US1085764A

US1085764A - Triple valve.

Info

Publication number: US1085764A
Application number: US73017212A
Authority: US
Inventors: Jacob Rush Snyder
Original assignee: PERCY E DONNER
Current assignee: PERCY E DONNER
Priority date: 1912-11-08
Filing date: 1912-11-08
Publication date: 1914-02-03
Anticipated expiration: 1931-02-03

Description

J. R. SNYDBR. TRIPLE VALVE.

APPLICATION FILED NOP. 8, 1912. 1,085,764. Patented Feb.3,1914

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TRIPLE VALVE. APPLICATION FILED Nov. s, 1912.

Patented Feb.3,1914;

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TRIPLE VALVE. APPLICATION FILED NOV. 8, 1912.

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J. R. SNYDER. TRIPLE VALVE. APPLICATION FILED Nov. 8, 1912.

Patented Feb. 3, 1914. FIG. I8

WITNESSES JACOB RUSH SNYDER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR T0 PERCY E. DONNER, 0F PITTSBURGH, PENNSYLVANIA.

TRIPLE VALVE.

Specification of Letters Patent.

Patented Feb. 3, 1914.

Application led November 8, 1912. Serial No. 730,172.

To all whom it may concern:

Be it known that I, JACOB RUSH SNYDER, a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Triple Valves, of which the following is a specification.

This inventio-n relates to triple valves for air brake systems, and more particularly for freight car service.

The principal Object of the invention is to provide triple valve mechanism whereby after full serv-ice application of the brakes, such as produced by equalization between the auxiliary reservoir, train pipe and brake cylinder, additional braking power can be secured so as to hold the car when loaded o-n steep grades without the use of hand brakes. To this end the triple valve mechanism is so arranged that after full service application, a further reduction of the train pipe pressure results in graduating additional fluid pressure into the brake cylinder at the will of the engineer and to any desired degree, practically to complete depletion of train pipe pressure, but without destroying or af- Jr'ecting the other functions o-f the triple valve mechanism or disturbing the braking effect. of the other triple valves in the train. As a consequence` the braking power can be so proportioned that the ordinary full service application provides suihcient power to hold the car when empty and by means of additional or high pressure application the braking power can be increased so as to hold the car when loaded on steep grades.

Further objects of the invention are to provide a triple valve having all of the usual functions of triple valves and in addition so arranged as to produce a quick release of the brakes throughout the train, a quick serial action of the brakes throughout the train in service application as well as in emergency application, and, further, so arranged as to supply the service brake cylinder' with pressure in proportion to train pipe reduction and irrespective of variations in piston travel and to maintain said brake cylinder pressure against leakage, and which performs these various functions by a much simpler and less complicated construction than prior valves capable of eifecting only certain of these results andv functions.

The invention comprises the construction and arrangement of parts of triple valve mechanism hereinafter described and claimed. In the accompanying drawings, Figure 1 is a longitudinal section through a triple valve embodying the invention when in full release and running position, taken on the line 1 1, Fig. 10; Fig. 2 is a similar view of a part of said valve mechanism on the line 2 2, Fig. 10; Fig. 3 is a vertical transverse section on the line 3 3, Figs. 1 and 2; Fig. 4 is a vertical transverse section on the line 44, Figs. 1 and 5; Fig. 5 is a longitudinal horizontal section taken on the line 5 5, Fig. l, and showing the connections to the auxiliary reservoir, supplementary reservoir and application chamber; Figs. 6, 7 and 8 are diagrammatic views of the supplementary valve seat in plan and the supplementary slide valve in horizontal section on the line 6 6, Fig. 4, and showing' the different positions of this valve, Fig. 6 showing the same in release position, Fig. 7 in service and release lap position and Fig. 8 in service and pressure maintenance position; Fig. 9 is a plan View of the main slide valve seat on an enlarged scale; Figs. l0, 11, 12, 13, 14, 15 and 16 are diagrammatic views showing the main valve seat in plan and the main slide valves in horizontal section on the line 10-10, Fig. 1, and showing different posi'fons of the valve, Fig. 10 showing the same in full and quick release and running position, Fig. 11 in quick service or quick serial application position, Fig. 12 in full service position, Fig. 13 in service lap position, Fig. 14 in high pressure application position, Fig. 15 in high pressure lap,

position, and Fig. 16 in emergency application position; and Figs. 17, 18, 19, 20, 21 and 22 are views corresponding to Figs. 9, 10, 11, 12, 13 and 16 and showing a modification of the main Valve seat and valves.

