USRE17029E

USRE17029E - Air brake apparatus

Info

Publication number: USRE17029E
Authority: US
Publication date: 1928-07-10

Description

S. G. NEAL AIR yBRAKE APPARATUS A July "10, 192s.

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S G NEAL 'AIR BRAKE APPARATUS Original F S E f ed Feb'. 21 4925 @u Nm, Q0

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v INVENTOR A @Deuce/GIM BY t I ATTORNEYS' Reissued July 10, 192.8.

UNITED STATES SPENCER G. NEAL, OF NEW YORK, N. Y., ASSIGNOR TOl AUTOMATIC STRAIGHT .AIB BRAKE COMPANY, OF WILMINGTON, DELAWARE, A CORPORATION O'DELAWARE.

AIR-BRAKE APPARATUS.

Original No. 1,601,583, dated September 28, 1926, Serial No. 10,816, led February 21, 1925. Application in! reissue led August 3, 1927. Serial No. 210,442.

' This invention relates to improvements in triple valves of the Westinghouse type. In triple valves of this type the main piston, the main slide valve and the graduating V Valve are moved to release and charging position by an increase in brake pipe pressure. Upon a reduction of brake pipe pressure for an application of the brakes the auxiliary reservoir pressure moves the main piston and the connected main and graduating valves into application position and air Hows from the auxiliary reservoir to the brake cylinder. When the auxiliary reservoir pressure has been sufliciently reduced through the flow of air to the brake cylinder the brake pipe pressure will move the main piston and the graduating valve to lap position.

One of the important objects ot this invention is to provide a triple valve of the Westinghouse type with a main valve means and a supplementary valve means, the main valve means controlling communication between the auxiliary reservoir and the brake cylinder and between the brake cylinder and the atmosphere, and the supplementary valve means controlling communication betweena supplementary reservoir and the brake cylinder and between the brake cylinder and 30. the atmosphere, both of said valve means moving to application position upon a reduction in brake pipe pressure and moving to release position upon an increase in brake pipe pressure.

Another important object of the invention is to provide the supplementary valve with means whereby said valve will be controlled by brake Ipipe, brake cylinder and emergency A reservoir pressures and will act as a brake cylinder pressure controlling valve, using air from the supplementary reservoir to compensate for brake cylinder leaks.

Another important object of the invention is to provide means whereby the supplementary or pilot valve will act as a brake cylinder pressure controlling means and ensure a brake cylinder pressure substantially indirect proportion to the brake pipe -reduction regardless of brake cylinder piston travel and brake cylinder leakage, using air from the supplementary reservoir to build up brake cylinder pressure and opening the brake cylinder to atmosphere when the brake cylinder pressure is above the desired pressure.

Another object of the invention is to provide a tri le'valve, of the type herein described, with a release governing valve having two positions, in one of which the main slide valve in release position will bring about a normal full and quick release of the brakes, the release governing valve 1n its other position renderlng the main slide valve Vineective in release position, the release of brake cylinder pressure then being controlled entirely by the supplementary or pilot valve.

There' are many other important objects and advantages of the invention which will hereinafter appear.

In order to simplify the description the various ports and passages will 'be describedv in connection with the various operations of the triple valve.

In the drawings, Fig. 1 is a diagrammatic sectional view of the triple valve embodying the invention, the parts being shown in full release and charging position, the release governing valve being 1n quick release position; v

Fig.. 2 a view similar to Fig. 1 showing the parts in service position;

Fig. 3 a view similar to Fig. 1 showing the parts in emergency position;

Fig. 4 a detail sectional view of the re-v lease governing .valve showing the valve in graduated release position; and

Fig. 5 'a diagramma-tic view of the apparatus.

'In Fig. 5, A designates the triple valve; B the auxiliary reservoir; C the brake cylinder; D the emergency reservoir; E the brake pipe; and, F the release governing valve stem.

Fall release and charging position.

The.l system is chargedby increasing the brake plpe pressure, as in the present standard Westinghouse type of air brake appa-l to the mainslide valve by' a lost motion cony nection and the graduating valve is conl nected directly to the said stem as is usual in this type of apparatus. The main slide valve cperateseon a main slide valve seat through which various ports and passages are formed. With the main piston m f ull release and charging position a charging roove 4 yis uncovered so that air may flow rom chamber 1 through said groove past the iston 44 and into the main slide valve chamr 5. The main slide valve chamber is connected directly to the auxiliary reservoir through (passage 7. Said chamber 5 is also connecte to an emergency reservoir through assage 8, chamber 9 and a port controlled Ey a spring pressed check valve 10. The spring normally holds the check valve seated and the rising pressure in chamber 9 will unseat said valve and open communication betweenchamber 9 and the emergency reservoir. The auxiliary reservoir and the emergency reservoir will therefore be charged at the same time and at the same rate. From chamber 1 brake pi e air will flow through the passage 11 into rake pipe chamber 12 of the dia hragm structure. T

lower wall of vcham er 12 is formed by a brake pipe diaphragm 13. Spaced a suitable distance below the diaphragm' 13 is a larger brake cylinder. diaphragm 53, said dlaphragm being considerably larger in area than the brake ipe diaphragm 13. The diaphragms 13 and) 53 form the upper and lower walls of a 'brake cylinder chamber 55. Below the brake cylinder diaphragm 55 is arranged an emergency reservoir diaphragm 16, this diaphragm being of the same area as the brake pipe diaphragm 13. Between ythe diaphragms 53 and 16 is formed a retention chamber 26; `and below the emergency reservoir diaphragm 16 is formed an emergency reservoir chamber 17. This latter chamber is connected to the einer ency reservoir by passage 18 so that said c iamber will be charged with emergency reservoir air.

The diaphragms 13, 53 and 16 are rigidly connected together at their centers by a. Stem 13* and move up and down together. These diaphragms have a limited up-and-down v movement, suitable stops being rovided for that purpose. In the brake cy inder equalizing chamber 55 is arranged a horizontal lever a which is ivo'tally connected to the stem 13. One endof said lever is pivotally connected to the valve casing; being connected to a secondary or pilotvalve 15, said valve being arranged in a valve f chamber 14. The chamber 14 is 'connected' to the brake pipe chamber 12 by a passage 14, and in said passage is a check valve its other end 14". This check valve permits air to flow into chamber 14 from chamber 12 but prevents a back flow of air from chamber 14.

Chamber 14 is directly connected to a sup- I through brake cylinder. passage 19, cavitlyI f 20 of the main slide valve, passage 21 whic leads direct to the release governing valve chamber 22, and from this chamber to atmosphere through port 23 in the release governing valve 57, and main atmospheric port 24.

