US1284284A

US1284284A - Automatic train-stop.

Info

Publication number: US1284284A
Application number: US11898016A
Authority: US
Inventors: Howard S Folker
Original assignee: National Safety Appliance Co
Current assignee: National Safety Appliance Co
Publication date: 1918-11-12
Anticipated expiration: 1935-11-12

Description

H. S. YOLKER.

AUTOMAUC TRAIN STOP.

APPLICANON man SEPT. 8. 1911sA s im.. i @OWS H. S. FOLKER.

AUTOMATIC TRAIN STOP.V

APPucAnoN man SEPT. a. |916.

3 SHEETS-SHEET 2.

IMM@ N Qq E.:

WHA/5555s.-

H. S. FULKER.

AUTOMAUC TRAIN STOP.

APPLxcATIoN msn SEPT. a. 1916.

WI TN'ESSES: @ub

NTEU STATE@ FATET FFE@ HOWARD S. FLKER, 0F OBOVILLE, CALIFORNIA, ASSIGNOR T0 THE NATIONAL SAFETY APPLIANCE COMPANY, OF SAN FRANCISCO, CALIFORNIA, A

CALIFORNIA.

CORP OBATON OF AUTOMATC TRAIN-STO?.

Application tiled September $1916,

To @ZZ lwhom it may concern:

'Be it known that I, llowAno Femina, a citizen ot' the United States, and. a resident of Oroville, county of Butte, and State ot California, have invented certain new and useful Improvements in Automatic Train- Stops. of which the following is a specitic tion.

This application is in part a continuation of my prior application Serial No. 423,592, tiled August ith. 1915, for diaphragm valves, Serial No. 55,424, tiled (,lctober 132th, 19141 for controlling means for automatic train stops, and Serial No. Tat-.325, tiled January 23th. 1916, for controlling means for automatic train stops.

My invention hereinafter described and claimed-relates to improved constructions and arrangements of valves which are automatically operated by differences in tluid pressure and controlled in their operation by an electro-magma. the invention being,r designed particularly -to be used for automatically applying air-brakes to the wheels ot a railway t'ain.

The construction and arrangement is such that the venting of a portion ot the fluid pressure in certain chambers ol the valve mechanism will canse the air brake applyinf,r mechanism or train stop to etna-ate` thereby giving a service application olT the automatic air brakes at any predetermined reduction ot' brake pipe pressure in a inanner similar to that which would be given by the operation otl the engineers brake valve.

The objects of my present. invention will now he specifically sety forth. but in addition thereto, it is to be noted that it has been my purpose to attain some ol the objects otl the invention described and claimed in my prior applications which are specifically mentioned above. by the utilization ot new and improved constructions and arrangements of parts.

One of the particular objects ot this invention, is to combine in one structure` a plurality ot automatically operating valve mechanisms controlled by an electro-pneumatic. valve.

Another object is to providel a valve controlling mechanism consisting ol a pair of double diaphragnis. the etl'ectivc area oi'two diaphragrms (one ot' each irairl being the greater than the elV terlivc .tren of the other two (one ot' each pair): the delleclion o? Specification of Letters ntent.

`a'tented Nov. 12, 1918.

Serial No. 1113,989.

these diaphragins controlling the movementV et a puppet `valve into and out of its sont Vtor a purpose to be hereinafter described.

Another object is to so construct a valve mechanism to he operated by the aforesaid diaphragms so that when fluid pressure is vented in a particular chamber, it Will cause a valve to open, thereby reducing the fluid pressure in the brake. pipe to a pre-deterinincd amount, thereby giving a service application of the br; kes, and then cause the aforesaid valve to close in its scat.

A\nother object is to so construct and p0- :sition a valve in relation to the other elements ot' a train stopping' mechanism so asto make it inipossihle to open the valve for supplyinlcr pressure to the brake pipe until utter the. train has come to a stop. When this `function is ctl'eeted, the engineer is required to disinount from his cal) in order to operate the release mechanism` vet the construction and arrangement is such that the valve may be opened after the brakes have been initially applied in order to take air from the brake pipe for the purpose. of etl'ecting a heavier and quicker application ot' the brakes.

.\noiher object is to provide a construction by means of which the initial brake pipe pressure is stored 'for use as a base for the brake pipe applications. and for this purpose. l provide a suitably located reservoir. which will be. hereinafter called the initial pressure reservoir.

.\nother objecty is to provide a normally open controlling means in the train stop mechanism to control the tlow of brake pipe pressure to the reservoir. This controllingT means consists of a valve mechanism so rclated to the other elements that the venting ol" a portion ot the fluid pressure into one of the chambers will cause the normally open valve to close. thereby cutting ott communication between the brake pipe and the initial pressure reservoir.

Another object is lo provide a construction which is simple. vet certain and sensitive in its operation and which will give a warning signal should a leak occur.

Other objects will appear from the subioined description and claims.

liefert-ing to the d rawings forming;` a part ol' this speaticationz l' Figure l is a combined structural and dialgrainnmtic view of my installation7 certain i automatic train stop valve I a whole, which mechanism comprises three' sections D, E- and F which aresecured to,- V gether by'suiitable bolts not shown, and

portions of the structure being shown, in section and other portions in elevation, and theseveral valves in their normal positions Fig. 2 is a longitudinal section with parts in elevation of my combined `automatic valve structure used -in the installation, the valves being shown in elevation and in their 'normal positions.

Fig. 3 is a longitudinal section, with parts in. elevation of my improved electro-pneu' matic valve.

Fig. 4 is a structural detail.

' Fig. 5 is a horizontal section through the line 5-5 of Fig. 2.