The valve in its general form, construction and arrangement follows the standard type of Westinghouse and similar valves. It comprises a main body or casing portion 1 provided at one end with a flat face 2 for the usual connection to the auxiliary reserl voir and brake cylinder, if desired, and is closed at its opposite end by the head or cap 3. In said casing is the usual chamber 4 in which works the main piston 5 which is provided with a stem 6 extending into the chamber or bore 7 and actuating the slide valves.

'.lhe auxiliary reservoir 8 is connected at 9 with the end of chamber or bore 7 and'is normally charged through the feed groove 10 in the bushing forming the wall of chamber 4, which feed groove is open whenthe main piston is in :t'ull release position. The' train pipe is connected to the passage 11 which extends through the casing and communicates with the chamber 12 in the head or cap 3, from which chamber communica-` in line with train pipe port 17' and connected by groove 2O formed in the outer face of bushing 14 with a small port 21 at the inner end of the valve seat; a small port 22 transversely in line with port 21 and communicating through port 23 with a longitudinal passage 24 connected by pipe 24a to the service brake cylinder 24h; a large port 25 near the outer end of the valve seat communicating with a passage 26 leading through the casing and communicating with the passage 27 in the head or cap 3 and which has a valve-controlled connection, hereinafter more fully described, with the train pipe chamber 12 in said head or cap; ,a port 28 near the inner end of the valve seat and .which communicates with a passage 29 through the valve casing which opens into train pipe passage; a port 30 near the outer end of the valve seat communicating with a transverse passage 31 leading to the emergency brake cylinder 31a,-a check valve 32 spring-seated toward the port 30 and away from the brake cylinder being interposed in this connection; a smaller brake cylinder release port 34 adjacent to port 30 and having connection through passage 35 with the emergency brake cylinder passage 31 below check valve 32; a port 36 near the inner end of the valve seat and which communicates through passage v37 with the emergency brake cylinder 31 underneath check valve 32; an exhaust port 38 near the outerend of the valve seat communicating with the transverse passage 39 leading to the atmosphere; a small port 40 about midway of the ends of the valve seat and communicating through passage 41 with another port 42 near the inner end of the valve seat, the passage 41 also communicating by transverse passage 43 with an annular groove44formed in the upper outer face of the bushing 14 and communicating with a longitudinal passage 45 communicating with the pipe 46 connected to the application chamber 47; a small port 48 longitudinally in line with application chamber port 40 and connected by a longitudinal passage 49 with a port 50 nearer the inner end of the valve seat; a'

large L-shaped port 51 adjacent the train pipe port 28 and emergency brake cylinder port 36 and communicating by lateral port 52 cut in the outer` face of the bushing 14 with a longitudinal passage 54 in the casing and. connected by a pipe 55 with a supplementary reservoir 56; and a small port 57 adjacent the exhaust port 38 and communieating by longitudinal passage 58 with another port 59.

Coperating with the valve seat 15 are a pair of

slide valves

60 and 61. rEhe valve 60 is held between an end annular collar 62 and an intermediate annular collar 63 on the main valve stem 6 and fills the space between said collars so that it moves at all times with the main piston. The valve 61 is held between the intermediate annular collar 63 and an annular shoulder 64,/but does not fill the space between said collar and shoulder so that the main piston and the valve 60 have movement independent of the valve 61. 'llhese valves are yheld to the seat by the usual springs 65.