The check valve 10 is opened for emergency applicationsof the brakes by means of a piston and a lever 30a connected thereto and adapted to bear on the projecting end of the valve 10. The piston 30 reciprocates in achamber 3()b and said chamber is charged from the main slide valve chamber through portr 31 and cavity 31a in the main slide valve and port and passage 32 which leads from the main slide valve seat into chamber 30". The piston 30 therefore subject on one side to the pressure in chamber 9 andon its other side to the pressure in chamber 30b and said piston remains inoperative in all positions of the main slide valve except the emergency position, as will be hereinafter described.

A chamber 25 is connected by passage 25l to the retention chamber 26 and is for the purpose ofaugmenting said chamber 26. The chamber A25 has no function exce t in graduated release operations, as will be 1ere- 'mafter described. With the release governand in the release position of the main slide valve this port registers with the vcavity 2O in the main slide valve so that the chamber 25 is directly connected to the brake cylinder port and passage 19.

In emergency application the brake vpipe is vented to atmosphere by opening the emer- -gency brake pipe vent valve 34. This valve is connected to a piston 33 which reciprocates in a chamber 36-36. The chamber down port 25b whichr Ill '36 into the chamber 36 above said piston.

Brake pipe pressure will thereby equalize on opposite sides of the piston 33 and the valve 34 will be held closed. A passage 38 leads from the chamber 36a above the piston 33 to the main'slide valve seat. In the emergency position of the `main slide valve 'passage 38 is connected by a cavity 65 in the main slide valve to 'a port and passage 40 which leads directly into a chamber 39 thereby reducing the pressure in chamber 36 and permitting the brake pipe pressure in chamber 36 to raise the piston 33 and open the valve 34. In the release and service positions of the main slide valve chamber 39 is connected direct to atmosphere through cavity 41, andr secondary atmospheric port 42, as will be more fully hereinafter described. In the service position of the main slide valve this communication is through port 43 and cavit-y 41.

Ser/vice position.

A service application of the brakes is brought about by a service reduction in brake pipe pressure in the usual manner and the pressure in chamber 1 will be reduced below the auxiliary pressure in chamber 5. When a given dierential in pressure has been established in these two chambers piston 44 and the stem 45 which is connected thereto, and the main and graduating valves will bemoved toward the left by the superior auxiliary reservoir pressure in chamber 5. The initial movement of the piston and the stem 45 will first take up the lost motion between the extension 46 of the stem and the main slide valve. This initial movement will also move the graduating valve to uncoverthe service port 49 in the main slide valve.A Thereafter the main slide valve will move with the piston stem until the piston engages the graduating stem 47 where it will be stopped in service position. The movement of the stem 47 is resisted by the graduating spring 48. said spring having sullicient tension to hold the piston and the main slide valve in service position when a service reduction in brake pipe pressure has been made, (see Fig. 2'). The movement of the main slide valve to service position closes communication between the brake cylinder passage 19 and the release cavity 20 of the slide valve 6 and the service port 49 is brought into register with the brake cyllinder passage 19. `Auxiliary reservoir a1r is then free to flow from chamber 5 direct to the brake cylinder through the passage in thestem 45, port 49 of themain slide valve and the brake cylinder passage 19 which leads direct to the brake cylinder.

The size of the service port 49 is such as to permit a reduction Aof the auxiliary pressure at practically the same rate as a service reductionof brake pipe pressure. The purpose of this uniform reduction of both the brake pipe pressure and the auxiliary reservoir pressure is to prevent a pressure diHerential on piston 44 that would tend to compress the graduating spring 48, thus preventing the piston and the slide valves operating to emergency position when a brake pipe reduction is made only at a service rate. In this service position of the main slide valve chamber 30b will be in direct communication with the auxiliary reservoir chamber 5 through passage 32', cavity 31 and port 31 of thev main slide valve and passage 50 in the main slide valve stem, with the result that there Will be 'no movement ot' the piston 3() and the emergency reservoir will remain sealed. The brake cylinder will be thepilot valve structure through passage 51, cavity 64 of the main slide valve and passage 52 which leads direct to chamber 55. This communication permits the supplementary or pilot valve to both supply .and release air from the brake cylinder so long as the main slide valve 6 is in service position. y

The reduction of brake pipe pressure in chamber 1 will result in a corresponding reduction of pressure in the brake pipe chamber 12 of the diaphragm structure, resulting in an upward movement of the valve 15. This upward movement results .from the reduction of the pressure in chamber 12 below the undisturbed emergency reservoir pressure in chamber 17 beneath the diaphragm 16. lVhen the pilot valve 15 has been moved upwardly into service/position supplementary reservoir air will flow to the brake cylinder through port 54 in the pilot valve equalizing chamber 55, passage 52, cavity1 64 of the main slide valve and passage 51 which leads direct into the brake cylinder passage 19. Itis therefore clear that in the service position of the main slide valve yair will flow to the brake cylinder from auxiliary reservoir through the main slide valve and also from the supplementary reservoir to the brake cylinder through the independent pilot valve. Supplementary reservoir air will be used in building up the initial application pressure in the brake cylinder and thereafter will be used bv the supplementary valve in compensating for brake cylinder leaks.

Service Zap position.

The means which establishes the dual communication between the auxiliary reservoir and the brake cylinder and the supplementary reservoir and the brak-e cylinder, are lapped independently of each other. The main valve means controlling communicai tion betweenthe auxiliary reservoir and the brake cylinder is lapped on the volumetric brake cylinder volume.

principle whereby the main slide valve and piston will be operated to the right to cause the graduating valve to cut off communication between chamber 5 and port 49 of the mined by the length of the brakev cylinder piston travel, which, of course, governs the The connection between the supplementary reservoir and the brake cylinder controlled by the secondary valve means is closed when a given brake cylinder pressure has been developed, this preure being registered at all times lin-the eguali'zing chamber 55, and when this pressure Tis raised to a point where the reduced brakepipe pressure in chamber 12 and the increase in pressure in theequalizing chamber 5 5 willv oppose theV -undisturbed emer gncy reservoir pressurein chamber 17, the pilot ,valve `will be moved downward to lap position and the service port of the pilot valve will be closed. Should the piston' travel be short or less than normal (8) an abnormal brake cylinder pressure will be developed before the graduating valve 56 will be lapped, and the pressure in the equalizing chamber between diaphragms 13 and 53 willlikewise be abnormal. The diaphragms will'be lowered and the pilot valve will4 be moved to release position and communica-l tion will beestablished between the brake cylinder and atmosphere sov that the abnormal, developed, brake cylinder pressure will `be reduced to normal pressure by the balancing operation of the diaphragms. vShould the piston travel be greaterthan normal the flow of auxiliary reservoir pressure to the brake cylinder will not develop a normal pressure therein, with ,the/result that vthe pilot valve. will be raised to or held in service position by the diaphragms and supplementary-reservoir pressure will then flow to .the brake cylinder to makeup any pressure which was lacking at the time the graduat- If the brake pipe pressure is held constantly at any `predetermined service reduction, the brake cylinder will bemaintained against, leakage by the diaphragm operated pilot valve 15 alone; but should another service brake pipe reduction be made, air pressurev will flow to the brake cylinder both from the auxiliary and the supplementary reservoirs.