In the drawings in which the same reference characters refer to like parts in the several views;

A -is the usual engineers automatic brake -valve which is conventionally shown and 'which is of the flat rotary t p having many ports. (notfshown in the drawilngs), B is the electro-pneumatic controlling valve, C the` mechanism as ,-,whichjare provided at theirjuncture with feach other with suitable gaskets, all of which :1o/alieno arranged as to ma ke air tight joints between lthem for the purpose of insuring against leakage between the several air. passages. G is the initial pressure reservoir and H is the main pressure reservoir..

, The section E of the train stop valve mechanism C is provided with communicating chambers 5 and 6 between which is located thev valve seat 7 for the non-release l lvalve 8, which valve is provided 0n each 13 surrounds the 'side thereof respectively with upwardly anddownwardly -extendin y valve stems 9 and 10. 'A suitable fitting -l1 orms a guide for the valve stem 9and also permits the removal 0f the valve for repair or for the re-grinding of the Valve seat 7, and this itting '11 is secured .in place by a nut 12 which is provided with means ,tor securing it to the fixed ipart of the section E and which is provided lwith a flange 12 for engaging a flange 11 on .the fitting 11 to hold the fitting securely ijn place and yet permit of itsready removal for -the purpose aforesaid. A compression spring valve stem 9, its respective ends engaging with the iitting 11 and the valve 8, thereby tending' at all times to close the said valve upon its seat, and which assists to effect the closure of the said valve 8 upon its seat 7 when released by the mechvided with upper and lower cup washers-17 .and 18l respectively to prevent leakage and also with a centrally located annular groove The chambers v6 and 15 through the space formed by the groove 19 and the port 20 formed in the wall ofthe Cylinder K.- 70

communicate with each other by means of the port 21 through the partition 156 which separates the aforesaid chambers. The chamber 1.5 communicates with a chamber 23 in the member F through a passage-way past a valve 24 to be hereinafter described and a passageway 22. The valve V.24 is provided with an angular or fiuted valve stem 25 which permits the passage of the lpressure fluid between the chambers 15 and 23, and the said valve stem is guided in a tting 26 secured to the partie tion 156 as shown, said fitting having in its under-side radially extending grooves 27 for th'e purpose of permitting fluid pressure to pass from the chamber 15 to the chamber 23 when the valve 24 is lifted from its seat by means of the piston 14, when it assumes its uppermost position in the cylinder K., A spring 28 is situated above the valve 24 which tends at all times t0 seat the valve. The normal position of the piston 14 is shown in Fig. 2 and it is held in its uppermost position as shown by 4means of pressure supplied from the main reservoir H through the

pipes

29 and 30, the restricted passageway 31 and the pipes 32 to the chamber 16.

The brake-pipe 33 leads to the chamber 6 in the member E Athrough a port 34 and the pipe 35 leads fromthe'engineers valve A 100 through the port 36 to the chamber 5.

The section F is is composed of the parts d, e, f and g and they are secured together by bolts It as shown which bolts and parts also are utilized as hereinafter' described to 105 hold the double diaphragms and 80 in place.

The section F is divided into three

chambers

40, 41 and 42, thechamber 4() commupassage-way in turn communicates with the chamber 6 through another passage-wayp44.

The chamber 42 is divided into three subchambers by the pair of double diaphragms 70 and 8O which will vbe hereinafter described, thereby forming an upper sub- 'c'hamber 45, a central sub-chamber 23 and a lower sub-chamber 46. The central chamber 23 communicates by means of the pas- 120 sage-way 22, as hereinbefore described, with the chamber 15 and also by means of a pipe 48 to theinitial lpressure reservoir G and the lower chamber 46 communicates by means of `a passage-way 47 to the chamber 16. The..125 chamber 41 is open at all times to the atmosphere through the restricted passage 4l. Fittings 50 and 50 are secured by suitable screw-threads respectivelyto the walls 51 and 52 which lseparate the

chambers

40, 41 130 and 12, The fitting 50 is provided with a valve seat .t'or the valve 5l and the passage-wayv for the tluted valve stem 5G and the fitting 50 is provided with a central socket 157 within which the stern 58 Vis guided which Stem projects from the side ot the valve 54 opposite to its lace. The Yalve stem 5G is secured to the upper arm 5T ot a U-shaped piece or volte 5T by means ot' a swiveled joint, 5S so that the valve may lodge truly upon its seat.

The lower arm 572 et' the )jolie 57 is suitably connected to the stud l() which is secured to the center of one ot' the double diapl agms by a nut 61. To the other double diaplnragm is secured a stud G2 by means of a sci ew-threzul and nut G3, the upper portion or which is provided with a guiding extension 154 which tits into a cavity (55 in the lower portion ot the fitting or stud (50.

The double diaphragms and S0 are clamped at their peripheries respectively into their seats T1 and S1 between the. annu-l lar flanges 73 and 8S, and between the diaphragms are held the space rings Ti and Si. The seated members are held together by the same bolts that clamp the members d aml e, and g, together, whichflattcr members con stitute the section F. The space rings 'T2 and 82 which are held at and between the outer edges of the diaphragms are provided rcspectlvely with annular grooves T5 and 55 and are also provided with a pluralit)Y ot radial vent-ports 70 and 80 as shown. 'l`he said rings are so constructed with relai ion to the. respective diaphragm seats and flanges. that the exposed Surface area of the upper diaphragm 77 and the lower diaphragm ST is greater than that ot' their adjoining inner diaphragms TS and SS. The chambers formed between the single diaphragms con` stituting the, double diaphragms are at all times in 'communication with the normal atmosphere .through the above mentioned vcnt ports T6 and S6.

