US2256288A - Rail sanding apparatus - Google Patents

Description

Sept.l6, 1941. J. c. Mc'CUNE v 2,256,288

' RAIL SANDING APPARATUS Filed Sept. 29, 1959 2 Sheets-Sheet 1 92 ii I.

INVENTOR JOSEPH c. gMcCUNE ATTORNEY P 16, 1941- J. c. M cuNE RAIL SANDING APPARATUS Filed Sept. 29. 1939' 2 Sheets-Sheet 2 mun :NvENToR JOEBEPH C.MCUNE I REEF ATTORNEY .of the trains.

Patented Sept. 16, 1941 UNITED STATES PATENT OFFICE RAIL SANDING APPARATUS P Joseph C. McCune, Edgewood, Pa., assignor to The Westinghouse Air Brake Company, Wilmerdlng, Pa., a corporation of Pennsylvania Application September 29, 1939, Serial No. 297,118

20 Claims.

This invention relates to sanding apparatus and more particularly to the type employed on railway vehicles for sanding the track rails.

In the modern high-speed railway trains greater and faster acting braking forces are required on the vehicle wheels than heretofore employed in order to decelerate or stop the trains in the relatively short distances necessary to meet operating schedules and to insurethe safety In order to minimize slipping or sliding of the wheels when the brakes on the trains are thus applied sand is usually applied to the rails to increase the friction between the wheels and rails.

Sanding arrangements heretofore used on railway trains have been so designed as to provide for a certain, substantially invariable rate of flow of sand to the rails. The same amount of sand has been thus provided for sanding the rails when a train is operating at high speed as when operating at a lower speed. It has therefore been necessary to design these arrangements to insure an adequate amount of sand on the rails for the maximum speed of the train with the obvious result that an excessive amount of sand is applied 'to-the rails at all lower speeds. This naturally results in the wasting of sand at the lower speeds and has required larger amounts of sand being carried on trains than would have otherwise been required.

high speed, it will travel twice as far in a certain unit length oftime than if it were travel ing just half as fast, and in braking such trains it will therefore be evident that just twice as much sand should be supplied for sanding the track rails 'in' said unit length of time with the train operating at a high speed as compared to the lower speed. This result is obtained by the apparatus embodying the present invention which provides forthe flow of sand to the track rails at a rate governed by the train speed and thus ensures an even or uniform layer of sand being applied to the track rails for all train speeds, whenever sanding of the rails is required.

When a train is stopped it is desired that the flow of sand to the track rails be cut off to avoid waste thereof. Also during braking, if a wheel of the train should slip or slide on a rail it is, desired to cut off the supply of sand to the rail to minimize abrading of the tread of the wheel. These features are both obtained in the present invention by controlling the supply of sand to the track rails by the speed of rotation of a vehicle wheel whereby in case at any time the wheel should stop rotating the flowof sandto the rail will be automatically stopped.

The improved sanding apparatus thus acts to provide sand, when needed, only in the required quantity, regardless of the train speed, and

One object of thepresent invention is therefore to provide an improved sanding arrangement for railway vehicles and trains adapted to avoid. waste of sand such as'just described, but which will insure an adequate supply of sand to the track rails at all train speeds to thereby guarantee most eflicient braking of the train under all conditions.

Another object of the invention is to provide an improved sanding apparatus for use on railway vehicles and trains which is so arranged as to provide an amount of sand for sanding purposes which varies in accordance with the speed of the vehicle or train, thereby insuring the same degree of sand on a unit length of track rail for'all train speeds.

Another object of the invention is to provide an improved sanding apparatus for railway ve hicles or trains embodying a metering element which is operative by and at a speed correspond ing to that of any suitable rotating part of a vehicle, such as a wheel, for supplying sand for sanding purposes in amounts which vary according to the speed of the train.

when not needed acts to cut oil the supply of sand to the track rails, thereby avoiding th waste of sand under all conditions. The waste of sand is thus minimized without any reduc: tion in the efliciency of the brakes on the train to stop the train and. as will be evident, a smaller amount of sand will need to be carried for a certain length of trip or train run than has been necessary with sanding apparatus heretofore provided on railway trains. This is a very desirable factor since the available space for sand carrying receptacles, particularly on the modern high-speed railway trains, is very limited.

In order that sand will be efiective to minimize slipping of vehicle wheels it is obviously necessary that sand be applied to the rails'in front of the vehicle wheels. On a railway vehicle having two trucks the rails may be thus sanded ahead of each of the trucks or ahead of the leading truck only. Most railway vehicles are however adapted to operate in either direction so that an arrangement designed to automatically sand the rails ahead of the vehicle wheels when the vehicle is moving in one direction should not supply sand to the rails when Assume that a train is travelingat a certain the vehicle is moving inthe opposite direction,

since obviously any sand deposited on the rail to the rear of the wheels would be ineffective insofar as braking of such wheels is concerned and therefore merely wasted.

Another object of the invention is therefore to provide an improved sanding apparatus for railway vehicles'which is conditioned automatically upon movement of the vehicle in one direction to apply sand to the track rails but which will not supply sand to the track rails when the vehicle is moving in the opposite direction.

According to this last object, the improved sanding arrangement is adapted to be applied to both ends of a vehicle or vehicle truck and comprises a positive feed metering device operable in one direction at one end of the truck or vehicle and in the reverse direction at the opposite end whereby with the vehicle or truck moving in one direction the apparatus at the leading end will be conditioned to supply sand to the track rail and at the trailing end will prevent the application of sand to the rail.

By this structure no means such as cocks, switches or the like are required to lock the sanding apparatus at the rear of the truck or vehicle out of operation since it is automatically controlled by the direction of movement of the truck or vehicle and acts accordingly to either provide for the supply of sand or to prevent the supply of sand to the track rails, depending upon the direction of movement of the vehicle.

According to the invention two sanding devices, one for each rail, are provided at each end of a truck or vehicle and both of said devices are connected to operate in unison from any suitable rotatable part of the truck or vehicle, such as an axle or wheel. Both of these devices at each end of the truck or vehicle are identical in structure except for a helicoidai conveyor screw which in one device has a right-hand helix and in the other the helix is left-handed. These two devices as connected for operation at one end of the truck or vehicle may be applied to the opposite end thereof merely by turning end for end so that the two devices will be disposed at the opposite sides of the truck or vehicle. When a vehicle or truck is thus equipped, the rails will be sanded only at the leading end thereof regardless of the direction of movement of the truck or vehicle.

Sand is particularly necessary on the rails when the application of brakes on the vehicle or train is of a greater degree than the usual service application and thus more liable to cause slidin'g wheels on the rails, and another object of theinvention is therefore to provide an improved sanding apparatus which is automatically operable in effecting an emergency application of brakes on the train or vehicle to apply sand to the track rails.

Another object of the invention is to provide improved sanding arrangements for avehicle or train which is automatically operative upon an application of the brakes being initiated to effect sanding of the rails with such promptness that the wheels of the vehicle or train will be running on sanded rails by the time the brakes on said wheels are applied with sufficient force to otherwise cause sliding thereof, thereby minimizing the possibility of said wheels sliding or slipping on the track rails.