Air will be used from the supplementary reservoir for the initial application of the Quick release.

The release governing valve 57 is arranged to be manually operated by means of the stem 57a. This valve has two positions,

a quick release position and a graduated release position. In its quick releaseV position the large release port 23 connects the release governing valve chamber 22 to the large atmospheric port 24. This position of the valve is illustrated in Fig. 1. i

A release ofl brake cylinder pressure is obtained by increasing the brake pipe pressure in the usual manner. lVhen the brake pipe pressure is raised in chamber 1 to exceed the pressure in the auxiliary Ireservoir chamber 5 sufficiently to operate the piston and the main slide valve to release position communication will be established from the brake cylinder direct to atmosphere through the release. cavity 20 ofthe main slide valve and thence. -to atmosphere through the release governingv valve chamber 22 as .described in connection with the. charging of the system. The auxiliary reservoir will be vrecharged from the brake pipe through `the charging groove'lf'Y as hereinbefore described. p It will-not be necessary, however, to charge theemergency reservoir because the air in said reservoir has 'been maintained undisturbed. The movement of' the main slide valve to release position carries the cavity 64 out of register with the ports 51 and 52 thereby preventing the pilot valve from feeding brake pipe pressure to the brake cylinder when the brake pipe pressure is raised at a slow rate for release of the brakes. The increased brake pipe" pressure in chamber 1 will be directl registered in the brake pipe chamber 125ofy the diaphragm structure and the diaphragme will be moved downwardly and will. carry the pilot valve to release position. In the release position of this Valve the equalizing chamber 55 will be connected to atmosphere through cavity 61 inr the pilotvvalve, passage 62, cavity 41 of `the main slide valve and atmospheric port 42. The pressure inV chamber 55 will not' be completely exhausted to atmosphere until the brake ipe pressure in chamber 12 hasbeen raisedJ to an' equality with the undisturbed reservoir pressure in chamber 17.

vThe equalizing chamber will be cut ofc from communication with the brake cylinder when cavityister With passage 52. If the communication between passages 51 and 52 were not cut olf and main slide valve did move to release position the operation would be as follows: The slow increase in brake pipe pressure, such as does exist in a long train when releasing the brakes, Would operate the pilot valve to release position, and the brake cylinder pressure would be released through the diaphragm structure, at a. rate proportional to the increase in brake pipe pressure. But when the main slide valve is operated to release position to quickly exhaust the 'brake cylinder pressure, the pressure in the equalizing chamber 55 is also .reduced at the same rate and the result would be that because of the quick reduction of pressure in chamber 55 the pilot valve would operate to service position and feed brake pipe air into the bra re cylinder in the same manner as it would when maintaining brake cylinder leakage. Vith the communication closed between passages 5l and 52, the pilot valve operation is precisely as just described, but the brake pipe pressure entering passage 52 cannot flow to the brake cylinder through passage 51 because the cavity 64 has been moved out of register with passage 52.

Service application 'when operating in graamed release.

The release governing valve is'shifted to the left, as illustrated in Fig. 4 of the drawings, in order to adjust the triple valve for graduated release operations. This movement of the release governing valve closes the large atmospheric port 24; and closes the atmospheric port 29. This movement of the valve therefore closes communication between the retention chamber 25 and atmospheric port` 29 and also communication between the brake cylinder exhaust port 21 and the atmospheric port 24. A cavity 6 0 in the release governing valve`will conneet together

passages

58 and 59. Passage 58 leads direct to the brake cylinder pas-` sage 19. Passage 59 leads direct to passage 52. Passage 52 leads from the main slide valve seat direct to the brake cylinder pressure equalizing chamber 55. When, therefore, the release governing valve is in graduated release position the equalizing chamber 55 is connected in all positions of the main slide valve, and independently of the main slide valve, With the brake cylinder passage 19. The service operation of lthe triple valve'as a whole is precisely as described under the heading Service position, the main slide valve in service position connecting the auxiliary reservoir to the brake cylinder and the independent or supplementary valve 15 connecting the supple- 64 has been moved out of reg? diaphr'agms reservoir to the brake cylinder.

Graduated release.

The release operation, when operating in graduated release, is wholly controlled by the indepedent pilot valve 15, the release movements of the main slide valve being idle in graduated release operations.

-Jflhen operating in graduated release, an increase in brake pipe pressure will operate the piston and main slide valve to release position as hereinbefore described, but the brake cylinder pressure cannot be quickly released to atmosphere because the port 23 of the release governing valve is moved out of register with the atmospheric port 24. The purpose of connecting t-he

passages

58 and 59 by the cavity 60 of the release governing valve is to permit the pilot valve to release brake cylinder ressure to atmosphere while the main s ide valve is in release position,l this being prevented when operating in quick release, as herein described. 'lhe flow of air from the brake cylinder to atmosphere will be, when operating in graduated release, as follows: Brake cylinder pressure will flow through

passages

19 and 58, cavity 60 of the release governing valve and passages 59 and 52, which lead direct to the equalizing chamber 55 between 13 and 53,. and from this chamber to the atmosphere through cavity 61 to the pilot valve passage 62, cavity 41 of the main slide valve, and the atmospheric port 42.

From the above description it will be understood that when operating in graduated release the brake cylinder is supplied with pressure both fromthe auxilia reservoir and the supplementary reservoir when a brake pipe reduction is made; but the discharge of 'pressure therefrom is controlled entirely by the pilot valveand the amount of pressure reduction is de endent upon the amount of increase in brake pipe pressure.

The release of brake cylinder pressure will be in direct proportion to the increase in brake pi e pressure registered in the brake pipe cliamber 12. By increasing the pressure in chamber 12 a predetermined amount, for instance live pounds, the ldiaphragm structure will be moved downwardly and the pilot valve will be moved to release position. Brake cylinder pressure in chamber 55 will be released to atmosphere as hereinbefore described. When the presthat the undisturbed emergency reservoir pressure in chamber 17 will overcome the opposing ressures in the brake plpe chamber 12 and) in the equalizing chamber 55 the diaphragms will be moved upwardly and the pilot valve will be moved to lap posltion to prevent further escape of air from the chamber and from the brake cylinder. If it be desired to still further reduce brake cylinder'ipressure, a further increase in brake pipe-'pressure will be made and the release operation will be repeated. If it be deslred to increase the brake cylinder pressure the v brake 'pipe pressure wil be reduced and the pilot valve will move to application position .and the main slide` valve will alsov move to application position. In this manner the brake cylinder pressure may be increased or diminished by steps by decreasing or increasing the brake pipe pressure. V Emergency position'.

