US634960A - Valve mechanism for air-brakes. - Google Patents

Description

No. 634,960. Patented Oct. I7, I899.

E. G. SHUBTT.

VALVE MECHANISM FOR AIR BRAKES.

4 (Application filed Mar. 22, 1899.) (No Model.) 8 Sheets-Sheet l.

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N0. 634,960. Patented Oct. I7, I899. E. G. SHDBTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

(No Model.) s Sheets-Sheet 2.

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No. 634,960. Patented Oct. l7, I899. E. G. SHUBTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

I\ WITNESSES l gm i. Mam-L Q a ATTORNEY TH: NORRIS PETERS 0o. PnoTo-Lxma. WASHINGTON n c.

E. G. SHOBTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.) (No Model.) 8 Sheats8heet 4,

Patented on. l7, I899.

MERGE NC Y POS/T/O/V.

WITNESSES 3 INVENTOH 9%). W 9 LMpZ/W ATTOHNE? Tu: Nonms PETERS 00., PHOTO-7110.. wnsumumm a. q

NO. 634,960. Patented Oct. l7', I899.

E. G. SHORTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed. Mar. 22, 1899.) v (No Model.) 8 ShetsSheet 5.

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A TTOHNE Y m: NORRIS PETERS ca. no-ro-Lrmm, WASHINGTON, m c.

No. 634,960. Patented Oct. 17, [899. E. a. SHORTT.

VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.) (N 0 HI 0 d a l 8 Sheets-Sheet 6,

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A TTUBNE Y No. 634,960. Patented Oct. [7, I899. E. G. SHOBTT. VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

8 Sheets-Sheet 7,

(No Model.)

INVENTO/i Gig/54m Arfofi/wsr W/TNESSES No. 634,960. Patented Oct. l7, I899.

E. G. SHORTT. VALVE MECHANISM FOR AIR BRAKES.

(Application filed Mar. 22, 1899.)

8 Sheets-Sheet' a,

(No Model.)

INVENTOR WITNESSES g W J z A TTOHNE Y wnsuium'ou. o. 1;

THE may"; PETERS 00.. wrimutno PATENT EDYVARD G. SHORTT, OF CARTHAGE, NE? YORK, ASSIGNOR TO CHARLES GOODWIN EMERY, TRUSTEE, OF CLAYTON, NEW YORK.

VALVE MECHANISNL FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 634,960, dated October 17, 1899.

Application filed March 22, 1899. Serial No. 710,121. (No model.)

New York, have invented certain new and useful Improvements in Valve Mechanism for Air-Brakes; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appcrtains to make and use the same.

This invention relates to certain improvements .in a valve mechanism for operating and controlling an air-brake system.

The basic or predominant feature of these improvements consists in the utilization of train-pipe air for all ordinary graduation or service applications instead of the employment of. reservoir air for such purposes, as is commonly the case, thus leaving the reservoir-supply complete and intact for use in emergency cases. Among other numerous distinguishing and important characteristic attributes of the present mechanism may be mentioned the provision of a special storage of air separate and distinct from the auxiliary reservoir and located at a point contiguous to the piston, which acts eXpansively against said piston, and thereby furnishes the motive power to actuate the valve mechanism for purposes of graduation, emergency, and release, besides supplying pressure to unite with train-pipe pressure in the brake-cylinder during service applications of the brakes; a cutout deiice whereby a dismantled, inoperative, or injured valve may be eliminated from the series and so conditioned as not to interfere with the operation of the other valves; the acceleration of the reduction-wave and quickening of the operation of all the valves in the series from end to end at the time of emergency by causing the train-pipe air at such time to, be discharged directly into the atmosphere and not introduced into the cylinder; the achievement of extreme simplicity in the structure and arrangement of the me ehanical parts in that service and emergency applications of the brake are effected through the use of but a single disk or piston, and other important appurtenances or modes of operation subsidiary to the foregoing which I have specified or derivative therefrom.

To the end, therefore, that the best eifects may be procured with a minimum complexity of mechanical parts the invention consists, essentially, in the construction, arrange ment, and combination, and in numerous details and peculiarities thereof, substantially as will be hereinafter described, and then more definitely pointed out in the claims.

A well-known defect of air-brake systems as at, present practiced resides in the fact that oftentimes on long grades or where stops are very numerous the ordinary graduation or service applications of the brake consume the auxiliary-reservoir air and reduce the pres sure therein to such an extent that should a perilous situation arise demanding thefull reservoir-pressure the latter could not be had, owing to the inability of the reservoir to be recharged after the said service applications in season to meet the exigency, and accordingly, there being no adequate quantity of air on hand, an accident of necessity ensues; but with my present improvements, having ervoir for emergent cases, I am enabled to entirely obviate such defect and present a much more cfficient and reliable brake mechanism.

In the accompanying drawings, illustrating my invention, Figure 1 is a diagrammatical representation indicating the principal parts of an air-brake mechanism embodying my present improvements. Fig. 2 is a central vertical section of the valve mechanism, the operative parts thereof being in the release position. Fig. 3 is a similar sectional view showing the parts in the position that may be termed the graduation position. Fig. 4 is a similar sectional view showing the ac-' tive parts occupying the emergency position. Fig. 5 is a horizontal sectional plan view of the valve-body and other parts on the line 0; a of Fig. '2, the storage-cap being shown in plan. Fig. 6 is a partial central vertical sectional view on the line b b of Fig. 7 of the valve mechanism, showing the movable parts 75 for their object the taking of pressure from in the position which they assume when the Valve is withdrawn from active use in the series by the intervention of the cut-out devices. Fig. 7 is a vertical sectional view of the same, and also of other parts, taken on the line 0 c of Fig. 6 and at right angles to the plane of the section of Fig. 6. Fig. 8 is a perspective view of the slide-valve seat. Fig. 9 is an upright perspective view of the slide-valve. Figs. 10, 11, and 12 are side elevations of the same valve and show different faces thereof. Fig. 13 is a longitudinal section of this valve on the line 00 w of Fig. 10. Fig. 14 is a perspective view of the bridgepiece which holds the slide-valve to its seat. Fig. 15 is a longitudinal sectional view of the slide-valve on the line y y of Fig. 10 and shows more particularly the relative arrangement of the graduating-val ve, which operates within the slide-valve. Fig. 16 is a sectional View in detail of a portion of the casting which forms the slide-valve seat, showing conventionally the arrangement of the ports and passages therein relatively to those in the adjoining parts of the main-valve body. Fig. 1'7 is a cross-section on the line dd of Fig. 15. Fig. 18 is a cross-section on the line 6 e of Fig. 15. Fig. 19 is a detail View of the slidevalve seat, the slide-valve therein, and the retaining-spring for said valve, the mainvalve body not being shown. Fig. 20 is a view of the emergency-valve seat from the interior of the valve-body. Fig. 21 is an opposite end view of the same.