The flow of sand for sanding purposes in the usual sanding apparatus is effected by directing a jet of air against a pile of sand for thereby blowing the sand to a sand pipe through which it is adapted to flow by gravity to the track rails. This flow of air is required so long as sand is necessary on the track rails which usually continues until the vehicle or train is brought substantially to astop. This supply of air is also usually manually controlled and may not always be cut off as promptly as possible when there is no further use of sand, resulting in not only an unnecessary waste of sand but also of compressed air. A relatively large amount of compressed air is thus required for operating the conventional type of sanding apparatus. The safety of a train is dependent upon an adequate amount of compressed air for insuring the proper operation of the braking system and it is therefore desirable to minimize the use of compressed air on a vehicle or train for purposes other than braking.

- Another object of the invention is therefore to provide an improved sanding apparatus embodying mechanical means for supplying the sand for sanding of the track rails and in which only a relatively small amount of compressed air is employed during sanding for insuring the prompt application of the sand to the rail; thus reducing to a very minimum the use of compressed air for sanding.

Sand is usually conveyed to the track rails through flexible hose or the like terminating just short of the rail at one side of the wheel. The lower ends of these hose are usually open and therefore liable to become wet and more or less filled with sand which gathers and cakes therein during sanding operation. Pieces of ballast or cinders from the trackway are also liable to be thrown into the end of the sand hose and close or restrict the outlets therefrom. In either case the supply of sand to the track rail, when desired, may be delayed, reduced in amount or entirely out off.

Another object of the invention is therefore to provide an improved sanding shoe or tip for use at the lower end of the sand hose just described which is adapted to minimize the entrance and/or collection of moisture and solid matter at the lower end of the hose and thereby better assure the proper sanding of the rails when required, than obtained with the conventional type of equipment.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings: Fig. 1 is a diagrammatic view of a portion of one end of a railway vehicle truck and of the improved sanding apparatus applied thereto; Figs. 2 and 3 are sectional views taken on the lines 2-2 and 3-3, respectively, in Fg. 1; Figs. 4 and 5 are sectional views taken on the lines 4-4 and 55, respectively, in Fig. 3; Fig. 6 is a sectional view of a portion of the truck shown in Figs. 1 and 2; Fig. '7 is a sectional view taken on the line 1-1 in Fig. 1; and Fig. 8 is a sectional view taken on the line 8-8 in Fig. 7.

Description 0 ,1 part;

axle extends beyond the outer face of each of the wheels I, and on each of these extended portions there is adapted to be mounted a Journal box 4. The truck may further comprise a truck frame having side members 5 connected in the usual spaced relation by transversely extending members including an end member 6. Each of the side members is provided with the usual depending pedestal legs 'I which are spaced apart and slidably mounted on opposite sides of the journal box 4.. Only one journal box, one side through-the top of the valve, as viewed in Fig. 1,

and adjacent the and provided with the clamp 2I and opens to a cavity 26 provided in the top portion of the casing of the sanding device. The

member, one end member and one assembly of wheels and axle are shown in the drawings. The

opposite end and opposite side of the truck may be identical to that shown, and since the structure .of such trucks is so well known, a more complete showing and detailed description there- 'of is not deemed essential to a comprehensible understanding of the present invention which will nowbe described.

According to the invention a sanding device is provided at either side of the truck and prefer ably at the side of the wheels I adjacent the truck frame end member 6. Each of these sanding devices may be of identical structure except -for a conveyor screw which will be later described.

- flexible conduit 29 theopposite end of which is secured tola like boss provided on a cover 30 which is secured over an outlet opening provided in the bottom wall of a sand carrying box or receptacle 3|. "The 'two boxes 3! shown in the drawing are provided for carrying sand for the two wheels I and may be located at any convenient point on the vehicle. Each of. these boxes is open at the top for filling purposes and a Each of the sanding devices 8 comprises a casing having on opp site sides thereof two parallel arranged, bolting flanges 9. Both .of these flanges are identical and'substantially triangular in shape with the apex end located at the bottom. One flange 3 on one of the sanding devices is secured by bolts I 0 to a bracket I I while theopposite flange of the other sanding device is likewise'secured by bolts I2 to the corresponding face of another bracket I3 arranged at the opposite side of the truck. The two brackets II and I3 are supported from any suitable portion of the truck frame such as a transversely extending cross-member I4 which at its opposite ends may be secured to the side members 5 of the truck frame by rivets I5, as shown in Fig. 6 of the drawings.

Each of the sanding devices 8 is provided with a bore which extends in a direction transversely cover 32 is normally secured over the open end of each box by a thumbscrew '33'for excluding moisture and foreign matter from the sand therein.

The valve II in each of the sanding devices is adapted to be turned in the casing thereof to either of two positions. In one of these posi tions the inlet, port 24 is adapted to register with the lower-end of the sand cavity 26, as shown in Figs.'1 and 3, to permit sand, fed by gravity from of the truck. the two devices at the'opposite sides of the truck being so supported that the bore in one is in coaxial alignment with the bore in the other. The bore in each device 8 is open through the end thereof adjacent the center of the truck, while the opposite end of said bore opens adjacent the opposite end of the device to a bore of larger diameter; the outer end of the larger bore being closed by a cap nut I6 having screw inserted engagement with the side wall thereof.

A tubular valve I1 is disposed in the bore in each of the devices 8. A collar I8 is provided on the end of the valve I! in each device 8 between the cap nut I6 and a shoulder I8 formed at the junction of the two bores of difierent diameters said collar being interposed between said sh0ulder and the adjacent shoulder of the cap nut I6 in the device 8 for securing the valve against any appreciable axial movement. The opposite end of the valve I! in each device 8 extends beyond the end of the casing of the device and encloses a bearing plug 20. A clamp 2| encircles the porthe sand box 3| to the cavity 26, to flow into the bore 23 in valve I1. In the other position of the' valve H, the port 24 is adapted to be moved out of registry with the lower end of the sand cavity 26, as shown in Fig. 4, for cutting off the flow of sand to the bore 23 within the valve I'I.

The outlet port 25 in each of the valves I1 is provided in the and adjacent the cap nut I6 for connecting the bore 23 within the valve to a discharge cavity 34 provided in the casing of the device below said valve.

At' each side of the truck there is provided a flexible sand pipe or hose 35 the upper end of which is secured to the under side of the sanding device at that side of the truck so as to open the sand discharge cavity 34 to the interior of the pipe. Each of the sand pipes 35 leadsfrom the sanding device downwardly to the track "rail 3 at the side of the wheel adjacentthe end of the 35 by a clamp 38 andhaving at its outer and tion of the valve n into which the plug." extends. This clamp is split and the two ends are secured together by a bolt 22 extending through suitable bores therein and aligned'openings in the valve I'l andplug 28 for securing said plug in said valve and for securing said valve to said clamp for rocking movement therewith.