rlhe valve 60 is of substantially rectangular form having one corner cut away, as at 66, and is provided in its lower face with the following cavities, to-wit; a large cavity 67 extending longitudinally on one side of the valve and having a lateral extension 68; a smaller cavity`69 extending inwardly from one side edge of said valve; a small cavity 70 near the-inner end of the valve near one side thereof; and a small transverse cavity 71 located near the inner end of the valve. lt is also provided near its outer end with a small hole 72 extending through the same.

llhe slide valve 61 is of rectangular form and is provided on its lower face with the following cavities, to-wit; a large L- shaped cavity 74 approximately midway of the length of the valve; a small rectangular cavity 75 near the inner end of the valve at one side; a small longitudinal cavity 76 at the inner end of the slide valve at its opposite side; and a small transverse cavity 77 near the outer end of the valve.

On one side of the main casing is provided the casing 80 for a supplementary valve mechanism. In this casing is a chamber 81 in which works a piston 82 provided with a stem 83 projecting inwardly and carrying an arm or projection 84 which actuates a slide valve 85 working in a chamber 86 and moving on a seat 87. The piston and valve are normally held inwardly by. a spring 88 interposed between thepiston and the head or cap 89 closing the outer end of said supplementary casing. The piston chamber 81 on the outer face of the piston has communication through passage 91 with the groove 44 in the bushing 14 of the main valve and which .communicates with the application chamber 47, and which passage is constantly open so that .the pressure in chamber 81 on the outer face of the supplementary piston 82 is always the same as in the application chamber 47. The chamber 92 o-n the inner face of supplementary piston 82 has communication through the passage 93 with the service brake cylinder connection 24 so that pressure on the inner face of supplementary piston is always equal to the pressure 1n the service brake cylinder. The slide valve 85 1s held to the seat 87 by sprin 94, and the chamber 86 in which said sli e valve operates has direct connection with the groove 53 which is in direct communication with the supplementary reservoir 56, and this connection is always open so that supplementary reservoir pressure acts constantly on slide valve 85.

The valve seat 87 is provided with a small port 96 which communicates with a transverse port 97 leading to the atmosphere and therefore forms an exhaust, and with a larger port 98 communicating with the service brake cylinder passage 93 and through which the arm or projection 84 which actuates the slide valve 85 extends. The slide valve 85 is provided in its lower face with a transverse cavity 99.

The movement of the main piston 5 under train pipe reduction is controlled by graduating stem 100 which is normally forced inwardly by the graduating spring 102 interposed between the outer end of said stem and the bottom of the guiding recess in the nut 103 in the outer end of head 3. The graduating stem is'slidable through a member 105 in which is an annular passage 106 communicating with the passage 27 leading to the port 25 in the main valve seat. The member 105 forms around the annular passage 106 aseat 107 for the valve 108 which is normally held to the seat by the helical spring 109. The valve 108 carries a pin' 110 which extends through a longitudinal slot 111 in the graduating stem 100. Another pin 112 also extends through the slot 11'1 and is secured to the nut 103 and limits the inward movement of the graduating stem. The pin 110 and slot 111 permit the valve 108 -to slide on the graduating stem and the graduating stem can also move outwardly a limited distance without moving valve 108, but when moved outwardly under emergency Areduction of train pipe pressure the inner end of slot 111 contacts with the pin 110 and unseats valve 108, thereby opening communi- `cation from the train pipe chamber 12 to the passage 27 leadingto the port 25 in the valve seat. This emergency valve is not claimed in this application but is claimed `1in my -co-pending application Serial No.

728,278, filed October 28, 1912.

The main valve has seven positions, as follows I. Full and Quick release and running p0- sz't'z'on, (shown in Figs. 1, 2, 3, 4, 5 and 10.)- In this position the main piston is at the extreme forward or inward stroke and uncovers feed groovelO :to permit train pipe pressure to flow to the auxiliary reservoir and charge the same. The cavity 69 extending inwardly from the side of slide valve 60 registers with supplementary reservoir port 51 so that the supplementary reservoir is charged along with the auxiliary reservoir.

