Emergency portion for a brake control valve

An upgraded railway freight car brake control valve device comprises a novel emergency valve portion that embodies therein a plurality of simple and inexpensive poppet valves and a spool-type valve which valves replace yet perform the same functions heretofore performed by more expensive slide-type valves which slide valves, and the flat seats upon which they slide as they are shifted from one position to another, in their manufacture require a considerable amount of accurate machining thus increasing the cost of the brake control valve device of which they are an important part.

BACKGROUND OF THE INVENTION 
In the copending application of Fred Temple, Ser. No. 699,624, filed June 
25, 1976, now U.S. Pat. No. 4,045,095, and assigned to the assignee of the 
present application, there is shown and described a novel emergency valve 
portion that embodies therein four poppet valves that are disposed between 
and operated by a pair of spaced-apart movable abutments that are 
connected by a stem that operates a fifth poppet valve which effects the 
release of fluid under pressure from one side of a brake pipe vent valve 
that is thereupon unseated by brake pipe pressure acting on the opposite 
side to cause the release of fluid under pressure from a train brake pipe 
at an emergency rate. It is apparent that the manufacturing cost of this 
emergency valve portion is in direct proportion to the number of 
poppet-type valves embodied therein. 
Accordingly, it is the general purpose of this invention to provide a 
railway car brake control valve device with a novel emergency valve 
portion that embodies therein a lesser number of poppet valves than is 
required in the emergency valve portion of the brake control valve device 
disclosed in the above-mentioned copending patent application of Fred 
Temple. 
SUMMARY OF THE INVENTION 
According to the present invention, a railway freight car brake control 
valve device that includes a service valve portion and a pipe bracket 
which are substantially the same as the service valve portion and pipe 
bracket shown in U.S. Pat. No. 3,232,678, issued Feb. 1, 1966 to William 
G. Wilson, and assigned to the assignee of the present application, and a 
novel emergency valve portion which is secured to this pipe bracket 
whereby this emergency valve portion in cooperation with the service valve 
portion and pipe bracket constitute an upgraded brake control valve device 
.

DESCRIPTION -- FIGS. 1A AND 1B 
As shown in FIGS. 1A and 1B of the drawings, when the right-hand edge of 
FIG. 1A is placed along side of the left-hand edge of FIG. 1B, an improved 
freight car fluid pressure brake apparatus constituting a first embodiment 
of the invention comprises a brake pipe 1 that extends from one end of the 
car to the other, a brake cylinder 2, an emergency reservoir 3, an 
auxiliary reservoir 4, and a brake control valve device 5 connected to the 
brake pipe 1 through a combined cut-out cock and centrifugal dirt 
collector 6 and a branch pipe 7. 
The brake control valve device 5 may comprise a pipe bracket 8 having 
gasket faces 9 and 10 disposed opposite each other and further comprising 
a service or triple valve device or portion 11 and a novel emergency valve 
device or portion 12. 
The service valve portion 11 and pipe bracket 8 shown in FIG. 1B of the 
drawings may be substantially the same in construction and operation as 
the service valve portion 7 and pipe bracket 6 shown and described in the 
above-mentioned U.S. Pat. No. 3,232,678. Since reference may be had to 
this patent for a complete description of the structure and operation of 
this service valve portion and pipe bracket, it is deemed unnecessary to 
describe them in detail therein. Briefly, however, the service valve 
portion 11 comprises a sectionalized casing 13 between which and a cover 
member 14, secured thereto by any suitable means (not shown), is clamped 
the outer periphery of a diaphragm 15 subject opposingly on its opposite 
sides to brake pipe pressure in a chamber 16 at the upper side of this 
diaphragm 15, and to the pressure in the auxiliary reservoir 4 connected 
to a chamber 17 at the lower side of this diaphragm 15 by a pipe and 
correspondingly numbered passageway 18 that extends through the pipe 
bracket 8 and the sectionalized casing 13. Operatively connected to the 
diaphragm 15 is a service graduating valve 19 and a service slide valve 20 
for, respectively, controlling the release of fluid under pressure from 
the brake pipe 1 to a quick service volume 21 and the supply of fluid 
under pressure from the auxiliary reservoir 4 to the brake cylinder 2 in 
response to variations in brake pipe pressure, as disclosed in the 
above-mentioned U.S. Pat. No. 3,232,678. 