Each of the valves H has a longitudinally ex-- truck and is provided in the lower end with a sanding'shoe 36. The hose 35 and shoes 36 may be supported in the positions just described and asshown in the drawings in any suitable manner (not shown).

Each sanding shoe 36 comprises a short length of pipe 31 secured in the lower end of the hose lower end a tip 39 which may be secured to the lower end of said pipe bya nut 40. Tip 39 is formed at its lower end with a taper disposed substantially parallel to the top of the adjacent rail 3. 2

Each tip 39 comprises a cylindrical casing having one end formed as above described and which encloses and carries an element M. This element has a plurality of parallel slots 42 spaced from each other and extending lengthwise 'through the element. Each element M and its has the property of repelling moisture so as to 2 thereby further minimize the passage of moisture through the tip 39 to within the sand hose 35.

A helicoidal conveyor screw 43 isfdisposed to turn in the bore 23 in the valve H in each of the sanding devices 3. The outer end of this screw is journaled in a central bore provided in the cap l6 while the other end of the screw is provided with a shaft 44 which extends through and is journaled in a suitable bore provided centrally in the bearing plug 20. Each of the screws 43 is provided with a pair of spaced collars within the bore 23in the valve ll, the outermost of said collars bearing against the inner end of the plug 20. A packing 46, made of any suitable material such as felt, is disposed in the space between the two collars 45 on" each screw for blocking sand supplied to the bore 23 from the bearing of the shaft 44 in the bearingplug 20.

The helix 4! on the conveyor screw 43 of each 'of thesanding devices is so formed as to urge sand supplied from cavity 26 to bore 23 in the direction toward the side of the truck and thereby to the outlet port 25 in the valve I! when the device is located at the front end of a vehicle and the. screw is turning in the same direction as the truck wheel I. When the conveyor screw is turned in the opposite direction it acts to urge sand in the direction away from the outlet port 25 and toward the packing 46 so that there will be no sandsupplied from the cavity 26 to the outlet port 25. In order that the conveyor screws 43 of the 'two sanding devices located at one end of but at the opposite sides of the truck or vehicle will act in the same manner when turned in the same direction,it will be evident that the helix provided on the screw 43 at one side of the truck will be formed opposite to that provided at the Opposite side of the truck,as clearly shown in Fig. I of the drawings.

The shafts of the two sanding devices 8 located opposite each other at opposite sides of the truck extend inwardly toward the center of the truck in coaxial relation. A hollow tube 41 between the two sanding devices 3 may be adjusted to suit various trucks or vehicles. In order to secure the tube 41 to each of the shafts 44 a bolt 49 is provided at each end of the tube which extends through suitably aligned longitudinally extending slots 50 provided in the opposite sides of the tube and through a bore in the shaft. These bolts are inserted in place and tightened after the two sanding devices are adjusted to the truck and provide a driving connection between the tube and the conveyor screws 43 at opposite sides of the truck.

The tube 41 is adapted to be connected for rotation with any suitable part of the truck which turns at a speed proportional to the speed at which the truck moves along the rails 3. In the illustration, the tube4'l is secured for rotation with the axle 2 through the medium of a pulley 5| secured to the tube 41, a pulley 52 secured to the axle 2 and a belt 53 connecting the pulleys together. By this arrangement the conveyor screws 43 in the two sanding devices 6 will always turn with the car axle 2 whenever the truck wheels I arerolling on rails 3 but whenever the wheels cease rotating on said rails, as in case the wheels are caused to slip or in case the truck is stopped, rotation of the conveyor screws 43.

will cease. It will also be evident that the direction of rotation of the conveyor screws 43 depends upon the direction of rotation of the car wheels I, the parts being so arranged that with the sanding devices 6 located at the leading end of the truck the two conveyor screws 43 at the opposite sides of the truck will turn in such a direction as to urge sand supplied from cavities 26 to the bores 23 in the direction of and to the outlet ports 25 in the tubular valves II. In case the wheels I and conveyor screws 43 are turned in the opposite direction, as when the truck ismoving in the opposite direction, the screws 43 will act to force sand in the direction away from the outlet port 25 back toward the inlet ports 24 and thus block the flow of sand from the sand supply cavities 26 to the outlet ports 25. The felt packings 46 are adapted to act under this latter condition to prevent sand which will be forced against the inner collar 45 from getting into the bearings between the shafts 44 and bearing plugs 20.

It will be evident that where sanding devices such as above described are provided at both ends of a truck or vehicle for sanding the rails ahead of the leading wheels for both directions of movement of the vehicle, the apparatus at one end of the truck or vehicle will be applied just end for end from the apparatus employed at the opposite end of the vehicle, that is the sanding arrangement which would be provided at the end of the truck opposite that shown in Fig. 1 would be just like that shown, except that the assembly of the two sanding devices 8 and drive tube 41 would be turned ever end for end so that the sanding devices would be located at the opposite sides of the structure from that in which they are shown. By this arrangement the rotation of the conveyor screws 43 would operate at the leading end of the truck or vehicle to supply sand to the discharge ports 25 in the valves I! while at the trailing end of the truck or vehicle the screws would act to prevent such supply, regardless of the direction of movement of the truck.

The diameter of the helix provided on each of the conveyor screws 43 is just slightly less than that of the bores 23,from the collars 45 to substantialy the discharge port 25, but over said port and from there to the end journaled in the nut IS the outside diameter of the helix is reduced in order to avoid jamming of sand adjacent the cap nut l6 and into the bearing of the conveyor screw in said nut. This structure thus ensures at all times relatively free turning of the screws and further, the small end of the screws will tend to crush lumps of sand which may not become pulverized before they reach this portion of the screws.

Sand supplied by the conveyor screws 43 to the discharge cavities 34 in the two sanding devices is adapted to flow therefrom by gravity into the upper end of the sand pipes or hose 35 and thence through said hose and out through the slots 42 in the end of the sanding tips 39 on to the rails 3 immediately adjacent and in front of the tread of the wheels I. In order to prevent sand piling '.up in the sand pipes 31 ahead of the slots 42 and also to provide for cleaning and opening of said slots and a more prompt and posltivesupply of sand to the track rails, an air nozzle 54 is provided in each of the pipes 81 with its end pointing in the direction of the slots 42 for directing a jet of air under pressure in the direction of and through said slots while sanding the track rails. The manner in which fluid under pressure is supplied to nozzles 54 will be hereinafter described.

The tubular valve II in which the conveyor screw 43 in each of the sanding devices is adapted to turn is provided for cutting off the flow of sand by gravity from the sanding cavity 26 to the bore 23. In order to control the position of thetubular valves I l the clamp 2| secured to the end of the valve ll outside of each sanding device is provided with an upwardly extending operating arm 56, the upper end of which is pivotally connected to a piston rod 58. The piston rod 56 extends into a cylinder 51 and therein is provided with a follower 58 acted upon by a spring 59. The spring 59 is provided for urging the follower 58 to turn the arm 55 and tubular pressure to the nozzle 54 provided in the sand hose pipes 21 associated with each sand device.