A plurality of space rings 79 and 85.1 illus tratcd in Fig. 5 are respectively nested between the single diaphragms forming the double diaphragms and are so constructed by means ot' abutting radial spacing lugs 90 as to form a flexible means ot' support between the respectivo diaphragms.

As described. both pairs of diaphragms and space ring constructions are, similar with the exception that the diaphragm ST has a slightlv7 greater exposed arca than the others, in order that the vrlvc 5t may be more certainly seated, and prevented trom fluttering, after an operation of the safety stop and while the excess pressure. which normally exist ln Vhe main reservoir, is being built up `i i aprilication of the hrali ineumatic valve ll is pre'tcri n by bolts as shown in Fig. 3 to thy a bracket 06 having a flanged head 06. A plurality of bolts 97 which pass through the valve head 98 are riveted at 0l) to the cylindrical casing 100. Between the flanged head 96 and the valve head 0S, is intei-posed a gasket 9S to malte an air-tight joint and exclude foreign matter from the valve parts. A. magnet supporting llangc 101 is formed integral with the rib 10;)` depending trom the valve head JS and supports the magnet 100, which magnet is incloscd in the casing 103, said casing having a hind 10i-1A which is secured by thc screw or other suitable means 105 to the flange 101. The magnet 190 is wound on a hollow core. 10U through which passes a vcrticall)Y mov able elongated bolt 107 to the lower end of which the armature. 91 is secured b v a tleXible joint 108.

To the uppcr end of the bolt 10T is secured a cylindrical barrel 113 as shown, the upper end of said barrel having an aperture 100 through which the vaflvc stem 11() projects. The. valve 02 is toi-med at the upper cud ol the valve stem and at its opposite end is a piston shaped head 112 which is fitted 1o reciprocate in the barrel 113, A helical compression spring 11i fitted within the barrel 113, and engages with the piston 112 in order to normally force the valve 92 against ils seat 03. An air passage 116 leads '.l'rom the valve seat to the pipe which latter pipe is connected to the chamber 1G through the pipe as shown in Fig. 1. The valve 1.12 is tittcd in a chamber .11T in the valve head 9S which leads to theI passage way 11G. Vent-holes 11S lead t'rom this chamber to the interior of the closed casing 100 which surrounds the magnet and which is sul ported upon the valve head. A whistle ll-l is connected to a port 120 through the side o'l thc casing. The electrical circuit is insulated through a conduit 125 as shown and leads by the wires 126 to the magnet through a suitable electrical connection 127. A head 130 is bolted lo the lower cud of the casing 100115 shown and carries a register or counter J5 which.issoarranged as to hc operated by a detent 1-31 engaging with the armature 01 so that the movement ol." the armature and consetpientlv the movement ot' the valve will be recorded, Extending through the side ot' the head 130 is a shat't 132, at one end o't' which is a thumb wheel 133 and to the shat't is secured a finger 131` which is utilized as a means lo close the valve 02 on its seat and to rc-set the armature b v manual operation. A plateI 135 is secured to the end ot' theI head i230 to protect the registering or recording apparatus aml through which the registering wheels ma \v he observed.

From the. above description. il will he seen that the operation olf the valve 0; is controlled by an electroanagnetic circuit and a manually operated lever which is used partitallarlgiY as a parl of the controlling n 'aus of the automatic train stop mechanism hereinabove described. The valve structure is so related to the other elements of the train stop, that an interruption or discontinuance of the electro-magnetic current will permit the amature to drop .and thus allow the pneumatic valve to open, thereby permitting the air pressure to be vented to the atmosphere through

ports

118, 120 and whistle 94.

The valve 92 is so constructed that all its moving parts are aided by gravity in opening and thevalve is so situated that it can be easily and quickly removed for repair and adjustment without necessitating the disconnection of the pipes or wires. Suitable electric contact plugs are so constructed in the connecting iiange as to enable the removal of the controlling wires.

The electro-magnet is so constructed as to have a minimum attracting force and a maximum'holding force and the armature working with the electro-magnet is so construeted as t`reduce the residual magnetism to a minimum.

The operation of the be described.

All parts of the va'lvemechanism are assumed to be in their normal position as shown. Fluid pressure from the main reservoir H is delivered to the main connection D by suitable connecting pipes and 'fittings through the restricted passage 31 of fixed .j

capacity vto the chamber v16 thence through passage 47 into the chamber 46 and the pressure is then built up Vin the chambers 16 and 46 which" results in the forcing of the piston 14 up and also. deflecting the double diaphragm 80 upward. As a result of the piston being forced upward into`the chamlber 15 the valves 8 and 24 are raised oi of their seats against their respective springs 13 and 28.

The upward deflection: of the diaphragm '8O causes the shank 64 of the stud62 to be forced against the stud and the yoke 57 thus causing the double diaphragm to also defiect upward, vwhich results in causing the valve 54 to close upon its seat 5'3thus shutting' off the communication between the chamber 40 through chamber 41 and port 41 to atmosphere.VV The brake pipe pressure' passage 22 'into the chamber 23 through theY pipe 48 into the initial pressure reservoir G,

vthus building ture use. As exposed areavof the dia,-

installation will nowV lp a pressure therein for fuphragms bounding chamber 23 is less than the area of the other diaphragme and as the pressure in the chamber 46 exceeds that in the chamber 23, no movement of the diaphragms takes place at this time and the diaphragm consequently remains in the u permost position. Air pressure is thus built up in the chambers 5 and 6 and in the brakepipe 33, and also through the passage 44 in. the chambers 40 and45 so that an effective operation of pressure will be maintained in the brake-pipe.

