US816859A - Fluid-pressure brake. - Google Patents

Description

PATENTED APR. 3, 1906.

M, W. HIBBARD. FLUID PRESSURE BRAKE.

ALIUATIOR FILED JULY 6. 1903.

M/VENTGH MAURY W HIBBARD.

WITNESSES WM-wr @wir .9a

ATTBNEY mul PATBNTED APR. 3, 1906.

M. w. HIBBARD. FLUID PRESSURE BRAKE.

APLITION FILED ULYS, 1903.

. D. H M B i L mm m, vw s mY an m A M "UNITED STATES PATENT OFFICE.

MAURY W. HIBABRD, F CHICAGO, ILLINOIS.

Specification of Letters Patent.

Patented A-pri 3, 19GB.

pplluation led July 8, 1903. Serial No. 164,324'

which whi e conforming strictly, as required,Y to the rules laid down by the Master Carr-fV Builders Association will be partieularlyresponsive to manipulations of the engineers valve in trains of any length, will he of eomparatively simple and economical construetion, and require comparatively little attention to maintain it in perfect Workingolrngn In the drawings, Figure 1 is a breken view showing the valve device in vertical sentirnn with a cheek-valve in the emergencyfpassage and the other passages arranged te eo'no'ni to this construction, the mechanism being in serviee" position; Fig. 2, a siiniiar view of the valve in runnin position which shows an arrangement o passages where the emergency-passage check-valve is dispensed with; Fig. 3, a similar view of the construe# tion shown in Fig. 2, the mechanism bein in a position between running and ful ernergency; Fig. 4, a plan view of a stationary spiderframe forming part of the u' per construction of the device; Fig. 5, a p an view of one of two similar companionV members of a suspended frame or s acer movable within the said spider-frame g Iii 6, a section on line 6 in liig. 5; Fig. 7, a bro en seetionon line 7 in Fi 4, showing a eheck valve in one art ol t e auxiliary-reservoir feed-passage; iig. 8, a perspective View of an improved strainer which I prefer to employ, and Fig. 9 aseetion on line 9 in Fig. 3 through the emergency-valve and graduating valvestem.

The triple-valve body A has a train-pipe port or passage u., an auxiliary-reservoir port or passave b, and a brake-cylinder port e, ali arranged to register with standard equipments. `In thebody A is a hushed istorn chamber B closed at one side by a eyT indereap C, snr an auxiliary-reservoir eharnher D, separated from the chamber B by a partition d, having a large central opening e, provided with a hushed valve-seat1 e at the chamber B, an exhaust chamber 1li), Yhaving an exhaustsport E, a large emergency-passage F, and a passage f, extending from the train-pipe passage a and throu h the cap C to the piston-chamber B. In t e lower side of the trainpipe essa ye a, between its mouth and the mout of t e assage j, is a port g, entering the top of the rain-cup G.

H is a strainer havin a frame ortion' formed, preferably of one en th of wire bent toY present a circular expanslie part lt and elliptical part h at an acute angle to each "other, the part k being formed at the free Yends of the wire with a divided guide-tooth?, as shown.

Y The art h forms the frame of a wire-ganze disk 3. The strainer fits at its foot ortion la* in a groove a." in the passage o an the end of the art h iits into a socket g at the rear edge ofpthe port g, causing the Ypart itvhieh fits elosei)T the bore of the pas Vsage a, *toV extend in a downward -incilned direction across the passage a and over the port'g. Thus all air entering from the trainpipe must ass through the strainer and any particles o dust carried thereby will be deleeted downward by the gauze and Vfall through the port g into the drain-cup.

In the emergency-passage F at the brakeeylinder port c 1s a comparatively large valveseat c', and extending between the passage F and chamber D in line with the port c is an opening fitted with a bushing i, resentin Va valve-seat to the chamber D. S idirr t ie bushing e' is an erner easy-'valve I, ormed with annularfs'eatn' 's aces to fit snugly the valve-seats e fi. 1e valve I is chambered and provided at its end with an opening and tapering valve-seat lc, forming the servieeort. in the part adjacent to the port'lr t ie valve is formed with an inner annular enlargement k', presenting a shouider k2. YK is a piston comprising an annular' head K', ttin more or less closely and sliding in the bus ring of the piston-chamber B and sha ed on its rear side with an annular seatingace l, fittin the valve-seat e, from which extends the iollow stexnortion K2, formed with a reduced cylindrica extension l', fitting through the open-end portion of the valve I and terminating in an enlargement l in the part i." of said valve, but somewhat shorter than said art, as shown. The stem K2 is siit from its ee end to a point near the vaive portion Zto present the openings Z, of which there may be four, as shown in Fig. 9.