The brake pipe pressure is'reducedin the usual manner at an emergency rate for an emergency application of the brakes. This emergency reduction" in chamberl will be suiliclent to permit the auxiliary reservoir pressure in chamber 5 to move the main piston 44 to the extreme limit of its movement toward the left against the tension of the graduating spring 48. This movement of the piston and the piston stem Willcarry the main slide valve to emergency' yposition as shown in Fig. 3. With the mainjslide valve in emergency posltion the' chamber 30b will be ventedto atmosphere through passage 32, cavity 41 of the main slide valve and atmospheric port 42. Auxiliary reservoir pressure in chamber 9 will thereupon'force the iston 30y inwardly to the position shown in gi 3 and the lever 30l will unseat the check va ve 10 and permit the emergency reservoir air to ilow direct to the chamber 5 through chamber 9 and passa e 8. Air from the auxiliary reservoir an the emergency reservoir will flow direct'to the brake cylinder through the emergency slide valve and brake cy inder passage 19.

The brake pipe vent valve is opened to eiect a lrapid and positive serial emergency actionA throughout the train. When the main slide valve is in .emergency position the chamber 36 above the vent valve piston 33 is'vented into the chamber 39 through passage 38, cavity in the main slide valve, pprt and passa e 40 which leads to the cham-l r 39. Cham er 39 is at atmosphericpres-` sure in all positions of the main slide valve except emergencyv position. When the chamber 36n is vented, as described, the

brake pipe pressure below the piston 33 will raise said piston and open the brake' pi e vent -valve 34, thereby permitting bra e ort 63 of the main pipe pressure to low directly to atmosphere.

-When the brake pipe pressure has been reduced suiiiciently to bring about approximately an equalization between-the pressure above -`and below the piston 33 the valve'34 will be closed by the spring 66 and the air velocity past the valve. The emergency operation of the triple valve, whether oper- 'ated in `graduated release or in` quick release,'is precisely as described, except that ywhen operating in graduated release any 'release position the main slide valve in emergency osition will render the supplementary va ve ineii'ective by closing passages-52 and 62, and the air in the supplementary reservoir will be trapped therein.

With the release governing valve in graduated Arelease position there will vbe a discharge of a part of the air in the supplementary reservoir to the brake cylinder beforethe supplementary valve is moved'fto lap position. Air will leak through the port 37 ,to more quickly bring about an equalization of pressures on opposite sides of the piston 33.

Release of the brakes after an emergency apph'cation.

The release of the brakes after an emergency application is obtained by increasing the brake pipe pressure above the brake cylinder pressure'existing in chamber. 5 at the rightside of piston 44. The parts will then assume release position and the system will again be charged as described. Shouldthe release governing valve be in graduated release position, the release of the brake cylinder pressure will be controlled entirely by the lpilot valve and will be'reduced at a slowl rate, whereas shouldthis valve be in quick release position, the brake cylinder pressure will be quickly released through the main slide valve and release governingvalve;

In my co endin application Serial Number 9789, ed February 17th, 1925, I have claimed the main features of the triple valve described herein. The rising brake pipe pressure in chamber 36 will leak through the port 37 in order to maintain an equalization oi' pressures on opposite sides of the piston 33.

What I claim is:

l. An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir,

tween the auxiliary in the brake a brake pipe, a means subjectto brake pipe auxiliary reservoir pressure upon a reduction in brake tov open communication bereservoir and the brake cylinder and to close communication between the brake pipe and auxiliary reservoir,

a supplemental reservoir, brake cylinder, pressure and and operating pipe pressure said communication with the brake cylinder being closed upon an equalization ofv pressures 1n the brake pipe and inthe auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder for a given brake pipe reductiongandmeans -operated by emergency reservoir pressure upon a reduction of brake pipe pressure to place the supplementary reservoir in communication with the brake cylinder, said means closing said communication when the combined brake cylinder pressure and reduced brake pipe pressure dominates the emergency reservoir pressure and thereafter controlling the degreeof pressure retained in the brake cylinder.

2. An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir, a supplementary reservoir, a brake pipe. a brake cylinder, means subjectto brake pipe pressure and auxiliary reservoir pressure and operating upon a reduction in brake pipe pressure to open communication between the auxiliary reservoir and tlie brake cylinder and to close communicationy between the brake pipe and auxiliary lreservoir, said communication with the -brake cylinder being closed upon an equalization of'pressu-res pipe and in the auxiliary reservoir vvliereby""a"certain. volume of air will be-d'scharged from the auxiliary reservoir to the brake cylinder for a given brake pipe reduction, and means operated by emergency reservoir pressure upon a reduction of brake pipe pressure to place `the supplementary reservoir in communication with the brake cylinder, said means closing said communication when the combined brake cylinder pressure and vreduced brake pipe press-ure dominates the emergency reservoir pressure. 4

3.,An air brake apparatus comprising an emergency reservoir, an-auxiliary reservoir, a supplementary reservoir, a brake cylinder, a brake pipe,'and two valve devices'operated by a reduction of brake pipe pressure,

one of said valve devices closing communipipe and auxiliary auxiliaryf reserwith the brake cylinder and closing said brake cylinder communication upon an equalization ofv brake pipe and auxiliary reservoir ressures, whereb a certain volume of air will be discharged' from the auxiliary reservoir into a given brake lpipe the brake cylinder for reduction, the other valve device placing the supplementary reservoir in communication withthe brake cylinder and closing saidv communication when a predetermined brake cylinder pressure is secured from auxiliary reservoir and supplen'ientary reservoir. v

4. An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir, a supplementary reseivoir, a brake cylinder, a brake pipe, and two valve devices operated by a reduction of brake pipe pressure, one closing' communication between brake pipe and auxiliary reservoir and placing the auxiliary reservoir in communication with` the brake cylinder and closing said brake cylinder communication upon an equalization of' brake pipe and auxiliary reservoir pressures, whereby a certain 'volume of air will be discharged from the auxiliary reservoir into the brake cylinder for a given lbrake pipe reduction, the other valve device placing the supplementary reservoir` in communication With the brake cylinder and closing said communication wh brake cylinder pressure is secured from the auxiliary reservoir supplementary reservoir, said other valve device being controlled by brake pipe, brake cylinder and emergency reservoir pressures. i

5.` An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir, a supplementary reservoir, a brake cylinder, a brake pipe, a main valve device and a secondary valve device both of said devices being operated by a reduction of brake pipe pressure, the main valve device closing communication between the brake pipe and auxiliary reservoirand placing the auxiliar reservoir in communication with the brake cylinder and closing said brake cylinder equalization of brake pipe and auxiliary reservoir pressures, whereby a certain volume 'of air will be discharged from tli'e auxiliary reservoir into the brake cylinder for a given brake pipe reduction, said main valve device also operating upon a sudden reduction of brake pipe pressure to place -the emergency reservoir and auxiliary reservoir in communica'- tion with the brake cylinder for an emer-A gencyy application of the brakes, the secondary valve device placing the supplementary reservoir in communication with the brake cylinder` and closing said communication when 'a predetermined brake cylinder pressure is secured from auxiliar reservoir and supplementary reservoir, said secondary valve-device being controlled by brake pipe, brake cylinder and emergency reservoir pressures.

