US2103352A - Automatic train control device - Google Patents

Description

ec. .28, 1937. Q Q FARMER A| 2,103,352

AUTOMATIC TRAIN CONTROL DEVICE I Filed June 2s, 1955 4 sheets-sheet 2 Zo/ g36 2 o /99 4 Ru/v/v//VG Pos/now F550 VAL VE' PEDUC//VG VAL VE l T S CLYD FARMER L. HEW\TT BYEQZWM ATTORNEY (TIO Dec. 28, 1937. c. c. FARMER Er Al. n 2,103,352

' AUTOMATIC TRAIN CONTROL DEVICE Filed June 26, 1935 4 Sheets-Sheet 4 E525/155 Z6 Mf/PGEA/cy RUN/wv@ 45 V55/@HCE /Z EG" 7 Z PES. `S47 34] INVENTORS CLYDE C. FARMER ELLIS E. HEWITT ATTORNEY Patented Dec, 28, 1937 UNITED STATES i QFFICE Y Y 2,103,352, Y

AUTQMATIC TRAIN CONTROL DEVECE Clyde o. Farmer, Pittsburgh, and Ellie E. Hewitt,

Edgewood, Pa., assignors to The Westinghouse Air Brake Company, Wilmcrding, Pa., a corpo- -ration of Pennsylvania Application June 26, 1935, Serial No. 28,390

3s Claims.

This invention relates to brake controlling apparatus for railway trains and more par ticularly to that typeof control `apparatus for controlling the brakes of the train either manually by the use of the usual brake valve device or automatically through thev medium'of auto-V matic train control apparatus which is adapted to.

function in accordance withV trafiic conditions,

which train control apparatus may comprise fluid pressure apparatus adapted'to be electrically controlled from. the trackway. Y

yOne object of the invention isto provide an improved brakecontrolling apparatus of the above mentioned type. 1

In ordinary train service various train operatin conditions are encountered, such for instance as variations in the length and weight of trains and variations in rail and grade conditions, which make it necessary to exercise a great deal of skill in applying the train brakes to bring the train to a stop or to a predetermined slow speed'without causingharsh and dangerous slack gathering or closing shocks.

Since the engineman will naturally be aware of these conditions it is very desirable, in order to obtain theY best results, ,that the brake application be underhis direct control instead of being under the control of the automatic train control apparatus which, after al1being a mechanical device, cannot duplicate manual "control under all train and track conditions. It will thus be understood that upon a danger signal indicating a changein traffic conditions, the engineman must cause an application of the .brakes to be effected within a predetermined periodof timeand that if he fails to do this, the automatic train control apparatus functions to cause the brakes to be applied.v Y I With this in mind, another objectA of the in-V vention is to provide in combination with the enginemans automatic brake valve device and the automatic, trainV control apparatus, improved means for suppressing .an automatic train VconfV trolapplication of the brakes when the automatic brakevalve device is moved by the engineman matic trainco-ntrol apparatus is lemployed the re-V duction irl-brake pipe pressure is eiTected through the medium of leitherthe automatic brake valve device or. thetrain control apparatus'. To effect a release of the'br'akes the automatic brake' valve automatic brake valve device from either release position or running position to lap position tocut on the supply of fluid under pressure to the brake pipe when the train control apparatus is set inv4 operation to effect an'applicatio'n ofI the brakes.Y

Other objects and advantages will appear" vin` the: following more detailed description "of the invention. Y A

s In` `the accompanying drawings, Fig. 1 is a diagrammatic'view, mainly in section, of a portion of a train brake equipment Yeinbodying"the invention; Fig. 2 is a diagrammatic *vertical-sec# tional View of the enginemans automatic brake valve and brake valve pedestal, certain of the devicesassociatedtherewith being shown in elevation; Fig. 3 is a fragmentary plan view of the enginemans automatic brake valve device, a portion, of the valve casing beingbroken away` to illustrate certain lfeatures of the device; liigl 4l is a view somewhat similar to Fig. 3, a portion of the casing` being broken away on the line llj-ll of Fig. 2; Figs. 5 to 9 inclusive are Vfragrnentary vertical sectional views of the automatic brake valve device illustrating the rotary valve thereof in its several brake controlling positions; Fig. 10 is a fragmentary diagrammatic sectional View of a portion of theV application valve mechanism of the apparatus and illustrates a modification of the mechanism; Fig. V11 is a diagraniniaticv View, mainly` in section, of a portion of a trainbrale equipment embodyinganotherl form of the invenf tion; Fig. 12 is a detail vertical sectional View' of a portion ofthe automatic brake valve device, taken on the line I2--l2`ofV Fig. 11, and l;ii`g,.\13 isa detail-horizontal sectional view of a portion of the automatic brake valve device; taken on-Y thev line |3-I3 of Fig; l2. Y

As shown in the accompanying drawings, the

train brake equipment may comprise a brake pipe a feed valve device 6, a reducing valve dev ice1 and a relay valve device 8. The equipment also com prises a timing mechanism 9, a brake application valve device l0, a suppression valve device an equalizing reservoir l2, a timing reservoir |3 which is associated with the suppression valve device, a timing reservoir I4 which is associated with the application valve device, a first reduction reservoir |5 and a second reduction reservoir I6. The equipment also includes a brake valve actuating mechanism |1 which is adapted to operate automatically, when an automatic train control application of the brakes is initiated, to move the enginemans automatic brake valve device from either release position or running position to lap position, as will hereinafter more fully appear.

Although not shown in the drawings, the train brake equipment may include, in addition to the above mentioned parts, mechanisms and devices, a distributing valve device, the brake apparatus on each car of the train and a main reservoir. The distributing valve device may be of the same type as that disclosed in Patent No. 1,975,264 issued October 2, 1934 to Clyde C. Farmer and the brake apparatus may be of the same type as that disclosed in said patent. Both the distributing valve device and the brake apparatus are controlled according to variations in brake pipe pressure in the usual manner in effecting the application and release of the brakes, that is to say, a reduction in brake pipe pressure causes an application of the brakes on the locomotive and cars to be effected and an increase in brake pipe pressure causes a release of the locomotive and car brakes.

The brake valve and brake valve pedestal arrangement is what is known as the No. 8 E. T. brake valve arrangement and is quite similar to the brake valve arrangement disclosed in the above mentioned patent.

The automatic brake valve device 3 may comprise a casing having a valve seat section 29 and a cap or cover section 2| which sections are secured together and to the pedestal 2. The cover section 2| Vis provided with a bore containing a rotary valve 22, the face of which slidably contacts with the valve seat carried by the seat section 2|), and the peripheral edge surface of which slidably contacts with the cover section 2| within said bore. The rotary valve 22 is operatively connected with the inner end of a rotatable operating stem 23 suitably journaled in the cover section 2| of the casing. The outer end of the stem 23 terminates outside of the cover section 2| and has secured thereto an operating handle 24 through the medium of which the stem and thereby the rotary valve is rotated. The handle is provided with the usual spring-pressed plunger 25 which is adapted to cooperate with a notched quadrant 26, carried by the cover section 2|, to yieldably resist movement of the handle. from one brake controlling position to another and to indicate to the engineman when the handle is in a desired control position.

Beneath the handle 24 and adjacent thereto, there is secured to the operating stem 23, for rotation therewith, a cam 21 having a peripheral cam face preferably comprising curved concentric surfaces 28 and 29, the radius of the surface 28 being less than that of the surface 29. The cam face also comprises a sloping surface 30 which merges into the surfaces 28 and 29.

The cover section 2| of the casing is provided with a valve chamber 3| containing an exhaust valve 32 having a uted stem 33 which is slidably guided in a bushing 34 mounted in the casing, said valve being operative to control communication from the valve chamber 3| to a recess 35, which recess, as shown in Fig. 4 of the drawings, is connected, through the restricting passage of a choke plug 36, to the atmosphere. The recess is also connected to a control pipe and passage 31 for reasons which will hereinafter be fully described. One end of the bushing 34 is provided with an annular seat rib 38 on which the valve 32 is adapted to seat to close communication from the valve chamber 3| to the recess 35, said valve being constantly urged toward the seat rib by the action of a coil spring 39 contained in the valve chamber 3|.

For the purpose of controlling the operation of the exhaust valve 32, a member 43 is provided which, in the present embodiment of the invention, is contained in the recess 35 and which, at one end, is pivotally mounted on a pin or projection 4| carried by the cover section 2| of the casing. The other end of the member 40 is adapted to operatively engage the end of the fluted stem 33 of the exhaust valve 32. The member 43, intermediate its ends, is provided with a lug 42 which is adapted to be operatively engaged by the surfaces 29 and 3D of the peripheral face of the cam 21 for controlling the operation of the member and thereby the exhaust valve 32.

From an inspection of Fig. 4 of the drawings it will be observed that, with the movable parts of the automatic brake valve device 3 in either running position or release position, there will be a slight clearance between either the end of the lug 42 and the surface 28 of the cam 21 or the end of the valve stem 33 and the free end of the member 40, thus insuring the proper seating of the exhaust valve 32 by the action of the spring 39.

When the handle 24 of the automatic brake valve device is being moved to the lst service position, the surface 3B of the cam 21 engages the lug 42 and causes the member 49 to rock about the projection 4| in a clockwise direction, such movement of the member unseating the exhaust valve 32 against the opposing pressure of the spring 39. With the brake valve handle 24 in 1st service position or in either lap, service or emergency position, the surface 29 of the carn 21 is in engagement with the lug 42, so that the member 40 is maintained in position to hold the exhaust valve 32 open.

The cover section 2| of the automatic brake valve casing is provided with a recess which is open to the periphery of the rotary valve 22, the walls of the recess and the peripheral surface of the valve defining a chamber 43 which, in the several brake controlling positions of the rotary valve, is in communication with a chamber 44 at the back of the rotary valve by way of one or more cavities 45 in the back of the valve. The rotary valve chamber 44 is constantly open to a uid pressure supply passage 46 leading from the feed valve device E.

For the purpose of controlling communication from the main reservoir to the chamber 43 and consequently to the rotary valve chamber 44, a valve piston 41 is provided which is slidably mounted in the cover section 2| of the brake valve casing. 'I'his valve piston is provided, at one end, with a valve 48 which is adapted to seat on an annular seat rib 49 carried by the cover section of the casing and close a passage 50 leading to the chamber 43. At the outside of the seat rib 49, the face of the valve piston and the cover secway of` a pipe 52 and a passage 53.'

