall of th piston.

The front end of the solid' rod 3l is provided with a bore 64 which is adapted to communicate at 'its front end with the space 53 when the valve 60 is opened. Said bore at its rear end is provided with a` lateral opening 65 adapted to 'communicate through a pair of aligned openings 66, provided in the hollow rod 32 and piston rod 319A, with the space to the rear "of the piston 40 and with atmosphere through opening 96.

The manner in which the Vdevicel operates is 'as `follows: Let it be assumed that air under pressure is jbeingdelivered to the in terior of the cylinder 41 through the pipe 47, and that the partsare 'n the vposition shown iin Fig. 4. This figure of 4the drawings i1- lustrates the parts in their normal inoperativeposition. If now the engineman swings the handle lever 14 in the direction of the arrow shown in Fig. l, the first results of 'such swinging wi-ll be to disengage the teeth of the latch 19 from the teethof the 4quadrant 22 and, through the connecting rod 28 and bell crank 29, to move the solid rod 31 rearwardly. During this first portion of the swinging movement of the hand lever' 14, said lever merely pivots upon the throttle lever if), without producii'lg any movement of the latter. The length of the solid ro'd 31, relatively to the -l'en'gth` of the hollow rod 32, is such that as shown in Fig. 4 the front end of the solidro'd is normally out of engagement with the stem 61 of the valve 60. 4By the time the teeth 'of the latch 19 are disen gaged from the teeth of the quadrant 22 the front end of thek solid rod will be moved fur* ther away from the stem '61. If, after the latch 19 is disengaged, the engineman continues to swing'the handle 14 in the direction of the arrow of Fig. 1, this movement will be communicated to the throttle lever 10 which may then also be swung in a clockwise direction and a rearward pull (i. e. from right to left) will therefore be exerted on the hollow rod 32.

It will be seen from Fig. 4 that the shoulder' "space 53. Theair entering the space 53 will build up a pressure ahead oi' the iront face of the piston 4() an'd will move the piston from the right toward the left. The piston rod 39, being connected to the throttle valve shaft 35 through the parts 36, 37 and 38, will `cause said valve shaft to be rotated in a countenclockwise direction so as to move the throttle valve towards its open position.

The engineman will move the lever v10 `to the proper position to obtain the desired throttle `opening and in so doing, it will be necessary for him to exert only the physical effort necessary to overcome the inertia of the rods 31, 32 and to move the valve 5'() oil its seat. After the valve 50 has been opened, the movement of the piston is accomplished by the pressure of the air admitted to the space 53, and, as the piston moves rearwardly,

its motioninay be accompanied loy` a similar .movement of the throttle lever, the engineman being required to exert merely sufficient pull upon the throttle lever to keep the valve 50 opened. VVhenthe throttle has been opened to`the desired extent, the handle lever 14 is swung backwardly upon the pivot 13 thereby permitting latch 19 again to be engaged with the quadrant.

During the movement of the parts as above described, and after the opening oi the valvel 50, no relative movement between the piston 40 and the hollow rod 32 will occur as long as the engineman exerts but a slight pressure upon the handle sullicient to cause therods 31 and 32 to follow the movement of the piston. lVhen the handle 14 is moved slightly baclwarrL to lock the latch 19 and thereby to hold the lever 10 in set position, relative movement will then talre place between the piston 40 and the rod 32, the pressure of the shoulder 32n against the end of the stem of the valve being released and the end of the valve moving slightly out of Contact with said shoulder so as to permit the valve 50 to shut.y This will interrupt the iiow of the air through the conduit 49; check valve 52 will then close and the air trapped in the space 53 will hold the piston in its set position against the pressure of the spring 44.