Similar numerals of reference designate corresponding parts throughout all the-different figures of the drawings.

Referring to the conventional delineation in Fig. l of the principal parts of an air-brake system in connection with which my present improvements are displayed for explanatory purposes, 1 denotes the main reservoir; 2, the engineers valve; 3, the trainpipe; 4, the elbow at the junction of the train-pipe with the triple-valve body; 5, the auxiliary reservoir; h,thebrake-cylindercontainingthepiston 7, having a piston-rod 8, equipped with a spring 9; 10, the air-conveying pipe leading from the triple valve to the brake-cylinder and passing through the auxiliary reservoir, although not communicating with th latter.

I proceed now to describe the valve mechanism. The operative parts of this mechanism can be obtained within a suitably-shaped body or casing 23, into which train-pipe air is inducted through the elbow 4 from the trainpipe 3. Securely bolted to the valve-body 23 is a cap-plate 11, having an interior com part.- ment in the form of an open-ended reservoir sufficiently large to contain a greater or less quantity of air, and this cap I denominate a special air-chamber or specialair-storage cap. An interposed packing makes a tight joint between the two parts. It will be particularly noted that this-storage-chamber is entirely separate and distinct from the aux a fixed collar 16 and an enveloping spiral spring 15, which is tensioned between the collar 16 and the recessed screw-plug 13, that receives the other end of the rod 1 1, said plug 13 being screwed into an opening in the center of the outer surface of cap 11, which opening admits into the interior of the stem 12, so that by removing plug 13 the rod and its spring may be withdrawn, if desired. At one point in the wall of the stem 12 is a port 17 for the drainage of such moisture as may accumulate within the stem. The outer tip of rod 14 acts as a yielding stop and is in a position to be met by the moving piston, the result of which would be to temporarily cause the end of the rod to recede to a position flush with the end of stem 12 and at the same time to compress the spring 15. When the spring again expands, the stop by acting against the piston causes it to move and close the feedport, whereby air enters from train-pipe into the storage-cap. This closing of said port takes place at the time of the equalization of pressure on opposite sides of the piston, all as will be presently explained.

The storage-cap 11, as has already been stated, is securely fastened to the main-valve body 23. The large opening in the left-hand end of cap 11 coincides in a general way with another opening in the valve-body. There is situated in these coincident openings a casting 24, formed with a cylindrical ring or barrel 21, that extends a short distance into the interior of cap 11 and functions as a guide for the play of the piston or movable abutment l8, and formed also with a flange 25, which is interposed and securely gripped between the meeting edges of the storage-cap and the valve-body, as is clearly shown in Figs. 2, 3, and 4, also, with a central horizontal tubular passage for the piston-stem 20; also, with an angular end 28, which provides a bearing for the valve-operating lever at a point substantially opposite to the ingresspassage for the train-pipe air, and also with certain ports and passages that will hereinafter be more fully set forth. The inner face of the cylindrical guide 21 is provided with a single feed-port 22,through which air passes from one side of the piston 18 to the other when the latter occupies the position shown in Fig. 2. Piston 18 [its neatly within the cylindrical guide 21, being susceptible of a reciprocatory movement within the same, it being exposed constantly to train-pipe pressure on its left "37 is so constructed and applied as to exercise hand side and on its opposite side to the pressure of the volume of air within the storagecap. The piston 18 has a central projection 19 on the right thereof adapted to contact with the end of the rod 14. Said piston also has a peripheral packing-ring. Its stem 20 projects through the central opening in the casting 24:, being longitudinally channeled, grooved, or ribbed to provide passages for the air, so that the latter can pass from train-pipe space 97 in the interior of valve-body alongside the stem 20 to the piston 18 and through the feed-port 22 past the piston into the stor age-cap 11. The end of the stem 20 is'slotted at 26 to permit the passage loosely there through of the valve-operating lever 27, the lower end of which is rounded for the purpose of loosely engaging, with a pivot effect, a curved bearing 28 in the casting 24, within which bearing it is held by means of the transverse horizontal shaft 38, the opposite and free end of the said lever 27 being arranged to engage the slide-valve and also the graduating-valve.

In the valve-body at a point which for purposes of description merely may be mentioned as beingvertically opposite to the trainpipe-air-ingress passage of said valve-body is secured the slide-valve seat 29, designed to permit the location therein and therewith of the rectangular slide-valve 31, said valve-seat being represented in perspective view in Fig. 8 and said slide-valve being shown in perspective View in Fig. 9. An opening in the wall of the body 23 contiguous to the said valve-seat 29 isclosed by means of the screw plug or stopper 32, having on its inner side an integral pin 33, surrounded by a spring 34, which acts against a horizontal bridge-piece 37, (shown in detail in Fig. 14,) and having lugs or dowels 35 35, that loosely engage correspondingly-shaped openings in the seatpiece 29, said bridge-piece covering the slide valve 31 when it is in the position shown in Figs. 5 and 19 and holding the latter to its seat at the time of release. The bridge-piece its chief function at this time; but it likewise at all times covers a portion of the valve, as stated, and permits it to have such endwise motion as may be necessary to enable it to perform its appropriate functions in the operation of the valve mechanism. The valve seat 29 on the side nearest the removable plug 32 although having a general circular form is not completely so, but consists principally of the two parts 38 and 39, the part 38 comprising an are less than a semicircle and the part 39 being only a very small arc, but both of said parts having flat upper faces over which the bridge-piece 37 easily fits, and having likewise at right angles to the aforesaid faces the parallel vertical inner faces, between which the slide-valve 31 reciprocates. A flat spring 4O, situated between the part 39 and the adjacent face of the slide-valve 31, fulfills the function of keeping said valve pressed i tightly against the ported face of the part 38. The lower portion of the valveseat 29 is a cylindrical part 30 of less diameter than the front portions 38 and 39, and said part 30 is securely fastened in the main-valve body 23, as shown very clearly in Figs. 2, 3,4, and 7. It will also be seen that this upper portion of the valve-seat 2.), as well as the slide-valve that is operatively positioned in the said seat, is situated within a chamber 81, Which is secnrely closed by the aforesaid stopper 32 and is air-tight except for such passage of reservoir-air therethrough as the functions of the apparatus may demand in accordance with its operation, as will be set forth. This chamber may be termed the auXiliary-reservoir space. It always contains air at reservoirpressure that enters it through port 66,1eading directly from reservoir 5, and the pressure of this air constantly presses the slide-valve to its seat.