"will hereinafter appear', functions in accordance4 tion" 2| define a. chamber 51| with which the main reservoir is in constant open communication by The valve piston, at its other end4is provided with a valve 5i which is adapted to seat on a. gasket 55. which isgclamped between the casing sections 20 and 2 I. The chamber 5|' Yis in constant communication through a small or restricting port 55 in the valve.

piston with a chamber 51 at the other side of the valve piston, which chamber 51 is open to a passage 58 leading to the seat of the rotary valve 22. Contained in the chamber 51 is aV coil spring 59 which acts to urge the valve piston in the direction toward the seat rib 49.

The equalizing discharge valve device 5 may comprise a casing in which there is operatively mounteda piston having a stem 1| which is slidably guided by theV casing within a bore 12'. At one side of the piston lll isa piston chamber 96 with which the vedualizing reservoir |2 is in` constant communication by way of a pipe 13,V

a passage 'I4 and a passage 15, said passage 154 leading Vto the seat'for the rotary valve 22 of the automatic brake valve device. At the other side of the piston therev is a chamber 16 which is inY constant open communication with a passage 11 leading to the seat for the rotary valve 22 and which contains an exhaust valve 18 which is operative to control communication from the valve chamber 16 to a passage'IS leading to the valve vchamber 3| containing the exhaust valve .32. The exhaust ,valve 12 is provided with a stem 85j which is slidably gui-ded in a bushing 8| carried by the casing'.V The valve stem extends throughV the bushing and adjacent its end is provided with a collar 82. interposed between and engaging the outer face of this collar and the casing is a coil spring 33A which normallyl maintains the exhaust valve 18 seated as shown in Fig. 2 of the drawings.

Contained in the Valve chamber 'i6 is a bell cranl;V lever which is rockably mountedconva pin 8% carried by the casing, said lever comprising arms 55 and 85. The end portion` 81 of the arm 85 is substantially spherical in form andis operatively engaged by the piston stem 1| Awithin an opening 88 which preferably extends through the stern. The Varm 86 Yis adapted to operatively engage the inner face of' the collar 82 to control the operationV of, the exhaust valve 1|).V 4The arm 35, at 'a point intermediate its spherical end V31 and the pin 21|, is adapted to operatively engage the end of the stem of a supply valve 39 contained in a chamber 9|) which is in constant com munication with a passage 9| leading from the seat of a rotatable plug valve 92 mounted in the casing section 25 of the automatic brake valve device, said valve 55 being 'normally maintained seated by the action'of a coil spring 93. VWith the plug valve 92 inthe position in which it is.

shown in Fig. 2, the passage 9| is in registration with a passage 94 in the'plug valve, and the passage 94| is in registration with Va passage 95 leading to the seat for the rotary valve 22 -of the;

automatic brake valve device. Y

The timing valve mechanism S constitutes a part of the train control apparatus and is provided for the purpose of controllingV the operation ofthe application valve device lil. Thistiming mechanism may comprise a'luid pressureY controlled valve portion and `an electrically Ycon-- trolled valveV portion, which latter portion, as

with changes in signal indications'to control the .fa-masse.

portion and to cause a signal to Vbe produced' when a danger zone is encountered' to warn the engineman that an automatic train control ap-Y plication of the brakes is about to be initiated.

The uid pressure controlled Valve portion of the timing valvemechanism 5 comprises a double beat valve IBI contained in a chamber .|32 and having a fluted'stem' |03 extending through a chamber |94 at one side of a valve piston |55, and through an opening in a wall Iof the valve piston Vand into a chamber |51. Contained in chamber ||i1 and secured to the end of the valve stem ID3 is a collar |08 against. which a spring tail acts, said spring being adapted to operate thexdouble beat valve Il upon upward move-` ment of the valve piston. Interposed between and engaging the wall |55 of the valve piston and theV casing of the timing valve mechanism is a spring |||l adapted to urge end of said member, and interposed between .the collar andfnut is a spring l |&, which is adapted to Vmaintain Vthe collar in engagement with the valve stem ||3 and to exert a downward vforce on the stern H3 and consequently on the valve |0I.

The electrically controlled valve portion of n the timing valve mechanism 5 comprises a mag- Vnet im, a valve contained in a chamber |2|,'

and a valve |22Y contained in a chamber |23.

VThe magnet upon energization, is adapted to seat valve |20 and unseat valve |22 and when said magnet is deenergized, a spring IM, contained in the chamber I 23, is adapted to seat valve 122 and unseat valve |20.

The magnet H9 is adapted to operate in ac'- f.' cordance with traic conditions on a railway and Y'may be governed by current from a circuit or circuits provided in the track rails (not shown) ,v in such a manner Vthat when traffic conditions are favorable, the magnet will be energized and when unfavorable or if the train should be stopped, the magnet will be deenergized.

The magnet valves and |22 are adapted to control the supplyand venting of fluid under pressureto and from a timing reservoir or charnber I 25, which is connected through Ya passage |25 toy the lower face of the valve piston |05.

The brake application valve device i5 may cornprise a casing having a piston |21, at one side of which is a piston chamber |28 connected through passages and Ypipe |29 to the chamber IM of the timing valve mechanism 9. Contained in the piston chamber `and interposed between and engaging the outer face of the piston |2l'V and the inner surface of the casing ispiston toward its normal position, in which Y position Vit is shown in Fig. 1. The piston is provided vwith a stem ESI adapted to actuate a kslide valve |32 contained in Va chamber 33 which is constantly connected to the feed valve passage 45 in the brake valve pedestal through a passage and pipe |374 Yand a passageV in the brake vvalve pedestal. The valve chamber |33 and piston chamber |23 are constancy con-.

nected to each other through a restricted port provided in the piston |21.

The brake application valve device also comprises a maintaining cut-off valve device, a 2nd reduction cut-in Valve device, and a control device for controlling the operation of these valve devices.

The maintaining cut-off valve device comprises a cut-off valve |31 contained in a chamber |38 which is connected through a passage |39 with the slide valve chamber |33, said valve being at all times urged in a direction toward its seat by a spring |40 contained in the valve chamber |38. The cut-off valve device also comprises a valve I4! which is connected to the cutoff valve |31 by means of a fluted stem |42, said stem passing through a chamber |43 which is connected to a passage |44 leading from the seat for the slide valve |32. The valve |4| is contained in a chamber |45 and is adapted to be engaged by the inner end of a plunger |46, said plunger being provided with a collar |41 which is slidably mounted in the casing. Also contained in chamber |45 is a spring |48 which is interposed between and engages one side of the collar |41 and the casing and which acts to urge the plunger |46 in a direction toward the left hand. The other side of the collar is adapted, as will hereinafter appear, to engage an annular seat rib |49 carried by the casing so as to prevent fluid under pressure which may leak from the chamber |45 past the collar |41 from escaping to the atmosphere by way of any clearance space between the casing and a portion of the plunger which extends through an opening in the casing to the exterior of the casing.

The reduction cut-in valve device comprises a double beat valve |56 which is contained in a chamber |5| which is constantly connected through a passage |52 to a 2nd reduction reservoir I6. The double beat valve has, at one side, a iiuted stem |54 which terminates within a chamber |55 and which is subject to the action of a spring |56 contained in the chamber. At the other side, the double beat valve has a luted stem |51 which extends through an opening in the casing to the exterior of the casing.

The control device comprises a movable abutment in the form of a iiexible diaphragm |58 and a follower |59 having a stem |60 which extends through an opening in the casing. Arranged exteriorly of the casing and pivotally secured to the stem |60 is a crosshead |6| which is adapted to operatively engage with the ends of the plunger and valve stem |51 which project beyond an exterior surface of the casing. At one side of the flexible diaphragm there is a chamber |62 which is connected through a passage and pipe |63 to the timing reservoir I4.y Leading from the passage |63 to the seat for the slide valve |32 is a passage |64 which, as shown in Fig. 1, is normally connected with the valve chamber |33. At the other side of the diaphragm and containing the follower |59 is a chamber |65 which is open to the atmosphere past the stem |69 of the follower. Also contained in this chamber is a spring |66 which is interposed between and is in operative engagement with the follower and casing, said spring tending at all times, to shift the follower |59 and diaphragm 53 in a direction toward the left hand.

The brake application suppression valve device comprises a casing having a flexible diaphragm |10 mounted therein. At one side of the diaphragm is a chamber |1| which is connected to a passage |12 which is in constant open communication with the feed valve pipe |34. At the other side of the diaphragm is a chamber |13 which is connected to a passage |14 which is in constant open communication with the brake pipe Contained in the chamber |13 and operatively associated with the diaphragm |16 is a follower |15 which is subject to the action of a spring |16 also contained in chamber |13. The follower is provided with a stem |69 which is adapted to engage a fluted stern |11 projecting from the right hand side of a double beat valve |18 contained in a chamber |19. Projecting from the other side of this double beat valve and extending into a chamber |86 which is constantly connected through a passage |3| to the atmosphere, is a uted stem |92 which is operatively engaged by one end of a plunger |83 which is slidably mounted in the casing. Interposed between and operatively engaging the plunger |83 and the casing is a spring |84 which, at all times, tends to urge the plunger and thereby the double beat valve |18 in a direction toward the right hand.

The brake valve actuating mechanism may comprise a cylinder casing |99 which is carried by the cover section 2| of the automatic brake valve device. Operatively mounted in the cylinder casing is a piston 9| having a hollow stem |92 which surrounds a spring |93 interposed between and operatively engaging the rear face of the piston and a non-pressure head |94 which has screw-threaded connection with the rear end of the cylinder casing, said spring tending, at all times, to urge the piston outwardly, i. e., in a direction toward the left hand. The piston stem |92 is provided with an arm |95 which extends through an elongated opening |96 in the cylinder casing and, exteriorly of the casing, is adapted to operatively engage an arm |91 which, in the present embodiment of the invention, is integral with the handle 24 of the automatic brake valve device. At the forward face side of the piston |9| is a piston chamber |98 which is connected through a passage and pipe |99 to a passage 260 leading to the seat for the slide valve |32 of the brake application valve device l0.

The cylinder casing |90 carries a small cylinder casing 20| in which there is operatively mounted a piston 292. At one side of this piston is a chamber 263 containing a spring 264 which acts to normally maintain an annular portion of the forward face of the piston in engagement with a gasket 205. The portion of the piston chamber 266 which is surrounded by the annular seated portion of the piston is connected to the double beat valve chamber |19 of the brake application suppression valve device by way of a passage and pipe 201, a passage 208, the restricting passage in a choke plug 269 and a passage 2|El. The rear face of the piston is provided with an annular groove which contains an annular valve gasket 2| adapted to engage a seat rib 2|2 carried by the casing. The piston is provided with a iiuted stem 2| 3 which extends through an opening in the casing. The outer end of the stem 2|3 is adapted to engage a spring electric contact member 2|4 which is carried by the casing, there being suitable insulating material interposed between the member and the casing and also between the piston stem and the member. The contact member 2 I4 is adapted to be moved, by means of piston stem 2|3, into engagement with'a `resilient electric contactY member 2|5 also carried lby andi'nsulated from the casing. The contact member 2|5 is adapted to,

cuit wire2l6 to the circuit wire 2|1 which is connected to one end of the windingof the magnet ||9, the opposite-end ofthe winding being connected to ground as shown in Fig. l. The wire 2|1 constitutes a portion of a circuit which is controlled accordingV to a trackway indication, as will hereinafter more fully appear.