lt will be seen from an inspection of Fig. 4 of the drawings, which shows the normal relative positions of the parts of the fluid pressure motor when such parts are at rest with the latch 19 engaged in locked position,` that the valve 50 is closed and that the end of its stem just clears the rear wall of the flange 32a, while the liront end oit the hollow rod 32 is in contacting engagement with the rear tace ofthe boss 40d of the packing retaining plate 40D. rlhe above parts are so dimensioned that a limited amount of free or lost motion is provided in the pocket 32D for the flange 32, such motion being merely enough to permit the unseatingvoic the valve 50. lf after the throttle lever has been set and latched in position, leakage of air from the the abutment o' the rear wall of the boss 40d with the liront end or" the hollow rod 32 prevents t'urther rearward movement of the piston, it being remembered that the rod 32 is held stationary by the locking engage-` ment ot the latch 19 with the quadrant 22. The lextent of the movement ot' the piston just described is ot course limited by the extent of lost motion provided by the pocket 32b for the liange 32 which it will be seen is quite small, therefore although an alternating forward and backward movement ofthe piston may occur as the result of the autothrottle the handle lever 14 is moved in a reverse direction to that above described, the latch 19 being disengaged as before by the initial swinging movement of the handle lever, except that when the handle lever was moved in the direction of the arrow shown in Fig. 1, the left hand side of the slot 16 was operative to produce the sliding movement of the latch to disengaged position, while in the reverse movement of the handle lever the right handY portion of the cam slot 16 obviously will :t'unction to cause the disengagement of the latch. The reverse swinging movement of the handle lever will cause the arm 14a of the lever 14 to pull the bell crank 29, through the rod 28, in a counter-clockwise direction, thus moving the solid rod 31 forwardly or from left to right. rhis movement of the solid rod 31 obviously is a movement thereof relatively to the hollow rod 32 and to the piston 40. The end of the solid rod 31 is therefore brought into engagement with the extension 61 of the valve 60, thus causing the valve to be raisedoff its seat. This permits the air, trapped in the space 53, to escape through the passages 58, past the valve 60 and into the bore 64 in the end of the solid rod 31. The air escapes from the bore 60 through the apertures 65, 66 and 96. The forward movement of the rod 31 is followed immediately by a similar movement of the hollow rod 32 to cause the shoulder 32u at the front end of the latter rod to be moved out of engagement with the stem of the valve 50 thus permitting the valve 50 to close and shut o the air ow through the conduit 49. r1`he air pressure in the space 53 obviously is therefore reduced, and the piston 40 begins to travel under the influence of the spring 44from left to right, The engineman follows up the movement of the piston by continuing the reverse movement of the throttle lever 10, as will be readily understood, until said lever has been again set to any desired position of throttle opening or in the closed throttle position.

If there should be a failure of the air pressure it is possible for the engineman to move the piston 40 by the exertion of suli'icient physical ellort to compress the spring 44. While a much greater effort will be required on the part of the engineman to move the piston 4() against the spring 44 than is required when the piston is moved by the air pressure the parts are so constructed and arranged that not only is the manual opening of the throttle possible, but the motion of the engineman in so opening it is the same as when the piston is moved by the air pressure. While the engineman will be required to exert a greater force to accomplish the opening of the throttle in case the power means failsto function it is to be noted that the closing of the throttle is accomplished b y the force of the spring 44. As a quick closing of the throttle is frequently necessary toV avoid trouble the advantage of providing the spring 44 or any equivalent device will be apparent because the closing movement is always assisted by the spring pressure irrespective of the pressure conditions in the air lines. It will be seen that the installation herein disclosed is not solely dependent upon the functioning of the power operated means but that, in case of emergency, the throttle can be opened or closed just as if the power means4 were not provided.

While the installation illustrated and described herein exemplifies a satisfactory example, constructed in accordance with the principles of the invention, it will be understood that such principles are not limited to the specific constructional details of the parts shown and described, but that many changes, variations and modifications may be resorted to without departing` from the spirit of the invention.

I claim:

l. In a locomotive, a throttle valve and fluid pressure actuated means connected therewith,

an inlet valve and an exhaust valve for controlling the operation of said fluid pressure actuated means, a throttle lever, operating means mounted on said lever and movable relatively thereto, and a pair of telescopically arranged connections to said lever and operating means respectively movable one within the other for actuating said valves to admit and exhaust pressure fluid to and from said fluid pressure actuated means whereby the latter is selectively operated to open and close said throttle valve.

2. In a locomotive, a throttle valve, fluid pressure actuated means including a piston connected with said throttlervalve, aninlet valve and an exhaust valve carried by said piston for governing the actuation of said fluid pressure means, a manually operated lever consisting of two relatively movable sections, a connection to one section of said lever for controlling the operation of said inlet valve whereby pressure fluid is admitted to said fluid pressure actuated means to operate said piston and opensaid throttle valve, a second connection to the other section of said lever for controlling the operation of said exhaust valve whereby said pressure Huid is exhausted from said'fluid pressure actuated means, Said connections being telescopically arranged one within the other, and means 'for operating said piston in a return direction to close said throttle valve, as .said exhaust valve is operated.

3. The combination with the throttle Valve of a locomotive, of a cylinder and a fluid pressure actuated piston therein, means connecting'said piston to said throttle valve, an inlet valve carried by said piston for admitting fluid under pressure to said cylinder, arelease valve carried by said piston for permitting escape of fluid from said cylinder, a manually operable lever located at a point remote from said cylinder, and a pair of telescopically arranged members connected to said lever and operatively associated, one with said inlet valve and the other with said release valve.

4. The combination with theV throttle valve of a locomotive, of a cylinder and a fluid pressure actuated piston therein, means connecting said piston to said throttle valve, an inlet valve carried by said piston for admitting fluid under pressure to said cylinder, a release valve carried by said piston for permitting escape of fluid from said cylinder, a spring for urging said piston in a direction to close said throttle valve, a manually operable throttle lever and a pair of telescopically arranged rods connected thereto, one of Said rods being operatively associated with the inlet valve and the other with said release valve.