.i compartment mf',

Screwed into the piston-head K', near the outcr circumference thereof', is an annular face-plate li, provided with a central opening 1*. (lamped around its circumferential edge by the head l and plate K3 is a preferably llcxible-mcl-.il diaphragm K4, forming a movable abutment The head and plate flare slightly with relation to each other toward the center to permit the )roper play of the said movable abutment, w ile protecting it against undue strain. F astened to the central part of' the flexible disk K is the stem L of a graduating-valve L', sliding in a guide in the end of the stem K2 and tapered at its end to lit the valve-seat formed by the taper# ing service-port lc. Confined between the cap C and the piston K is a graduatingspring M.

Fit ng upon the body A is a spider-frame N, and fitting over the upper side of the spider'frarne is a cap P. Secured around its edge between the body A andspidenframc is a flexible, preferably thin metal, diaphragm Q, and secured around its edge between the spiderframe and cap P is a thin flexible, preferably metalA diaphragm R. The diaphragms Q R separate the space between the to of the body A and ca P into three cham ers m m m2, respective y.' The spidenframe is formed at its hub with a valve-chamber n, closed by a screw-plug n at the u per side and having a port n through to t e under side of the hub. The u per end of the port 1t is formed with a valira-seat, and in the chamber n is a valve N', having a winged ystem extending through and beyond the lower end of the port. The hub of the spiderframe presents annular pro'ecting guides n on the upper and under si es of the frame. S S are the similarlyconstructed upper and lower members of a. spacing-frame, the members being formed on their adjacent sides with similar lugs p, fitting against each other. At the centers ol the disk portions of the spacers are ribbed openings littin around and sliding vertically upon the gui e projections n", the disks bearing, respectively, against the upper and lower flexible Idiap iragms R Q, as shown. In the osition shown is a passage q from the piston-c iamber B to the chamber or compartment m. 'Extending from the compartment m to the com partment mi is a passage g', cored through the body A, spider 1\', and cap P. In the passage g in the spider-frame is a downwardlyseatin r check-valve q, closing in the direction ofthe compartment fm., and in the end of tbc passage q at the compartment m2 is a check-valve q, closing in the direction of the The winged stem of' the valve qi cxtcnds downward into the path of the flexible diaphragm it( Extending between thc compartment m2 and auxiliary-` reservoir passage l; is a cored passage s. EX- tending from the compartment m to the exhaust-chamber E is a cored passage t. (indi-- In the construction shown in Fig. 1 the emergency-passage F extends from the trainpipe passage (L, a check-valve r being interposed between them.

When the mechanism is in running osition, as indicated in Fig. 2, air entering Yrom the train-pipe passes upward through the passage f to the chamber B and supplements the action of the spring M in impressing the piston a ainst the air-tight seat e. The pressure is a so exerted through the opening l* in the piston against the flexible diaphragm or abutment ,K, Awhereby the graduating-valve L' is pressed against the seat k and the emergency-valve 1 is pressed firmly against its seat iA c', thereby closn the brake-cylinder port. Pressure passes rom the chamber B through the port q to the compartment m, exerting ressure against the flexible diaphragm and lifting it and the spacer S, whereby the Valve i is opened by the diaphragm Q and the valve g3 is opened by the diaphragm R. Thus pressure passes from the compartment m through. the passage q', lifting and opening the check-valve q2 therein to the compartment m2. From the compartment m2 the )ressure passes through the passages s b to tlie chamber D and auxiliary reservoir. Thus in ruiming position the pressures in the train-pipe, piston-chamber B,

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compartments m mi, chamber D, and auxiliary reservoir will be equalized and the brakecylinder maintained open to the outside air through the passages c t', chamber n, port n2, compartment m', passage t, chamber E, and port E'. By reason of the fact that the compartment m is thus always open to the outside air the diaphragms Q R are held firmly on the upper and lower surfaces of the spacer N. While the pressure in the compartments m ml aree ual, the spacer and diaphragms R. Q woul( assume the, lowered position shown in Fig. 1, permitting the Valves g3 N to close; but whenever the auxiliary-reservoir pressure falls below that of the train-pipe the preponderance of pressure in the compartment m over that in the compartment m2 would lift the said diaphragms and permit pressure to pass through the passage q' and feed the auxiliary reservoir. i