The contact member 2| 5 is connectedfby'a wire 2| 8 to a spring contact member 2|9 which is secured to the non-pressure head |94 and which is adapted to contact with a contact member 220 secured Ito the non-pressure head, suitable insulating material beinginterposed between the contact members andbetween the contact member 2|9 and the non-pressure headv |94. The contact member 220is` connected to one terminal of a source of electric current, such, for instance as a battery 22|, the other terminal of the source ofY current being connected to ground. The contact members 2|9 and 220 are enclosedby an annular Y Aflange 222 of the non-pressure head |94 and cover plate `223 secured to the flange.

` The movement of the contact member2l9 into and out of contact with the contact member 220 is controlled by a plunger 224`which is slidably mounted in thehun-pressure head |94 `and which is controlled bythe piston stem |92, the plungerextending through an opening in the non-pressure head and being adapted to beV engaged by the end of the piston stem.

In operation the main reservoir (not shown) being charged with iiuid under pressure in the usual manner, fluid flows'therefrom through pipe 52 and passage 53 to the chamber 5| at one side of the valve piston 41 of the automatic brake valve device, and from said chamber flows through the port 59 in the valve piston to the chamber 251. Since the pressures of uidlacting on bothsides of the piston are substantially equal, the pressure of the spring 59 maintains the gasket valve 48 carried by the upper -end of the valve piston in seating engagement with the seat rib 49 as shown in Fig'. 2. From the passage l53 fluidrat main reservoir pressure flows through a branch passage 225 tothe feed valve device -B where the Y"pressure is reduced to that normally carried in the-brake pipe I.

Fluid at the reduced pressure supplied by the feed valve device ows through passage 46 to the rotary valve chamber lll` of the automatic brake valve device. From the passage 46 uid flows through passage |35, pipe and passage |34 to the slide valve chamber Y|33of the brake application valve device i9. From the pipe |34 fluid under pressure flows through passage |12 to the diaphragm chamber |1| of the suppression valve device Fluid at main reservoirpressure flows from the passage 53 through a branchpassage 226 to the reducing valve vdevice 1. The reducing valve Y device reduces the pressure to a desired degree and choked passage 230 to the valve` chamber v |23 .of

the timing valve mechanism.

Vthe equalizingdischargev valve device 5.

Assuming that the train is runningon trackwaywhere the traiic conditions are favorable, the automatic brake valve device will be in running position and the magnet ||9 Awill be energized'by current flowing through the circuit wire 2|1 and ground. With the magnet ||9 energized, the eX- haust valve |20 of the timing valve mechanism is maintained'seated and the supply 4valve |22'is maintained unseatedagainst the opposing pressure of the spring |24. With the valve |22 unseated, fluid at reducing valve pressure supplied to the supply valve chamber |23 flows therefrom to the timing chamber |25 and piston chamber 23| at `the lower side of the piston |05 by way of the open valve |22. and its fluted stem, a chamber 232, a passage 233, past a ball check valve 234 and and passage |29. Fluid from the passage is also adapted to flow from the passage 233 to the pasisage |26 by way of a restricted passage 235 which by-passesthe ball check valve 234. Fluid under pressure in'chamber 23| holds the valve'piston |05 in its upper `position'against the opposing pressurefof the spring H0, in which position the upper edge of the valve piston is in sealing engagement with a gasket 236.

The valve piston |05V acting through the medium of thespring |09 and valve stem |03 maintains the double beat valve |0| in its upper or normal position, in which position the chamber |04 at the upper side of the valve piston is connected with the atmosphere past the iluted valve stem |93 through chamber |02 and through an atmospheric passage 231.

with the rotary valve 22 ofthe automatic brake from said chamber through a port 238 in the rotary valve 22 and passage 15 tothe pistonchamber 93 of the equalizing discharge valve device 5. Fluid under-pressure alsoows from the-rotary valvefchamber 44 through a port `239 in the rotary val-ve and passage 11 to the chamber 16 of From the port 239 fluid under pressure flows through passage 95, passage 94 in-the plug valve 92 and passage 9| to the supply valve chamber 90 of the equalizing valve device 5. The pressures of fluid being equal on opposite sides of the piston '10 the several parts of the equalizing discharge valve device will be in their normal position as shown in Fig. 2, in which position both the exhaust valve 18 and the supply valve 89 are closed.

Fluid under pressure flows from the passage 15 through-passage 14 and pipe 13 to the equalizing reservoir I2.

Fluid under pressure iiows from the passage 9| through passage|61 andpipe and passage l|68 to the seat for the slide valve |32 of the brake ap plication valve device |0.

Fromthe passage 11 fluid under pressure flows through a'passage 240 in a plug valve `24| mounted in the section 20 of the casing of the automatic brake valve device and through a passage 242'to a branch of the brake pipe and consequently to the brake pipe. From this branch pipe uid under pressure flows through passage |14 to the diaphragm chamber |13 of the suppression valve device V| The pressures of fluid in the chambers |1| and |13 being substantially equal the spring |16 acts to hold the follower |15 and diaphragm |19 in their eXtreme right hand position as Vshownv in Fig. 1. yWith the follower in this position the spring |84 acts to `hold the double Jbeativalve'lf in its right 4hand seated'position, in

which position it closes communication between the chamber |13 and chamber 19 and opens communication from the chamber |19 to the chamber |80 which is connected through passage |8| with the atmosphere.

It will here be noted that since the chamber |19 is open to the atmosphere, as just described, and since the piston-'chamber 206 of the contact controlling cylinder device is connected to the chamber |19 by way of pipe 201, passage 208, the

passage in choke plug 209 and passage 2|9, the. piston chamber 206 is consequently open to the atmosphere. With the piston chamber 296 at atmospheric pressure, the spring 204 acts to hold the piston in seating engagement with the gasket 205. With the piston 262 in this position, the end of the stem 2|3 thereof will be out of engagement With the contact member 2|4, so that normally the member 2|4, due to its inherent spring characteristics, will be held out of contact with the adjacent contact member 2|5 and as a consequence the circuit through the battery 22| and the magnet ||9 is normally maintained open as shown in Fig. 1.

Fluid at feed valve pressure supplied to the slide valve chamber |33 of the application valve device I flows therefrom through the restricted passage |36 in the piston 21 to the piston chamber |28. With the pressures in the chambers equalized the spring |30 acts to maintain the piston and the associated slide valve |32 in the inner position as shown in Fig. 1, in which position fluid under pressure ows from valve chamber |33 through passage |64 and passage and pip-e |63 to the timing reservoir |4 and diaphragm chamber 62. Fluid under pressure in this chamber |62 acts on the diaphragm to maintain the diaphragm |58 and thereby the follower |59 in its Y inner position against the opposing pressure of the spring |66, in which position the follower, through the medium of the follower stein |60 and member 6|, maintains the double beat valve |50 in its right hand position and maintains the plunger |46 and thereby the valves |31 and |4| in their right hand position, in which position the valve |4| is seated and the valve |31 unseated.V l

The chamber |38 which contains the valve |31 is constantly connected through passage |39 to the application slide valve chamber |33, so that with the valve |31 unseated the chamber |43 will be charged with fluid at feed valve pressure. With the valve |4| seated fluid under pressure is prevented from leaking to the atmosphere past the collar |41 and stem of the plunger.

With the double beat valve |50 in its right hand position the second reduction reservoir |6 is open to the atmosphere by way of passage |52, valve chamber and past the fiuted stem |51 of the valve.

With the piston |21 and slide valve |32 of the application valve device I0 in their inner position, fluid under pressure ows from slide valve chamber |33 through a port 243 in the slide valve, passage 209 and pipe and passage |99 to the piston chamber |98 of the brake valve actuating mechanism |1. Fluid under pressure in this chamber |98 normally maintains the piston |9| in its innermost position against the opposing pressure of the spring |93, in which position the end of the piston stem |92 engages the plunger 224 and maintains the contact member 2| 9 in engagement with the adjacent contact member 220 as shown in Fig. 1.

The 1st reduction reservoir l5 is constantly connected with the atmosphere by way of a pipe 244, a passage 245, a branch passage 246 and the passage in a choke plug 241 having screw-threaded engagement with the brake valve pedestal 2. With the rotary valve 22 of the automatic brake valve device in release position, the passage 245 and consequently the 1st reduction reservoir is connected to the atmosphere by way of a passage 248 in the plug valve 92, a passage 249, a Cavity 250 in the rotary Valve 22 and an atmospheric passage 25|.

With the automatic brake valve device in running position, the cam 21 will be out of operative engagement with the arm 40 so that spring 39 will maintain the valve 32 seated, thus closing communication from the exhaust passage 19 to the atmospheric passage 35. By thus maintaining this communication closed, the possibility of the venting of fluid under pressure from the brake pipe in the event of the piston of the equalizing valve device being unintentionally moved, due to fluctuations in feed valve pressure in piston chamber 96 to unseat the vent valve 18, is entirely eliminated.

If the traiiic condition changes from favorable to unfavorable, the magnet ||9 is automatically deenergized as is usual, and when deenergized, operates to permit spring |24 to seat valve |22 to close communication from the valve chamber |23 and consequently from the reducing valve to the timing chamber |25 and piston chamber 23|, and to unseat the valve to permit fluid under pressure to be vented from the timing chamber and piston chamber 23| by way of passage |26, restricted passage 235, passage 233, chamber 232, past the valve |26, through valve chamber |2| and from thence to the atmosphere through a passage 252 having a restricted vent 253, and at the same time through a pipe 254 and a whistle device 255, the choked passage 235 being adapted to govern the rate of reduction in the pressure in the timing chamber |25 and piston chamber 23|, whereas the restricted vent 253 is of less capacity than the restriction in the passage 235 and thereby causes a portion of the fluid under pressure vented from the timing chamber and chamber 23| to flow through the whistle device 255 to cause the same to sound.

When the pressure in the timing chamber |25 and chamber 23| has been thus reduced to a predetermined degree, the spring H0 shifts the valve piston |65 downwardly causing the seat rib to engage the gasket ||2 and permitting spring 8 to shift the double beat valve |0| downwardly to its lower seat.