Each of the magnet valve devices 19 comprises two valves H and 12 which are oppositely seated and provided with fluted stems which engage whereby said valves are movable simultaneously. The valve H is contained in a chamber I3 which is'in constant communication with any suitable supply of fluid under. pressure, such as that provided in a reservoir 14, and is operative to control the flow of fluid under'pressure from said reservoir and the chamber 13 to achamber I5 which is open to pipe 16 to which the pipe 65 is connected. The valve 12 is provided for controlling the communication between the chamber 15 and atmosphere. A spring 11 in chamber 18 in each magnet valve device acts on the valve 7 II for urging it to its seated position and for valve l1 relative to the casing of the sanding device in such a direction as to break communication between the opening in the bottom of the sand supply cavity 26 and the inlet. port 24 in the valve, as clearly shown in Figs. 4 and 5 of the drawings.-

In the cylinder 51 there is provided a piston 66 which engages the follower 58 on the side opposite spring 59. The piston 60 has at the opposite side a chamber 6| to which fluid under pressure is adapted to be supplied for eifecting movement of the piston against the spring 59 for thereby V operating. the arm 55 to turn the tubular valve I! from its closed or non-sanding position shown inFig. 4 to the open or sanding position, shown in Figs. 1 and 3, and in which the inlet port 24 in said valve registers with the bottom opening of the sand supply cavity 26. This later position of the tubular valve is obtained at the time the piston 69 engages a gasket 62 provided in the cylinder, which gasket is adapted to prevent leakage of fluid under pressure from chamber 6| past the piston to the chamber containing the spring 59 which is open to the atmosphere by way of clearance space provided along the piston rod 56. The pressure chamber 6| is closed by a cap 63 which has screw-threaded engagement with the cylinder 51. The cap 63 has a port 64 which conneots the chamber 6| to a fluid pressure supply pipe 65. The supply of fluid under pressure to and its release from the pipe 65 will be hereinafter described.

The cylinder 57 just described for each sanding device 8 is formed on one end of and integral with a bracket 66 as shown most clearly in Figs. 2, 3 and 5. This bracket is adapted to be mounted againstithe bolting flange 9 of the sanding device opposite the flange secured to the support brackets H or I3 and is so arranged that when being secured by a bolt 61 to the flange 9, as shown in Fig. 3, the piston rod 56 may be inserted through the bolt hole, provided at the top and opposite end of said flange, for connection with the valve operating arm 55. A bolt 68 provided through the 'bracket 66 and screw-threaded into the urging the valve 12 to an unseated position, in which positions these valves are shown in the drawings. Each of the magnet valve devices 16 further comprises a magnet consisting of an armature I8 and a coil I9, the magnet being operative upon energization to seat the valve 12 and unseat the valve H,

The supply of fluid under pressure to the nozzle 54 in each sand pipe 81 is arranged to be obtained from one of the pipes 16 by way of a cut-off valve device 8| each of which comprises a casing containing a valve piston 82 having at one side a chamber 83 which is open to a timing reservoir 84. At the opposite side of each valve piston 82 there is provided an annular seat rib 85 with which the valve piston is adapted to effect sealing engagement. A spring 86 in chamber 88 acts on the valve piston 82 for urging it into contact with the seat rib 85. Within each seat rib 85 there is provided a chamber 81 which is connected byway of a passage 88 to one of the pipes 16. The timing reservoir 84 is connected through a passage 89 having a restricted portion 99 to the passage 88. Encircling the seat rib 85 in each device 8| is an annular chamber 9i which is connected to a pipe 80 leading'to the nozzle 54 in one of the pipes 81;

For controlling the operation 'of the two magnet valve devices 19 and thereby of the sanding a vehicle will be rolling on sanded rails before the brakes on said wheels are applied with suflicient force to normally cause sliding or slipping thereof.

Each of the switch devices 92 and 93 comprise a pair of flxed contacts 94 and 95, a movable flange 9 coacts with the bolt 61 to secure each bracket 66 rigidly to the flange 9.

r A magnet valve device 19 is provided for controlling the supply of fluid under pressure to and its release from the piston chamber in each cylinder 51 and also the supply of fluid under respective bolting contact 96 arranged to bridge or electrically connect said fixed contactsand a piston 91 carrying the movable contacts. The piston 9'! in each of the switch devices has at one side a pressure chamber 98 to which fluid under pressure is adapted to be supplied for effecting movement of the movable, switch contact 96 into engagement with the contacts 94 and 95, while at the opposite side of the piston there is provided a spring 99 which is operative upon the release of fluid under pressure from chamber 98 to actuate source of electric current such as a battery I00,

the opposite terminal of which is grounded. The fixed contact 05 of the switch device 02' is connected by wires IN and I02 to one end of the coil I0 in both magnet valve devices the opposite end of each of said coils being grounded. 10

A movable switch contact I03 is connected for movement with each of the armatures 18 and is operative upon energization of the magnet of the devices to connect the wire I02 to a wire I04 which is connected to the fixed contact 05 of the switch device 03. It will b evident that the magnets of the two magnet valve devices I0 are connected in parallel for simultaneous operation from both of the switch devices 02 and 03 for effecting like operation of the two sanding arrangements shown in the drawings, as will be later brought out more fully.

The reference numeral I05 indicates a brake controlling device such as used on railway vehicles. This device may be of any desired type,

such as for instance the well known AB Valve which is arranged to be controlled through a brake pipe I06 and to operate upon an emergency reduction in pressure in said brake pipe to effect a sudden venting of the fluid under all of the devices throughout the train to apply 3 the brakes on the vehicles with emergency force.

The construction and operation of devices such as the AB valve are so well known that only a sufficient showing and description thereof are provided in connection with the present inven-' tion for a clear understanding thereof.

The reference numeral I01 indicates the pipe bracket of the AB valve to which bracket all pipe connections to the valve are made. The pipes thus connected to the bracket I01 include the brake pipe I06 and a pipe I06 which leads to a brake cylinder device I00.

The reference numeral IIO indicates the emergency portion of the AB valve which is adapted to respond to an emergency reduction in pressure in the brake pipe I06 to supply fluid under pressure through pipe I08 to the brake cylinder device I00 for effecting an emergency application of the brakes in the well known manner. Also, as well known, the AB valve is operative upon an emergency reduction in brake pipe pressure to supply fluid under pressure for transmitting such a reduction'to the next car in the train.

In. order to thus transmit an emergency reduction in brake pipe pressure there is provided in the AB valve a vent valve device comprising a vent valve piston III having at one side a pressure chamber 2 and at the opposite side a chamber III which is open to the atmosphere. The vent valve device further comprises a valve piston II4 contained in a chamber II5 which is connected to a passage II6 leading to the brake pipe I06, A spring I" is provided in chamber H5 to act on the vent valve II4 for normally urging it to the seated position shown.

Operation If it is desired to effect an emergency appliduction in pressure is eilected in the brake pipe I06 in any desired manner, which acts to cause the AB valve to operate to first supply fluid under pressure to the vent valve piston chamber II! and then to the brake cylinder device I00, in the usual manner.