Under a slight reduction of pressilre in the train-pipe for service application the consequent lowering of pressure in the chamber B wall e ase the prepesdersting pressure in the chamber D to move the ilexible diaphragm K to the position shown in Fig. 1, there y opgnlng the graduating-valve L and permit- IIO sieste ling nir to pass from the auxiliary resrrvoir lo the brake-cylinder through the openings l E and sins-.ii serviewport if.. t the ssme time the lowering of pressure in the oomprtment rn would cause the flexible diaphragms Q R to move to or remain in the lowered osit-ions shown in Fig. i, permitting the bra ecylinder exhaust-valve N to seat or remain I seated. When pressure from the trein-pipe is again mis-ed to reiease brakes, the flexible diaphragm K4 will he pressed to the position shown in Fig. 2 .to close the service-port. 'fr und the diaphrngnis Q It will be raised to open the rnlves N q", whereby the brake-cylinder will oxlmust find the auxiliary reservoir will be fell.

The grsdnstiiig-spring M prevents nievenient nl the. piston K in servies reductions. vVhen un vnnrgenoy redurtion is hrnnght about inY the train-pipe, the mechanism shown in Fig. l will operate as follows:1 The sudden great reduction of pressure in the ohnmher B in front of the piston wiil cause the pressure in sind` chamber b hind the piston, nnfl also the pressure in tle chamber D oxerl mlngninst thediephragm K* to more the piston against the resistance of the greduating-spring .\l until the enlarged end portion E siides in the valve l :nul after the iirst slight preliminnry xnorement engages the shoulder It" in saisi valve. The piston is n'ioved until it seats nt itsI stnnnhir projecting port u against tin` annular heather or rubber gasketfv, which thus forms :t valve-sent, preventing nir 'rmn lsenping around the piston from thi-r uhninbur l) tn the train-pipe. The sudden npnning nl' the vulve i from the sent fs' [reuse-s a rush ol' pressure from the train-pipo, which opens the f-herk-vulve f' und passes in compnretivoy large volume to the hrel e-eyiin der. Pressure also pnssos from the auxiliary reservoir through .the port Extending from thv rlnnnber li behind theA piston to the rniergrnoyqmssnge l1 is s' passage w, se that when the piston leaves the seat e pressure will also pass from the auxiliary reservoir to the brithefeyiinder. When the train-pipo pressure is suddenlyv reduced for an. emergency stop, owing to tho comparaithe eheek-vnlve 1 (shown tively lan-fe sim: of the passage l1` and port o, there wii in' n rush of pros-sure from the treinpipo to the brake-cylinder in nzlvnnce of any material rush of pressure from the auxiliary reservoir to the brake-cylinder. Thus the@ "quirlvm-tion" fentureol the vulve is, in eli irrt, in zuivnnoo of uny materie? loweringr of [in` :nixilinry|'escrvoir pressure. When the lii'ziko-zeyliiiiifi pressure approximates tiret; oi' the trein-pipe, the elmokwnlve fr wiil he ontirvly closed hy its springr permitting the resrrvnir pressurito nrt with full force on top .l' the pressure which hns entered the rtrinrh-r from tho trein-pi io. ll will iw nntirml tllut ti grinhinting-ruhe port brake w smell and si the is ol' less area than the end of the graduating-valve L', which ineures firm seating of the seid reise b pressure when closed. The length of the art i* of the piston-stem being ess than t e enlarged chamber portion k of the emergencyvalve I permits the piston to get under way and o en the port e before it engages the sheul er k2 and starts the opening movement of the emergency-valve. Thus e preliminary blew is given to the emergency-valve to start it away from its seat before the steady direct force of the piston is applied.