With the double beat valve |0| thus seated in v its lower or application position, fluid under pressure is vented from the application piston chamber |28 to the atmosphere through passages and pipe |29, chamber ||4, past valve 0|, through valve chamber |02 and passage 231, the flow of uid from the chamber |28 being at a faster rate than that of the iiow of fluid from the slide valve chamber |33 to the chamber |28 by way of the restricted port l 36 in the piston |21.

When the pressure is thus reduced in the application piston chamber |28, the pressure of fluid in the valve chamber |33 causes the application piston |21 and thereby the slide valve |32 to move outwardly to application position against the opposing pressure of the spring |30.

With the slide valve |32 in its outer or application position, a cavity 256 in said valve connects the passage 200 to an atmospheric passage 251 thereby venting the fluid under pressure .96 of the equalizing discharge valve device 6, and

laps the supply passage 11 to cut cil? the supply of `fluid under pressure to they brake pipe diaphragm chamber |13 of the suppression valve device andjchamber 16 of the equalizing discharge valve device 5; Further, the rotary valve 22 laps the passage 9,5 thereby cutting .off the supply of fluid under pressure to the supply valve chamber 99 of the equalizing discharge valve device 5 and tothe passage i161 and pipe |68, and also laps the passages 20.9 and 25| "thereby cutting oiT theV communication from the 1st reduction reservoir to the 4atmosphere by way of the passage 25|. Y

`It -Will here be `noted that in moving from running to lap position, thebrake valve-handle 24 and rotary valve 22 of the automatic brake valve device must 'pass through 1st service position, Vbut since this movement will be very rapid, there will be no appreciable reduction effected in the pressure ofY fluid` in either` the equalizing reservoir or piston chamber Y96 of the equalizing discharge valve device 5, consequently theequalizingdischarge valve device will not operate to vent fluid under pressure from. the brake pipe'by way of the valve 32 which has been `unseated by the movement of the cam 21 to,` lap position. It yvvill thus be understood that such-movement of the brake valve handlejand'rotary valve will notrcause an application `of the brakes to be effected. l

. In the application position of the application slidevalve |32 thepassage and pipe |68 is oonnectedfby a cavity 256 in thevalve with the passage HMV so that iluidat feed valve pressure llo-Ws from the-application valve chamber |33 to the supplyV valve-'chamber 66Y of the equalizing discharge valve device by Way of passage |39, maintaining cut-oi valve chamber |38, past the open valve *|31* and fluted stem |42, through charnber |43, passage |44, cavity V258, passage and pipe |68, passage |61 and passage 9|.

Further, with the application slide valve |32 in applicationy position Vva cavity 259Y therein -connects a passagef26il, which is Vin Communication with the equalizing reservoir pipe13, `to a passage 26| which is in communication with the 1st reduction reservoir pipe 2M, said passage 26| being restricted asfindicated Yby the reference character 262. With this communication established, uid under pressure is vented from the equaliz'ing reservoir |2 and piston chamber 96 of the equalizing discharge valve device to the 1st reduction reservoir ,l5 at a service rate, the restriction 262 governing said rate. When the equalizing piston chamberrpressure is reduced due to such venting, the pressure of uid inV chamber 16 `causes the piston 19 to move cut- Wardly. The piston as it thus moves causes the bell crank lever to be actuated `to unseat the vent valve 16. With the valve 18 unseated fluid under` pressure flows from the'chamber 16 and connected brake `pipe to the atmosphere byway ofpassage 19, valve-chamber fl Vinthe coverfsecjtion Vof the automatic brake valve casing, past the unseated valve 32 and its fluted stem 33, recess V35 and the flow restricting passage in the choke plug 36.

When the equalizing reservoir pressure ,equalizes into the lst reduction reservoir, fluid under Ypressure flows from said reservoir and equalizing piston chamber 96 to the atmosphere by Way of ,passage :246 andthe restricting passage in the choke plug 261, said reservoirs and chamber 96 being connected tothe passage 246 as will be understood from the foregoing description. The ilovv area of the passagein the choke plug 2&1 is such that after theequalization of the equalizing reservoir `pressure into the lst reduction reservoir the continued-reduction in the pressure of -fluid in the equalizing reservoir and piston chamber 96 in the equalizing discharge valve device will be at a slower rate. Now when the pressure of fluid in `chamber 16 of thevequalizing discharge valve device and consequently in the brake pipe l is reduced, by the flow of fluidpast the open exhaust valve 18, to substantially the pressure of fluid in chamber 96 or to a Adegree slightly less than the Vpiston chamber pressure, the Vpiston 19 willv becaused to move inwardly, said piston actuatingthre lbell crank lever associated Vtherewitlfi to 'permit' the valve 13 to be moved by the spring 'toward its seat, thus reducing the rate ofY resure of fluidin the piston chamber 96 the piston 10 and `consequently the valve 18 will come to a stop so that `the reduction in `the pressure of uid in chamber 16 and the brake pipe Will continue Vat a rate corresponding to the rate of reduction of iluid pressure inV piston chamber 96 and equalizing reservoir l2 by way of the flow restricting `passage in the choke plug 291.

If, due to brakepipe leakage, the pressure of fluid in chamber 16 should be caused to reduce at a faster rate than Vthat at which the pressure of `iiuid in piston chamber 96 is being reduced by the flow of fluid from the reduction reservoir I5 `and equalizing reservoir I2 through the flow restricting passage in the choke plug 241, iiuid at the'higher pressure in chamber 96 will cause l piston 10 to move inwardly. As the piston is thus moved, the lstem 1| thereof causes the bell crank lever to rock on the pin 8d in a clockwise direction. When so rocked, the arm 89 of the lever permits the valve 18 to be seated, thus cutting off' the exhaust of fluidfrom the Vclia-n'lber 16 and brake pipe l. After the valve 1d is seated, the arm 81 of the lever engages-the stem of the valve 89 and through the medium of the stem unseats the valve, so thatV fluid at feed valve pressure now flows Vfrom the chamber Q6 tc the chamber 16 and ,from thence ows to thebrake pipe to the brake pipe, the brake pipe pressure v/ill not be'permitted to reduce at a faster rate than that at 'which vthe equalizing reservoir is being reduced by way ofl the flow restricting passage inthe choke plug 241. v Y

When, afterV the valve 89 has been unseated, thebrake pipe pressure in chamber 16 of the equalizing discharge valve device becomes slightly greater than the equalizing reservoir pressure in piston chamber 96, fluid Vat the higher pressure in chamber 16 causes the piston 10 to move outwardly, causing the bell crank lever,.contained in By thus supplying iluid under pressureV chamber 16, to rock on the pin 86 in a counter clockwise direction, and as the lever is thus moved the spring 63 causes the valve 89 to seat and cut off the flow of fluid from the chamber 96 to the chamber 'i6 and brake pipe I. If, after the valve 89 is seated the piston '|0 continues to move outwardly, the bell crank lever Will kbe operated to unseat the valve 18 to vent iiuid under pressure from the chamber 16 and brake pipe From the foregoing description it will be seen that in effecting the rst reduction in brake pipe pressure the initial reduction will rst be at a fast rate after which the reduction will be at a slow rate. Due to the operation of the equalizing discharge valve device 5 to supply fluid under pressure to the brake pipe in the event of leakage of fluid from the brake pipe, the brake pipe pressure will not be permitted to reduce at a faster rate than that of the reduction in equalizing reservoir pressure as controlled by the flow of uid through the flow restricting passage of the choke plug 241 to the atmosphere. By thus maintaining brake pipe pressure against leakage it will be understood that a more uniform reduction in brake pipe pressure and consequently a more uniform brake cylinder pressure will be realized on all of the units of a train than would be the case if brake pipe leakage should be permitted to cause an excessive brake pipe gradient. It will be further noted that the first reduction in brake pipe pressure is so controlled that an application of the brakes will be effected in such a manner that the slack in the train will gather or close gently.

Further, with the application slide valve |32 in application position, a cavity 263 therein connects the passage |64 to a passage 264 leading to the atmosphere, said passage being restricted as indicated by the reference character 265. Since the passage |64 is in communication with the passage |63, fluid under pressure is vented from the diaphragm chamber |62 and timing reservoir I4 to the atmosphere at a rate governed by the restriction 265 in the passage 264. Now when the pressure of uid in the timing reservoir I4 and consequently in the diaphragm chamber |62 has been reduced to a degree below the pressure of the spring |66, the flexible diaphragm |58, follower |59, follower stem |60 and crosshead |6| will be moved, by the action of said spring, in a direction toward the left hand from the position in which it is shown in Fig. 1, permitting the spring |136 to act to seat the maintaining cut-out valve |31 and to unseat the valve MI, and also permitting the spring |56 to act to move the double beat reduction cut-in valve to its left hand seated position in which the atmospheric communication from. the valve chamber |5| and consequently from the 2nd reduction reservoir I6 to the atmosphere is closed and in which position the valve chamber |5| is in open communication with the chamber |55.

In the present embodiment of the invention, with the chambers and |5| connected together as just described, the pressure of fluid in the 1st reduction reservoir I5 will quickly equalize into the 2nd reduction reservoir |6 by Way of pipe 244, passage 26|, a passage 266, chamber |55, past the luted stem |54, through valve chamber |5| and passage |52. With the passage 250 leading from the equalizing reservoir pipe T3, con nected by the cavity 259 in the application slide valve |32 to the passage 26|, fluid under pressure iiows from the equalizing reservoir to the 1st and 2nd reduction reservoirs |5 and I6 respectively at a service rate as governed by the flow area of the restriction 262 in the passage 26|. The consequent reduction in equalizing reser- Voir pressure causes the equalizing discharge valve device 5 to operate to vent fluid under pressure from the brake pipe. The reduction in equalizing reservoir pressure at the service rate is suflicient to cause the equalizing discharge valve device to operate to effect a full service reduction in brake pipe pressure, so that a full service application of the train brakes will be effected.

The volume of the timing reservoir M and the flow area of the restricted passage 265 are so proportioned that it will require from twenty to thirty seconds for the pressure in the reservoir and consequently in the diaphragm chamber |62 to reduce suiiiciently to permit the spring |66 to shift the diaphragm |53, follower |56, follower stem and crosshead |6| from the position in which they are shown in Fig. 1 to their outer or second reduction position. It will be understood from the foregoing description that during this delay period the brakes have been applied in such a manner as to gently close or gather the slack in the train. When, due to the outward movement of the follower |59, the second reduction cut-in valve |50 is moved to its Cutin position the braking force on the vehicles of the train Will be increased at a more rapid rate than when the parts are in the rst reduction position, but since the slack will have been closed or gathered during the initial application of the brakes this increased rate of application cannot cause harsh shocks.