The novel emergency portion 12 shown in FIG. 1A of the drawings has a 
sectionalized casing comprising an upper casing section 22 and a lower 
casing section 23 secured thereto by any suitable means (not shown). A 
first annular diaphragm 24 has its outer periphery clamped between these 
casing sections 22 and 23. 
The inner periphery of the diaphragm 24 is operatively connected to the 
lower end of a stem 25 that extends through coaxial bores in a pair of 
diaphragm follower plates 26 and 27 and is provided with screw threads 
adjacent its lower end for receiving a nut 28 which serves, when 
tightened, to force the follower plate 27 against a shoulder 29 on the 
stem 25 and clamp the inner periphery of the diaphragm between the 
diaphragm follower plates 26 and 27. 
As shown in FIG. 1A, the stem 25 extends upward through a bore 30 provided 
therefor in the casing section 22 and into a chamber 31 formed by the 
cooperative relationship of the casing section 22 and a second annular 
diaphragm 32, the outer periphery of which is clamped between the casing 
section 22 and a cover member 33 secured to this casing section by any 
suitable means (not shown). 
The inner periphery of the diaphragm 32 is operatively connected to the 
upper end of the stem 25 in that it is clamped between a pair of diaphragm 
follower plates 34 and 35 that are provided with coaxial bores through 
which the stem 25 extends. This stem 25 is provided adjacent its upper end 
with a second shoulder 36 and external screw threads for receiving a nut 
37 which serves, when tightened, to force the follower plate 34 against 
the shoulder 36 and clamp the inner periphery of diaphragm 32 between the 
plates 34 and 35. 
As may be seen from FIG. 1A, the diaphragm 24 and follower plates 26 and 27 
cooperate with the casing sections 22 and 23 to form on the respective 
opposite sides of this diaphragm a pair of chambers 38 and 39. 
The chamber 38 is normally open to atmosphere via a first crossbore 40 in 
the stem 25, a bottomed bore 41 extending into this stem from the lower 
end thereof and having its outer end closed by a plug 42, a second 
crossbore 43 in the stem 25 which crossbore connects the upper end of the 
bottomed bore 41, as viewed in FIG. 1A, to an elongated peripheral annular 
groove 44 formed on this stem 25, a passageway 45 that extends through the 
casing sections 22 and 23 and past a dished circular shield 46. 
The shield 46 is preferably formed of a resilient material, such as rubber, 
and is held in place, in which its outer periphery rests against a conical 
inner surface 47 on a screw-threaded body 48 of an insect excluder device 
49, by any suitable means, such as, for example, a rivet 50 that extends 
through a bore in the body 48. 
A choke 51 is disposed in the passageway 45 to control the rate at which 
fluid under pressure is released from a quick action chamber 52 (FIG. 1B) 
to atmosphere when a service brake application is effected and in actual 
practice, as in heretofore constructed railway freight car brake control 
valve devices, has a diameter of 0.0810 inch, it being understood that 
when the diameter of this choke 51 is 0.0810 inch, fluid under pressure 
will be released from the quick action chamber 52 and a chamber 53 above 
the diaphragm 32, in a manner hereinafter explained, at the same rate as 
fluid under pressure is being released from the brake pipe 1 and the 
chamber 39 below the diaphragm 24 via a pathway hereinafter described. 
Likewise, the chamber 31 below the diaphragm 32 is open to atmosphere via a 
passageway 54 in the casing 22 that at one end opens into the chamber 31 
and at the other into the passageway 45 on the downstream side of the 
choke 51 which passageway 45 is open to atmosphere, as explained above. 
As shown in FIG. 1A, opening into the chamber 39 below the diaphragm 24 is 
one end of a passageway 55 that extends through the casing section 23 and 
opens at the wall surface of a bore 56 that at its upper end opens into 
the chamber 39 and at its lower end into an annular chamber 57 in the 
casing section 23. At the lower end of chamber 57, the casing section 23 
is provded with an annular valve seat 58. 