In the construction shown in Figs. 2 and 3 in Fig. 1,3 is not employed and the emergencytissage F Ys1:- tends from a port F in the ushirig of the piston chamber B in the position shown insteer nf directly from the trsinipipe passage. The psssegefi'roin the treirbpi )e te the pistonsehamher is also somewhat larger in this eonstrnetion. The operation of sii the mechanism is the saine as in the other conetrnetien described, except in the esse of emergency notion. When the piston K is .uns-cated by en emergency reduction in the train-pipe and travels in the direction of the sent t', the opening of tho emergency-vslve I causes e sudden quick rush of a large. volume of pressure from the trein-pipe through the chamber B, port F', and passage F to the brake-cylinder, which is thus filled with pressure from the train-pipe by the time the iston reaches the seat e and closes communication between the trein-pipe sind hrnke-oylinder. In the movement of the piston to the sent r the port F" is opened to the auxiliary reservoir through the chamber l), opening e, und chamber B Ybehind the piston, causing a Sudden rush of pressure from the auxiliary reservoir to the brake-cylinder on top of the train pipe pressure. This construction is more simple enti iess expensive to maintain than the construction shown in Fig. 1 on neeount of the leaving out of theY oheelifaire r and itsettendnnt parts. (Shown in Fig. 1.) li`nrthernore, the action is, if anything, quicker and more positive.

The aree o the emergency-vulve exposed to pressure inv in the chamber l) is comparis tivey large, nsuring firm seating ni snirl valve geins 'he double sont 'i s", while the nierhenisln i n running or servies position, nd as the i. `vice and graduating moveinents of the stom L a e controllori altogether by the movnl'le abutment nr flexible rlinp regni K* there is no strain upon th(` einer geneyfelve except nit-or initiai nim-ement ot' the'pisten K.

The construction insures quick und positive seating and vreleasingi oi' brakes under minimum desired variations of pressure in the train-pi le, thus rendering the vulve (l0- .Yioe particu arly responsive to operations of the engineers valve. The construction furthermore avoids the necessity of :i close-fit- IIS made in tlu` train-pipe to lower the double requirements.

rie-ged piston, with the attendant danger l of sticking and the mechanism requires no oilin'. This is a material advantage, because oil tends to accumulate dirt. The strainer H, constructed to operateas described, reduees to the minimum any danger of dust entering to interfere With the operation of the mechanism. The portsand passages are of a size to permit 'the tillinJr of the auxiliary' reservoir and service appication and release of brakes according to standard Besides the structural advantages of my improved valve device over those hitherto provided it possesses particular advantages in effecting quick and positive service, release, and emergency actions. As before stated, when the emergency-valve is opened the initial rush of pressure to the brake-cylinder is from the train-pipe before (especially in the construction shown in Figs. 2 and 3) pressurecommences to rush thereto to any material extent from the auxiliary reservoir. This insures particularly-quick serial emergency action in long trains.

The spaced flexible diaphragms lt Q are particularly sensitive to movement under variation of pressure on their opposite sides, rendering them quick to open and close the valves g3 N,.for the purpose described, and as the auxiliary reservoir feed passage is closed except when feeding there can be no retrogression of pressure from the auxiliary reservoir to the train-pipe and all actions brought about by desired variations in trainpipe pressure are practically instantaneous.

The check-valve q2 presents a small area to the feeding pressure when closed, but a larger area when opened. This has the etl'ect of causing said valve to operate as a pressureretarding valve by remaining seated after the valves Q3 N have opened for a sufficient time to permit the train-pipe pressure to accumulate slightly before passing to the auxiliary reservoir. The effect of this action is to cause the pressure to rise practically all along the train-pipe before feeding and tends to insure quicker release of brakes simultaneously throughout the train. This is a practical safeguard against the pulling apart of cars or breaking the train in two" when releasing on long trains. Willen brakes are first applied, the pressure in the bruine-cylinder is exerted against thc upper side of thi` exhaust-valve N to hold it firmly to its seat. Thus no matter how gently the brakes are applied thc exhaust-valve N will be held scated under any slight waves of increasing pressure in the train-pipe.