6. A triple valve for comprising a main slide valve, a` piston connected air brake apparatus valve, a graduating to said valves and subject on one side to brake pipe pressure and on its other side to auxiliary reservoir pressure and operating upon an increase of brake pipe pressure to move said valves to release position to connect the brake cylinder to a main exhaust port and to open communication from the brake pipe to auxiliary resei\'oir,v and operating upon a reduction ot' brake pipe pressure to move said valves to application position to connect the auxiliary reservoir to the brake cylinder and to close communication from the brake pipe to auxiliary reservoir, said communication with the brake cylinder being closed upon an equalization opressures in the brakey pipe and in the auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder for a given brake pipe reduction, a secondary or pilot valve subject to brake plpe, brake cylinder and emergency reservoir pressures andoperating upon a reduction in brake pipe 4pressure to connect a supplementary reservoir to the brake cylinder and operating upon an increase in brake pipe pressure to connect the brake cylinder to atmosphere through a secondary exhaust port, a release governing valve having a quick lease position, said valve in quick release position opening the main brakecylinder exhaust port to atmosphere and in its gradu- ,ate release position closing'said main ex- A haust port Aand opening communication between the brake cylinder and the secondary exhaust port through the pilot valve whereby the pilot valve will controlthe exhaust of brake cylinder pressure when the release governing Valve is in graduated release position, and means wherebythe main slide valve will control brake cylinder exhaust through the pilot .valve and the secondary exhaust port.

7. An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir, a supplementary reservoir, a brake pipe, a brake cylinder, main valve means subject to brake pipe pressure and auxiliaryreservoir pressure and operating upon a reduction in brake pipe pressure to open communication between the auxiliary reservoir and the brake cylinder and to close communication between the brake pipe and auxiliary reservoir, said communication with lthe brake cylinder being closed upon an equalization of pressures in the brake pipe and in the auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder for a given brake pipe reduction, and a secondary or pilot valve operating upon a reduction of brake pipe pressure to admit supplementary reservoir air only to the brake cylinder until a predetermined.pressure is built up in said brake cylinder from the auxiliary reservoir release position and a graduated re-i Abrake pipe der will be maintained from the supplemen-v tary reservoir regardless of brake cylinder leaks and variations in brake cylinder piston travel.

8. An air brake apparatus colnprising an emergency reservoir, an auxiliary reservoir, al supplementary reservoir, a brake pipe, a brake cylinder` main valve means subject to brake pipe pressure and auxiliary reservoir pressure and operating upon a reduction in brake pipe pressure to open communication between the auxiliary reservoir and the brake cylinder and to close communication between the brake pipe and auxiliary reservoir, said communication with the brake cylinder being closed upon an equalization of pressure in the brake pipe and in the auxiliary reservoir whereby a. certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder for a given brake pipe reduction, said main valve means operating upon an increase of brake pipe pressure to connect the brake cylinder to a main exhaust port, a secondary valve means operating upon a reduction ot' brake pipe pressure to place the supplementary reservoirl in communication Yith the brake cylinder and close said communication when a predetermined brake cylinder pressure is secured from the auxiliary reservoir and supplementary reservoir, and operating upon an increase of brake pipe pressure to slowly release brake cylinder' pressure to a secondary exhaust port and independent of the main exhaust port of the main valve means, said secondary valve means being controlled by brake pipe, brake cylinder and emergency reservoir pressures, and manually operable means in one position rendering the main exhaust means ineffective and the secondary exhaust means effective and in another position rendering the main exhaust means effective.

9. An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir, a supplementary reservoir, a brake pipe, a brake cylinder, main valve means subject to pressure and auxiliary reservoir ressure and operating upon a reduction in Brake pipe pressure to open communication between the auxiliary reservoir and the brake cylinder and to close communication between the brake pipe and auxiliary reservoir, said communication with the brake cylinder being closed upon an equalization of pressure in the brake pipe and in the. 'auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder Jfor a given brake pipe reduction., said main valve means operat'fag updon'an increase of brake pipe pressure to connect the brake cylinder to a 'brake auxiliary reservoir and the supplementary' -iliar duction ofbrake -valves to application position to connect the to close communication from y to auxiliary reservoir,y

equalization of pressures in the brake and in the auxiliary reservoir whereby a cerfl tain volume of air will be discharged fromY 'of brake pi valves toire easeyposition "to 'connect the to a main exhaust port and.

main exhaust port, a secondary independent valve operating upon a reduction in brakel pipe pressure to connect the supplementary reservoir'tothe brake cylinder and to close said communication when a predetermined cylinder pressure is secured from the reservoir and operatingupon an increase of brake ,pipe ressure to release position to connect the rake lcylinder to atmos here, means controlled by brakepipe andlii cylinder pressures opposed to the pressure of an emergency reservoir for actuating said independent valve, and means whereby said pressure controlling valve will main.

tain the brake cylinder pressure in direct proportion" to the brakepipe reduction the ra e cylinder pressure moving said inde- "pendentvalve to release position when said pressure exceeds the desired -brake cylinder ressure and einer nc reservoir ressure i ge y moving saidy valve -to application position.

when the brake cylinder pressure is below the desiredrbrake cylinder pressure.

10. -A triple valve for air brake a'p aratus comprising a inainslide valve, a.gra uatin valve, a piston connected to said valves an subject on one side to brake pipe pressure and on its-other sidetojauxilia reservoir pressureand rake-pipe pressure to move the said valves .to release position to connect the brake.cyl.

inder t'o a main exhaust communication frointhe reservoir,

port and to open and operating upon arepipe pressure 'to move said auxiliary reservoir to thebra-ke cylinder'and4 tliebrake pipe with the brake cylinder being closeduponain P1Pe the'auxiliary reservoir to the brake cylinder for a given brake pipe reduction, and a. secondary independent valve brake cylinder to open communication from the brake pipe' to auxiliary reservoir, V. and operating upon-y a reductionl of brake said valves to application positig'i'ii;,t4i, coi'in'iacl;

ipe pressure to move ltionwith the upon an equalization of pressures inthe charge operating upon an increase of brake pipe to aux-v.