Also, as shown in FIG. 1A, opening at the wall surface of the bore 56, at a 
location above the location at which one end of the passageway 55 opens at 
this wall surface, is one end of a passageway 59 that extends through the 
casing sections 23 and 22 and at its other end opens into a chamber 60 
(FIG. 1B) formed in the pipe bracket 8. Furthermore, opening into the 
chamber 60 is one end of a passageway 61 that is connected to the brake 
pipe 1 in the manner described in the hereinbefore-mentioned U.S. Pat. No. 
3,232,678. 
As can be seen from FIG. 1A, opening into the passageway 59 intermediate 
the ends thereof is one end of a passageway 62 that extends through the 
casing section 22 and at its opposite end opens into a chamber 63 formed 
between the casing section 22 and cover member 33. A choke 64 carried by 
the casing section 22 and disposed in the upper end of the passageway 62 
controls the rate of flow of fluid under pressure from the passageway 62 
to the chamber 63 into which opens one end of a first passageway 65 that 
extends through the cover member 33 and opens at its other end into the 
chamber 53 above the diaphragm 32. 
Also opening into the chamber 63 is one end of a second passageway 66 that 
extends through the casing section 22 and the pipe bracket 8 (FIG. 1B) and 
opens at its opposite end into the hereinbefore-mentioned quick action 
chamber 52 formed in this pipe bracket. From the foregoing, it is apparent 
that the quick action chamber 52 is charged with fluid under pressure from 
the brake pipe 1 via the choke 64 which in actual practice, or, in other 
words, in heretofore constructed railway freight car brake control valve 
devices, has a diameter of 0.0200 inch. 
As shown in FIG. 1A of the drawings, the casing section 22 embodies therein 
three poppet-type valves 67, 68 and 69, it being noted that the valves 68 
and 69 are identical and, therefore, interchangeable thereby enabling a 
railroad company to carry in its storerooms one spare part item instead of 
two, as would be the case were the valve 68 and 69 not identical. 
The poppet-type valve 67 is disposed in a chamber 70 that is formed in the 
casing section 22 and connected to the atmospheric chamber 38 by a ported 
screw-threaded plug 71 that has screw-threaded engagement with screw 
threads provided threfor in the casing section 22. 
The poppet valve 67 has formed integral with one side thereof a fluted 
valve stem 72 that extends through a bore 73 provided therefor in the 
casing section 22 and connecting the chambers 70 and 31, it being noted 
that an annular valve seat 74 surrounds the lower end of this bore 73. 
A resilient annular member 75 constructed of, for example, rubber, is 
disposed about the stem 72 and bonded to the upper side of the poppet 
valve 67, and a spring 76 interposed between the plug 71 and the lower 
side of this poppet valve 67 is effective to normally bias the annular 
member 75 against the valve seat 74 to close communication between the 
chamber 70 and the interior of the bore 73 at the wall surface of which 
opens one end of a passageway 77 that extends through the casing section 
22 and at its other end opens into the passageway 66 intermediate the ends 
thereof. 
Intermediate the fluted portion of valve stem 72 and its upper end, this 
valve stem 72 is provided with a peripheral annular groove in which is 
disposed an O-ring seal 78 that forms a seal with the wall surface of the 
bore 73 to prevent flow of fluid under pressure from the passageway 77 to 
the chamber 31 which is always open to atmosphere via the passageway 54 
and 45 and past the resilient shield 46. 
Since the poppet valves 68 and 69 are identical, the parts of these poppet 
valves 68 and 69 are denoted by the same reference numerals with the 
addition of the letter a for the parts of valve 68 and b for the 
corresponding parts of the valve 69. 
The poppet valve 68 is disposed in a chamber 79 that is formed in the 
casing section 22 and separated from the atmospheric chamber 38 by a 
screw-threaded plug 80 and an O-ring seal 81. 