The area of the graduating-valve ll exposed to atmosliheric pressure through the ort lc when brakes are released will insure holding of that valve seated until sufficient reduction in initial service application is diaphragm device and close the valves Q3 N and always effect sufiicient preponderance of reservoir over train-pipe pressure before the graduating-valve is opened to insure movement of the brake-cylinder piston past the leakage-groove in the brake-cylinder. After the tirst application in setting the brakes the consequent auxiliary reservoir reduction, combined with back pressure against the graduatin r-valve exerted from the brake-cylinder, wil allow the said valve to respond readily to train-pipe reductions for graduating.. lt will be understood that all service actions are effected without any piston travel, but altogether by tht` movement of flexible diaphragms and seating-valves, which. isa decided advantage in preventing leakage and maintaining perfect control of braking action. There can be no sticking of pistons, with attendant irregular action and undesired emergency. The piston seats at the port e independently of the seating of the emergencyva ve, which is a structural advantage. T he double seating of the emergency-valve at the seats i. c is a very simple constriwtion` rendered easily exact, and the valve l, having slight independent movement relative to the piston, insures perfect seating to effect airtight closing of the ports at i c. There should preferably be sufficient spring at the movable diaphragm K* to maintain the graduating and emergency valves normally seated. The construction of the double diaphragm involving the spider frame and spacer is such as to render the moving parts particularly sensitive and easy to get at when desired. The diaphragms employed in the device may be of any suitable construction or material which will give the best results, and the ports should in all cases be of such relative proportions as will best fulfil standard requirements.

lf desired, the diaphragm device may be so arranged as to hold the valve q normally open und permit the same to close only when the auxiliary-reservoir pressure exceeds that of tht` train-pipe.

While l prefer to construct my improvements throughout substantially as shown and described, they may be variously modified in the matter of details of construction without departing from the spirit of my invention as defined by tlu` claims.

fluit l claim as new, and desire to secure by Letters Patent, is

1. ln an automatic fluid-pressure brake apparatus, having a movable abutmentI governing the passage of pressure to tin` brakecylinder, and a passage for feeding pressure from the train-pipe to the auxiliary reservoir,

the combination of a separate movable tlexible diaphragm device exposed on opposite sides to pressure from the train-pipe and auxiliary reservoir respectively, and a valve in said feed-passage actuated by movement of said diaphragm device to open said passage IOC:

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when the train-pipe pressure exceeds that in the auxiliary reservoir.

2` In an automatic Huid-pressure breite apparatus, having a movable abutment, governin the passage of pressure to the brakecvlin er, and a passage for feeding pressure from the train-pipe to the auxiliary reservoir, the combination of a separate movable ilexible diaphragm device exposed on op ositeY sides to pressure from the train-pipe an auxiliary reservoir respectively, and a valve in said feed-passage actuated to open by movement of said diaphragm device underprependeranee of train-pipe rassure, and operating to close said passage w en the auxiliary-reservoir pressure exceeds that in the train-pipe.

3. 1n an automatic fluid -pressure brake apparatus having a movable abutment governin the passage of pressure to the brakec lin er, a passage for feeding pressure from t e train-pipe to the auxiliary reservoir, and a brake-e linder exhaust-passage, the combination o a separate movable flexible diaphragm device exposed on opposite-sides to pressure from the train pi'pe and auxiliary reservoir respectively, and valves in both said passages actuated by movement of said diaphragm device to open said assages when the train-pipe pressure excee s that in the auxiliary reservoir,

4. In an automatic Huid-pressure brake apparatus, having a movable abutment governinv the passage of pressure to the brakecylinder, a passage for feeding pressure from the train-pipe to the auxiliary reservoir and a brake-splinder exhaust-passage, the combination o a separatemovable flexible diaphragm deviceexposed on opposite sides to pressure from the train-pipe and auxiliary reservoir respectively, a check-valve in said exhaust-passage seating under pressure from thc brakecylinder and actuated by movement of said diaphragm device to o en against any {bralie cylinder pressure w ien the train-pipe pressure exceeds that in the auxiliary reservoir.

5. In an automatic fluid-pressure brake apparatus, having a movable abutment, giovernin the passage of pressure to the brakecylin er, and a passage for feeding pressure from the train pipe to the auxiliary reservoir, the combination of a separate movable diaphragm device exposed on opposite sides to pressure from the train-pipe and auxiliary reservoir respectively, a valve in said feedpassage actuated by movement of said diaphragm device toppen said passage-when the train-pipe pressure exceeds that in the auxiliary reservoir, and a pressure retarding valve in said passage seating in the directie of the train-pipe.

6. In an automatic fluid-pressure brake apparatus, having a movable abutment, governing the passage of pressure to the brakecylinder, and a passage for feeding pressure Yapparatus having from the train-pipe to the auxiliary reservoir, the combination of a movable abutment iermeu with two cooperating diaphragms exposed at their outer sides, respective! to pressure from the train-pipe and auxi iary reservoir, a brake-cylinder exhaustpassage between said diaphragmaand valves in said feed and exhaust passages actuated hg movement of said coiperating diap ragms to open both said passages when the train-pipe pressure exceeds that in the auxill iary reservoir.