Cavity 74 in main slide valve 61 connects application chamber port 40 and emergency brake cylinder release port 34 with the exhaust port 38, thereby exhausting the emergency brake cylinder `and also the application chamber. The exhaustion of the latter also exhausts fchamber 81 on the outer face of supplementary piston 82, so that service brake cylinder pressure acting against'the inner face of said piston moves the latter outwardly and draws the supplementary valve 85 to the position shown in Fig.`6, which connects the service brake cylinder port 98 with the exhaust port 96 and exhausts the service brake cylinder. Immediately upon the release of the service brake cylinder, spring 88fmoves the supplementary valve inwardly to the position shown in Figs. 4 and 7, in which all ports in the supplementary valve seat are lapped. In addition, cavity 67 of slide valve 60 connects supplementary reservoir port 51 with train pipe port 28 so that supplementary reservoir pressure can low through passages 29, 26 and 27 and thence past check valve 108, pushing the latter from its seat against the thrust of spring 109 and .thereby escape to the train pipe and create an increased pressure in the train pipe at the car and produce a series of waves in the train pipe from car to car toward the rear and thereby secure a much quicker release action serially throughcut the train than would be the case if all the pressure to release the brakes had to come through the engineers brake valve. The supplementary valve remains in lap position during running in order to blank the connection from the service brake cylinder to the exhaust.

Q. Quick service 0,' serial venting position, (shown in Fig.'11.)-This position is assumed upon the iirst movement of the main piston upon slight reduction of train pipe pressure and results in moving the slide valve 60 from the position shown in Fig. 10 to that shown in Fig. 11 but without moving the slide valve 61 due to the lost motion connection between `said valve and the main piston stem. In this position, the connecport and the train pipe port and between the supplementary reservoir port and the auxiliary reservoir are broken and at the same time the cavity 71 in said valve connects

ports

21 and 22, and as `slide valve 61 still connects train pipe port 17 with port 19, train pipe pressure flows from port 17 to the service brake cylinder port 22. The result is that the train pipe is momentarily vented to the brake cylinder, which is at atmospheric pressure, thereby producing a drop in pressure in the train pipe at the car and securing a quicker serial action of thel brakes throughout the train than would -be possible if all the air had to How forwardly and out at the engineers brake valve. The air passing to the service brake cylinder produces a light setting of the brakes. The feed groove l0 is closed and the supplementary reservoir port 51 is also closed, thereby trapping the air in the supplementary reservoir.

The spring 88 may, if it is desired, be dis-\ pensed with, in which event the supplementary valve remains in release position, shown in Fig. 6, during running or after release so that the air taken from the train pipe in quick service position and flowing to the service brake cylinder will iind its way to the atmo-sphere. The valve remains in this position for a brief time, due to the fact that the first movement of the piston 5 moves only the slide valve 60, but as soon as the lost motion between the piston stem 6 and the slide valve 61 is taken up, the added frictional resistance encountered momentarily checks the movement of the piston, thereby providing an appreciable time for venting the train pipe into the brake cylinder. The reduction of -train pipe pressure caused thereby produces a sufficient unbalancing of pressure on opposite sides of the main piston to overcome the friction of both slide valves, and the valve mechanism almost immediately moves over to the next position now to be described.

3.7FuZZ service position, (shown in Fig. 12.)-111 this position the cavity 7 5 in valve 61 connects application chamber port 40 with the port 48, while the cavity 69 in valve 60 has uncovered port 50, thereby permitting auxiliary reservoir pressure to flow through port 50, passage 49, port 48, cavity 7 5 to port 40 and thence by way of passages 41, 43 and 45 to the application chamber 47 and also to the chamber 8l on the outer face of supple-l mentary pist-on 82, thereby driving the latter inwardly and bringing valve 85 to the position shown in Fig. 8, .slightly uncovering port 98 and permitting supplementary reservoir pressure (which is always acting above slide valve 85) to flow through passage 93 to the service brake cylinder. Consequently, the brakes are set with a service application from the supplementary reservoir, and said brake cylinder is charged with pressure exactly equal to that inthe application chamber and entirely irrespective of plston travel.