If, after a train control application of the brakes is effected, the track condition becomes favorable, then the magnet ||9 becomes energized again and as a result operates to seat valve |20 and unseat valve |22. With valve |22 unseated, uid under pressure again flows from the reducing valve device to the timing reservoir |25, thereby charging said reservoir. When the pressure in said reservoir becomes sulcient to overcome the pressure of spring I I0, the valve piston |05 is operated to seat the double beat valve |0| in its upper position, as shown in Fig. 1, and thereby close communication from the application piston chamber |28 to the atmosphere.

Fluid at feed valve pressure continues to flow from the application Valve chamber |33 through port |36 in the application piston |21 to the application piston chamber |28 and when, due to such ow, the pressure of fluid in chamber |28 becomes substantially equal to the pressure of uid in chamber |33, the spring |30 acts to shift the piston |21 and associated slide valve |32 to their inner or normal release position, in which position they are shown in Fig. 1.

With the application slide valve in its inner position as shown in Fig. 1, fluid at feed valve pressure is again supplied to the piston chamber |93 of the automatic brake valve actuating device causing the piston 9| of said device to move to its innermost position against the opposing pressure of the spring |93, said piston as it is thus moved actuating the plunger 224 to cause the contact member 2|9 to engage the contact member 220. Fluid at feed valve pressure is also again supplied from the valve chamber |33 to the timing reservoir l and diaphragm chamber |62. Fluid under pressure supplied to the chamber 62 causes the diaphragm |56, follower |59, follower stem |60 and crosshead 6| to move toward the right hand against the opposing pressure of the spring |66. This movement of the crosshead 'Fluid under pressure supplied to the brake pipe l` causes the valve Ml to be seated and the'valve |31 to be unseated and alsocauses the double beat valve |52 to be moved'from its left han-d seated position to its right hand seated position. With the double beat valve |50 in its right hand seated position, fluid under pressure is vented fromv the 2nd reduction reservoir I6 to the atmosphere by way of passage E52, double beat valve chamber 55E and past the fluted stem |51 of the valve.

When the piston 19| is moved to its inner position, the arm 95 carried thereby is out of engagement with the arm |91 of the brake valve handle 22, so that said handle and thereby the rotary Valve 22 can be moved by theoperator to running position, in which position the brake pipe l, chamber 16 of the equalizing discharge valve device5, equalizing reservoir I2 and piston chamber d of the equalizing discharge valve device are rechargedrwith fluid at feed Vvalve pressure supplied in the manner hereinbefore described.

causes the brakes on the train to release in the usual manner. Y l

In Fig. 10 a-modification of a portion ofthe brake application valve device vl is illustrated in which, instead of using a 2nd reduction reservoir to provide for a full service reduction'in brake pipe pressure, a valve 210 is employed which is subject on one side to the pressure of a spring 21| andiwhich is adapted to permit fluid under pressure to ow from the equalizing reservoir to the atmosphere by way of a passage 212 in a cap nut which holds the springA 21| in the casing and in engagement with the back face of the valve. The spring 21| is of such value that, when the greduction in equalizing reservoir pressure is sufcient to cause a full service reduction in brake pipe pressure to'be effected at a service rate, lit will act to seat the valve. `It will-thus be seen that'this arrangement will serve the same purpose as the 2nd reduction reservoir I6.

If, when the track conditions change from favorable to unfavorable, the operator observes the signal produced by the whistle 255 and promptly movesthe brake valve handle V2| and thereby the rotary valve 22 in the usual manner to effect an application of the brakes, a train control application of the brakes will be prevented as will be apparent from the following description.

When the voperator hears the signal produced by theV whistle, if he desires to make a split or two stage reduction in brake pipe pressure, he iirst moves the brake valve handle and thereby the rotary valve 22 either to 1st service position or to service position and then moves these parts from either of the service positions to lap position and nally moves them to service position. if, when the operator hears the signalv produced by the whistle, he desires to make a straightaway full service reductionV in brake pipe pressure, he promptly moves the brake valve handle 24 and rotary valve 22 through 1st service position and lap position to service position.

Assuming that the rotary valve 22 Vhas been moved from running position to 1st service position as shown in Fig. 5, in which a cavity 280 in the `rotary valve connects the passages 15 and 222 together and in which a port ,23| establishes communication from the rotary valveY chamber to the passage 95 leading to the maintaining valve chamber @e of the equalizing discharge valve device 5, fluid under pressure now hows from the equalizing reservoir l2 and connected piston chamber 95 of the equalizing discharge valve device to the ist reductionreservoir |5by way of passage 15, cavity 280 in the rotary valve, passage 249, passage 248 in the plug valve 92, passage 245 and pipe 244. Upon equalization of the equaiizing reservoir pressure into the 1st reduction reservoir the reduction in equalizing reservoir pressure and consequently in the piston chamber 9S of the equalizing valve device Ycontinues at a slow rate due to the ow of uid from the passage 225 to the atmosphere by way of passage 246 and the flow restrictingV passage in the choke plug 241. Y

Upon thus reducing the pressure of fluid in the piston chamber 95, the piston 10- of the equalizing discharge valve device moves upwardly causing the bell crank lever connected with the piston stem 1| to operate to unseat the dischargervalve 13 and thereby vent iiuid under pressure from the brake pipe to the atmosphere by Way of passage 2&2, passage 240 in the plug valve 24|, passage 11 chamber 1630i the equalizing` discharge valve device, past the valve 18, through passage 19, past the valve 32 which in the 1st service position is maintained unseated, through recess 35 and atmospheric choke 36, and is also ventedtc the atmosphere by wayof pipe 31 which is in communication with the recess 35, a check valve device 282, pipe 201, passage 208 in the suppression valve device the flow restricting passage in the choke plu-g 202, passage 2|0, valve chamber |19, past the iiuted stem |32 of the double beat valve |18, through chamber |80 and atmospheric passage ISI. The flow of uid from the brake pipe to the recess is at a faster rate than uid is permitted to flow from said recesss by way of the choke plugs 36- and 2702 and as a consequence the pressure of iiuid in pipe 201 andpiston chamber 206 will be increased and cause the piston 202 to move inwardly against the opposing pressure of the spring 20|! fromv the position in which it is shown in Fig. i. When the piston 202 is thus moved, the stem thereof engages the insulation on the contact member 2M and fieXes the member into contact with the adjacent c ontact member 2|5. This closes an electric circuit through, the battery 22! and the magnet H9 and the ow of current through this circuit reenergizes the magnet. Upon the reenergization of the magnet in the manner just described, the valve |20V is caused to seat and out olf the flow of fluid from the timing reservoir |25 and the valve |22 is caused to be unseated permitting fluid at reducing valve pressure to be again supplied to the timing reservoir |25.

It will be noted that fluid under pressure supplied to the pipe 201 also vflows through a flow restricting passage 283- in a ball check valve "clevice 284 and a passage and pipe 285 to the timing reservoir |3. Since the timing reservoir is thus charged the piston 202 will be held in its inner position for a predetermined period of time of sufficient duration Vto permit the operator to make a split reduction in brake pipe pressure without permitting the train control apparatus taking over the controlrof the application.

If the rotary valve 22 is left in ist service position until such time as the pressure of the iiuid in the piston chamber-,205 has been reducedV Athe contact; member 2I5 thus opening the circuit through the battery 22| and Vmagnet ||9 and thereby deenergizing the magnet.

Now when the Whistle 255 sounds the operator will know that he must promptly move the rotary valve 22 to service position or else the train control apparatus Will take over the control of the application of the brakes.

With the rotary valve 22 in service position, a restricted cavity 286 connects the passage 15 to the atmospheric passage 25| so that fluid under pressure is vented from the equalizing reservoir l2 and piston chamber 95 of the equalizing discharge valve device 5 at a service rate as governed by the ilovv area of the cavity 286.

Upon thus reducing the pressure of fluid in the piston chamber 96 the piston 10 of the equalizing discharge valve device is caused to move upwardly causing the bell crank associated With the piston stem 1| to operate to unseat the valve 18. With the valve 18 unseated uid under pressure is vented from the brake pipe to the atmosphere and to the piston chamber 206 and timing reservoir I3. Fluid under pressure supplied to the piston chamber 206 causes the piston 202 to move inwardly and said piston, when it is so moved, causes the contact member 2| 4 to contact with the contact member 2|5 and thereby close the circuit through the battery 22| and magnet ||9. The oW of current through the circuit rechergizes the magnet ||9 so that it causes the valve |20 to be seated and the valve |22 unseated and as a result the several parts of the timing valve mechanism 9 will remain in the positions in which they are shown in Fig. 1 and consequently the train control apparatus will have no control over the application of the brakes.

Now When substantially a full service reduction in brake pipe pressure has been effected, uid at feed valve pressure in chamber |1| of the suppression Valve device causes the diaphragm |10 to iler; in a direction toward the left hand compressing the spring |13 and, through the medium of the follower |15 and follower stem |11, shifting the double beat valve |18 to its left hand seated position against the opposing pressure of the spring |84. With the valve in this position, the atmospheric communication from the double beat valve chamber |19 and consequently from the piston chamber 206 and timing reservoir I3 is closed. Further, With the double beat valve in this position fluid at brake pipe pressure oWs from chamber |13 of the suppression valve past the fl'uted stem |11 of the double beat valve to the chamber |19 and from thence flows to the pipe 201 and consequently to the piston chamber 206 and timing reservoir I3. Thus, when a full service reduction in brake pipe pressure has been effected the pressure of uid in piston chamber 206 is maintained from the brake pipe, and since the exhaust communication from the chamber |19 is closed, the operator may noW move the rotary valve to lap position and may maintain it in this position as long as he desires Without causing the train control apparatus to move to application position.

If the operator, when he' hears the signal Whistle 255, moves the brake valve handle 24 and thereby the rotary valve 22 to service position, then to lap and finally to service position to effect a split reduction in brake pipe pressure the train control apparatus will be prevented. from operating to application position, provided the rotary valve 22 is not maintained in lap position too long, all of which will be understood from the foregoing description. It Will also be understood that if the operator moves the rotary valve 22 to service position and maintains it in this position until a full service reduction in brake pipe pressure is eiected, the train control apparatus will not operate to its brake application position.

If, when the track conditions are still unfavorable, the operator should move the rotary valve to release position, the train control apparatus will be set in operation to maintain the brakes applied.

It Will be noted that at any time, regardless of Whether or not the train control apparatus has operated to effect an application of the brakes, the operator may cause an emergency application of the brakes, for When the rotary valve 22 is moved to emergency position, as shown in Fig. 9, a cavity 281 in the valve connects the passage 15 leading from the equalizing reservoir l2 and piston chamber 96 of the equalizing discharge valve device 5 and the passage 11 leading from the brake pipe to the atmospheric passage 25|, so that a sudden reduction in brake pipe pressure Will be effected regardless of the position the train control apparatus may be in.