The pressure of fluid thus supplied to the vent valve piston chamber II2 acts on the piston III to effect movement thereof in the direction of the vent valve II4 for unseating said valve ,to thereby connect the brake pipe passage II6 to the atmospheric chamber II3 whereupon fluid under pressure is vented from the brake pipe I06 through said chamber to the atmosphere at an emergency rate. This reduction in brake pipe pressure is adapted to effect similar operation of the valve device on the next car in a train for transmitting serially from car to car the emergency action through the train. With brake controlling valve devices of the AB type, the propagation of the emergency venting of the brake pipe from car to car throughout a train, as just described, is at a faster rate than the obtaining of pressure in the brake cylinder device I00 on the vehicles throughout the train and advantage is taken of this in controlling the sanding devices. as will now be described.

According to the invention, piston chamber 08 in the switch device 02 is connected through a pipe II8 to'chamber H2 at the pressure face of the vent valve piston III and through this pipe fluid under pressure is adapted to be supplied for operating the piston 01 in said switch device at the same time as the vent valve piston III is operated to unseat the vent valve II4. This operation of the switch device 02 closes the circuit from battery I00 through the magnet valve devices I0 for thereby energizing the magnets of said devices which act to seat the valves I2 and unseat the valves II.

This operation of the magnet valve devices I0 also acts to operate the switch contacts I03 to connect the wire I04 leading to the switch device 03 to wire I02,- whereby the subsequent operation of the switch device 03 by fluid under pressure supplied to pipe I06 for operating the brake cylinder device I00 will connect the battery I00 to the magnet of the magnet valve devices I0 for effecting energization thereof independently of the switch device 02.

The fluid pressure supplied for operating the vent valve piston III and switch device 02, as

above described, is gradually released to the atmosphere by way of a port I20 which may be provided in the vent valve piston III so as to provide, as well known, for the closing of the vent valve II4 a short time after the opening thereof in order that the brake pipe may be recharged with fluid under pressure when it is desired to effect a release of the brakes after the application. The switch device 02 also operates when the pressure of fluid in chamber 00 is thus reduced suflilciently to break the circuit between battery I00 and wire IOI, but the magnets of the magnet valve devices I0 are however retained energized by way of the switch device 03 and switch contacts I03.

It will be evident that the switch device 02 provides for energization of the sanding magnet devices I0 promptly upon initiating an emergency reduction in brake pipe pressure and prior cation of the brakes, a sudden, emergency reto obtaining sufllcient pressure in the brake cylinder device to cause sliding of the vehicle wheels, while the subsequent operation of the switch device 03 is adapted to maintain the magnet devices 10 energized after opening of the switch device 92 and so long as the brakes on the vehicle remain-applied.

The emergency portion H of the AB valve is not operative upon a service reduction .in

pressure in brake pipe I86 to effect opening of the vent valve H4 and operation of the switch device 92 and since energizing of the magnets of the magnet valve device by the switch device 93 is dependent upon operation first of the switch device 92, sanding operation of the mechanism will occur only when an emergency application of brakes is effected, as will be noted.

The energization of each of the magnet valve devices 10 seats valve I2 and unseats valve H thus supplying fluid under pressure from the reservoir 14 to the pipe 16. Fluid under pressure thus supplied to each of the pipes 16 flows to chamber 81 in the connected cut-off valve device 8| and also through pipe 85 leading to pressure chamber 6| in front of the valve actuating piston 60 in the connected sanding device. The fluid under pressure thus obtained in chamber 6| in each sanding device moves the piston 60 therein into engagement with the gasket 62 and acts through the piston rod 56 and arm 55 to turn the tubular valve H from the sand cut-ofi position shown in Fig. 4 to the open or sanding position shown in Figs. 1 and 3. In this open position the port 24 in the valve registers with the lower open end of the sand cavity 26 to permit sand supplied from the connected sand box 3| to flow by gravity into the bore 23 in the sand device.

If the sanding devices are at the leading end of the vehicle the screws 43 then pick up the sand supplied to the bores 23 and shift same from the inlet ports 24 in the direction of and to the outlet ports 25. The sand thus moved by the conveyor screws to they outlet ports 25 then drops by gravity through said ports into the cavities 34 of the sanding devices from whence it flows by gravity through the sand pipes 35 to the sanding shoes 36 and thence through the slots 42 to the rails 3 in front of the wheels I.

The supply of fluid under pressure from the pipe 16 to chamber 81 in each cut-ofi valve device 8i promptly overcomes the pressure of spring 86 acting on the cut-oif valve 82 and moves said valve away from the seat rib 85. Fluid under pressure supplied to chamber 81 in each cut-ofi valve device then flows to chamber 91 and from said chamber through pipe 80 to the nozzle 54 in the connected sand pipe 36 and through said nozzle in the direction of the slots 42. This jet of air in each sand pipe directed toward the slots 42 is adapted to clean out same and also to blow the sand which is dropping by gravity into the sand pipe through said slots to the rails 3 so as to hasten the application of the sand to said rails and also to insure abetter distribution of the sand thereon.

The valve pistons 82 operate as just described to supply fluid under pressure to the nozzles 54 at substantially the same time as the tubular valves H are turned to their open or sanding positions, so that the slots 42 will be opened by the jets of air from the nozzles as soon as sand is obtained from the conveyor screws 43.

While the sanding mechanism is operating as above described, fluid under pressure supplied to each pipe 16 also flows through passage 89 to the timing reservoir 84 at a rate determined by the capacity of the restricted portion 90 of said passage, and when a sufllcient fluid pressure is thus obtained in the reservoir 84, acting in conjunction with the pressure of spring 86, the cutoif valve 82 is moved upwardly into seating engagement with the seat rib 85. Communication between chambers 81 and pipes 80, is thus closed, thereby automatically cutting off the supply of fluid under pressure to the nozzles 54 in the connected sanding'pipes 31. The capacity of the volume 84 in each of the cut-off valve devices 8| is so related however to that of the restricted port 90 in passage 89 that the cut-ofi valve 85 will not close until the speed of the vehicle or train has become reduced to a relatively low degree, such as twenty miles per hour, at whichtime the safety of the train is assured and there is no further need for such positive application of sand to the rails. The use of fluid under pressure is thus reduced to a minimum and the wasting of same is avoided by operation of the cut-oii valve devices 8|.

The energization of the magnet valve devices 10 and the consequent supply of fluid under pressure to the pipes I6 and thus to the valve operating piston chambers 6| will however be maintained so long as there is sufllcient pressure in the brake cylinder device I09 to operate the switch device 93, but this will not result in any waste of air since the valve operating piston 60 in the sanding devices are sealed against the gaskets 52.