'with the brake cylin an equalization of said communication 1 cylinder fora given brake p1 .the main `exhaust operating upon `inder and., opera pipe presto' the brake pipe reduction. 4

subject on one vlside to brake and to close communication from the brake .i

pipe to auxiliar reservoir, said communicarake cylinder being :closed brake pipe and in the auxiliary reservoir whereb a certain volume of air will be disvfrom the auxiliary reservoir to the brake cylinder for a iven brake pipe reduction, a secondary indpendent lvalve .operating upon adecrease in brake pipe .pressure I to connect a supplementary reservoir alone to the brake c vlinder thi-'ou li a cavit in the main slide v ve when sai slide va ve is in service application position, and means controlled by brake pressures opposed to vthe pressure of lan emergency reservoir .foractuating said independent valve.

12. -A triplevalve for air brake ap ratus comprising a main slidevalve, a gra uatin valvefa pist/en connected to said valvesA an subject on one side to brake pipe pressure and on-its other side to auxiliary reservoir pressure and operating upon an increase of rake pipe pressureto move the said valves to release position to connect thel brake cylinder to aA main exhaust port' and to open communication from the brake pipe to auxiliary reservoir,- and operating upon a reduction of brake pipe pressure to move said valves to application positionto connect the auxiliary reservoir to the brake cylinder and to close communication from the-brake pipe to auxiliary reservoir said communication der being closed upon pressures in the brake pipe and inthe aiixi a certain volumeA of 'air will be discharged from the auxiliary reservoir to the Vbrake reduction, a quick release valve control ing a'- main exhaust through adapted'to be manuallyoperated to render vthrong valve ineffective inreleasel operations, aisee'- ondary inde ndent valve operating upon a decrease-in rake pipe ressure to connect a. supplementary reservoir to the brake cylbrake ressurejto release position to connect the. rake cylinderl tol atmospherke,l

rae means controlled by "brake pipe and cylinder, pressuresopposed to the ressure of Ian emergenc reservoir for actuating said independent va ressure-controlling valve. .will maintain the rake cylinder pressure indirect proportion 13; A trip valve for air brakel apparatus comprising a main slide .valve,'a gra valve,a pistonconnected to said valves `an other .side to auxilia reservoir and, eslfersmieaurown www of.

pipe and brake cylinder themain {slideupon an increase in,

ve, and means whereby said pipe pressure ary reservoir whereby the main slide valve and izo nog

" trolled l pressures opposed to the pressure of an emerbrake pipe pressure to move the said valves tov release position to connect the brake cylinder to a main exhaust port and to open communication from the brake pipe to auxiliary reservoir, and operating upon a reduction of brake pipe pressure to move said valves to application position to connect the auxiliary reservoir to the brake cylinder and to close communication from the brake pipe to auxiliary reservoir, said communication with the brake cylinder being closed upon anI equalization of pressures in tlie brake pipe and in the auxilia reservoir whereby a certain volume of air wi lbe discharged from the auxiliary reservoir to the b rake cylinder for a given brake ipe reduction, a quick release valve contro ing a main exhaust through the main slide valve and adapted to be manually operated to render tlie I nain exhaust through the main slide valve ineffectve in release operations, a secondary independent valve operating upon a decrease in brake pipe preure to connect a supplementary reservoir to the brake cylinder and operating upon an increase in brake pipe ressure to release position to connect the rake c linder to atmosphere, means conliy brake pipe and brake cylinder gency reservoir for actuating said independent valve, means whereby said pressure controlling valve will maintain the brake cylinder .pressure in direct proportion to the brake pipe reduction the brake cylinder pressure moving said independent valve to release position when said pressure exceeds the desired brake cylinder pressure, and emergency reservoir pressure moving said valve to application position when the brake cylinder pressure is below the ldesired brake cylinder pre'ure.

14. A triple valve for air brake apparatus comprising a main slide valve, a graduating valve, a piston connected to said valves and subject on onevside to brake ip e pressure and on its other side to auxiliary reservoir pressure and operating upon an increase of rake pipe pressure to move the said valves to release position to connect the brake cylindex' to a main exhaust port and to open communication -rom the brake pipe to auxiliary reservoir andoperating upon a reduction of brake pipe pressure to move said valves to applicationposition tol connect the auxiliary reservoir to the brake cylinder and lto close communication from the brake pipe to auxiliary reservoir, .said communication with the brake cylinder being closed upon i an equalization of pressures in the brake pipe and'in the auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder for a given brake ipe reduction, a secondary. independent bra e cylinder presz sure controlling valve adapted in service poy sition to connect a supplementary reservoir .pressures opposed to the pressure of an emergency reservoir for actuating said independent pressure controlling valve.

15. An air brake apparatus comprising an emergency reservoir, an auxiliar reservoir,

a'supplementary reservoir, a bra e cylinder, y

a brake pipe, a main valve device and a secondary valve device both of said devices being operated by a reduction of brake pipe pressure, the main valve device closin communication between brake pipe an auxiliary reservoir and placing the auxiliary reservoir in communication with the brake cylinder and closing said brake cylinder communication upon an equalization of brakeppe and auxiliary reservoir pressures, whereby a. certain volume of air will be discharged froi the auxiliary reservoir into tlie brake cylinder for a given brake'pipe reduction, said main valve device also operating upon a sudden reduction of brake pipe pressure to place the emergency reservoir and auxiliary reservoir in communication with the brake cylinder for an emergency application of the brakes, the secondary valve de vice placing the supplementary reservoir in communication with the brake cylinder and closing said communication when a predetermined brake cylinder pressure is secured from auxiliary reservoir 'and supplementary reservoir, said secondary valve device being controlled by brake pipe, brake cylinder and emergency reservoir pressures, and means whereby the main slide valve in service position will connect the brake cylinder with the brake' pipe and to the supplemental reservoir through passages controlled bywthe independent valve when said valve isiiiA service position,`said main slide valve inservice position also connecting the brake cylinder to atmosphere through passages controlled by the indeendent valve when said independent valve is in release position. v