5. The combination with the throttle valve of a locomotive, of a cylinder and a fluid pressure actuated piston therein, means connecting said piston with said throttle valve, an inlet valve carried by said piston for admitting fluid under pressure to said cylinder to actuate said piston in a direction to open said throttle valve, a spring for urging said piston in the opposite direction, a release valve for permitting the escape of fluid from K said cylinder and for permitting said spring to move said piston when Said release valve is open, a throttle lever and means connected thereto for actuating said inlet valve and release valve, said means including a pair of relatively movable telescopic members extending axially of said piston in slidable relation thereto and having a lost motion connection with said piston whereby, after apredetermined extent of movement of said means relatively to said piston to actuate said inlet valve, said means may become operative for permitting said piston to be moved manually against the action of said spring.

6. The combination with the throttle valve Y ting the escape ofthe fluid from said cylinder thereby to vallow said spring to actuate said piston, a throttle lever, and a pair of connec-` tions therefrom to said inlet and release Valves for opening the samey in inverse relation, said connections including a. pair of relatively movable telescopic members extending axially of said piston in slidable relation thereto and having a predetermined amount of lost motion therein vhereby movement of said throttle lever in one direction will insure the closing of said release valve before said inletvalve is opened and movement of said level in the opposite direction will insure the closing of said inlet valve before said release valve is opened.

7. The combination with the throttle valve of a locomotive, of a cylinder and a fluid pressure actuated piston therein, means connecting said piston with said throttle valve, an inlet valve carried by said piston for admitting fluid under pressure to said cylinder to actuate said piston in a direction .to open said throttle valve, a spring for urging said piston the opposite direction, a release valve carried by said piston for permitting the escape of fluid from said cylinder thereby to .allow said spring to actuate said piston, a throttle lever including .a latch movably mounted on said lever and means to actuate said latch, a connection from said lever for actuating `said inlet valve and means including an elongated rod. extending axially of said piston ,and operatively associated with said latch actuating means and saidrelease valve for operating the latter.

8. The combination with the throttle valve of a locomotive, of fluid pressure actuated means operatively connected with said throttle valve, a manually operable lever device, a pair of valves movable with said fluid pressure actuated means, apair oftelescopicallv arranged members .connected to said lever device and relatively movable thereby to actufate said valves relatively to .said fluid pressure means in predetermined sequence whereby .the latter isoperated toopen and closesaid throttle valve, .mean-s for locking said lever device indifferent adjusted positions correspondiiw to differentset positions of said throttle valve opening, and means for auto mati-cally preventing variation in the extent of .throttle opening as a resul-t of leakage to or from said flu-id pressure means when said lever device is locked in adjusted position.

9. In a throttle actuatingdevice, a pivoted main lever and toothed quadrant, .a hand lever pivotally mounted on said main lever, a latch movably mounted on saidmain lever for engagement with said quadrant, cam means actuated .by movement of said hand lever relatively to said .main lever for moving said latch out of engagement with said quadrant, said cam means including stops for preventing relative movement between said hand lever and main lever after 4said latch is disengaged, whereby upon further movement -of `said hand lever, said main lever and hand lever are swung in unison, a lateral arm projecting from one side of said hand lever, a bell crank mounted on said main lever, a connecting link pivot-ally connected With said arm and said bell crank whereby the latter is actuated by a relative movement of said hand lever, and fluid pressure operated means including valves connected with and adapted to be individually operated in predetermined sequence by said hand lever and main lever respectively.

10. In a locomotive, a throttle valve, fluid pressure operated means including a pair of valves movable therewith and connected with said throttle valve for actuating it by power, controlling devices for said means rand valves, a throttle lever, a pair of telescopical ly arranged connections from said lever to said controlling devices for actuating sai-d valves to cause said fluid pressure means to operate said throttle valve when said lever is moved, said connections and fluid pressure means including parts adapted to engage each other for permitting the direct manual actuation of said throttle valve by said lever upon failure of lthe fluid pressure means to function, the movement of said lever for effecting the manual actuation of said throttle valve being similar in direction :and eX- tent to .the movement of said lever to effect a corresponding movement of the throttle valve by the fluid pressure means.

11,. In .a locomotive, a throttle valve, fluid pressure operated means for operating said throttle valve and including a piston carry ing two valves, resilient means for normally urging .said piston .and two valves in a di rect'ion to shift said throttle valve toward-s its closed position, a throttle lever, and control-ling devices including a pair of telescopic connections actuated by said throttle lever to cause said pressure operated vmeans to `open said throttle valve when said lever is moved in one direction,and when said lever is moved in the opposite direction'to cause said resilient means to become operative to close said throttle valve.

l2. In a locomotive, a throttle valve, fluid pressure operated means connected with said throttle valve and including two valves, .a throttle lever, and connections including pair of telescopically arranged members from said lever to said fluid pressure means for controlling the operation of the latter via said two valves, said connections including parts adapted to engage each other for enabling the throttle valve to be actuated manually upon failure of the fluid pressure means to function.

In testimony whereof I have hereunto set my hand.

NEAL T. MCKEE.

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