In Figs. 11, 12 and 13 a modification of the invention is illustrated which differs from the form of the invention shown in Figs. 1 to 9 mainly in that the means employed for suppressing a train control application of the brakes is controlled pneumatically instead of electrically.

In this form of the invention the casing of the brake valve actuating mechanism |1 is provided with a chamber 300 containing a cylinder casing 30| in which there is slidably mounted a piston 302 having a stem 363 which extends through an opening in the cylinder casing and which, at its outer end, is operatively connected to a lever 304 pivoted at one end to the cylinder casing |90. The piston chamber at the face side of the piston 302 is connected to the passage and pipe 201. The chamber at the back side of the piston contains a spring 305 which, at all times, tends to move the piston 302 to its normal position, as shown in Fig. 11.

The outer end of the lever 304 has operatively connected thereto a plunger rod 306 which is secured to one end of a slide valve 301 contained in a chamber 308 in the cylinder casing |90, said chamber 308 being constantly connected through a passage 303 with the atmosphere. The other end of the slide valve is adapted to be operatively engaged by a plunger 3|0 which is adapted to be operated throughthe medium of an operating arm 3| with which the rotary valve operating stem 23 is provided, the plunger being provided with an elongated opening 3| 2 for the reception of the arm 3| With the exceptions just noted the automatic brake valve device and brake valve pedestal are substantially the same as shown in Figs. 1 to 9 inelusive.

The application valve device |0 is substantially the same as the corresponding device shown in Fig. l, the only difference being that there has been provided in the casing of the device shown in Figs. 11 an additional passage 3|5, the purpose of which passage will hereinafter be described.

The timing valve mechanism 9 is identical with the corresponding mechanism shown in Fig. 1.

The apparatus shown in Fig. 11, besides comprising the above mentioned devices and mechanism also comprises a brake application suppression valve device 320 and a brake pipe reduction ensuring valve device 32|.

The brake application suppression valve device 320 comprises a casing having a flexible diaphragm 322 mounted therein. At one; side of the diaphragm there is a chamber 323 which, with the slide valve 361 in its normal position, as shown in Fig. 11, is connected Vthrough passages and pipe 324, valve chamber 368 and passage 369 to the atmosphere. At the other side of the diaphragm is a chamber 325 which, with' the application valve device I6 in its normal position as shown, is connected to the atmosphere by way of a passage and pipe 326, passage 3|5, cavity 256 in the application slide valve |32 and passage 251. Contained in the chamber 325 and operatively associated with the flexible diaphragm 322 is a follower member 321 which is subjectV to the pressure of a spring 328 also contained in the chamber 325. Y

The follower member is provided with a stem 329 which is adapted to engage a fluted stem 336 of a double beat valve 33| contained in a chamber 332 which is constantly connected through a passage 333 with the atmosphere. Projecting from the other side of this double beat valve and extending into a chamber 334 which is constantly. connected through a passage and pipe 335 to the exhaust passage 2,31 of the timing mechanism 9, is a fluted stem 336 which is operatively engaged by one Vend of a plunger 331 which is slidably mounted in the casing. Interposed between and operatively engaging the plunger 331 and the casing is a spring 338 which, at all times, tends to urge the plunger and thereby the double beat valve 33| in a direction toward the right hand.

The brake pipe reduction ensuring valve device 32| comprises a casing having a flexible diaphragm 346 mounted therein. At one side of the diaphragm there is a. chamber 34| which is connected through a passage 342 to the feed valve pipe |34. At the other side of the diaphragm there is a chamber 343 which is connected through a passage 344 to the brake pipe Contained in the chamber 343 and operatively associated with the flexible diaphragm 346 is a follower member 344 which is subject to the pressure of a spring 345 also contained lin the chamber 343. The follower memberv is provided with a stem 346 which is adapted to engage a uted stem 341 projecting from the right hand side of a double beat valve Y 348 contained in a chamber 343 which is constantly connected to the pipe 261 through a passage 356, a flow restricting passage in a choke plug 35| and a passage 352. Projecting from the other side of the double beat valve 348 and extending into a chamber 353 which is constantly connected through a passage 354 with the atmosphere is a fluted stem 355 which is operatively engaged by one end of a plunger 356 slidably mounted in the casing. Interposed between and operatively` engaging the plunger 356 and the casing is a spring 351 which, atall times, tends to urge the plunger and thereby the double beat valve 348 in a directionv toward the. right hand.

With the equipment charged with fluid under pressure in the manner hereinbefore described in connection with the equipment shown in Fig. 1, the several parts of the equipment shown in Fig. 11 will be in the positions in which they are shown.

Since the pressure of fluid in chambers34 andV position. With the doublelbeat valve in this position the pipe 261 and consequently the piston chamber atV one side of the piston 362 is connected with the atmosphere by way of passage 352, the flow restricting passage in the choke plug 35|, passage 356, valve chamber 346, past the iluted stern 355 Vof,` the rouble beat valve 343, through chamber 353 and passage 354.

The chambers 323 andv325 of the brake application suppression valve device 326 being at atmospheric pressure, the spring 328 acts to hold the follower member 321 and diaphragm 322 in their extreme right hand position, in which position, the plunger 331, under the influence of the spring 333, holds the double beat valve 331 in its right hand seated position. With the double beatvalve`33I in this position the exahust passage 231 of the timing valve mechanism 9 is connected to the atmosphere by way of pipe and passage 335, chamber 334, past the fluted stem 336 of the double beat valve 33|, through valve chamber 332 and passage 333.

If, with the automatic brake valve device of the apparatus shown in Fig. 11 in running position, the-traffic conditions change from favorable to unfavorable, the magnet |13 is deenergized so that the timing valve mechanism 3 and applica# tion valve device are caused to function to effect a split or two stage reduction in brake pipe pressure and thereby cause a fullservice application of the brakes. It will be understood that the operation of the timing valve mechanism and application valve device to effect an application of the brakes is substantially the same as has been fully described in connection with the apparatus shown in Fig. 1, and in view of this a detailed description hereof the operation of the apparatus is deemed unnecessary.

When the track conditions change from unfavorable to favorable, the several parts of the train controlapparatus will be automatically returned to their normal positions, as shown in Fig. 1l, and the operator will return the brake valve handle 24 to running position and the brakes will be released, all of which is accomplished in substantially the same manner as described in connection with the apparatus shown in Fig. l.

. If, when the trafiic conditions change from favorable to unfavorable, the operator acts promptly, upon hearing the signal produced by the whistle 255, to move the brake valve handle 24 and' thereby the rotary valve 22 to effect a full service application of the brakes within a predetermined time, a train control application of the brakes will be prevented.

When the operator hears the signal produced by the whistle, if he desires to make a split'or two stage reduction in brakerpipe pressure he may first move the brake valve handle 23 and thereby the rotory valve 22 from running position` to 1st Vserviceposition or to service position, then to lap and finally to service position.

It will be understood that when the rotary valve is in either service position, uid vented from the brake pipe, through the operation of the equalizing discharge valve device 5, is supplied to the pipe 261 in the same manner as described in connection with the apparatus shown in Fig. 1. Fluid under pressure thus supplied to the pipe 261 flows to the timing reservoir |3 and to the piston chamber at the face side of the piston 362. Fluid under pressure thus supplied Vto the piston chamber causes the piston to move' outwardly against the opposing pressure of the spring 305 and through the medium of the piston stem 303 actuates the lever 304 to shift the slide valve in a direction toward the left hand to a position in which a cavity 360 connects a passage 30|, leading from the piston chamber |98, to the passage 324. With this communication established fluid under pressure flows from said piston chamber to the diaphragm chamber 323 of the suppression valve device 320. When the pressure of fluid in chamber 323 and acting on the diaphragm 322 becomes high enough to overcome the opposing pressure of the spring 305 the diaphragm acts to move the follower member 321 in a direction toward the left hand. When the follower is thus moved, the stern 329 thereof engages the end of the uted stem 330 of the double beat valve 33| and shifts said valve from its right hand seated position to its left hand seated position. The double beat valve in this position closes the atmospheric communication from the exhaust passage 231 of the timing valve mechanism 9, so that when the double beat valve moves downwardly and establishes communication from the passage |29 and consequently from the application piston chamber |28 to the passage 231, uid under pressure will not be permitted to flow to the atmosphere and the application piston will remain in its normal position.

When the desired reduction in brake pipe pressure is effected, the operator moves the brake valve handle 24 and thereby the rotary valve 22 to lap position and then moves the handle and rotary valve to service position and maintains the handle and valve in service position until a full service reduction in brake pipe pressure has been effected after which the handle and valve may be moved to lap position.

It will be noted that after the first reduction in brake pipe pressure has been completed by moving the rotary valve 22 to 'lap position the pressure of fluid in the timing reservoir I3 and piston chamber at the face side of the piston 302 reduces due to the flow of fluid therefrom by way of pipe 201, passage 352, flow restrict-.ing passage in the choke plug 35|, passage 350, valve chamber 349, past the uted valve stem 355, through chamber 353 and passage 354. The volume of the reservoir I3 and the flow area of the restricting passage in the choke plug 35| are so proportioned with relation to each other that it will require several seconds for the timing reservoir pressure to reduce sufficiently to permit the spring 305 to return the piston 302 and thereby the slide valve 301 to their normal position.

If the operator moves the rotary valve 22 from lap to service position before the slide valve 301 is returned to its normal position, fluid under pressure is again supplied to the pipe 201 and consequently to the timing reservoir and as a result the piston 302 will be maintained in its outer position and the slide valve 301 will remain in the position to which it has been moved by the piston 302. Now, if the operator leaves the rotary valve 22 in service position until a full service reduction in brake pipe pressure has been effected, fluid at feed valve pressure in diaphragm chamber 34| of the reduction insuring valve device 32| causes the diaphragm and associated follower member 344 to move in a direction toward the left hand against' the opposing pressure of the brake pipe and spring 345 in chamber 343. The follower member as it is thus moved engages the fluted stem 341 of the double beat valve 348 and shifts said valve to its left hand position, in which position it cuts oi the exhaust of uid under pressure from the timing reservoir I3 and at the same time permits fluid at brake pipe pressure to iiow from diaphragm chamber 343 to said reservoir and the piston chamber at the face side of the piston 302, past the fluted Valve stem 30?, through chamber 34S, passage 350, flow restricting passage in the choke plug 35|, passage 352 and pipe 201. It will here be noted that when the brake valve handle 24 is moved from lap to service position the arm 3|| on the operating stem 23 of the rotary valve causes the plunger 3|0 to move in a direction toward the left hand a sufficient distance to shift the slide valve 301 to its forward position if the piston 302 has not already been operated to do so. This plunger also serves to positively maintain the slide valve 301 in its forward position as long as the brake valve handle is in service position.