16. An air brake apparatus comprising an emergency reservoir, anauxiliar reservoir, a supplementary reservoir, a bra e cylinder, a brake pipe, a main .valve device and a secondary valve device bot-h of said device, being operated by a. reduction of brake pipe pressure, the main valve device closin communication between brake pipe an auxiliary reservoir and placing theauxiliary reservoir in. communication with the brake cylinder and closing said brake cylinder communication upon an equalization of brake pipe and auxiliary reservoir pressures, whereb a certain volume of air will be discharg from the auxiliary reservoir into the bra-ke cylinder for a. given brake ondary valve device placing the supplementary reservoir. in co munication with the brake cylinder and c os'ing said communication when apredetermined brake cylinder pressure is secured from auxiliary reservoir and supplementar reservoir, said secondary1 valve device bemgrcontrolled by brake pipe, brake cylinder and' emergency reservoir pressures, means whereby the `main slide valve in service sition will connect the brake cylinder witliimthe brake pipe and to the supplemental reservoir through passages controlled by the independent valve when said valve is in service position, said main slide valve in service position also conv nectinv the brake cylinder to atmosphere through passages controlled by the independyent valve when said independent valve is in release main sli close the passages controlle pendent valve. l 17. An air brake apparatus. comprising an emergency reservoir, an auxiliary reservoir, a supplementary reservoir, a brake cylinder, a brake pipe, a main valve device and position, and means whereby the e valve in emergenc position. will by the inde- 4 a secondary valve device, both of said devices being operated by a reduction of brake pipe pressure, the main valve device closing communication between brake pipe and auxiliary reservoir and placing the auxiliary reservoir in communication with the brake cylinder and closing said brake cylinder communication u n an equalization of brake pipe and auxiliary reservoir pressures, Wherea certain Ivolume of air will be disc arged from the auxiliary reservoir into the brake cylinder for a glven brake-pipe reduction, the secondary valve device placing Athe sup lementary reservoir in communication wlth the brake cylinder and lclosin said communication when a predetermined rake cylinder pressure is secured from auxiliary reservoir and sup lenrentary reservoir. said secondary valve device being controlled by brake pipe, brake cylinder and emergency` reservoir pressures,` and means whereby the main slide valve in emergency position will render the'secondary valve device ineffective.

18. A triple valve for air brake apparat-us comprising a main slide valve, a graduating valve, a piston connected to said valves and subject on one side to brake pipe pressure and on its other side to auxiliary reservoir ressure and operating upon `an increase of rake pipe pressure to move the said valves to release position to connect the. brake cyl- .inder to a main exhaust port and to open communication from the brake pipe to auxiliary reservoir, and operating upon a'reduction of brake pipe vaives to applicatlon position to connect the auxiliary reservoir to the brake cylinder and to close communication from the brake pipe to auxiliary reservoir, said communica-tion with the brake cylinder being closed upon pressure to move said.

an equalization of pressures in the brake1 pipe'and in the auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder for a given brake pipe reduction, a secondary or pilot valve subject to bra-ke pipe, brake cylinder and emergency reservoir pressures and operating upon a reduction in brake pipe pressure to connect a supplementary reservoir to the brake c linder and operating upon an increase in br e pipe pressure to connect the brake .cylinder to atmosphere, and means whereby the main slide valve in emergency. position will render the lsecondary valve device ineffective.

19. An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir, a supplementary reservoir, a brake pipe, a brake cylinder, main valve means subject to brake pipe pressure and auxiliary reservoir pressure and operating upon a reduction in brake pipe pressure to open communication between the auxiliary reservoir and the brake cylinder and to close communication between the brakepipe and auxiliary @or pilot valve operating upon a reduction of brake pipe pressure to admitsupplementary reservoir air only to the brake cylinder until a predetermined pressure is built up in said brake cylinder from the auxiliary reservoir and-supplementary reservoir, wherellU by the predetermined pressure in the brake cylinder will be maintained regardless of brake cylinder leaks and variations in brake cylinder piston travel, means whereby the auxiliary reservoir pressure will hold the emergenc reservoir sealed in the service position o the main valve means, and means whereby the main valve in emergency. position will permit auxiliary reservoir pressure to open communication between emergency reservoir and the auxiliary reservoir for an emergency application of the brakes. t

, 20. An air brake apparatus comprising a single brake pipe; an emergency reservoir; an auxiliary reservoir; a su plemental reservoir; means to charge all o said reservoirs upon an increase of pressure in the single brake ipe; a brake cylinder; means subject to bra e pipe pressure and auxiliary reservoir pressure and operating upon a reduction in brake pipe pressure to open communical' vtion between the auxiliary reservoir and the brake cylinder and to 'close communication `tweenthe brake pipe and auxiliary reser voir, said communication with the brake cylinder being closed upon a. substantial equalization of pressures in the brake pipe and in the -auxiliary reservoir; land means operated by emergency reservoir pressure upon a reduction of brake pipe pressure to place the su plemental reservoir in communication witli the brake cylinder, said means closing said communication ,when the com bined brake cylinder pressure and reduced brake pipe pressure dominates the emergenc reservoir pressure and'thereafter controlling the degree of pressure retained in the brake cylinder.

21; An air brake apparatus comprising an emergency reservoir; an auxiliary reservoir;` -a supplementary reservoir; a brake pipe; a

brake cylinder; main valve meanssubject to brake pipe pressure and auxiliary reservoir pressure and operat-ing upon a reduction in brake pipe pressure to open communication between the auxiliary reservoir and-the brake cylinder and to close communication between the brake pipe and auxiliary reservoir, said communication with the brake cylinder being closed upon an equalization of pressure in the brake pipe and in' the auxiliary reservoir whereby a certain volume of air will be. -discharged from the auxiliary reservoir to the brake cylinder f or a 'ven brake pipe reduction, said ,main va ve means operating upon an'increase of brake pipe pressure to; ccnnect ythe brake cylinder to amain exhaust port; a secondary valvemeans operating upon a, reduction'of brake pipe pressure to place the sup-v 1plementary* reservoir in communication with vthe brake cylinder and close said communication when a predetermined brake. cylinder pressure ispsecured from the auxiliary reser voir and supplementary reservoir, and oper- V ating uponv an increase of. brake pipe pressure to slowly release brake 'cylinder pres- Sura-said secondary valve means being con.

,trolled by brake pipe, brake cylinder and '.emergenc reservoir pressures; and manual-v operab e means in' one position rendering l i the secondary valve controlling -in release operations and in another position yrender- 'ingthe main -valve controllingvin release [operations Y A 22. An air brake apparatus comprising an,

emergency reservoir,- 'any auxiliary reservoir; a supplementary reservoir;v a brake .pi e'; ,a .brake cylinder; mainj valve meanssu jec't-yto brake A pipe pressure and aux-V ilia reservoirs ressure and operating upon arrewucticn in rakepipe pressure to openeeinjmunication between the auxiliary reserfvoirpland thebrake cylinder and to close -conikf4 lease operations; and-means whereby munication between the brake pipe and aux-l iliary reservoir, said communication with the brake cylinder being closed upon an equalization of pressure' in the brake pipe and in the auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir tothe brake cylinder for a given brake pipe reduction, said main valve means operating upon an increase o brake pipe pressure to connect the brake cylinder to a main exhaust port; a secondary valve means operating upon .a reduction of brake pipe pressure to place .they supplementary reservoir in communication with the brake cylinder'and close'said communication when a predetermined brake cyl, inder pressure` is secured from the 4auxiliary reservoir and supplementary reservoir, and operating upon an increase'of brake pipe pressure to slowly release brake cylinder pressure, said secondary valve means being controlled by brake pipe, brake cylinder and emergency reservoir pressures; manually operable means in one position ren` dering the secondary valve controlling inA release operations and in another position rendering the main valve controlling in ren e whenl the secondary valve is'controlling the brake cylinder ressure will be released in direct ratio to t e increase in brake pipe pressure. 23. air brake apparatus comprising an emergency reservoir, an auxiliary reservoir, a. supplementary reservoir, -a brake cylinder a brake pipe, and two valve devicesoperated by a`reduction of brake pipe pressure,vone