85 to lap position, shown in Fig. 7 and cutting off-further flow of air from the supplementary reservoir to said brake cylinder. 'Should brake cylinder pressure drop from any cause, such asleakage, the piston 82 again moves inwardly and again establishes connection between kthe supplementary reservoir and brake cylinder,.so that this valve serves also to maintain the brake cylinder pressure constant, irrespective of leakage and is always equal to the pressure in the application chamber 47. By graduating down the train pipe pressure the engineer is enabled' to keep any desired pressure inthe application chamber 47, which will automatically maintain an equal pressure in the brake cylinder. 'llhe spring 109 is of sufiicient strength to prevent valve 108 from opening under initial reduction of train pipe pressure for service applications, at least until the valve mechanism has moved sutiiciently to cut off communication between the supplementary reservoir and the train pipe.

4. Service Zap position, (shown in Fig.

13.)-This position is assumed on a slight recoil, such as occurs immediately after a service application, due to a momentary excess of pressure on the train pipe side of the main piston. The slide valve 61 has remained stationary, but the slide valve 60 has moved inwardly sufliciently to cover port 50,

thereby cutting oif further flow of air from the auxiliary reservoir to `the application chamber. All other ports in the main valve seat are blanked. The supplementary valve 85, however, will operate as above described to maintain the brake cylinder pressure in case of leakage, moving alternately between the positions shown in Figs. 7 and 8. Should a further increase of braking pressure be desired, the engineer reduces train pipe pressure which again causes the valve to move to full service position, thereby permitting more air to flow from th-e auxiliary reservoir to the application chamber, and the supplementary valve device at once increases the brake cylinder pressure until it is equal to that in be done as frequently as necessary up to the point of full equalization of the auxiliary reservoir and application chamber pressures.

5. Eig/1, pressure application position, (shown in Fig. 14.)-This position is assumed after full service application of the brakes, that is, equalization of auxiliary reservoir and application chamber pressures, and in.l cases where the engineer desires a higher braking pressure. In moving the application chamber. This can,

to full service position, the end of the main posit-ion stem abuts against graduating stem 100 and then stops, due to the resistance of graduating spring 102, but when the highery braking pressure 1s desired the engineer still further reduces train pipe pressure, causing the piston 5 to move still further outwardly and compress spring 102, until the lost motion connection between the graduating stem and `the valve 108 is taken up, when the added resistance of spring 109 is encountered, and this causes the valve mechanism to stop in the position shown in Fig. 14. In this position cavity 67 in slide valve 60 connects supplementary reservoir port 51 with port 42 which leads to the application chamber, and therefore supplementary reservoir pressure augments the pressure in the application chamber and on the outer face of supplementary pistonv 82, which causes the supplementary piston to again move to service position and again establish communication between the supplementary reservoir and the service brake cylinder, and this operation can be repeated as frequently as necessary, or by one single reduction of the train pipe pressure can be brought down sufficiently low until there is equalization between the service brake cylinder, the supplementary reservoir and the application chamber. To prevent overcharging the brake cylinder when the valve is in this position, the hole 72 in slide valve 60 registers with port 59, while the cavity 76 in slide valve 61 'connects port 57 with the exhaust port 38. This results in exhausting auxiliary reservoir pressure slowly to the atmosphere, and as soon as the pressure on the auxiliary reservoir side of the main piston drops slightly below the train'pipe pressure, the

main valve mechanism moves back to the position next to be described, checking the connection between the supplementary reservoir port 51 and application chamber port 42.

6. High pressure Zap position, Fig. 15.)-This position is assumed by the lapping back of the main valve due to the leaking olf of auxiliary reservoir pressure through hole 72 to exhaust port 38 as above described, said valve mechanism being lapped back by the expansion of graduating spring 102. The effect is as above described, to break the connection between the supplementary reservoir and the application chamber.