In the valve-body 23 adjacent to the reservoir-space 81 is located a graduation-stop 67, that projects horizontally into the space 81 for a certain distance, and with which stop the slide-valve contacts when the movable parts are in graduation position and which stop is retruded by thesudden shifting of the slide-valve at the time of emergency. This stop is a yielding or spring device, and therefore assists after emergency action to restore the slide-valve to its former position as soon as the pressure is released. A small recess in the valve-body 23 near the space 81 contains the end of the graduatingstop 67, on which is a collar 69, between which collar and a screw-disk is tensioned a compressible spiral graduating-spring 68, which when it expands acts against the collar and moves the stop. A screw-disk 7O closes the lower end of the spring-containing recess and is perforated centrally with a square or other shaped hole or slot to allow for the engagement of a wrench therewith. The purpose of the graduating-stop is to provide an abutment that will accurately define or determine the position of the slide-valve in graduation action.

The slide-valve 31 is preferably of rectangular form, having on one of its faces an inclined lug 42, which engages with an inclined or beveled groove 36 in the bridge 37. Lug 42 is only part of the width of the valve 31, (see Figs. 5 and 9,) and consequently the bridge on each side of its bevel 36 presses tightly against the lug-provided face of valve 31. When the valve 31 is in running position, the lug 42 will be in contact with the inside of the bevel, and should valve 31 be moved to the right beyond this position the efiect will be to move the bridge laterally toward the stopper for a slight distance, thereby compressing the spring 3%, and consequently more tightly straining the valve 31 against that portion of its seat which is opposite to the said bridge 37.

Valve 31 is bored from end to end with. a

passage varying in diameter. The extreme ends of this passage are internally screwthreaded. At one end is inserted a screw 55, while at the other end is a similar screw 56, the heads of these screws being turned down tightly against the ends of the valve. On the face of valve 31 opposite to lug 42 is a longitudinal slot 49, cut through into the central bore, which slot receives the end of the vibratory lever 27. Within the central bore is the elongated graduating-valve 53, having a notch 54 cut therein coincidently with the slot 49. The end of the lever 27 which passes through the slot 49 engages the notch 54. The notch 54 is slightly shorter than the slot 49. Viewing the slide-valve on that face having the lug 42, as shown in Figs. 5 and 19 that is to say, upon its upper face-and referring to the face at the left hand, which face I have designated 82, the same being shown in Figs. 9 and 12, it will be seen that on this face about midway of its length is a recess 46,0f square or rectangular form,which I designate as an exhaust-port. Not far from this recess 46 in face 82 are two small ports 47 and 48, alined with each other, but separated by a short distance, and these ports deliver air from the storage-cap 11. The face of valve 31, wherein is slot 49, is shown in Figs. 9 and 11 and is denoted by numeral 83. Near one end of this face is a recess 50, preferably of rectangular form, one end of which is on thelongitudinal edge of the valvepiece and is open at that point, as shown, so that the recess 50 can be entered from that face of the valve lying at the right hand of the lug-provided face, and this recess 50 I designate as the emergency-port of the slide-valve. In face 83, immediately below the emergency-port 50, is a small port 51, which is in use at the time of graduation action. Inside of the valve 31, near one end of the central bore, are one or more ports 62, leading from the space 84 to the graduationport 51, and a short distance from space 84 is a port 63, leading through the wall of valve 31 to the twin ports 47 and 48. The graduation-valve 53 has a conical section 58, adapted to seat itself on a corresponding conoidal seat 59, and in this seat 59 the port 63 is located. The graduating-valve 53 beyond the conical portion 58 has a slender neck 60, terminating in a disk valve 61, adapted to seat itself upon the left-hand or adjacent side of the space 84 at certain periods in the operation of the device. As, for instance, suppose that several successive graduation applications of the brakes are had without any intervening release action and that in consequence the pressure in the cylinder increases until it has been equalized with that in the train-pipe. Then if another reduction is made the disk valve 61 will seat itself, because no more air can be carried into the cylinder, and the back pressure from the cylinder will act to close said valve. Said neck passes loosely through a portion of the central bore having a narrow diameter, all as clearly represented in Fig. 15. Furthermore, the graduating-valve 53 is provided with lateral longitudinal grooves 57, serving as ports through which air may pass from the inlet at notch 54 to the conical valve 58 and thence to the disk valve 61 and into the space 84, and also it will be noticed that air may pass in the opposite direction into the space between the end of valve 53 and the end of the bore for the purpose of balancing the valve and preventing any end thrust of the valve at this point.

Face 82 of the slide-valve 31 abuts against and slides upon a plane face of part 38 of the valve-seat 29, and in this face is a small port 45 and two companion ports 43 and 44. The port 45 is for storage-cap air and communicates with the storage-cap 11 through the long passage 65. The port 43 is an exhaust-port and communicates through the passage with the port S6,whereby the exhaust reaches the atmosphere. Port 44 communicates with the passages 96, leading to brake-cylinder, said passages or ports coursing in any desired direction through the metal of valve-seat 29 and that of the valve-body 23 and connecting likewise with the main brake-cylinder port 52. At the time of release the exhaust-recess 46 on the face of the slide valve 31 connects ports 43 and 44, and the pressure is thereby permitted to escape to the atmosphere. In the inner cylindrical part 30 of slide-valve seat 29 is a rectangular horizontal slot 41, which coincides with the slot 49 in the valve 31 and through which passes the lever 27. In the seat, nearslot41, is the port 52, with which either the emergency-port 50 or the graduation-port 51 is adapted to register, and said port 52 leads to the brake-cylinder.

78 denotes the emergency-valve. It has a stem 77, which projects into a position proximate to the end of the piston-stem 20 and serves as an abutment to assist in defining the position of the parts when the mechanism is in graduation position and is retracted when the parts assume emergency position, the latter being shown in Fig. 4. The valve 78 is equipped with a spring 79 within a hollow screw-plug 72, which screws into the end of the valve-body 23 at the center thereof. The emergency-valve seat 87 is shaped with lateral horizontal passages 88, (see Fig. 2l,which represents an interior view of the seat 87,) that lead onward into the hollow plug 72. In the seat-piece 87 is also the curved channel 80, which is closed by the valve 78 when it is on its seat, but is uncovered by the valve at the time of emergency,which channel 80 communicates with the lateral outlet 71 in the wall of the valve-body 23, which outlet 71 allows air to escape directly into the atmosphere. ordinarily, train-pipe air entering the mechanism will pass through the openings 88 into the hollow chamber 72 and thence through the lateral feed-port 74 into the auxiliary reservoirgi, to which the triple-valve deviceis se-- \Vhen the valve 78 is closed, as it is cured. Port 74 is provided with a springcover or tongue-valve 73, fastened to the side of plug 72 by a screw 75 or other equivalent; device and kept from opening too widely by the wire guard 7 G. The pressure of the air from the train-pipe will easily overcome the tension of valve 73 and permit air to feed gradually into the reservoir, and there can of course be no backflow of such air, as the cover 73, opening as it does in only one direction, will not permit a return movement. WVhen the emergency-valve 7 8 is opened wide, however, the train-pipe air instead of going into the auxiliary reservoir will all be directed through the openings and 71 into the atmosphere, and such storage air as may find its Way at the time into the interior of the valve-body will likewise be carried into the atmosphere along with the train-pipe pressure.