closing communication between'v brake pipeY and auxiliary reservoirand placing the auxiliary reservoir in communication with 'the brake cylinder and closing said brake Cylindercommunication upon an. equalization of i'os brake pipe and auxiliary reservoir'pressure's,

whereby a certainA volume ,of` air will be discharged from the auxiliary reservoir into the brake=cylinder for a given'rbrake pi reduction, the other valve device placing t e supplementary reservoir in communication with the brake cylinder 4'and closing said I communication when a predetermined brake cylinder pressure is'secur'ed from the auxiliary reservoir and supplementary reservoir,

said other valve device being' controlled by variations in brake pipe and brake cylinder pressures and subject to v'emergency reservoir pressure.

24. An air brake apparatus comprising an emergency reservoir, an auxiliary reservoir,

a supplementary reservoir,- a brake .cylinder, a brake pipe, a main valve device'and a secondary valve device both 'of said devices being operated b y areduction o f brake pipe pressure, the main valve device closing com` munication between the brake pipe and auxiliary reservoir and placing' ther auxiliary 'reservoir incommunicltion with the brake i lao cylinderl and closing said brake cylinder communication upon an equalizatlon of brake pipevand auxiliary reservoir pressures, whereby a certa-in volume of air will be discharged from the auxiliary reservoir into the brake cylinder for a given brake pipe reduction, said `main valve device also operating upon a sudden reduction of brake,

in brake pipe and brake cylinder` pressuresl and subject to emergency reservolr pressure. 25. An air brake apparatus comprising an emergency reservolr, an auxiliary reservoir, a supplementary reservoir, a brakeV pi a brake cylinder, main valve means su ject toy brake pipe pressure and Aaux.- iliary reservoir pressure and operating upon a reduction in brake' pipe pressure to open communication between the auxiliary reservoir and the brake cylinder and to close communication between the brake pipe and auxiliary reservoir, said communication with the brake cylinder being closed upon an equalization of pressure in the brake pipe and in the auxiliary reservoir whereby a certain volume of air will be discharged from the auxiliary reservoir to the brake cylinder for a given brake pipe reduction, said main valve means operating upon an increase of brake pipe pressure tol connect the brake cylinder to a main exhaust port, asecondary valve means operating upon a reduction of brake pipe pressure to place the supplementary reservo1r in communication with the ubrake cylinder and close said communication when a predetermined brake cylinder pressure is secured from the auxiliaxgv reservoir and supplementary reservoir, an operating yupon an increase of brake pipe pressure lto slowly release brake cylinder pressure to a secondar exhaust port, said secondary valver means eing` controlled by variations in brake pipe and brake cylinder pressures and subject to emergency reservoir pressure, and manually operable means in one osition' rendering the main exhaust means meifective and the secondaryv exhaust means effective and in another position rendering the main exhaust means effective.

26. An air brake apparatus comprising a single brake pipe; an emergency reservoir; an auxiliary reservoir; a supplemental reservoir; means to charge all of said reservoirs upon an increase of pressure inA the single brake pi e; a brake cylinder; means subjectl to bra :e pipe pressure and auxiliary reservoir ressure and operating upon a reduction in rake pipe pressure to-open communication `between the auxiliary reservoir and-the brake cylinder and to close communication between the brake pipe and auxiliary reservoir, said communication with the brake cylinder being closed upon a substantial equalization of pressures in the brake pipe and inthe auxiliary reservoir; and means operated by emergency reservoir pressure upon a reduction of brake pipe, pressure to place the supplemental reservoir in communication with the brake' cylinder, said means closing said communication when the increasing brake cylinder pressure dominates the emergency reservoir pressure. f

27. An air brake apparatus comprising an emergency reservoir; an auxiliary reservoir; a supplementary reservoir; a brake pipe; a brake cylinder; main valve means subject to brake pipe pressure and auxiliary reservoir pressure `and operating upon a reduction in brake pipe pressure to open communication between the auxiliary reservoir and the brake cylinder and to Yclose .communication between the brake pipe and auxiliary reservoir, said 'communication with the brake cylinder being closed upon an equalization of pressure in the brake pipe and in the auxiliary reservoir whereb a certain volume of air will be dischar edy from the auxiliary reservoir to the bra e cylinder for a given brake pipe reduction, said main valve means operating upon an increase of brake pipe pressure to connect the brake cylinder 'to'. a main exhaust port; a secondary lvalve means operating upon a reduction of brakev pipe pressure t'o place the supplementary reservoir in communication wlth the brake cylinder and close said communication when a 1` predetermined brake cylinder pressure is secured from the auxiliary reservoir and suppleinentary reservoir, and operating-Kupon an increase of brake vpipe pressure to slowl release brake cylinder pressure, said secon ary valve meansbein `controlled b variations in brake pipe an brake cylin er presv sures and subject' to emergency reservoir pressure; and manually operable means in one position rendering the secondar valve controlling in release operations an in another position rendering the main valve controlling in release operations.

28. An air brake apparatus comprising an emergency reservoir; an auxiliary reservoir; a supplementary reservoir a brake brake cylinder; main valve means su ject to brake pipe ressure an operating upon a reduction in brake pipe pressure to open communication between 4the auxiliary reservoir and the brake cylinder and to close communication betweenthe brake pipe and auxiliary reservoir, said communication with the brake 'cylinder being closed upon an equalization of pressure in the brake pipe and 1n the auxiliary reservoir whercb a certain volume of air will be discharge operating ,upon an increase of brake pipe pressure to connect the 'brake cylinder to a. main exhaust port; a secondary valve means operating upon a reduction of brake pipe pressure to place the supplementary reser-4 voirin communication with the brake cylinder and close said communication when a predetermined brake cylinder pressure is secured from the auxiliary reservoir and supplementary reservoir, and operating upon from the auxiliary reservoir to the brake cylinder for a given `brake pipe reduction, said main valve means an increase of brake pipe pressure to slowl release brake cylinder pressure, said secon ary valve means being controlled b `variations in brake pipe and brake cylin er pressures and subject to emergency reservoir pressure; manually operable means in one 'position rendering the seconda-ry valve controlllng 1n release operatlons and 1n another signature.

SPENCER G. NEAL.