With the valve operating pistons 60 thus held in their sanding positions sand will be applied to the track rails 3 only so long however as the wheels I are turning and operating the conveyor screws 43 of the two sanding devices. As soon as the wheels stop rotating the conveyor screws 43 also stop rotating and when such occurs the supply of sand to the sand pipes 36 is stopped. It will therefore be evident that the supply of sand to the track rails will cease immediately when the vehicle or train comes to a stop, or in case the wheels driving the sanding mechanism should, for any reason, start slipping or sliding along the track rails with the train still in motion, as is desirable to prevent excessive abrading of the tread of the wheels due to the action of sand. It will be evident that the amount of sand supplied to sand pipes 36 by the sanding devices depends'upon the speed of rotation of the conveyor screws 43 which are driven from the wheels I, so that said amount of sand will reduce in accordance with the reduction in speed of rotation of said wheels. This insures the same amount of sand being applied to a unit length of the track rails for all speeds of the vehicle wheels thereby assuring maximum resistance to slipping of the Wheels without any undue use of sand, regardless of the speed at which the wheels are rolling on the rails 3. Excessive sanding of the rails is thus avoided and since the sand supply to the rails is out 01f promptly upon stopping of the train or upon slipping of a wheel I, wasting of sand is reduced to a minimum. It will therefore be evident that the sand boxes 3| employed in connection with the present invention can be of smaller size than heretofore required since they need not carry an excess amount of sand to ofiset waste.

If the conveyor screws 43 are operated in a direction to force sand from the outlet ports 25 toward the inlet ports 24, as will occur if the sand mechanism is at the trailing end of a truck or vehicle, sand will not be supplied to the sand pipes 31 and thus wasted to the rear of the rear wheels of the truck or vehicle. Except for this diflerence, however, the entire mechanism will operate at the rear end of avtruck the same as at the front end, as above described. Sand will, however, be obtained only ahead of the leading wheels, as will be evident. If, however, the vehicle or truck is run in the opposite direction, the sanding mechanism at the then leading end of the vehicle or truck will operate to sand the rails, while the sanding mechanism at the trailing end of the truck or vehicle will not supply sand to the rails, as will be evident.

When the brake controlling device M is operated upon an increase in pressure in brake pipe I06 to vent the fluid under pressure from the brake cylinder device I09 for releasing the brakes on the vehicle, the switch device 93 operates when the brake cylinder pressure becomes sufliciently reduced to open the circuits through the magnet valve devices 10 thereby eflecting deenergization thereof. The spring 11 acting on the valve II in each of the magnet valve devices then seats the valve H and unseats valve 12 thereby cutting off the supply of fluid under pressure to pipe 16 and venting said pipe and thereby the timing reservoir 84 and piston chamber 62 in each sanding apparatus to the atmosphere. This venting of fluid under pressure from the timing reservoirs 84 conditions the cut-off valve devices Ii for operation upon a subsequent emergency application of the brakes, while the venting of piston chamber 62 in each of the sanding devices permits the spring 56 to turn the tubular valve I! from its sanding position shown in Figs. 1 and From the above description it will now be apparent that although the improved sanding apparatus is relatively simple in construction and operation, it will provide a desired, uniform amount of sand on the track rails for preventing slipping of the vehicle wheels for all speeds of the vehicle. The supply of sand to the rails is speed controlled and an economical, efllcient, positive and uniform supply and distribution is insured. Wastage of sand is reduced to a minimum. The use of fluid under pressure or compressed air in sanding operation is likewise reduced to a minimum.

The operation of the improved apparatus to supply sand to the track rails is dependent upon the direction of movement of the truck or vehicle,

so that it may be applied to opposite ends of the truck or vehicle and will automatically operate to end for end from the position applied at one end for application to the opposite end. It is to be further noticed that both sanding devices'of one sanding apparatus as applied to one end of, a truck or vehicle are identical in structure except for the conveyor screw, and the only diflerence in the screws is that the helix employed on the screw at one side of the truck is formed in the opposite direction from that at the opposite side of the truck.

In addition to the above, emcient sanding of the rails is further insured upon operation of the improved sanding apparatus due to the cooperative eifect of the improved sanding shoes at the lower end of the sand pipes adjacent the rail, since said shoes serve as a screen and are made from material which is non-wettable and thus tends to shed moisture readily thereby minimizing the possibility of said pipes becoming clogged by cinders, or other foreign matter from the track way or from moisture, snow or ice. Due to this ability to shed moisture there is little possibility that a suflicient quantity thereof will ever be able to collect in the slots of the shoes to freeze and close communication through said slots,

While one illustrative embodiment of the invention has been described in detail it is not the intention to limit the scope to this embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. A sanding device for a rail under a wheel of a railway vehicle comprising a casing having a bore, an inlet opening open to said bore adjacent one end thereof for supplying sand to said bore and an outlet opening through the side wall of said bore adjacent the opposite end of the bore through which sand is adapted to be discharged from said bore for sanding said-rail, a screw disposed to turn in said bore for conveying sand from said inlet opening to said outlet opening, means for turning said screw, said screw comprising a helically formed conveyor portion of substantially the same diameter as that of the bore for a length extending from said inlet opening to said outlet opening and of a smaller diameter over said outlet opening.

2. A sanding device for a rail under a wheel of a railway vehicle comprising a casing having a bore, an inlet opening open to said bore adjacent one end thereof for supplying sand to said bore and an outlet opening through the side wall of said bore adjacent the opposite end of the bore through which sand is adapted to be discharged from said bore for sanding said rail, a screw disposed to turn in said bore for conveying sand from said inlet opening to said outlet opening, means for turning said screw, said screw comprising a helical conveyor portion of substantially the same diameter as that of said bore extending from the end of the bore provided with said inlet opening to said outlet opening and of a smaller diameter from said outlet opening to the opposite end of said bore.

3. An apparatus for sanding the rail under the wheel of a railway vehicle comprising a casing having a bore'and adjacent one end of said bore an inlet port through which sand is adapted to be supplied to said bore and adjacent the opposite end of said bore an outlet port through which sand is adapted to be discharged from said bore for sanding said rail, a tubular valve disposed to turn in said bore and having adjacent one end an inlet opening adapted in one position of said valve to register with said inlet port for supplying sand to the bore within said valve, said valve having an outletopening adjacent the opposite end to register with said outlet port, a screw disposed to turn in said bore for conveying sand from said inlet opening to said outlet opening, means v:tor turning said screw in said valve, and means for turning said valve to positions for opening and closing communication between the inlet opening in said valve and the inlet port in said casing.

4. In combination, a sanding device for supplying sand to the rail under the wheel or a railway vehicle comprising a casing having a bore and at one end or said bore a sand inlet opening and at the opposite end a sand discharge opening, a conveyor screw in said bore operative upon rotation to convey sand from said inlet opening to said discharge opening for sanding said rail, means operative to tum said screw at all times upon rotation of said wheel on said rail, sanding valve means having one position providing for supply of sand through said inlet opening and thereby to said screw for sanding oi! the track rails, and having another position for cutting off the supply of sand through said inlet opening, valve means for controlling the application and the release of the brakes on said vehicle, and means responsive to operation of said valve means in effecting an application of the brakes for moving said sanding valve means to said one position and in eifecting a release oi the brakes to the other position.