It will be readily gathered from the last two positions of the valve that after a full .l service application, that is, after equalization has been established between the auxild iary reservoir and the application chamber, additional pressure can be graduated into the service brake cylinder at the will of the engineer, up to the maximum capacity, which occurs upon equalizationy of the sup- (shown in.

plementary reservoir with said brake cylinder. pressure application is established without in any way destroying or reducing the sensitiveness of the valve as to release or in an manner disturbing the braking effect of the other triple valves in the train. The brake rigging can be so adjusted that the ordinary full service application of the brakes provides suilicient power to hold the car when empty, and by establishing the high pressure application above described, additional power can be had to hold the car when loaded and even on steep grades, so that the use of hand brakes in coming down steep grades can be dispensed with.

7. Emergency posit/ion, (shown in Fig.

16j-This position is assumed upon a large reduction in train pipe pressure, which causes the main piston 5 to compress both

springs

102 and 109 and move fully outwardly, thereby dragging both slide valves to the position shown in Fig. 16. The cavity 7J in valve 61 connects train pipe port 25 with the emergency brake cylinder port 30, and as the further movement of the piston 5 outwardly has unseated valve 108, train pipe pressure is permitted to flow through passages 27 and 26, to port 25 and thence to port 30 and passage 31 to the emergency brake cylinder.` This not only supplies the emergency brake cylinder with pressure but also reduces the train pipe pressure at the car and secures the desired quick serial action of the brakes throughout the train. As soon as the pressure in the emergency brake cylinder equals train pipe pressure the check valve 32 closes and further, supply of air to the emergency brake cylinder comes from the supplementary reservoir as hereinafter appears. The cutaway corner 66 of slide valve 60 in thisposition registers with port 40, thereby permitting auxiliary reservoir air to iow to the application chamber and actuate the supple- It will also be evident that this high.

mentary valve 85 to admit air from the supplementary reservoir to the service brake cylinder. At the same time cavity 70 in slide valve 60 connects emergency brake cylinder port 36 with supplementary reservoir port 51, so as to permit supplementary reservoir air to also How to the emergency brake cylinder. Consequently, both brake cylinders are supplied with air, and these connections remain open until there is equalization between the supplementary ,reservoir and the two brake cylinders.

The emergency position of the valve can be secured either directly from full release position or from, any of ythe other positions ofthe Evalve by sufficiently reducing the train pipe pressure.

Thel valve described, performs all of the usual/functions of freight triple valves and in addition provides forN a quick service application of the brakes, a quick release of the brakes and 'or the high pressure application after full service application as above described. It is furthermore so arranged as to secure uniform pressure in the service brake cylinder irrespective of piston travel, and to maintain such pressure against leakage.

By this valve sufficient power can be secured in the high pressure application position to hold loaded cars when going down steep grades so as to dispense with the use of hand brakes as is necessary with present types of freight triple valves.

When this improved triple valve is used in connection with my train pipe pressure maintenance valve described and claimed in my application filed June 2&1-, 1912, Serial No. 705,566, it produces practically ideal conditions in freight service, as there cannot be any variations in service application pressure without the knowledge of the engineer or indeed without having` been purposely brought about by him.

Figs. 17 to 22 illustrate a modification having a slightly different mode of operation than in the main form, and in which the dierent parts are designated. by the same reference characters as in the main form. The principal change in the valve seat is in omitting the port 48 and connecting passage 49 directly with port 40; omitting release port 57 andconnecting passage 58 directly with exhaust port 38; changing the location of port 50, and changing the form of supplementary reservoir port 51. ln the slide valves the form of port 74 in valve 61 is changed, but without altering its operation or functional effect, while port in slide valve 61 is entirely omitted. In slide valve 60 the cut-away portion 66a eX- tends a considerable dist-ance lengthwise of the valve and takes the place of the cutaway portion 66 and cavity 69 in the main form. The shapes of cavity 67 and hole 72 are also changed somewhat. With this modication the high pressure application position is not necessary, it being possible in ordinary service position to graduate up the pressure to the maximum of the high pressure application position of the main form. In the service position of this valve, the hole 72 registers with-release port 59 so that the auxiliary reservoir is exhausted to the atmosphere, and at the same time cavity 67 connects supplementary reservoir port 51 with application'chamber port 50, so that supplementary reservoir air is admitted to the application chamber to act-nate the supplementary valve in exactly the same way as in high pressure application position in they main valve, while at the same time the auii-I iliary reservoir is slowly vented to the atmosphere to prevent overcharging, as in the main form. Wit-h this modification in emergency position, the cut-away portion 66a uncovers application chamber port 40, so that the auxiliary reservoir is connected to the application chamber, in this particular being the same as the main form of the invention.