7. In an automatic fluid-pressure brake apparatus having a movable abutment governin the passage of pressure to the brakec lint er, a passage for feeding pressure from t e train-pipe to the auxiliary reservoir and a brake-cylinder exhaust passage, the combination of a movable abutment formed with two coperating diaphragms exposed at their outer si( es respectively to pressure'from the train-pipe and auxiliary reservoir and at their inner sides to atmosphere, and valves in said feed and exhaust passages actuated by movement of said cooperating diaphragme to Vopen said VVpassages when the trainpipe pressure exceeds that in the auxiliary reservoir.

8. In an automatic fluid-pressure brake apparatus having a movable abutment, geverning the passage of pressure to the brakecylinder, and a passage for feeding pressure from the train-pipe to the auxiliary reservoir, the combination of a stationary spiderframe having a chamber interposed in the brake-cylinder exhausttprhragms on opposite sides of said spiderame exposed at their outer sides respectivel Y to pressure from the trainipe and auxi lary reservoir, a spacer movable upon said spider-frame and bearin at o sides respectively against sailv diep iragms and valves in said feed and exhaust passa es actuated by movement of said spaced iaphragms.

Y9. in an automatic Huid-pressure brake orts and passages communicating respectively with the train-pipe, auxiliary reservoir and brake-c linder, he combination of an emergency-va ve, a piston device governing said valve, a graduatingvalve, and a flexible diaphragm on said piston device and havin movement independent thereof operativey connected with said graduating-vali e, said piston and diaphragm sing exposed on opp rite sides to pressure from the train-pipe and auxiliary reservoir respectively.

l0. ln an automatic fluid-pressure brake apparatus, having'ports and passages eemmunicating respeetivel with the train-pi e, auxiliary reservoir anV brake-cylinder, t e combination elV a ehambered emergencyvalve provided with a service-port, a piston device having a ehamhered perforate stem pcsite.

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operatively engaging said emergency-valve. a diaphragm en said istes devise and ,.aviag movement independent thereof, and a graduating-valve in the chambered emergencyvalve governinr said service-port operatively connected with said diaphragm, the said piston and diaphragm being exposed on opposite sides to pressure from the trainpipe and auxiliary reservoir respectively.

11. In a triple valve device. for Huid-pressure brake apparatus having a piston-chamber communicating with the train-pipe, an auxiliary-reservoir chamber communicating with the auxiliary-reservoir, an emergencypassage, and auxiliary reservoir feed and brakecylinder exhaust-passages, a brakecylinder emergency-port extcndingfrom the emergency-passage and presenting a valveseat, a guide-opening in line with said port extending between the emergency-passage and auxi iary-reservoir chamber and presenting a valve-seat to the auxiliary-reservoir chamber, a chambercd emergency-valve movable in said guide-opening and having valve-faces arranged to close air-'tight against said seats respectively, a service-port and graduating-valve in the chambered emergency-valve and operating means for said valves exposed to, and movable under variations in, pressure from the train-pipe and auxiliary reservoir.

12. In a triple valve device for automatic fluid-pressure brake apparatus, a pistonchamber communicating with the train-pipe, an auxiliary-reservoir chamber communicating with the auxiliary reservoir, an opening between said chambers surrounded by a valve-scat in the piston-chamber, a brakecylinder emergency-passage communicating with thc piston-chamber, auxiliary-reservoir feed and brake cylinder exhaust-passages, a piston device in said piston-chamber having a seating-face closing air-tig t against sai valvescat and a stem portion passin through said o ening, and emergency and graduating va ves operatively connected with said piston device.

' 13. In a triple valve device for automatic fluid-pressure brake apparatus, a pistonchamber, a port at said' chamber communi eating with the train-pipe and presenting a valve-seat in said chamber, an auxiliaryreservoir chamber in open communication with the auxiliary reservoir, an opening between said chambers presenting a valve-seat in the piston-chamber, a brake-cylinder emergency-passage communicating with the piston-chamber, a piston device in the pistonchamber presenting valve-faces on its opposite sides to engage respectively and close air-tight against said piston-chamber valveseats, and emergency and raduating valves operatively connected wit said piston device, whereby in emergency action the piston after opening the emergency-valve, to admit train-pipe pressure to the brake-cylinder,

spgm hg gmgro'ency-passage to the auxiliary reservoir and' cIoses communication between the piston-chamber and train-pipe.