The poppet valves 68 and 69 have formed integral with one side thereof 
fluted valve stems 82a and 82b, respectively. This stem 82a of the valve 
68 extends through a bore 83 provided therefor in the casing section 22 
and connecting the chambers 79 and 31, it being noted that an annular 
valve seat 84 surrounds the lower end of this bore 83. 
Resilient annular members 75a and 75b are disposed about the respective 
valve stems 82a and 82b, as the annular member 75 is disposed about the 
valve stem 72 of the valve 67, and are bonded to the respective poppet 
valve 68 and 69. 
A spring 85 interposed between the plug 80 and the lower side of the poppet 
valve 68 is effective to normally bias the annular member 75a against the 
valve seat 84 to close communication between the chamber 79 and the 
interior of the bore 83 at the wall surface of which opens one end of a 
passageway 86. As shown in FIGS. 1A and 1B, this passageway 85 extends 
through the casing section 22 and pipe bracket 8 and is connected by a 
correspondingly numbered pipe to the emergency reservoir 3. 
Finally, the poppet-type valve 69 is disposed in still another chamber 87 
provided in the casing section 22, this chamber 87 being separated from 
the atmospheric chamber 31 by a screw-threaded plug 88 and an O-ring seal 
89. 
As may be seen from FIG. 1A, the valve stem 82b of the poppet-type valve 69 
is disposed in a bore 90 that extends through the casing section 22 from 
the chamber 87 to the chamber 38. Opening at the wall surface of the bore 
90 at diametrically opposite locations intermediate the ends of this bore 
is one end of a pair of passageways 91 and 92. The passageway 91 extends 
through the casing section 22 and opens into the chamber 79, and the 
passageway 92 extends through the casing section 22 to a gasket face 93 
formed on the right-hand end of the casing section 22. A ported gasket 94 
is disposed between the gasket face 93 on the casing section 22 and the 
gasket face 9 (FIG. 1B) on the pipe bracket 8. Consequently, one of the 
ports in this gasket 94 establishes a communication between the passageway 
92 in the casing section 22 and a passageway in the pipe bracket 8 that 
corresponds to the passageway 72 shown in the hereinbefore-mentioned U.S. 
Pat. No. 3,232,678. As explained in this patent, fluid under pressure is 
supplied from the auxiliary reservoir 2 (in the patent) whenever a service 
brake application is effected. Accordingly, it is apparent that, likewise, 
fluid under pressure is supplied from the auxiliary reservoir 4 (FIG. 1B) 
to the passageway 92 (FIG. 1A), interior of bore 90, passageway 91 and 
chamber 79 by operation of the service portion 11 (FIG. 1B) in response to 
a reduction of the pressure in the brake pipe 1 at a service rate. 
As shown in FIG. 1A, opening into the chamber 87 is one end of a passageway 
95 that extends through the casing section 22 and opens at its other end 
within an annular valve seat 96 against which a check valve 97 is normally 
biased by a spring 98 interposed between the upper side of this check 
valve and the cover member 33 to close communication between the 
passageway 95 and a chamber 99 formed between the casing section 22 and 
cover member 33. Opening into the chamber 99 is one end of a passageway 
100 that extends through the casing section 22 and at its opposite end 
opens into the passageway 59 intermediate the ends thereof. 
In the event that the pressure in the quick action chamber 52 becomes 
higher than that in the emergency reservoir 3, a check valve device 101 is 
provided. As shown in FIG. 1A, this check valve device 101 comprises an 
annular valve seat 102 against which a flat disc valve 103 is normally 
biased by a spring 104 that is interposed between this disc valve 103 and 
the cover member 33. Opening within the annular valve seat 102 is one end 
of a short passageway 105 that extends through the casing section 22 and 
at its opposite end opens into the hereinbefore-mentioned passageway 77. A 
choke 106 is disposed in this passageway 105 to control the rate of flow 
of fluid under pressure from the passageway 77, which is connected to the 
quick action chamber 52 by the passageway 66, to a chamber 107 above the 
disc valve 103 into which chamber 107 opens one end of a passageway 108 
that extends through the casing section 22 and at its other end opens into 
the hereinbefore-mentioned passageway 86 that is connected to the 
emergency reservoir 3 by the correspondingly numered pipe, as shown in 
FIG. 1B. 