Various other modications in the arrangement oi' the ports and cavities will readily suggest themselves to those skilled in the art.

1. ln afluid pressure brake, the combination of a train pipe, a pair of brake cylinders, a reservoir on a car, and means operative by reduction in train pipe pressure and arranged on service reduction of train pipe pressure to connect the4 reservoir with one of said brake cylinders, upon reduction of train pipe pressure after full service application to connect the reservoir to thesame brake cylinder, and upon emergency reduction of train pipe pressure to establish communication between a source of pressure and the other brake cylinder.

2. lin a Huid pressure brake, the combination of a train pipe, a pair of. brake cylinders, a reservoir on a car, and means operative by reductions in train pipe pressure and arranged on service reduction of train pipe pressure to connect the reservoir with one of said brake cylinders, upon reduction of train pipe pressure after full service application to connect the reservoir to the same brake cylinder, and upon emergency reduction of train pipe pressure to establish 10@ communication between a source of pressure and the other brake cylinder, said means'being alsov arranged to maintain the first named brake cylinder pressure against leakage.

3. ln a fluid pressure brake, the combina- 10a tion of a train pipe, a pair of brake cylinders, a reservoir on -a car, a valve mechanism operative by variations in train pipe pressure and arranged upon service reduction of train pipe pressure to cause the ad- 11a mission of pressure from said reservoir to one of said brake cylinders, upon further reduction of train pipe pressure after full service application to establishv connection between said reservoir and the same brake 11a cylinder, and upon emergency reduction of train pipe pressure to establish communication between the reservoir' and the other brake cylinder, and a supplementary valve device actuated from the primary valvedevice and arranged to maintain the first named brake cylinder pressure against leakg4. ln a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, valve mechanism operative by variations in train pipe pressure and arranged upon service reduction in .train pipe pressure to admit pressure to a supplementary valve device, upon further reduction of train 13o pipe pressure after full service application to admit further pressure to said supplementary valve device, and upon emergency reduction of train pipe pressure to establish connection between a source o1 pressure and one of said brake cylinders, and a supplementary valve device arranged upon the admission of pressure thereto to establish communication between a source of pressure and the' other of said brake cylinders.

5. In a fluid pressure brake, the combination of a train pipe, a pair el brake cylinders, valve mechanism operative by variations in train pipe pressure and arranged upon service reduction in train pipe pressure to admit pressure to a supplementary valve device, upon further reduction of train pipe pressure after full service application to admit further pressure to said supplementary valve device, and upon emergency reduction of train pipe pressure to establish connection between a source of pressure and one of said brake cylinders, and a supplementary valve device arranged upon the admission of pressure thereto to establish communication between a source of pressure and the other of said brake cylinders, and also arranged to maintain the last named brake cylinder pressure against leakage.

6. In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, an auxiliary reservoir, a supplementary reservoir, a valve device operative by variations in train lpipe pressure and arranged upon service reduction in train pipe pressure to establish communication between the supplementary reservoir and one of said brake cylinders, upon further reduction of train pipe pressure after full service application and also upon emergency reduction of train pipe pressure to establish communication between the supplementary reservo-ir vand one of said brake cylinders, and upon' emergency reduction in train pipe pressure to establish communication between the supplementary reservoir and the other brake cylinder.