The pressure within the chamber 16 isA greater than the pressure within the chamber 15, (which last mentionedA ressu're is obviously equal to the pressure wlthin the brake pipe 33) because of the fact that the pressure within the main reservoir H from which air is supplied to said chamber 16 is, inordinary air brake systems, greater than,the pressure vin the brake pipe; the excess pressure being maintained in order to secure a more certain and prompt releasey of the brakes after they have been applied7 and in order to more quickly replenish the supply of air in the auxiliary reservoirs. This 1s a common feature in air brake systems, and is ordinarily provided for by adjusting the air pump regulator so as to permit the pump to supply .air to the main reservoir until the pressure therein shall exceed by a predetermined amount th pressure to be maintained in the brake pipe and auxiliary reservoirs,

and by providing a' valve held to its seat by a spring of the required stiffness past which air is supplied to the brake pipe through suitable ports provided in the engincers valve when the same is in the running p0.- sition. The piston 14 is thus held in .its uppermost position notwithstandin the fact that the areas of both ends thereo same, in the form 'of my invention illustrated; although it will be appreciated that both'ends of the piston need not be of the same area, as the piston may be soA designed and proportioned that it will be held in its uppermost position, andthe valve 8 held open, 'by any predetemnined-excess of pressure to be maintained in the main reservoir of thejsvstem. 1' f The electro-pneumatic vent valve B is connected tothe chamber 16 by passage-way 116 and pipes 32.' and 32 and this valve is assumed to be in its normal position when the electro-magnet 19,0 is energized and the armature is in contactwith the magnet which results in the air valve 92 being closed upon itsseat 93.

-The operation of the train stop is brought i are the he nll'eeterl by Suitable eleerieiil ileriees: lli-- mieli al; predetermined ilishineen or hloele; rillinglhe. railroad rrueli. ',l'he Paire 5r." is ope; eil upon lleinergizing ihe eleelrfrmag` ne lili? which is caused hy the, inlerrupiion ai" lwonghi about by the electrieal npparuinV per referred to, but not Shown The ilenergizing of this magnet allowis fhe arnniiure 91 to drop carrying rhe raire S away Jfrom its seat 93 and ellinring nir pren-Hure in the ehambers lli nml lf3 lo lrupe lo the atmosphere Jrlirough the whirl! lll. for he, reason llnit the pnsSage-way pasti ilu;

valre ear 53 iss greater than the area ol" the, restricted passage Ill, and the pressure in ilie, chambers lo and lli reiluceil.

The brake-pipe pressure in the chamber then causes the piston lvl to more into the elnunher ,lo and thus allowS the Spring lil to eloae the valve S upon its Seat iherebj: @hutiing ofi the supply from the,engineeiv aulon mafie hrake-raIVe to the, brake-pube iii, The valve 2l also closed upon it?l seat oy the spring 2S thus shuiting oli' the lqupplx` of pressure `from the chamber l5 to the Chainber und the reservoir G, and the closing of the alre Q4 also prevents the eseape ol.l the stored pressure from the ehamher 21% aufl the reservoir G.

The reduction or' pressure in elnunber l-( allows the (liaphragins SS unil Si' lo ileller; into the chamber 46 flue to the. `realer gre-A sure in the chamber Mul whirl: refnsli in Carrying 'the shank G-l of the ruil (32 away from the stud of the, yoke 5T. The uuil pressure, in chambers l() unil 23 now being, equal, the greater area o diaphragm 7i' over Vlhe diaphragm causes them io ileilesfi into the chamber 23 carrying with it lhe, yoke .37 whieh causes the valve ."illo leave its seat 53. This operation allows` pressure 'from the ehamher #l0 to ewupe io the :limos4 plier@ by valve sl'em fill valve :leal .123 :nul valve 54 into the chamber il pumping lo Jche atmosphere tlirough the restrie'reil port -ll i The valve 5l will remain oil its seat 3S until the pressure in the ehamher 4 -ll ami -li aiul brake pipe 33 has been realm-eil n priletermineil amount. or until the eilective pressure on ihe diaphragm Tiefpnil lio or just a little les` than the elleerire pressuri: onthecliaphragin 7S. tlhielimetheSlor l pressure in the elianiher QB unil reservoir (l will. eause the ilinphraging 'Ti' :unl T53 lo fleleer, into the ,-luunber lf2 carrying willi it wko 5T and The Valve :il thereinv einring; the valre luie its seat uml eons'eipienljr renting further eScnpe of lie p ure lo lhe, ahnosphere.

The rain stop has non' malle, a L-1erriee ap plieation of brakes: and is in stop poirion.

From the Iforegoing', il will be wen finit when the pressure is rerlueerl in rlnnnher h3` the pinon #l will have moved no heim-e mein ilieeontinuance of the eleeirie eurrem" tionecl. therein.' perrnilring; 'he vulve 8 lo yezu itself. whieh aerien will prei'enly the air pressure l'roin ihe engineens,ralre from being supplied io ihe brake pipe. 1li-l, :nul so xrhile he rali-e S i in il eloseil position, the

-en;rineer will he unable io release the ln'alies.

The 'l'zufl thai the valve n' in Seated, will not, however. prereni ir from being removed from in :eal when (he engineer manipulates the uuiomatie brake ralre so that ii will open a pori in saiil mire to the atmosphere, i'heri-h) reilueiin;- the. pressure in elnunlier 5 whieh will permir (he valve S to he unseateil h3; ille ex'ee pre. ure in the hralie pipe 33 willen will re suli in a furthe unil heavier appliearion of the brakes.