14. ln a triple valve device for automatic. Huid pressure brake apparatus, a pistonchamber, a port in said chamber communieating with the train-pipe and presenting a valve-seat in said chamber, an auxiliary-reservoir chamber in open communication with the auxiliary reservoir, an openin` between the said chambers ypresen ting a va ve-seat in the piston-chamber, a brake-cylinder emergency-passage extending from the pistonchamber near the train-pipe port therein, and a piston in the piston-chamber presenting valve-faces on its opposite sides to engage respectively and close air tight against said piston-chamber valve-seats, and in its movement from one said` seat to the other crossing the port offthc emergencypassage, whereby in emergency action -the piston after opening the cmergcncy-valve, to admit train-pipe pressure to the brake-cylinder, crosses the emergency-port and opens the cmergencv-passage to the auxiliary reservoir 'and coses communication between the piston-chamber and train-pipe.

15. In a triple valve device for automatic {luid-pressure brake apparatus, thi` combination with the piston-chamber having an zmnular inner guido-wall, auxiliary-rcscrvoir chamber, cmcrgcucy-passage and auxiliaryreservoir feed and brake cylinder exhaustpassa es, of an opening befivecn the pistonchamer and auxiliary-reservoir chamber,

resenting a valve-seat in the piston-cham- Eer, a piston device formed with a valve-face at one side, a graduating spring operating normally to press the piston device it its said valve-face alr-tight against said soz. the piston fitting around its circumference loosely the annular wall of the piston chamber and sliding readily therein, and emergency and graduating valves opcrativly connected with said piston device, substantially as and for the purpose set forth.

16. In an automatic fluid-pressure brake apparatus, having a train-pipe passage, drain-cup and port in said passage opening into the drain-cup, a disk-shaped strainer fitting the bore of said passage and extending in an inclined direction over said port to dcflect particles of dust into said port, substantially as described.

17. In an automatic fluid-pressure brake apparatus, having a train -pipc passage, drain-cup and port in said passage communieating with the drain-cup, a strai ner having a frame presenting two parts at an angle to each other, iittiug thc bore oi' sa id passage and extending at one part in an inclined direction over said port and at its other part engaging the wall of the passage to hold the strainer firmly in position, and a wire-gauze IOO IIO

dia hragin on 'said inclined part, substantialiy'as described. Y

i8. In a vave device for actuatin fluidpressure brakes, the combination o valve mechanism for controlling the admission and release of duid-pressure to and from theV brake-cyiinder-and aI valve normally tending to close communication between the trainpipe and auxiliary reservoir and cuttin off the feed but actuated by said valve meclianism and held to open position when the brake-cylinder isat released position.

19. In a railWay-brake-aetuating device of the type in which a movable-abntment-actuated release-valve and a movable-*abutmentactuated service-valve are independent of each other, the combination,with said valves, of means controlled by the abutment of the release-valve for governing the feed to the auxiliary reservoir. Y

20. In a device for actuating brales, the combination of release-valve mechanism and a valve `controlled by such release-valve mechanism and governing the flow or feed of air to the auxiliary reservoir.

21. In a device for actuatin'g,brakes, the combination of release-valve mechanism a feed-valve controlled by said releise-vaive mechanism and governing the flow orfeed of air to the auxiliary reservoir, and meanser causing the release-valve to open before the feed-Valve generis..

22. In a device for actuating brakes, the y combination of a single feed-passage extend'- ing from the train-p1 e to the auxiiiar reservoir, a valve in sai passage closing 1n the direction of the auxiliary reservoir, a diaphragm operating by preponderance of trainpipe pressure to open said valve, and a cheekevalve in said passage closing in the direction of the trainu ipe.

23. in a device or actuating brakes, the combination of release-valve mechanism and a separate valve arranged in a feed-passage between the train i e and auxiliary reser- Voir and governed) by said rcieasevalve mechanism to close said feed-passage ap roximately when the-release-valve is closed), and to open the same approximately when the release-valve is opened,

24. In a device for actuating brakes, the combination of release-valve mechanism, a separate vaive for controlling the feed of air to the auxiliary reservoir, and a movable ,abutment for operating both of said valves.

MAURY W. HIBBARD.

In presence off-n Wiirrnn n. WINBERG, WM. B. Davies.

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