7. In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, an auxiliary reservoir, ay supplementary reservoir, valve mechanism operative by variations in train pipe pressure and arranged upon service reduction in train pipe pressure to connect the auxiliary reservoir to a supplementary valve device, upc-n reduction of train pipe pressure after full service application to establish communication between the supplementary reservoir and said supplementary valve device, and upon emergency reduction in train pipe pressure to establish communication between the supplement-ary reservoir and one of the brake cylinders, anda supplementary valve device actuated by pressure admitted thereto by the main valve device and arranged to establish communication between the supplementary reservoir and the other brake cylinder.

8. In a Huid pressure brake, the combination of a train pipe, a pair of brake cylinders, a pressure chamber, means actuated by variations in train pipe pressure and arranged to admit pressure to said pressure chamber upon all reductions in train pipe pressure, and upon emergency reductions of train pipe pressure to establish communication between a source of pressure and one of the brake cylinders, and a valve mechanism actuated by pressure in said pressure chamber and arranged to establish communication between a source of pressure and the other brake cylinder.

9. In a fluid pressure brake, the combinition of a train pipe, a pair of brake cylinders, an auxiliary reservoir, a supplementary reservoir, a pressure chamber, valve mechanism actuated by variations in train pipe pressure and arranged on all reductions ottrain pipe pressure to establish communication between a reservoir and the pressure chamber and on emergency reduction in train pipe pressure tc establish communication between the supplementary reservoir and one of said brake cylinders, and a supplementary valve device actuated by pressure in said pressure chamber and arranged to establish communication between the rsupplementary reservoir and the other of said brake cylinders.

10. In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, an auxiliary reservoir, a supplementary reservoir, valve mechanism actuated by variations in train pipe pressure and arranged upon service reduction in train pipe pressure to connect the auxiliary reservoir to the supplementary valve device, upon reduction in train pipe pressure after full service application to connect the supplementary reservoir to the supplementary valve device, and upon emergency reduction in train pipe pressure to connect the supplementary reservoir to the emergency brake cylinder, and a supplementary valve device actuated by pressure admitted thereto by the main valve device and arranged in all ap-` plication positions of the main valve mechanism to connect the supplementary reservoir to the service brake cylinder.

11. In a fluid pressure brake, vthe combination of a ytrain pipe, a pair of brake cylinders, an auxiliary reservoir, a supplementary reservoir, valve mechanism actuated by variations in train pipe pressure and arranged upon service reduction in train pipe pressure to connect the auxiliary reservoir ,to the supplementary valve device,

upon reduction in train pipe pressure after full service application to connect the supplementary reservoir to the supplementary valve device, and upon emergency reduction in train pipepressure to connect the supplementary reservoir to the emergency brake cylinder, and a supplementary valve device actuated by pressure admitted thereto by the main valve device and arranged in all application positions of ,the main valve mechanism to connect the supplementary reservoir to the service brake cylinder and also arranged to maintain the service brake cylinder pressure against leakage.

l2. ln a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, an auxiliary reservoir, a supplementary reservoir, a pressure chamber, a` valve device actuated by variations in train pipe pressure and arranged on service reduct-ion of train pipe pressure to connect the auxiliary reservoir to said pressure chamber,

upon reduction in train pipe pressure after full service application to connect a supplementary reservoir to said pressure chamber and upon emergency reduction in train pipe pressure to connect the supplementary reservoir tothe vemergency brake cylinder, and a supplementary valve device actuated by pressure in said pressure chamber and noemen indersi, an auxiliary reservoir, a su'pplementary reservoir, a pressure chamber, a valve device actuated by variations in train pipe pressure and arranged on service reduction of train pipe pressure to connect the auX- iliary reservoir to said pressure chamber,

upon reduction in train pipe pressure after i full service application to connect a supple mentary reservoir to said pressure chamber and upon emergency reduction in train pipe pressure to connect the supplementary reservoir to the emergency brake cylinder, land a supplementary valve device actuated by pressure in said pressure chamber and arranged in all application positions of the main Valve to connect the supplementary reservoir to the service brake cylinder and also arranged to maintain service brake cylinder pressure against leakage.

ln testimony whereof l have hereunto set my hand.

JCB RUSH SNYDER. Witnesses l/VILLIAM B. VVHARTON, WVM. P, LACKIN.