'lhe 'train slop will remain in lhis posi lion unlil (he irain has heen brought to a standstill. ln orzler 'to release the brakes and release, the train Astop. the eleetro-pneu nnilie rent riilie l musi; (close. hui thinI valve so loeaieil on he engine that it neees- Sariv Yfor the engineer lio llismounl'v lrom his euh in oriler lo `gain ace-ess to the saiil vulve.

AS has been :ihove referred to, the eloctropnennnitic valve l5 is operateil to close it by lurning the lnnul or 'rlunnlew'heel 183 which n'nuinteil upon 'rhe valve easing, a part ol ihei revolution. This wheel is fsnitened to a Spindle mounted :ul'iaoenl the armato in ilie, heini '130 in the center of which spindle i'nsi'enerl :i short levee which will eoaol willi the armature fil when the wheel 133 is turned n puri or a revolution. The armal'ure will then be foi-oeil against the face of the nnignel thinV closing lie ralre 92 on its neat 92? therein' shul'iing oil' the. flow ol2 air prefure. to the, atmosphere. The` eins-ing; oil? this valve rillow ille main reservoir prrr lo iiuilil up ir. chainliem4 lf3 unil ll; lim-emp; he piSt'Jn 'll npwarfiliv unil ilellerlinpj ihe ilonhle ilinphragm H() upwardly :w hel'ori: ile-- seriheil.

ll'hile. the above ileserilieil eor..-iiuiiliini forms a pmiiire ami ellieieul insiallniinn. it

is lo be noti-il that ilu fieiailwy nl' eonalrueiionl muy be changed without departing' from ille spirit :nul Senpe ol my invention.

l lesire it alla io he umh-muil ilml; ille languugir useil in the lollnwino` elainn, i in wiuleil lo over all olA the yegrnerie :nifl spel-ille i'en'tiire.\l oi the invention herein (leneribeil. nini all eilalenientr: oi ilu seope of the invention, whieh a :i mailer oi' language i'|iie'l1lb ziill to l'all ilierelielueeu,

llarine' now leserilieil mi' invention. what i .laim :nul ile -ire lo ser-ure in.' initierl lral'- ent, ie-w l. ln :in aulonnitie iruin `lop ileriee for une with un air brulie 1ein haringr an en- ;Iineerh nahe rouiroilinpr mire. auii :i ln'alze pine leading lheri-lrom unil through whieh air may flow tu ami from suitable air operareii brake lneelninism: means ailapleil to inerrupt the flow or' air through `will hralio pipe toward said brake mechanism; means' for operating said ,interrupting means to- .arrest the liow of air toward. said brake mechanlsm'; means for permitting a flow of air from said brake pipe to thereby reduce the pressure therein; means for bringing about the operation of sai'd operating and j flow permitting means When the train stop is to be caused to operate; and means for permitting .a flow of air through said brake plpe toward said engineers valve after the trainstop has been caused to operate.

2. In an automatic train stop device for use'with an a1r brake system having an en- Ag'ineers brake'controlling valve, and a brake pipe' leading therefromand through which al-r may flow to and from suitable air operated brake mechanism; a normally open valve adapted. to interrupt the liow of air through said brakepipe toward said brake mechanism, and which valve is so constructed and arranged that it will permit a flow of air throu l1 said brake pipe toward said engineersv ve after the train stop has been 'caused to operate; mechanism for operating said valve to close it and arrest the li'ow. of air toward 'said brake mechanism; means for causing said valve operating mechanism to operate to thereby bringvabout the operation of the train stop; a conduit leading from said', brake pipe and4 through which air may liow therefrom; a normally closed'valve for controlling the iow through said conduit;

' and means dependentfor its operation upon said last mentione saidvalve operatin mechanism for opening valve.

3. In an' automatic train stop device4 for use with an air brake system havin an engineers brake controlling valve, an Aa brake p ipe leading therefrom` and through which air ,may iiow to and fromsuitable air oper atedbrake mechanism.; avalve seat past which air liovving in said brake pipe flows; apuppet valve adapted to seat upon said valve-seat, and to operi toward said englneers valve, to thereby permit a iiow of air y from. said brake pipe toward said engineers valve; means operated by air under pressure for normally holding sald valve oli' its seat; means for causlng sald valve to seat Y upon said valve seat to thereby bring about movementl of said first mentioned valve on to 1ts seat.

4. In an automatic train stop device for use With an air brake system having an engineers brake controlling valve, and a brake pipe -leading therefrom and through which a1r may iow toancl from suitable air operated Drake mechamsm; a valve seat past which air Howing in said brake pipe Hows;A a puppet valve adapted to seat uponv said valve seat, and to open toward' said engineers valve, to thereby permit a fiow of air' from said brakepipe toward said 'engineers "vlo valve; a cylinder; a piston movable Within said cylinder and in operative engagement g with said valve to normally hold it ofi its seat; means for supplying air under pressure to said cylinder to thereby operate said 7 piston and hold said valve olf its seat; means for releasing the. pressure Within said cylinder to thereby bring about the closingof l said valve'on to its seat; a conduit lea from said brake pipe andA through'which airl 80'v may iow therefrom; a normally closed valvev for controlling the flow through said con- 'duit;vmeans for opening said last mentioned valve simultaneously with .the movement of said first mentioned valve on toits seat;

and means for closing said last mentioned valve after apredetermlned mterval.