The central casting 2l,that carries the main piston of the apparatus, is provided with a long passage 98, running from the bearing of the lever 27 toward the right hand to the storage-cap 11. This passage 98 communicates with the interior train-pipe space 97, containing train-pipe pressure, by a lateral port 89. WVithin passage 98 is a loose pin of sulficient length to cover the port 89 at such times as the lever 27, with which the lower end of the pin is in contact, is in its bearing 28. Tensioned above the pin 90 in the passage 98 and having a bearing against an angular part of said passage is a spring 91, the normal effect of which is to force the pin 90 against the lever 27. The transverse horizontal cutout shaft 38 has a cut-away portion 92 opposite to the bearing end of lever .7, so that when said shaft 38 is rotated sufficiently to allow the end of lever 27 to drop into the cutaway portion 92 the said lever will obviously move out of its bearing 28, and it will be as sisted in-this movement by the thrust of the spring-pushed pin 90. This shooting of the pin 90 will be suificient to cause its right-hand end to clear the port 89, the pin 90 thus aeting as a valve and uncovering port 89, so that air-pressure can pass through passage 98 and port 89 from storage-cap 11 to the space 97, and vice versa. This latter position of the parts is clearly defined in Fig. 6. The dislodgement of the lever 27 from its fulcral bearing, and the consequent temporary destruction of this element as a lever, takes place by rotating shaft 88 when it is desired to cut out the valve to which it belongs by reason of said valve having become broken or injured in some way. When the lever 27 is thus made idle, the slide and graduation valves are also withdrawn from use, so that no graduation effect can take place and no employment of reservoir air. Should an emergency reduction be made, the sudden withdrawal of the air from one side of the piston will obviously result in opening the emergency-valve and permitting train-pipe air to escape, thus causing emergency action in all the valves of the series. Should a graduation reduction be effected, the piston would be moved by the expansion of the storagecap air, and were it not for port 88 the expansive force of the cap-air might be sufficient to causev the emergency-valve to be opened; but with the provision of said port, which establishes a connection between the train-pipe space and the cap interior at a time when the valves are inoperative, it will be seen that a graduation red uciion will reduce the pressure equally on both sides of the piston and obviate the chance of an emergency venting of train-air at the wrong time, which would cause all the valves to be opened in the same way throughout the entire series or length of train. One or any number of brakes maybe cut out in this way, and where so eliminated they will exert no retarding effect upon the rapidity with which the other valves may be actuated, so that the quick actionof the mechanism will not be interfered with. The shaft 35 is supported in hearings in the valvebody 23, one projecting end thereof being squared or otherwise shaped, as at 93, to permit the application of a wrench or handle thereto. At the other end of shaft 38 is a spring 94, held against the shaft by a screwnut 95, between which and the end of the shaft it is interposed for the purposeof keeping the shaft in position endwise and making a tight joint at the opposite bearing of the shaft, while at the same time it is permitted to be easily operated.

It now remains to describe the practical op eration of the construction which has just been set forth.

I will first explain what would take place during the initial charging of the entire apparatus to start the system in operation. Suppose that train-pipe air at full pressure is allowed to enter the valve-body 23. It will fill train-pipe space 97, the interior of the valve-seat slot 41, the channels or grooves on the piston-stem 20, the hollow screw-plug 72, and such other of the interior parts of the valve-body as are in direct communication with the space 97, and, what is of greatest importance, it will act upon the side of piston 18, propelling the same until the central projection 19 thereof contacts against the end of the yielding stop 14 and compresses it as far as possible. The parts will now all be in the position which may be termed full release and is shown in Fig. 2. The edge of piston 18 being directly opposite to the feedport 22, the port will be open and air can flow from one side of pistonlS through said port into the interior of the storage-cap 11. At the same time air is flowing through port 7% for the purpose of charging the auxiliary res ervoir. This flow will continue until all the parts are charged with air at train-pipe pressure. Then the air within the storage-cap will equalize with the pressure on the other side of piston 18, at which time the spring 15, which in its present compressedcondition will furnish an excess of pressure on the cap side of the piston, will come into play, expanding and driving the stop 14 outward, and thus urging the piston 18 toward the left un til it passes and closes feed-port 22, when the piston will assume the position called running position. The position of the slide and graduation valves will not change at this time, however, since they are similarly placed during release and running positions, or when the piston occupies either of the two positions, because the slots in valves allow the free end of the lever to have play enough to permit the piston to change from release position to running position without affecting the position of the valves. There will now be a volume of air in the storage-cap acting against the piston, and when feed-port 22 is thus closed said volume is entirely out olf from all connection with the train-pipe supply. The slide-valve and graduatingvalve are now closed, (see Fig. 5,) because the lever 27 has been vibrated in correspondence with the previous right-hand movement of piston, thereby shifting the slide and graduation valves, and hence train-pipe air cannot pass through the graduation -valve and reservoir-air cannot pass through the emergency-port of the slide valve, although,as will be readily perceived, the rese1woir-space 81 contains air at reservoir-pressure, which it receives directlyfrom the reservoir through port 66, and thus the slide-valve is maintained in position closely on its seat, as shown in 2 and 5. Air also fills the cap-port 65, which leads to the port 45 in the slide-valve seat, which at this timeis closed. The exhaust-recess, however, is in the position where it connects the ports 43 and 44, through the passages 99 and 96, with the atmosphere at the outlet-port 86. It may also be mentioned that the emergencyvalve 725 is at this time closed.