5. In combination, a sanding device for supplying sand to the rail under. the wheel of a railway vehicle comprising a casing having a bore and at one end of said bore a sand inlet opening and at the opposite end a sand discharge opening, a conveyor screw in said bore operative upon rotation to convey sand from .said inlet opening tosaid discharge opening for sanding. said rail, means operative to turn said screw at all times upon rotation of said wheel on said rail, sanding valve means having one position providing for supply of sand through said inlet'opening and thereby to said screw i'or sanding of the track rails, and having another position for cutting off the supply of sand through said inlet opening, valve means operable to eifect either a service application of the 'brakes on said vehicle or an emergency application of the brakes on the vehicle, and means operable upon operation of said valve means to effect an emergency application of the brakes for actuating said sanding valve means to supply sand to said inlet opening.

6. In combination, a sanding device for supplying sand to the rail under the wheel of a railway vehicle comprising a casing having a bore and at one end of said bore a sand inlet opening and at the opposite end a sand discharge opening, a conveyor screw in said' bore operative upon rotation to convey sand from said inlet opening to said discharge opening for sand ing said rail, means operative to turn said screw at all times upon rotation of said wheel on said rail, sanding valve means having one position providing for supp y of sand through said inlet opening and thereby to said screw ior sanding of the track rails, and having another position for cutting off the supply of sand through said inlet opening, means normally positioning means to the position for supplying sand to said inlet opening, said brake controlling means being inoperative to eiiect movement of said valve means to the sand supplying position upon effecting a service application of the brakes.

7. In combination, a sanding device for supplying sand to the rail under the wheel of'a railway vehicle comprising a casing having a bore and at one end of said bore a sand inlet opening and at the opposite end a sand discharge opening, aconveyor screw in said bore operative upon rptation to convey sand from said inlet opening to said discharge opening for sanding said rail, means operative to turn said screw at all times upon rotation of said wheel on said rail, sanding valve means having one position providing for supply of sand through said inlet opening and thereby to said screw for sanding of the track rails, and having another'position for cutting ed the supply of sand through said inlet opening, a brake pipe, a brake cylinder device operable by fluid under pressure to apply the brakes on the vehicle, a vent valve device operable by fluid under pressure to effect emer-- gency venting of fluid under pressure from said brake pipe, a brake controlling valve device sure to supply fluid under pressure for effectsaid sanding valve means to cut-oi! the supply of sand to said inlet opening, and brake controlling means on the vehicle operative to efl'ect either a service application of the brakes or an emergency application of the brakes on the vehicle and being operative in effecting an emergency application of the brakes on the vehicle for eiiecting movement of said sanding valve vehicle. comprising a casing ing operation of said vent valve device and -for' supplying fluid under pressure to said brake cylinder device, and means operable upon the operation of said vent valve device to eflect movement of said sanding valve means .to the position for supplying sand to said inlet openg 8. In combination, a sanding device for supplying sand to the rail under the wheel of a railway vehicle comprising a casing having a bore and at one endof said bore a sand inlet opening and at the opposite end a sand discharge opening, a conveyor screw in said bore operative upon rotation to convey sand from said inlet opening to said discharge opening for sanding said rail, means operative to turn said screw at all times upon rotation of said wheel on said rail, sanding valve means having one position providing for supply or sand through said inlet opening and thereby to said screw i'or sanding of the track ing, a brake pipe, a brake cylinder device operable by fluid under pressure to apply the brakes on said vehicle, a vent valve device operable by fluid under pressure to efl'ect emergency venting of fluid under pressure from said brake pipe, a brake controlling valve device operable upon a reduction in brake pipe pressure to supply fluid under pressure for actuating said vent valve device and to also supply fluid under pressure to said brake cylinder device, means for releasing the fluid under pressure supplied to effect opera tion of said, vent valve device upon substantial complete venting of said brake pipe, means operable upon operationoi said vent valve device to eflect operation of said sanding valve means to supply sand to said inlet opening, and means operable by fluid under pressure suppliedto said brake cylinder device for holding said sanding valve means in thesand supplying position upon the venting of fluidunder pressure from said vent valve device.

9. In combination,- a sanding device for supplying sand to the rail under the wheel of a railway having a bore and at one end of said bore a sand inlet opening and ing for supply of sand through said inlet opening at the opposite end a sand discharge opening, a conveyor screw in said bore operative upon 'rotation to convey sand from said inlet opening to said discharge opening for sanding said rail, means operative to turn said screw at all times 5' upon rotation of said wheel on said rail, sanding valve means having one position providing for supply of sand through said inlet opening and thereby to said screw-for sanding of the. track rails, and having another position for cutting ofl 1|) the supply of sand through said inlet opening,

a brake pipe, a brake cylinder device operable by fluid under pressure to apply the brakes on said vehicle, a vent valve device operable by fluid under pressure to effect emergency venting of fluid under pressure from said brake pipe, a brake controlling valve device operable upon a reduction in brake pipe pressure to supply fluid under pressure for. actuating said vent valve device and to also supply fluid under pressure to said go brake cylinder device, means for releasing the fluid under pressure supplied to eiiect operation of said vent valve device upon substantial complete venting of said brake pipe, means operable by fluid under pressure supplied to effect operation of the vent valve device to efiect movement of said sanding valve means to the position for supplying sand to said inlet opening, and means operable by the fluid under pressure supplied to said brake cylinder device to hold said sanding valve means in the sand supplying position upon the release of fluid under pressure supplied for operating said vent valve device.

10. In combination, a sanding device for supplying sand to the rail under the wheel of a railway vehicle comprising a casing having a bore and at one end of said bore a sand inlet opening and at the opposite end a sand discharge opening, a conveyor screw in said bore operative upon rotation to convey sand from said inlet opening to said discharge opening for sanding said rail, means operative to turn said screw at all times upon rotation of said wheel on said rail, sanding valve means having one position providand thereby to said screw for sanding of the track 40 rails, and having another position for cutting of! the supply of sand through said inlet opening, a brake pipe, a brake cylinder device operable by fluid under pressure to apply the brakes on said vehicle, a vent valve device operable by fluid under pressure to effect emergency venting of fluid under pressure from said brake pipe, a brake controlling valve device operable upon a reduction in brake pipe pressure to supply fluid under pressure for actuating said vent valve device and to also supply fluid under pressure'to said brake cylinder device, means for releasing the fluid under pressure supplied to effect operation of said vent valve device upon substantial complete venting of said brake pipe, means operable by fluid under pressure supplied to eflect operation of the vent valve device to effect movement of said sanding valve means to the position for supplying sand to said inlet opening, and means controlled by said vent valve means for rendering the brake cylinder pressure controlled means operative to hold said sanding valve means in the sand supplying position only subsequent to the operation of'said vent valve means.

11. A sanding arrangement for a rail under the wheel of a railway vehicle comprising a sand pipe for conveying sand to said rail, a sanding device for supplying sand to said sand pipe, a nozzle in said sand pipe so arranged as to direct a stream of fluid under pressure through said pipe in the direction of said rail, actuating means operable by fluid under pressure to render said sanding device efiective to supply sand to said sand pipe for sanding said rail, brake control means operable to effect an application of the brakes on said vehicle, means responsive to operation of said brake control means to supply fluid under pressure to said nozzle and to said actuating means, and means controlling the supply of fluid under pressure to said nozzle but not to said actuating means and operative automatically a predetermined period of time after the supply of fluid under pressure to said nozzle is initiated to cut off such supply.