-5. In an automatic train stop device for use with an air brake system having an engineers brake controlling valve, and a brake pipe leading therefrom and through which air may flow to and from suitable air Operated brake mechanism; a valve vseat past which air liowing in said brake pipe Hows; a puppet valve adapted to seat ,upon said valve seat, and to open toward said engineers' valve, to thereby. permit a flow of air from said ,brake pipe toward said engineer-s valve; a cylinder; a piston movable within .said cylinder and in operative. engagement with said valvel to normally hold it oi its seat; means for supplying' air under pressure to said cylinder to thereby operate said lpiston and hold said valve oil .its seat;

means for releasing'the pressure within said 1 05 cylinder to thereby bring about the closing of said valve on to its seat; -a conduit leading from said brake pipe and through whichv air ma iiow therefrom; a normally closed valve or controlling the flow through said l I. conduit; means operatedy by air under pressure for holding said last mentioned valve.

upon its seat, and orreturnig said valve to its seat after it has been moved therefrom; and means operated by the pres- 115 viure of the air Within said brake pipe, and

simultaneously With the movement of said l first mentioned valve on to its seat, for opening said last mentioned valve.,

6. In anautomatic train stop and'in com'- 120 Abination With a source of air un er pressure,

an engineers brake controlling valve, and a brake pipe leading therefrom and through which air may flow from said source to suitable air operated brake mechanism and from said mechanism through said engineers v. valve tothe atmosphere; a normallyv open.-

.valve for arresting theiiow from said engineers valve through said brake ipe tb- Ward said brake mechanism,. and or permitting a free tlovv through said pipe in a reverse direction; air operated means tor holding` said valve in its normall)v open position; a conduit communicat-ingl n'ith said source of air under pressure and through which air is supplied to said air operated means; a valve for releasing the pressure in said air operated means to thereby permit said rst mentioned valve to close when` the train stop is to be caused to operate: and means operated by air unden pressure for establishing a flou' of air from said brake pipe to the external atmosphere when said first mentioned valve moves into its closed position, to thereinIv reduce. the pressure in said brake pipe.

7. ln an automatic train stop and in comhination with a main reservoir containingr air under pressure, an engineers brake controlling valve and a brake pipe leading therefrom and through which air muv flou' from said main reservoir to suitable air operated brake mechanism and trom said mechanism through said engineers valve to the atmosphere; a normally open valve for arresting` the flow from said engineers valve through said brake. pipe. toward said brake mechanism. and for permitting a free flouY in a reverse direction; a. piston operativelv associated ivith said valve and adapted to hold the same in its normally open position: a evlinder in which said piston operates; a conduit comm unicating with said main reservoir and through which air is supplied to said e'vlinder; a valve for releasing the pressure in said c vlinder to thereby permit said iii-.st mentioned valve to close when the train stop is to he caused to operate: a conduit ,tl'iroueh which air may tionY from said brake pipe. to the external atmosphere as said lirst mentioned valve closes; a normallvv closed valve lor 'cont-rolling the tloiv through said conduit; and means for operating said last mentioned valve simultaneousl)T with the. closing movement of said tlrst mentioned valve.

8. ln an automatic train stop and in combination With a main reservoir, an engineers larake. controlling valve, and a brake pipe leading therefrom and through which air mav 'Flow from said main reservoir to suitahle air operated brake mechanism` and from said mechanism 'through said eneineers valve to the atmosphere: a noruiallv open valve for arresting the flow from said engineers valve through said brake pipe to- Ward said brake mechanism` and for per-- mittiue a free ilovv in a reverse direction: a piston operatively associated With said valve and adapted to hold the same in its normaliv open position: a cylinder in which said piston operates: a conduit through which air is supplied from said main reservoir to said cylinder to thereby operate said piston and hold said valve in its open position; a valve for releasing the. pressure in leading therefrom and through said cylinder to thercb).Y permit. said Yfirst mentioned valve to close when the train` Stop is to be caused to operate; a conduit; leading' from said brake. pipe to the external atmosphere; a normally closed valve i'or controlling; the flow of air through said conduit; an initial pressure. reservoir; a conduit leading)r from said brake pipe to said initial pressure reservoir and through which air is supplied thereto; a valve for controlling the flow through said last mentioned conduit, and which valve is held in a. normally open position by said piston; and means dependent for its operation upon air under pressure derived from said initial pressure reservoir, and upon the pressure of air Within said brake pipe, for operating;r said last. mentioned valve.

In an automatic train stop and in eombination with a main reservoir, an engineers brakel cont-rolling valve, and a brake pipev leadine` therefrom and through which air may ovv `from Said main reservoir to suit able air operated brake mechanism. and from said mechanism through said eurineers valve to the atmosphere.; a. noi-mall)v open valve for arresting the tion' from said engineers valve through said brake pipe toward said brake mechanism, and for perv mitting a free flow in 1i reverse direction; a piston operatively associated Awith said valve and adapted to hold the same. in its normally open position; a cylinder in which said piston operates; a conduit through which air is supplied Yfrom said main reservoir to said cylinder to thereby operate said piston and hold said alve in its open position; a valve for releasing the pressure in said cylinder to thereby permit said lli-st. mentioned valve to close when the train Stop is to be. caused to operate; a conduit leadingfrom said brake pipe to the. exten nal atmosphere; a normally closed falve t'or controllingthe flow of air through said conduit; a diaphragm operatively eonnect ed with said valve and the upper surface of which is subjected to the pressure of the air within said hrake pipe: a second diaphraem arranged adjacent and operativelv associated With said first mentioned liaphragm. and the lovver surface of which is subjected to the pressure ot the air ivithin said cylinder; a conduit. leadingfrom said brake pipe. into the space hetu'een said diaphragms; a normallyv open valve 'tor eontrolling" the flow through said last inem tioned conduit: and moansv whereby said last mentioned valve is closed simultaneously with the closing of said first mein tioned valve.