In the second place, let us assume that the parts are in running position and it is desired to pass to graduation position. WVe will de scribe what takes place when the brakes are to be applied for the purpose of making a stop or on a downgrade, the application being of a graduation or service character. (See Fig. 3.) The pressure in the train-pipe will be reduced in the usual way to a greater or less extent, and this will cause the piston 18 to pass from the running position, carrying with it the lever 27 and causing the free end of said lever, which projects through the valve-seat slot 41 and engages the slide-valve slot 49 and the graduating-valve notch 54, to shift the graduation-valve and likewise the slide-valve. In view of the fact that the notch 54 is shorter than the slot 49 lit will be obvious that the vibration of the lever 27 will first produce an effect on the graduationvalve, moving it to the left sufficiently far to release the conical valve-section 58 from the conoidal seat 59, and the continued movement of the lever 27 will cause it to strike the end of slot 49, and thus the slide-valve itself be moved, which movement will stop when the end of the slide-valve (which is the screw 5(5) impinges against the graduating-stop 67. It will also be noticed that during this shifting movement of the valve it will stop at the time when and because of the conjunction of its ports leading from the train-pipe space and the cap interior with the port leading to the brake-cylinder, so that air will begin to flow to the latter, and the grad dating-stop, already described and pointed out, serves, as far as its function in graduation goes, mainly for the purpose of more accurately defining the position of the slide-valve, it being also borne in mind that the main piston has its graduation limit demarked by the contact of its stem with theyielding emergency-valve stop. This endwise movement of the slide-valve will be in the midst of the reservoir-pressure, which acts to keep the valve closely on its seat. The movement of the grad uating-valve,which causes the seat 59 to be uncovered, opens the inner port 63, which communicates with the lateral ports 47 and 48, one of which ports, as 48, is now in coincidence with the storagecap port 45, so that air coming from the storage-cap through passage enters port 48 and flows through port 63 to the chamber 54 in the end of slide-valve. Furthermore, the train-pipe air passes from chamber 97 through slot 41, slot 49, notch 54, thence onward through the side graduating-valve passages or ports 57 into the chamber 84, whence the combined air finds exit through port or ports 62 at port 51 into brake-cylinder port 52, which is now registering with the said port 51, and from port 52 through the passages 96 and 99 pressure is transmitted to the brake-cylinder. Air will continue to flow under these circumstances through port 65 from storage-cap 11 and through the graduation-valve, as explained, until the pressure in the storage-cap falls below the reduced train-pipe pressure. When this occurs, piston 18 will adjust itself enough to cause the lever 27 to close the graduation-valve without disturbing the position of the slide-valve.

In passing from running position to an .emergency application when there is a sudden and large reduction of pressure in the train-pipe (see Fig. 4) the piston 18 will be urged to the utmost limit of its travel, carrying with it of course the lever 27, which will actuate the graduating-valve, primarilyopening the same, and will also actuate the slidevalve, which will be reciprocated with such celerity and force as to compress the springstop 67, while at the same time the end of the piston-stem 20 will act against the end of the emergency-valve stem 77, opening the emergency-Valve 78, so that all the train-pipe air within the interior of the valve-body can escape through the lateral outlet 71. This change in the position of the slide-valve will bring the emergency-port 50 into communication with the cylinder-port 52 leading to the brake-cylinder, thereby cutting off and vent into the atmosphere.

closing the graduatiomport 51, and hence air will flow from auxiliaryreservoir through the space 81 into the brake-cylinder. When the piston 18 is in its extreme position at the time of emergency, the periphery thereof will be below the upper end of the vent-port 64, as is shown in Fig. 4, so that whatever air may be left in the storage-cap 1 1 may find exit through this port into the interior of the valve-body, where it will mingle with the train-pipe air, and the storage-cap air will be effectually and immediately disposed of, along with the trainpipe air, by transfer to the atmosphere, While the reservoir-air is put to work in the brakecylinder.

The release of the air from the storage-cap at time of emergency is timed by the size of the discharge-port, said port being restricted in size, so that enough air will remain in the cap to keep the emergency-valve open until all the train-pipe air has'been vented to the atmosphere, after which the emergency-valve spring will act to close the valve. Whenever it is desired after braking action to restore the parts again to running position, and for this purpose the pressure in the trainpipe is restored, the result will be, of course, to slightly move the main piston, thereby actuating the valve-operating lever and reciprocat-ing the sl ide-valve sufficiently to discon neet the graduation-port 51 from the brakecylinder 52 and at the same time cause the exhaust-port 46 to connect the cylinder-port 44: and the port 43, which leads to the atmosphere.- The pressure can accordingly find It has been hereinabove noticed that the storage-cap port 45 is adapted for communication with either of the two ports 47 and 48, there being an intervening solid connection between said two ports. The purpose of two ports instead of simply one may now be pointed out. It has been stated that the grad nation-port 48 registers with porter"), and airfrom the cap passes through the grad nation-valve to the cylinder.

When there is only one port, however, a certain amount of air is left in the cap. Now in case it is desired to pass from a graduation application to an emergency application the port 48 will leave the port 45, and the solid intervening connection between ports 47 and 48 will momentarily cover port 45, and during the time that the port 45 is so covered a small amount of air is kept trapped in the storagecap, where it functions to exert a little additional or extra impelling force on the cap side of the main piston, whereby the reciprocatory movement or throw of the said piston is accelerated, thus enablingthe emergency application to be accomplished more speedily than would be possible were the whole of the storage-cap air removed at the time of the conjunction of port a8 with port 45. Of course as soon as the second port or port 47 registers with port 4-5 all the storage-cap air will pass from out the cap. In passing from a graduation reduction to a graduation reduction or from graduation to release the second port given here simply by way of example and that I am not to be held rigidly to all the details, forms, and relative arrangements herein displayed; but I reserve-the liberty of so varying the precise shape and arrangement of the mechanical elements as may best suit the actual use of my improvements and as the exigencies of different cases may require, .and in speaking of certain parts as being below or above other parts or at the right hand or left hand of a part or in any use of other similar phrases for indicating relative positions it is to be understood that this is the language of explanation merely and that I am by no means confined to any particular a1 rangement, combination, or position.

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

1. Ina fluid-pressu re brake mechanism, the combination with means for conducting trainpipe pressure to the brake-cylinder in service applications of thebrakes and for conducting anxiliary-reservoir air to the brake-cylinder only at emergency times; said reservoir-pressure being retained unused except when it flows to the brake-cylinder in emergency aetion,'at which time it is used exclusively; of means for causing the said applying of the brakes to result from a reduction of trainpipe pressure.

2. In a fluid-pressure brake mechanism, the combination with the train-pipe, brake-cylinder, and auxiliary reservoir, of valve mechanism for conducting train-pipe pressure to the cylinder in graduation applications of the brakes and for conducting reservoir air to the cylinder only at emergency times; said reservoir-pressure being retained unused except when it flows to the brake-cylinder in emergency action, at which time it is used exclusively; and means whereby the reduction of train-pipe pressure actuates said valve mechanism in applying the brakes.

3. In a fluid-pressure brake mechanism, the combination with the train-pipe, brake-cylinder, and auxiliaryreservoir, of valve devices, an abutment exposed to train-pipe pressure, and means whereby reductions of pressure on one side of said abutment actuate the valve devices and transfer train-pipe pressure to the cylinder in graduation applications, and reservoir air to the cylinder in emergency applications only, and train-pipe air to atmosphere in emergency action.