12. In combination, a valve having an open position for supplying sand for sanding a rail under a wheel of a railway vehicle and having a closed position for cutting ofl such supply of sand, a brake pipe, a brake cylinder device operative by fluid under pressure ior applyin ,the brakes on said vehicle, vent valve means operable by fluid under pressure to effect an emergency reduction in pressure in said brake pipe, a brake controlling device responsive to an emergency reduction in brake pipe pressure for sunplying fluid under pressure to effect operation of said vent valve device and for supplying fluid under pressure to said brake cylinder device for applying the brakes on said vehicle, a magnet device operative upon energization to eflect movement of said valve to said open position and upon deenergization to effect movement of said valve to said closed position and a switch device operable by fluid under pressure supplied for actuating said vent valve device for closing an electric circuit through said magnet device to efiect energization thereof.

13. In combination, a valve having an open position for supplying sand for sanding a rail under a wheel of a railway vehicle and having a closed position for cutting off such supply of sand, a brake pipe, a brake cylinder device operative by fluid under pressure for applying the brakes on said vehicle, vent valve means operable by fluid under pressure to effect an emergency reduction in pressure in said brake pipe,

a brake controlling device responsive to an emergency reduction in brake pipe pressur for supplying fluid under pressure to eiiect operation of said vent valve device and for supplying fluid under pressure to said brake cylinder device for applying the brakes on said vehicle, a magnet device operative upon energization to efiect movement of said valve to said open position and upon deenergization to effect movement of said valve to said closed position and a switch device operable by fluid under pressure supplied for actuating said vent valve device ior closing an electric circuit through said magnet device to effect energization thereof, another switch device movable to a circuit closing position by the pressure supplied to said brake cylinder device, and means operable upon operation of the first mentioned switch device to render the second mentioned switch device effective to close an energizing circuit through said magnet device.

14. A sanding apparatus for sanding the rail under a wheel of a railway vehicle, comprising, sanding means adapted to operate upon movement thereof to feed sand for sanding said rail in a quantity which is proportional to the rate of such movement, means operable upon movement of said vehicle on said rail and connected to said sanding means. for efi'ecting movement of the sanding means at a rate proportional to the speed of the vehicle, valve means for controlling the supply of sand for sanding said rail by operation of said sanding means and having a sanding position to provide for supplying sand to said rail by operation of said sanding means and having another position for cutting oil? the supply of sand for sanding, and means operative automatically in effecting an application of brakes on the vehicle for eifecting movement of said valve means to the sanding position and in eiiecting a release of the brakes for effecting movement of said valve means to the other position.

15. A sanding arrangement for sanding a rail only in front of a railway vehicle wheel regardless of the direction of movement of the vehicle on said rail, said arrangement comprising for each end of the vehicle a screw adapted upon rotation in one direction to supply sand to said rail at a rate in proportion to the speed of rotation of said screw and adapted upon rotation in the reverse direction to prevent the supply of sand to said rail, means providing a continuous drive connection for said screw with said wheel so arranged as to turn said screw at the leading end of the vehicle in the direction for supplying sand to said rail and at the trailing end of the vehicle in the reverse direction, and valve means controlling the supply of sand to said screw and operable automatically in effecting an application of brakes to supply sand to said screw and in effecting a release of brakes to cut oil? the supply of sand to saidscrew.

16. A sanding apparatus for sanding the rail under a wheel of a railway vehicle comprising a valve through which sand is adapted to be conveyed for sanding said rail, a screw in said valve operable upon rotation in one direction for con-- veying sand therethrough for sanding said rail in a quantity dependent upon the speed of rotation of said screw, means providing for rotation of said screw in synchronism with the speed of rotation of said wheel, said valve being bodily movable relative to said screw from a sanding position providing for the supply of sand for sanding said rail to another position to cut of! the supply of sand, for sanding said rail, and means for positioning said valve.

17: A sanding apparatus for sanding the rail under a wheel of a railway vehicle comprising a valve through which sand is adapted to be conveyed for sanding said rail, a screw in said valve operable upon rotation in one direction for conveying sand therethrough for sanding said rail in a quantity dependent upon the speed of rotation of said screw, means providing for rotation of said screw in synchronism with the speed of rotation of said wheel, said valve being movable relative to said screw from a sanding position providing for the supply of sand for sanding said rail to another position to cut off the supply of sand for sanding said rail, and means controlled the vehicle for moving said valve to said sanding position and in eflecting a release or the brakes on the vehicle to the other position.

18. A sanding apparatus for sanding the rail under a wheel of a railway vehicle comprising a rockable valve having an axial bore through which sand is adapted to be conveyed from one end to the opposite end of the bore for sanding said rail, a screw in said bore operable upon rotation in one direction for conveying sand therethrough for sanding said rail in a quantity dependent upon the speed of rotation of said screw. means providing for rotation of said screw in synchronism with the speed of rotation of said wheel, said valve being rockable relative to said screw from a sanding position providing for the supply of sand to said bore for sanding said rail to another position to cut oil the supply of sand to said bore, and means for positioning said valve.

19. A sanding arrangement for a rail under a wheel of a railway vehicle comprising a sand pipe for conveying sand to said rail, a sanding device operable by fluid under pressure to supply sand to said sand pipe, means operable to supply fluid under pressure through a communication to said sanding device to actuate same, a timing reservoir, means operative upon supply of fluid under pressure to said communication for charging said reservoir with fluid under pressure at a. restricted rate, a nozzle in said sand pipe arranged to direct a jet of fluid under pressure through said pipe in the direction of said rail for cleaning said pipe, valve means operative upon the supply of fluid under pressure to said communication to supply fluid under pressure to said nozzle, and means arranged to operate upon a desired increase in pressure in said reservoir to actuate said valve means to cut oflf the supply of fluid under pressure to said nozzle.

20. A sanding arrangement for a rail under a wheel 01' a. railway vehicle comprising a sand pipe for conveying sand to said rail, a sanding device operable by fluid under pressure to supply sand to said sand pipe, means operable to supply fluid under pressure through a communication to said sanding device to actuate same, a nozzle in said sand pipe arranged to direct a jet of fluid under pressure through said sand pipe in the direction of said nozzle for cleaning said pipe, valve means controlled by the pressure of fluid in said communication and the opposing pressure of fluid in a chamber open through a restricted port to said communication and movable when the pressure in said communication exceeds by a desired degree the pressure of fluid in said chamber from a normally closed position to another position to supp y fluid under pressure to said nozzle, and means operative upon an increase in pressure in said chamber through said port to a chosen degree with respect to the pressure of fluid in said communication to move said valve means to said closed position for cutting oi the supply of fluid under pressure to said nozzle.

JOSEPH C. MCCUNE.

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