'10. In an automatic train stop and in combination vv ith a main reservoir, an engineers brake controlling valve. and a lnke pipe which air may flow from said main reservoir to suitable vair operated; brake mechanism, and from said mechaiiism through said engineers valve to the atmosphere; a normally open valve for arresing the'low from said engineers valve thrugh said brake pipe toward said brake mechanism, and for permitting a free iow in a reverse direction; a'piston operatively associated with said rifalveand 'adapted to hold the same in its normally openlposition; a cylinder in which said piston operates; a lconduit through which air is supplied from said main reservoir to said cylinder .to thereby operate said piston and hold said valve in its open position; a valve for releasing the pressurev in saidycylinder 1to thereby permit said rst i mentionedy valve to close when the train stop is, to be caused to operate; a conduit leading .from said brake pipe to 'the external atmosphere; a. normally closed valve for controlling `the iow of air through said conduit; a diaphragm operatively connected' with said valve and the upper surface Vof which is subjected to the pressure of the air within said brake pipe; 'a second diaphragm :arranged adjacent and operatively associated with said rst mentioned diaphragm, and the llower surface of which is subjected to the pressure of the air within said cyl in.

der; a conduit leading from said brakepipe into the space between said diaphragms; a normally open valve for controlling the liow through said last mentioned conduit, and which valve is held in anormally open position by said piston; an initial pressure reservoir communicating with the space between'said diaphragme; and means for supl plying air under "pressure to said initial pressure reservoir,

'11. In an autfmatc train stop device for use with an air brake system having a brake pipe through which air may iiow to and from' suitable air operated bra-ke mechanism; a

conduit: leading from saidvbrake pipe to the 45. external atmos here and through which fair pipe; a normally close valve for controiiing v may flow to relieve the ressure in said brake `the flow of air through said conduit; a diaphragm. operatively connected with said valve; means whereby one surface of said diaphra is subjected. to the varying pres sure of t e air in said brake Pipe, and means for subjecting the other sur ace of said dia'- -phragm to a substantially constant air pressure to thereby accomp ish the 'closing of said valve. Y

12. In an automatlc train stop use with an air brake system having a brake pipe through which air may flow to and from suitable air operated brake mechanism; a conduit leading from said brake, pipe to. the external atmosphere and through which air may liow to relieve the pressure in said brake pipe, a normally closed valve e5 for controlling the flow of air through said device for conduit2 a diaphragm operatively connected with sa1dvalve, means whereby one surface of said diaphragm is subjected to the varyi ing pressure of the air in said brake pipe, and means for .subjecting the other surface of :said diaphragm to the action of air under' pressure derivedv from' said brake pipe and the pressure of which is substantially cou-l stant, to thereby accomplish the closing of said valve.

13. In an'` automatictrain .stop device for, v

u se with an air brake system having-a bra-ke plpe through which air. may flow to and from suitable air operated brake mechanism, a. v conduit leading from said brake pipe to the external atmosphere and through which air may flow to relieve the pressure in saidbrake pipe, a normally closed valve for controlling the flow of air through 4 said conduit,.a diaphragm operatively connected with ,said valve,` means whereby one surface of said diaphra sure of t e air in said brake pipe,means for 'subjecting -the other surface of said diaa conduit leading from said brake pipe-to the externalatmosphere and through which air may flow to relieve the ressue ,in said brake pipe, a`normally close Vvalvfeffor con-v trolling t-he'flow of -air ,through said con'- duit, a. diaphragm operatively connected withsaid valve, meansiwhereb one surface of said diaphragm is ubjectedyto the varying pressure `of the air in said brake pipe, means for subjectin the other surface of said diaphragmto t e actio'n of ai-r under pressure 'derived from said4 brake pipe and Athe pressure of which is substantially constant, to thereby accomplish4 theclosmgof said valve, a ressure operated member acting upon'sai Avalve to force .it against its operated member to a lvaryingair pressure.

.15. In an automatic tram stop device for use with anair brake system having abrake pip throu h which air may flow-to and from suitable` air operated brake mechanism; a

conduit leading from said brake'pipe to the external atmosphere and through which air may flow to relieve the pressure ,1n said brakel pipe; a normally closed valve for controlling the How of air through said conduit; a

diaphragm operatively connected with said issubjected to the -varying pres,-

valve; means'whereby the' upper surface of said diaphragm -is'subjected to the pressure,

o i the alr in said brake pipe; a second dia-139 11.5 seat, and means for subjecting said pressure phragm spaced apart from and adapted to operatively engage said first. mentioned dia phragm; means for subjecting the under sprace of said second mentioned diaphragm to air under pressure; and means for supplying air under pressure to lthe space between said diaphragms.

`1K3. In an automatic train stop device t'or use with an air brake system having a brake pipe through which air may tloiv to and from suitable air operated brake mechanism; a conduit leading from said brake pipe to the external atmosphere and through which air may tiovv to relieve the pressure in said brake pipe; a normally closed valve for Controlling the tloiv through said conduit; a diaphragm operatively connected n'ith said 'alve2 means whereby the upper surface of said diaphragm is subjected to the pressure of the air in said brake pipe: a second diaphragm associated With said tirst mentioned diaphragm and spaced apart. therefrom; means for subjecting the under side of said second mentioned diaphragm to air under pressure; means for relieving the air pressure acting upon said second mentioned diaphragm; an initial pressure reservoir connected with the space betiveen said diaphragms: a conduit through which air under 'pressure is supplied from said brake pipento the space between said diaphrap'ms and to said initial pressure reservoir; a. valve :tor controlling the tlovv of air under pressure through said last mentioned conduit; and means for operating said last mentioned valve.