4. Inafluid-pressure brake mechanism,the combination with the train-pipe, brake-cylinder, and auxiliary reservoir, of valve devices controllingcommunication between the trainpipe and the brake-cylinder and between the auxiliary reservoir and the brake-cylinder ICC and also controlling an emergency-outlet to atmosphere, a piston or abutment exposed to train-pipe pressure, and means whereby reductions of pressure on one side of the piston actuate the valve devices to admittrainpipe pressure to cylinder in graduation applications, and reservoir-pressure to the cyl inder in emergency applications only, and also to vent the train-pipe air to atmosphere in emergency action.

5. Ina flnid-pressnre brake mechanism, in combination with valve devices for controlling the flow of train-pipe air to the brakecylinder in graduation applications and of reservoir air to the cylinder in emergency applications only, a reserve volume of air, and an abutment operating said valve devices, which abutment in applying the brakes is moved by the expansive action of said volume of air on one side thereof and the reduction of train-pipe pressure on the opposite side thereof.

6. In afluid-pressure brake mechanism, in combination with valve devices for controlling the flow of train-pipe air to the brakecylinder in graduation applications and of reservoir air to the cylinder in emergency applications only, a piston or abutment exposed on one side to train-pipe pressure, a reserve volume of air at train-pipe pressure and acting expansively against the other side of the piston; said piston in applying the brakes being moved by said expansion of the air -volume on one side thereof and the reduction of train-pipe pressure on its opposite side; and means for transmitting the impulses of the piston to the valve devices.

7. In a fluid-pressure brake mechanism, the combination with a train-pipe, brake-cylinder, and auxiliary reservoir, of valve devices controllingcommunication between the trainpipe and the brake-cylinder in graduation applications of the brakes, and between the auxiliary reservoir and the brake-cylinder in emergency applications only; a piston exposed to train-pipe pressure on one side and receiving its impulses in consequence of reductions in said pressure; means for transmitting 'theimpulses of the piston to the valve devices; and a storage of air on the other side of the piston and communicating with the brake-cylinder through the aforesaid valve devices, said air storage being entirely separate and distinct from the auxiliary reservoir.

8. In a fluid-pressure brake mechanism, the combination with the train-pipe, brake-cylinder, and auxiliary reservoir, of valve devices for controlling the flow of train-pipe air to the brake-cylinder in graduation applications and of reservoir air to the cylinder in emergency applications only, a piston exposed to trainpipe pressure on one side and receiving its impulses in consequence of the reductions in said train-pipe pressure, means for transmitting the impulses of the piston to the valve devices,a storage of air on the other side of the piston at train-pipe pressure and having its food automatically regulated by the piston,-

movement of the piston for controlling the flow of reservoir air to the cylinder in emergency applications only, and for controlling the flow of train-pipe air to the cylinder in all service applications, and a discharge-port for the venting of the storage air in emergency action.

10. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of valves for controlling the flow of train-pipe air to the cylinder in all service applications and the flow of reservoir air to the cylinder in emergency applications, and a storage of air taken from the train-pipe, a piston on which said air acts expansively to actuate the valves, and a discharge-port for said air storage which is opened by the piston, itself operating as a valve, when in its emergency position to permit the escape of the storage air.

11. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of valves for controlling the flow of train-pipe air to the cylinder in all service applications and the flow of reservoir air to the cylinder only in emergency applications, a special storage of air separate and distinct from the auxiliary reservoir and taken from the train-pipe, a piston or abutment on which said storage of air acts expansively during reductions of train-pipe pressure to actuate the valves, said storage of air regulating the automatic closing of the graduation-valve after graduation act-ion.

12. In a fluid-pressure brake'mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder,of a valve mechanism for controlling the delivery of trainpipe air to' the cylinder in all graduation applications, and the delivery of reservoir air to the cylinder in emergency applications only, a piston or abutment exposed to trainpipe pressure and communicating its movements to the valve mechanism, and an ethergency-valve separate and independent from the aforesaid valve mechanism for venting to the atmosphere the entire train-pipe air during emergency applications.

13. In a fluid-pressure brake mechanism, the combination with the train-pipe,anxiliary reservoir,and brake-cylinder,of a valve mechanism for controlling the delivery of trainpipe air to the cylinder in all graduation applications, and the delivery of reservoir air to the cylinder in emergency applications only, a piston exposed to train-pipe.pressure, an air storage acting to move said piston and regulating the automatic closing of the graduation-valve after graduation action, and an emergency-valve separate and independent from the aforesaid valve mechanism for discharging to the atmosphere in emergency action the entire train-pipe air and the volume of storage air.

14. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of a valve controlling the flow of air from the reservoir to the cylinder, a valve regulating the flow of air from the train-pipe to the cylinder, a piston exposed normally on one side to train-pipe pressure and receiving its impulses in conse quence of the reductions in said train-pipe pressure, a special volume of air separate and distinct from the auxiliary reservoir and taken from the train-pipe and acting against the other side of the piston to move the'same during said reductions of train-pipe pressure; and means whereby the movements of the piston shift the valves so that train-pipe air will be used in all service applications and reservoir air reserved intact for emergency action.

15. In a fluid-pressure brake mechanism, means for employing train-pipe pressure in graduation or service applications of the brakes, and reserving the auxiliary-reservoir supply intact for emergency uses only, said means consisting essentially in the combination with the main parts of such a brake mechanism, of a reserved volume orstorage of air having the functions of controlling the movem cuts of the air between the several parts of the mechanism through suitable valve de vices, and also cooperating with the trainpipe air in service applications of the brakes, and also regulating the outflow of the trainpipe pressure at emergency times.

16. In a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder and auxiliary reservoir, of a valve mechanism for conducting train-pipe pres sure to the cylinder in graduation applications of the brakes and for conducting reservoir air to the cylinder only at emergency times; and a reserved volume or storage of air having the function of actuating the said valve mechanism, and also the functions of cooperating with the train-pipe air in service applications of the brakes and regulating the outflow of the train-pipe pressure at emer gency times.

17. In a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of valve de-.

vices, a piston exposed to train-pipe pressure, means whereby the fluctuations of pressure on said piston actuate the valve devices and transfer train-pipe pressure to the cylinder in graduationapplications and reservoir air to the cylinder in emergency applications only; and a reserved volume of air at trainpipe pressure acting expansively against the side of the piston opposite to the train-pipe pressure, and having the functions of imparting movement. to said piston, furnishing a quantity of air to cooperate with the trainpipe air in service applications of the brakes, and of controlling the outlet of the train-pipe air at emergency times.