If the operator should leave the rotary valve 22 too long in lap position after the first reduction in brake pipe pressure has been effected, that is to say, until the pressure of fluid in the timing reservoir I3 and piston chamber at the face side of the piston 302 has been reduced below the value of the spring 305, said spring acts to move the piston and thereby the slide valve 301 to normal position. With the slide valve in this position the communication between the passages 33| and 324 is cut ofi and the passage 324 is connected to the slide valve chamber 308 which is open through passage 309 to the atmosphere. Since the passage 324 is in communication with the diaphragm chamber 323 of the suppression valve device 320, fluid under pressure is vented from said chamber 323 to the atmosphere. With chamber 323 vented, the spring 328 causes the follower member 321 and follower to move in a direction toward the right hand permitting the plunger 331, acting under the inuence of the spring 333, to shift the double beat valve 33| to its right hand seated position, in which the chamber 334 and consequently the exhaust passage 231 of the timing valve mechanism 3 is open t0 the atmosphere by way of the fluted stem 330 of the double beat valve, valve chamber 332 and passage 333. By this time the pressure of uid in the timing reservoir |25 of the timing valve mechanism 9 will have been reduced sufficiently to permit the valve piston to be moved to its lower seated position in which the double beat valve I0| will be in its lower seated position in which the passage |29 is open to the exhaust passage 231. Since the passage |23 is in communication with the application piston chamber |20, uid under pressure is now vented from said chamber to the atmosphere.

Upon the venting of fluid under pressure from the application piston chamber |28 the application valve device is caused to operate to effect a train control application of the brakes. It will be noted that, when in effecting such an application, the piston chamber |93 of the brake valve actuating device l1 is vented and the piston ISI is moved forwardly, said piston closes the passage 36| to the chamber |98, so that if the operator should move the rotary valve 22 to service position the train control application cannot be suppressed.

Furthermore,even if the operator attempts such suppression before piston |9| laps the passage 30 but after the application piston |21 has moved to lap position, the opening of passage 3|5 to valve chamber |33 permits supply of fluid through 75 Cil y pression valve device 320 which acts to maintain the suppression valve device in the position for `effecting a train control application of the brakes regardless of the pressure of iiuid which maybe obtained'in chamber 323 due to the operation of the brake valve device. l

When traffic conditions change from unfavorable to favorable either a train control application of the brakes or a manual application of the brakes will Vbe released in substantially the same manner as has been described in connection with the apparatus shown in Fig. 1. l Y

While several illustrative embodiments of the invention have been describedin detail, it is not the intention to limit its scope to these embodiments or otherwise than by the terms of the appended claims.

Having nowdescribed our invention, what We claim as new and desire to secure by Letters Patent, is:

l. In a train control brake equipment, `in combination, abrake pipe, a brake valve device having a normal position for supplying uid under pressure to ysaid brake pipe, aV lap position for cutting off the supply of lfluid under pressure Vto said brake pipe-and an application position for venting-fluid under pressure yfrom said brake pipe, a handle operable manually to move said brake valve device out-of said normal position to either said lapor application position, a movable abutment, a flug associated with said V abutment and operative by said abutment to effect movement of said handle and thereby saidbrake valve device out of said normal position to lap positiononly, and means operative uponfa change in signal lindication to effect operation of said abutment, the movement of said brake valveV deviceV by said handle being independent of said abutment.

2. Ina train control brake equipment, in combination, a brake pipe, a brake valve device having anormal position in Which fluid under presf sure is supplied to the brake pipe and operative manually to effect a reduction in brak-e pipe pressure and movable either manually or automatically to a lap position for cutting olf the supply of fluid under pressure to the'brake pipe, means for effecting vthe automatic movement of said brake valve device to lap position, mechanism operative .automatically'to effect a reduction in brake pipe pressure, control means operative upon a change bination, a v.brake pipe, abrake valve device Vhaving a normal position in which fluid under pressure is supplied to the brake pipe and operative lmanually to effect a reduction in brake pipe pressure and movable either manually or automatically to a lap Yposition for `cutting off the `supply of fluid `under pressure to'tlie brake pipe,

Ameans for effecting the automatic movement of Y said brake valve device to lapposition, mechanism operative automatically to effect a reduction .inbrake pipe pressure, control means operative upon a change in signal indication to effect the operation of said means and said mechanism, and means operated upon movement of the brake valve device to a brake applying position for suppressing the operation of the control means.

4. In a train `control brake equipment, in combination, a brake pipe, a brake valve device having a normal position in Which fluid under pressure .is supplied tothe brake pipe and operative manually to effect a reduction in brake pipe pressure and movable either manually or automatically to a lap position for cutting oif the supply of uid under pressure to the brake pipe, a movable abutment having a normal position and movable therefrom to effect movement of said Vbrake valve device to said lap position,^contro1 means operative upon a change in signal indication for effecting the operation of said movable abutment, suppression means associated with said abutment, and means conditioned upon operation of said brake valve device, to effect a reduction in brake pipe pressure, toA cooperate with said suppression means when said abutment is in the normal Vposition to prevent the operation of said movable abutment upon a change in signal indication. i

5. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position in which uid under pressure is supplied to the brake pipe and operative manually to effect a reduction in brake pipe pressure and movable either manually or automatically to a lap position for cutting off the supply of fluid under pressure to the brake pipe, a movable abutment having a normal position and movable therefrom to effect movement of said brake valve device to said lap position, control means operative upon a change in signal indication for effecting the operation of said movable abutment, means operative'to render Y Vsaid control means ineifective to effect the operation of said abutment,'said brake valve device a reduction in brake pipe pressure, to effect the operation of said means.

6. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position in which fluid under pressure is supplied to the brake-pipe and operative manually to effect a reduction in brake pipe pressure and movable either manually or automatically to a lap position for cutting off the supply of fluid under pressure to the brake pipe, a movable abutment having a normal position and movabletherefrom toeffect movement of said brake valve device to said lap position, control means operative upon a change in signal indication for 'effecting the operation of said movable abutment, means'operative to render said control means ineffective to effect the operation of said abutment', said brake valve device being operative, when moved manually to effect a reduction in brake pipe pressure, to effect the operation of said means, and means operative after effecting a full service reduction in brake pipe pressure and with the brake valve device in said lap position to effect the operation of said means.

'7. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position in which fluid under pressure is supplied to the brake pipe and operative manually to effect Va reduction in brake pipe pressure and movable either manually or automatically to a lap position for cutting off the supply Vof uid underrpressure to the brake pipe, a movable abutment havingY a normal position and movable YVtherefrom-to effect movement of said brake valve device to said lap position, control means operative upon a change in signal indication for effecting the operation of said movable abutment, switch meansoperative to render said control vmeans ineifective to eifect the operation of said abutment, said brake valve device being operative when moved manually to effect a reduction in brake pipe pressure to effect the operation of said switch means, and means operative upon obtaining a full service reduction in brake pipe pressure to elect the operation of said switch means.

8. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a, normal position in which fluid under pressure is supplied to the brake pipe and operative manually to eiect a reduction in brake pipe pressure and movable either manually or automatically to a lap position for cutting oi the supply of fluid under pressure to the brake pipe, a movable abutment having a normal position and movable therefrom to effect movement of said brake valve device to said lap position, control means operative upon a change in signal indication for effecting the operation of said movable abutment, valve means operative to render said control means ineiiective to effect the operation of said abutment, means for manually operating said brake valve device and operative to operate said valve means upon manual operation of said brake valve device to eiect a reduction in brake pipe pressure, and mechanism operative upon a full service reduction in brake pipe pressure for also operating said valve means.

9. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position for supplying fluid under pressure to said brake pipe and movable manually therefrom to an application position for effecting a service reduction in brake pipe pressure, and movable either manually or automatically to a lap position for cutting off the supply of fluid under pressure to said brake pipe, a handle for manually moving said brake valve device to said positions, a uid pressure controlled abutment having a normal position and movable therefrom to eiTect movement of said brake valve device to lap position automatically, mechanism operative to effect a reduction in brake pipe pressure, means operative upon a change in signal indication to automatically effect the operation of said abutment and mechanism, and cooperating means associated with said abutment and brake valve device and operative upon manual movement of said handle to said application position and with said abutment in said normal position to prevent the operation of said abutment and mechanism.

10. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position forsupplying fluid under pressure to said brake pipe and movable manually therefrom to an application position for eiecting a service reduction in brake pipe pressure, and movable either manually or automatically to a lap position for cutting off the supply of fluid under pressure to said brake pipe, a handle ior manually moving said brake valve device to said positions, a fluid pressure controlled abutment having a normal position and movable therefrom to eiect movement of said brake valve device to lap position automatically, mechanism operative to eiect a reduction in brake pipe pressure, a normally energized electro-responsive device adapted to be deenergized upon a change in signal indication for eiecting the operation of said abutment and mechanism, a source of electrical energy, a switch controlled by said abutment and closed when said abutment is in said normal position, another switch controlled by said handle and closed upon operation of said handle to move said brake valve device to application position, said switches being connected in series with each other and said source of electrical energy and said electroresponsive device whereby said electroresponsive device may be energized if the brake valve handle is moved to said application position before movement of said abutment out of said normal position.

11. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position for supplying fluid under pressure to said brake pipe and movable manually therefrom to an application position for effecting a service reduction in brake pipe pressure, and movable either manually or automatically to a lap position for cutting off the supply of fluid under pressure to said brake pipe, a handle for manually moving said brake valve device to said positions, a fluid pressure controlled abutment having a normal position and movable therefrom to eiect movement of said brake Valve device to lap position automatically, mechanism operative to effect a reduction in brake pipe pressure, a normally energized electro-responsive device adapted to be deenergized upon a change in signal indication for eiecting the operation of said abutment and mechanism; a source of electrical energy, a switch controlled by said abutment and closed when said abutment is in said normal position, another switch controlled by said handle and closed upon operation of said handle to move said brake valve device to application position, said switches being connected in series with each other and said source of electrical energy and said electroresponsive device whereby said electroresponsive device may be energized if the brake valve handle is moved to said application position before movement of said abutment out of said normal position, and means operative while fluid under pressure is being vented from the brake pipe for maintaining the second mentioned switch closed upon movement of said handle to lap position.

12. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position for supplying fluid under pressure to said brake pipe and movable manually therefrom to an application position for effecting a service reduction in brake pipe pressure, and movable either manually or automatically to a lap position for cutting 01T the supply of fluid under pressure to said brake pipe, a handle for manually moving said brake valve device to said positions, a fluid pressure controlled abutment having a normal position and movable therefrom to eiect movement of said brake valve device to lap position automatically, mechanism operative to eiiect a reduction in brake pipe pressure, a normally energized electroresponsive device adapted to be deenergized upon a change in signal indication for effecting the operation of said abutment and mechanism, a source of electrical energy, a switch controlled by said abutment and closed when said abutment is in said normal position, another switch controlled by said handle and closed upon operation of said handle to move said brake valve device to application position, said switches being connected in series with each other and said source of electrical energy and said electroresponsive device whereby said electroresponsive device may be energized if the brake valve handle is moved to said application position before movement of said abutment out of said normal position, and means controlled by `brake pipe pressure and operative upon a full service reduction in brake pipe pressure for maintaining the second `mentioned'switcn closed independently ofthe brake valve handle.

13. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position for supplying iluid under pressure to said brake pipe and Ymovable manually therefrom to an application position for effecting a-service reduction in brake pipe pressureand movable either manually or automatically to a lap position for cutting on the supply of fluid under pressure to -said brake pipe, a handle Vfor manually moving said brake valve device to said positions, aV iiuid pressure controlled abutment having a normal position and movable therefrom to effect movement of said brake Valve device to lap position' automatically, mechanism operative to effect a reduction in brake pipe pressure, a normally energized electroresponsive device adapted to be deenergized upon a change in signal indication for eiecting the operationrof said abutment and mechanism, a source of electrical energy, a switch controlled by said abutment and closed when said .abutment is in said normal position, another switch controlled by said handle and closed upon operation of said handle to move said brake valve device to application position, said switches being connected in series with each other and said source of electrical energy-and said electroresponsive device whereby said electroresponsive device may be energized if the brake valve handle is moved to said application position before movement of said abutment out of said normal position, means operative by iiuid under pressure vented from the brake pipe for holding the second mentioned switch closed While fluid is being vented from the brake pipe and for a predetermined period of time after such venting ceases and with said handle in lap position, and means operative after effecting a full service reduction in brake pipe pressure for supplying iiuid under pressure for eiiecting operation of the last mentioned means independently of said brake valve handle.

14. In a train control brake equipment, in combination, a brake pipe, a brake valve device having a normal position for supplying iiuid under pressure to said brake pipe, a lap position for cutting off 'the supply ofV fluid under pressure to said brake pipe and an application position for venting iluid` under pressure from said brak-e pipe, a uid pressure controlled abutment having a normal position and movable therefrom to move said brake valveY device from said normal position to said lap position, a handle ior manually moving said brake valve device to all of said positions independently of said abutment, valvev means operative to efecta reduction in brake pipe pressure independently of said brake valve device, mechanism operative upon a change in signal indication to automatically eiect the operation of said abutment and valve means, a valve device operative to prevent the operation oi said valve means, and valve means positioned by said handle upon movement to said application position and cooperative With said abutment in said normal position to effect the operation of said valve device.

15. In a train control brake equipment, in cornbination, a brake pipe, a brake Valve device having a normal position for supplyingr fluid under pressure to said brake pipe, a lap position for cutting oli the supply of fluid under pressure to said brake pipe and an application position for venting uid under pressure from said brake pipe, a iuidV pressure controlled abutment havingv a normal position and movable therefrom to move said brake valve device from said normal position to said lap position, a handle for manually moving said .brake valve device to all of said positions independently of said abutment, valve means operative to eiect a reduction in brake pipe pressure independently of said brake valve device, mechanism operative upon a change in signal indication to automatically effect the operation oi said abutment and valve means, a valve device operative to prevent the operation of said valve means, valve means positioned by tion and cooperative with said abutment said normal position to eiect the operation of said valve device, and means operative after obtaining a full service reduction in brake pipe pressure for eiecting the operation of said valve devise independently of said handle.

16. In a train control brake equipment, combination, a brake pipe, a brake valve device having a normal position for supplying iluid under pressure to said brake pipe, a lap position for cutting oif the supply'of iluid under pressure to said brake pipe, and an application position for eiecting a reduction in brake pipe pressure, a handle operative manually to move ysaid brake valve device to said positions, traino controlled means operative automatically upon a change in signal indication to move said brake valve device to said lap position and to eiect a reduction in brake pipe pressure, electropneumatic means controlled jointly by said handle and the trahie controlled means and operative to suppress the operatio-n of said traliic controlled means when said brake valve device is manually moved to application position, and means controlled by brake pipe pressure and operative upon obtaining a full service reduction in brake pipe pressure to maintain the eiectropneumatic means in the suppress-` ing condition independently of said handle.

17. In a train control brake equipment, the

combination with a brake pipe, an eoualizing reservoir, a brake pipe discharge valve mechanism controlled by the opposing pressures of said brake pipe and reservoir vand operative upon a reduction in equalizing reservoir pressure to eiect a corresponding reduction'in brake pipe pressure, a reduction reservoirrhavlng a .restricted atmospheric vent, valve means operative upon a change in signal indication to connect said equalizing reservoir to said reduction reservoir Whereby fluid is vented from said equalizing reservoir to said reduction reservoir at a substantially service rate until substantial equalization of pressures in said reservoirs is obtained and then to the atmosphere at a slower rate through said atmospheric vent, means operative to eiiect another and further reduction pressure in said equalizing reservoir, timing means setin operation upon initiating the initial reduction in equalizing reservoir pressure for cutting said means into action aiter a certain time has elapsed from the start of the initial reduction in equalizing reservoir pressure, Yand means for limiting the total reduction in pressure in said equalizing reservoir to a full service reduction.

18. In a iiuid pressure brake, in combination, a brakeY pipe, an equalizing reservoir, a reduction reservoir having a restricted atmospheric vent, valve means responsive to a reduction in equalizing reservoir pressure to effect a corresponding saidhandle upon movement to said application` posireduction in brake pipe pressure, a brake valve device movable manually to one position for establishing a communication between said reservoirs through which fluid under pressure flows from said equalizing reservoir to said reduction reservoir at a service rate until substantial equalization of pressures in said reservoirs is obtained and then to the atmosphere through said atmospheric vent at a slower rate, said brake Valve device being movable to another position for continuing the reduction in equalizing reservoir pressure at a service rate and finally movable to a lap position for limiting the reduction in equalizing reservoir pressure, traffic controlled means automatically operative upon a change in signal indication to establish a communication between said reservoirs for eiecting initially a service reduction and then a slower reduction in equalizing reservoir pressure, and finally operative to initiate a further reduction in equalizing reservoir pressure at a service rate, and timing means set in operation upon the initiation of the operation of the traffic controlled means for delaying the initiation of said further reduction in equalizing reservoir pressure until after a chosen interval of time has elapsed from the initiation of the initial reduction in equalizing reservoir pressure.

19. In a fluid pressure brake, in combination, a brake pipe, an equalizing reservoir, a normally vented reduction reservoir, valve means operative upon a reduction in equalizing reservoir pressure to effect a corresponding reduction in brake pipe pressure, a brake valve device movable manually to one position for establishing communication between said reservoirs through which fluid under pressure in said equalizing reservoir is adapted to reduce at substantially a service rate into said reduction reservoir until substantial equalization of pressures in said reservoirs is obtained, said brake valve device being movable to another position for continuing the reduction in equalizing reservoir pressure at a service rate, and nally movable to a lap position for limiting the reduction in equalizing reservoir pressure, traflc controlled means operative automatically upon a change in signal indication for establishing a communication between said reservoirs, independently of said brake valve device, for effecting an initial reduction in equalizing reservoir pressure at a service rate and then operative to effect a second reduction in equalizing reservoir pressure at a service rate, means set in operation upon said change in signal indication for delaying the operation of said trailic controlled means to initiate said second reduction in equalizing reservoir pressure until after a chosen time interval has elapsed from the initiation of said initial reduction in equalizing reservoir pressure, and means operative automatically to limit the degree of reduction in equalizing reservoir pressure effected by the operation of said traffic controlled means to a full service reduction.

20. In a fluid pressure brake, in combination, a brake pipe, an equalizing reservoir, a discharge valve operative to vent fluid under pressure from said brake pipe, a supply valve operative to supply fluid under pressure to said brake pipe, a movable abutment subject to the opposing pressures of said equalizing reservoir and brake pipe and operative when the equalizing reservoir pressure is lower than brake pipe pressure to operate said discharge valve to vent fluid under pressure from the brake pipe, and operative when brake pipe pressure is lower than equalizing reservoir pressure to operate said supply valve to supply fluid under pressure to the brake pipe, a brake valve device movable to a position for establishing a communication through which fluid under pressure is supplied to said supply valve, and for at the same time venting fluid under pressure from said equalizing reservoir, said brake valve device being movable to a lap position to close said communication and lap said reservoir, Valve means operative independently of said brake valve device to establish a communication through which iluid under pressure is supplied to said supply valve and to also vent fluid under pressure from said equalizing reservoir, and means operative upon a change in signal indication to automatically effect the operation of said valve means, and to automatically move said brake valve device to lap position.

21. In a train control equipment, in combination, a brake pipe, an equalizing reservoir, a brake pipe discharge valve, a brake pipe maintaining valve operative to supply fluid under pressure to said brake pipe, a movable abutment subject to the opposing pressures of said brake pipe and equalizing reservoir, and operative upon a reduction in equalizing reservoir pressure to effect the operation of said discharge valve to effect a corresponding reduction in brake pipe pressure, and operative in case brake pipe pressure reduces, due to leakage, faster than equalizing reservoir pressure is reduced, to effect operation of said maintaining valve to supply fluid under pressure to the brake pipe at a rate sufficient to offset such leakage, valve means operative upon a change in signal indication to effect a reduction in equalizing reservoir pressure, control means automatically operative upon the operation of said valve means to divide said reduction in equalizing reservoir pressure into a rst stage of reduction and a second stage of reduction, and means controlled by said control means and operative during said rst stage of reduction to establish a communication through which fluid under pressure is supplied to said maintaining valve, and operative to cut off such supply of fluid under pressure to said maintaining valve during said second stage of reduction.

22. In a train control equipment, in combination, a brake pipe, a brake valve device operative manually to effect a reduction in pressure in said brake pipe to effect an application of the brakes, and to supply fluid under pressure to said brake pipe to effect a release of the brakes, and movable to a lap position for lapping the brake pipe, an actuator operative automatically to move said brake valve device to said lap position, an application valve device movable to an application position for effecting the operation of said actuator and for automatically effecting a reduction in brake pipe pressure at a service rate, control means set in operation upon movement of said application valve device to application position for controlling the degree of said service rate of reduction in brake pipe pressure and operative during the initial portion of said reduction to establish a communication through which fluid under pressure is adapted to be supplied to the brake pipe, in case of brake pipe leakage, at a rate corresponding to such leakage, means for effecting the operation of said control means to close said communication a chosen time interval after movement of said application valve device to application position, and means responsive to a change in signal indication

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