17. In an automatic train stop device for use with an air brake system having' a brake pipe through which air may tloiv to and from suitable air operated brake mechanism; a normally open valve adapted to interrupt the How of air through said brake pipe; a cylinder; a piston movable Within said cylinder and operatively associated with said valve for normally holding said valve ofi1 its seat; means for supplying` air under pressure to the lower end o't` said cylinder to thereby operate said piston and hold said Valve olf its seat; means for releasingT the pressure Within said cylinder' to thereby bring about the closing' of said valve; a cou duit leadingl from said brake pipe to the external atmosphere: a normally closed valve for controlling the flow of air through said conduit; and means operated by air under pressure derived Yfrom said brake pipe for opening said last mentioned valve.

18. In an automatic train stop device for use with an air brake system l'iaving` a. brake pipe through which air may flovv to and from suitable air' operated brake mecha- 'nismz a normally open valve adapted to interrupt the dow of air through said brake pipe.; a cylinder; a piston movable within said cylinder and operatively associated with leading;` from said brake pipeto the external atmosphere: a normally closed valve for controlling the tloiv ot' au' through said conduit; means operated by the pressure et. the

air in said brake pipe for opening said'iast mentioned valve; ineens operated by air under pressure for closing said last 1nentioned valve; means independent of d valve. operating means and operated by air under pressure for forcing,r said last nientioned valve against its seat; and means for relieving said valve operating means from the action of said pressure operated forcing means when the train stop device is tolse caused to operate.

19. In an automatic train stop device for use ivith an air brake system having a brake pipe through which air may flou' to and t'rom suitable air operated brake mechanism; a normally open valve adapted to in terrupt the flow Ot air through said brake pipe, a cylinder, a piston movable within said cylinder and operatively connected with said valve for normally holding. said valve otf its seat; means 'for supplying' air umiler pressure to the lower end ot' said cylinder to therel'iy operate said piston and hold said valve oft its scat.` means for releasing1 the pressure within said cylinder to thereby bring;7 about the closing;r o't` said valve.' a passage through which air under pressure from said brake pipe is supplied to the upper end ot said cylinder. a conduit leadiupr from said brake pipe to the external atmosphere: a normally closed valve. ior con` trolling the lflow ot air through said couduit.; means operated by air under pressure derived from said brake pipe for openingl said last mentioned valve; and means operA ated by air under pressure derived :trom the upper end of said cylinder for closing` said lasty mentioned valve.

Q0. In an automatic train stop device for use with an air brake system having a brake pipe. through which air may flow to and from suitable air operated brake mechanism; a normally open valve adapted to interrupt. the flow ol" air through said brake pipe: a cylinder; a piston movable within said cylinder and operatively connected with said valve for normallyv holding' said valve ott its seat. means tor supplying air under pressure to the lower end et' said ej. nder to thereby operate said piston and hf z said valve oli" its seat, means for releasingthe pressure within said cylinder to thereby bring about the closing of said valve9 n. passage through which air under pressure .from said brake pipe isi supplied to the atmosphere; a normally Aclosed valve for controlling the ovv of air through said conduit; means operated by air under pressure derived from said brake pipe for opening said valve, a conduit leading from the upper end of said cylinder and discharging into 'a chamber located adjacent said valve operating means, and through which conduit air `:may ow from the upper end of said cylinvder tolth'ereby subject said valve operating means to pressure and accomplish the clcsing of said last mentioned valve; a normally open valve for controlling the icw through said last mentioned conduit, and means whereby saidlast mentioned valve is held in an open position by said piston. u

21.111 an automatic train stop device for use 'with an air brake system having a brake pipe vthrough which air may flow to and from suitable air operated brake mechanism; a normally open valve adapted to interrupt the flow of air through said brake pipe; means' operated by air under pressure for holding said valve in its open condition, means for-relieving said holding means from .the action of said air under pressure to thereby bring aboutthe closing of said valve, a conduit leading from said brake pipe to the external atmosphere, a normally closed valvefor controlling the flow olf air through said conduit, :means operated by the pressure of air in said Abrake pipe' for opening saidlast mentioned valve; means operated l by air under pressure derived from -said brake pipe for closing said last mentioned valve; and means operated by air under pressure and controlled by the relieving means aforesaid for forcing said last mentioned valve against its seat.

22. In an automatic train stop'device for use with an air brake system having a main air reservoir, an engineers brake controlling valve, and a brake pipe through which air may iiow t0 and from suitable air operated brake mechanism, a normally open valve adapted to interrupt the dow of air through said brake pipe, a cylinder, a piston movable Within said cylinder and adapted tohold said valve in its normally open position, a conduit communicating with said main res ervoir and with said cylinder a. i through which air under pressure is supplied to said Leemanssaid brake pipe for closing said last menl tioned valve, means operated by air ,under pressure for forcing said last mentioned valve against its seat, and a passage leading from said cylinder and through which air under pressure is supplied to the means for forcing said last mentioned valve againsty its seat.

- 23. In an automatic train-stop, a non-release valve, a piston operated by diierential pressure, a pair of double diaphragms, an

initial'pressure reservoir, means operated by the aforesaid piston for controlling the sup ply oi' iuid reservoir. 24e. In an automatic train stop, a non-release valve, a piston operated by diderential pressure, a pair of double-diaphragme, an initial pressuip reservoir, means operated by the aforesaid piston for controlling the supply of fluid pressure to said initial pressure reservoir, electrdpneumatic means for controlling the operation of 'said piston.

25. In an automatic train stop, a valvev structure comprising a plurality of sections, a non-release valve in one of said sections, guiding and securing means for said valve, a cylinder and .a piston for operating said valve, a valve for venting the brake pipe pressure and a pair of double diaphragms for operating said last mentioned valve.

26., ln a device of the class described, a

pressure to said initial pressure double diaphragm consisting of a pair of