18. In a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of valve devices controlling communication between the train pipe and the brake cylinder and between the auxiliary reservoir and the brakecylinder, a piston exposed to train-pipe pressure on one side, and means whereby the fluctuations of pressure on the piston actuate the valve devices to admit train-pipe pressure to the cylinder in graduation applications and reservoir-pressure to cylinder in emergency applications only; and a reserved volume of air on the opposite side of the piston and having the function of acting expansivelyagaiust the piston, said air-volume having also the functions of cooperating in service applications of the brakes with the train-pipe air in its action in the brake-cylinder, and of controlling the outflow to the atmosphere of the train-pipe air at emergency times.

19. In a fluid-pressure brake'mechanism,

in combination with valve devices for'controlling the flow of train-pipe air to the brakeoylinder in graduation applications and of reservoir air to the cylinder in emergency applications only, a reserved volume of air, a piston, means whereby the piston actuates the valve devices, a port leading from the said air-volume through the valve devices to the brake-cylinder, a vent-port for said air-VOL ume, all arranged so that the air-volume may discharge the functions of moving the piston, of cooperating with the train-pipe air in the brake-cylinder in service applications of the brakes, and of controlling the outflow and disposition to atmosphere of the train-pipe air at emergency times.

20. In a fluid-pressure brake mechanism, in combination with the valve devices for controlling the flow of train-pipe air to the brakecylinder in graduation applications and of re, ervoir air to the cylinder in emergency applications only, a piston exposed on one side to train-pipepressure, a reserved volume of air taken from the train-pipe through a suitable feed-port which is controlled by the aforesaid piston acting as a valve, said reserved volume of air acting expansively against the other side of the piston and performing the duty of furnishing a supply of air to cooperate With the train-pipe air in the brake-cylinder during graduation applications of the brakes, in addition to the duty of imparting impulses to the'piston, and means for transmitting the impulses of the piston to the valve devices.

21. In a fluid-pressure brake mechanism, the combination with the train-pipe, brake- IIO i the combination with the train-pipe, brakecylinder and auxiliary reservoir, of valve devices controlling communication between the train-pipe and the brake cylinder and between the auxiliary reservoir and the brakecylinder, a piston exposed to train-pipe pressure on one side, means for transmitting the impulses of the piston to the valve devices, a storage of air on the other side of the piston, a port leading from said air storage to the cylinder and controlled by the aforesaid valve devices, said air storage having the several functions of acting expansively against the piston, transmitting pressure to the brakecylinder' to cooperate with the train pipe pressure in service applications of the brakes, and regulating the outflow and discharge of the train-pipe air at emergency times.

22. In a fluid-pressure brake mechanism,

cylinder, and auxiliary reservoir, of valve devices for controlling the flow of train-pipe air to the brake-cylinder in graduation applications and of reservoir air to the cylinder in emergency applications only, a piston exposed to train-pipe pressure on one side, means for transmitting the impulses of the piston to the valve devices, a storage of air on the other side of the piston at train-pipe pressure, a feed-port for said storage covered and controlled automatically by the edge of the piston acting as a valve therefor, said air storage acting expansively against the piston, a port leading from the storage through and controlled by the valve devices to the brakecylinder for conveying pressure from the said storage to the brake-cylinder to cooperate with the train-pipe pressure in service applications of the brakes.

23. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir and brake-cylinder, of a valve controlling the flow of air from the reservoir to the cylinder, a valve regulating the flow of air from the train-pipe to the cylinder, a piston exposed normally on one side to trainpipe pressure; a volume of air taken from the train-pipe and acting against the other side of the piston to move the same during reduction of train-pipe pressure; a portleading from said air volume through the valve devices to the brake-cylinder; said air volume having the function of supplying an amount of airto assist the train-pipe pressure in its action in the brake-cylinder during graduation applications, and also of regulating the outflow of the train-pipe pressure at emergency times; and means whereby the movements of the piston shift the valves so that train-pipe air will be used in all graduation applications and reservoir air reserved intact for emergency application.

24. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brakecylinder, of a valve controlling the fiow of air from the reservoir to the cylinder, a valve controlling the flow of air from the train-pipe to the cylinder, a piston exposed on one side to train-pipe pressure, a volume of air taken from the train-pipe and acting against the other side of the piston to move the same during reductions of train-pi pe pressure, and means whereby the movements of the piston shift the valves so that trainpipe air will be used in all graduation applications and reservoir air reserved intact for emergency action, said means consisting of a vibratory lever.

25. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of a valve controlling the flow of air from the reservoir to the cylinder, a valve controlling the flow of air from the train-pipe to the cylinder, a piston exposed on one side to train-pipe pressure, a volume of air taken from the train-pipe and acting against the other side of the piston to move the sameduring reductions of train-pipe pressure, and means whereby the movements of the piston shift the valves so that trainpipe air will be used in all graduation appli= cations and reservoir air reserved intact for emergency action, said means consisting of a vibratory lever engaged by the piston-stem between the bearing of said lever and its free end which is applied to move the valves.

26. In a fluid-pressure brake mechanism, the combination with thetrain-pipe, auxiliary reservoir, and brake-cylinder, of a valve controlling the flow of air from the reservoir to the cylinder, avalve controlling the liowot'air from the train-pipe to the cylinder, a piston exposed on one side to train-pipe pressure, a

volume of air taken from the train-pipe and acting against the other side of the piston to move the same during reductions of train-pipe pressure, and means whereby the movements of the piston shift the valves so that trainpipe air will be used in all graduation applications and reservoir air reserved intact for emergency application, said means consisting of a vibratory leve'r passing through a slotin the piston-stem, one end of said lever being applied to move the valves while the opposite end is mounted in a bearing, together with means for holding the bearing end of said lever within its bearing.

27. In a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of a slidevalve having an emergency-port in com munication with the reservoir and a graduationport in communication with the train-pipe, said ports being adapted to register at times with a brake-cylinder supply-port, a graduation-valve arranged axially Within the slidevalve controlling the slide-valve graduationport, and a piston exposed to train-pipe pressure and the reciprocations of which actuate the valves.

28. In a fluid-pressure brake mechanism, the combination with the train-pipe, brake cylinder and auxiliary reservoir, of a slide-- IIO valve having an emergency-port in commu nication With the reservoir, a graduationport in comm unication with the train-pipe,and an exhaust-port; said emergency-port being adapted to register Witha brake-cylinder supply-portduring emergency action; said grad uation-port being adapted to register with the brake-cylinderport during graduation action; and said exhaust-port adapted to connect the brake-cylinder With the atmosphere during release; a graduation-valve arranged axially within the slide-valve and controlling the slide-valve graduation-port, and a piston exposed to trainpipe pressure for actuating the valves.

29. In a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of a slidevalve having an emergency-port in comm unication with the reservoirandagraduationport in communication with the train-pipe, said ports being adapted to register at times with a brake-cylinder supply-port, a grad uation-valve arranged axially Within the slidevalve and controlling the slide-valve graduation-port, a piston exposed to train-pipe pressure and the reciprocations of Which actuate the valves, and means for closing the graduation-valve after graduation Without disturbing the position of the slide-valve.

30. In a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of a slidevalve having an emergency-port in communication with the reservoir, a graduation-port in communication with the train-pipe, and an exhaust-port; said emergency-port being adapted to register With a brake-cylinder supply-port during emergency action; said graduation port being adapted to register with the brake-cylinder port during graduation action; said exhaust-port adapted to con nect the brake-cylinder with the atmosphere during release; a graduation-valve arranged axially Within the slide-valve controlling the slide-valve graduation-port, a piston exposed to train-pipe pressure and the reciprocations of which actuate the valves, and means for closing the grad nation-valve aftergraduation Without disturbing the position of the slidevalve.

31. In a fiuid pressure brake mechanism, the combination with the train-pipe, brakecylinder and auxiliary reservoir, of a 'slidevalve having an emergency-port in commu- 5 nication with the reservoir, and agraduationport in communication with the train-pipe, said ports being adapted to register at times with a brake-cylinder supply-port, a graduation-valve axially Within the slide-valve and controlling the slide-valve graduation-port, a piston controlled by variations of train-pipe pressure, and means consisting of a vibratory lever for transmitting the movements of the piston to actuate the valves.

reservoir-pressure on one side and train-pipe pressure on the other side thereof, the aforesaid ports being adapted to register at times with a brake-cylinder supply-port, a graduation-valve axially within the slide-valve, a release-port from the brake-cylinder likewise controlled by the slide-valve, and a piston under train-pipe pressure for operating the valves. 7 p

In a fluid-pressure.brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of a slidevalve having an emergency-port in communication with the reservoir, and a graduationport in communication with the train-pipe, said ports being adapted to register at times with a brake-cylinder supply-port, a graduation-valve arranged axially within the slidevalve and controlling the graduation slidevalve port, a piston exposed to fluctuations of train-pipe pressure for actuating the valves, and a reserved volume of air acting expansively against the opposite side of the piston.

34:. In a fluid-pressure brake mechanism,

'the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of a slidevalve having an emergency-port in communication With the reservoir, and a graduationport in communication with the train-pipe, said ports being adapted to register-at times With a brake-cylinder supply-port, a graduation-valve arranged axially Within the slidevalve and controlling the slide-valve graduation-port, a release-port controlled by the slide-valve, a piston exposed on one side to fluctuations of train-pipe pressure, and a reserved storage of air acting expansively against the opposite side of the piston andsaid ports being adapted at times to register with a brake-cylinder supply'port, a graduation-valve arranged axially Within the slide-, valve and controlling the slide-valve graduation-port, a release-port from the brake-cylinder controlled by the slide-valve, a piston exposed on one side to train-pipe pressure, a storage of air on the opposite side of the piston which acts expansively against the latter for actuatingthe valves, and a port leading from the stored air to the brakecylinder which port is controlled by the aforesaid slidevalve. I

36. In a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of a slidevalve having an emergency-port in com munication with the reservoir, and a graduationport in communication With the train-pipe, said ports being adapted at times to register with a brake-cylinder supply-port, a graduation-valve arranged axially Within the slidevalve and controlling the slide-valve graduation-port, a release-port from the brake-cylinder controlled by the slide-valve, a piston exposed on one side to train-pipe pressure, a storage of air on the opposite side of the piston which acts expansively against the latter for actuating the valves, a port leading from the stored air to the brake-cylinder through the slide-valve and controlled by the slidevalve as to its opening at the beginning of graduation and controlled by the graduationvalve as to its closing after graduation.

37. I11 a fluid-pressure brake mechanism, the combination with the train-pipe, brakecylinder, and auxiliary reservoir, of valve devices consisting of slide and graduation valves for regulating the delivery of air from the train-pipe to the cylinder for all graduation purposes and from the reservoir to the cylinder only in emergency action, a piston operated by the variations of train-pipe pressure, a vibratory lever engaging the piston-stem and also engaging the valve devices in such a manner as to impart an initial impulse to the graduation-valve and a secondary impulse to the slide-valvesubstantiallyin the manner, at the time, and for the purpose specified.

38. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of valve devices for regulating the How of air from the trainpipe to the cylinder during all graduation applications of the brakes and from the reservoir to the cylinder only during emergency applications, a piston operated by reductions of train-pipe pressure, means whereby the movement of the piston is transmitted to operate the valve devices, elastic means for limiting the travel of the valve devices, and independent elastic means for limiting the travel of the piston, said elastic means having the function in each instance of more accurately defining the position to be assumed by the said parts fora graduation application of the brakes, and the same means being adapted to be compressed by the contact of the said parts therewith during emergency applications.

39. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of valve devices forregulating the flow of air from the train-pipe to the cylinder during all graduation applications of the brakes, and from the reservoir to the cylinder during emergency applications only, a piston operated by reductions of train-pipe pressure, means whereby the movement of the piston is transmitted to operate the valve devices, elastic means for limiting the travel of the valve devices and thus more accurately define their position for a graduation application of the brakes, the same means being compressed by the further movement of the valve devices during emergency action, and other independent elastic means performing in connection with the travel of the piston the same duty as that performed by the aforesaid elastic means in reference to the valve devices; and an emergency-valve normally held to its seat by a spring, the stem of which valve serves as the aforesaid elastic device for effecting the travel of the piston.

40. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of means for eliminating the service-valves of one or more triple valves from the train series of triple valves without eliminating the emergencyvalves of the same triple valves, Which consists of a common abutment for operating both the service and emergency valves, and means for disconnecting the abutment operatively from the service-valves.

41. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of a triple valve having a piston exposed on one side to trainpipe pressure, service-valves, an emergencyvalve, an air storage which acts expansively against the other side of the piston, and means for eliminating one or more service-valves from the train series of valves without eliminating the emergency-valves, which means consists of means for disconnecting the piston operatively from the service-valves.

42. In a fluid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of means for utilizing the train-pipe pressure for all graduation applications of the brakes, and the reservoir-pressure for emergency applications only, and means for eliminating the servicevalves of one or more triple valves from the train series of triple valves without eliminating the emergency-valves of the same triple valves, which means consists of a common abutment'for operating both the service and emergency valves, and means for disconnecting the abutment operatively from the service-valves.

43. In a fiuid-pressure brake mechanism, the combination with the train-pipe, auxiliary reservoir, and brake-cylinder, of a piston exposed on one side to train-pipe pressure and on its opposite side to a stored volume of air taken from the train-pipe, said piston being operated by the reductions of train-pipe pressure, valve devices actuated by the piston

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