As shown in FIG. 1A, the casing section 22 is provided with a flat bolting 
face 109 against which is secured, by any suitable means (not shown), an 
inshot valve mechanism 110 which is operative, when effecting an emergency 
application of the brakes, to provide an initial inshot of fluid under 
pressure to the brake cylinder 2 (FIG. 1B) until a predetermined brake 
cylinder pressure (about fifteen pounds per square inch) is developed and 
to then restrict the rate of flow of fluid under pressure to the brake 
cylinder 2. 
The inshot valve mechanism 110 may be substantially the same as the inshot 
valve mechanism 52 shown and described in U.S. Pat. No. 2,106,491, issued 
Jan. 25, 1938 to Everette P. Sexton and assigned to the assignee of the 
present invention. This inshot valve mechanism 110 shown in FIG. 1A of the 
present application differs from the inshot valve mechanism 52 shown in 
U.S. Pat. No. 2,106,491 by the addition of a spring 111 disposed in a 
chamber 112 above a diaphragm 113 and a choke 114 disposed in a passageway 
115 that at one end opens into the chamber 112 and at its other end opens 
into the hereinbefore-mentioned passageway 59 that is connected to the 
brake pipe 1. 
Briefly, the force of the spring 111 and brake pipe pressure in the chamber 
112 acting on the diaphragm 113 is normally effective, via a fluted stem 
116, to unseat a disc valve 117 from an annular valve seat 118 formed at 
the lower end of a bore 119. 
While the valve 117 is unseated from the seat 118, the bore 119 provides an 
unrestricted communication between a chamber 120 below the diaphragm 113 
and a chamber 121 in which is disposed the disc valve 117. The chamber 120 
is connected to the brake cylinder 2 (FIG. 1B) by a passageway and 
correspondingly numbered pipe 122, and the chamber 121 is connected to the 
hereinbefore-mentioned passageway 92 by a passageway 123. 
When brake cylinder pressure in the chamber 120 is built up sufficiently to 
deflect the diaphragm 113 upward against the yielding resistance of the 
spring 111 and the brake pipe pressure in the chamber 112, a spring 124 is 
rendered effective to seat valve 117 on its seat 118 whereupon further 
flow of fluid under pressure to the brake cylinder 2 is at a restricted 
rate determined by the size of a choke 125 that provides a bypass 
communication between the chambers 121 and 120 while the valve 117 is 
seated on its seat 118. In actual practice, as in heretofore constructed 
railway freight car brake control valve devices, the choke 125 has a 
diameter of 0.09375 inch. 
In order to control flow of fluid under pressure from the quick action 
chamber 52 to atmosphere when an emergency application of the brakes is 
effected, while flow from this chamber 52 to atmosphere via the choke 51 
in the passageway 45 is cut off in a manner hereinafter described, the 
casing section 22 has provided therein a passageway 126 that at one end 
opens into the hereinbefore-mentioned passageway 54 intermediate the ends 
thereof, it being remembered that this passageway 54 is open to atmosphere 
via the portion of the passageway 45 on the downstream side of the choke 
51 and past the resilient shield 46. The opposite end of this passageway 
126 opens into the chamber 38 above the diaphragm 24 via a choke 127 
disposed in this passageway. In actual practice, as in heretofore 
constructed railway freight car brake control valve devices, the choke 127 
has a diameter of 0.0200 inch. 
Referring to FIG. 1A, it will be noted that the cover member 33 is provided 
with a bore 128 that is coaxial with the bore 30 in the casing section 22 
and three coaxial counterbores 129, 130 and 131, this latter counterbore 
131 being provided with internal screw threads. An O-ring seal 132 is 
retained in the counterbore 130 by a screw-threaded plug 133 having 
screw-threaded engagement with the screw-threaded counterbore 131, and a 
cup-shaped piston 134 slidably mounted in the counterbore 129 is normally 
biased against a shoulder 135 formed by the lower end of this counterbore 
129 by a spring 136 interposed between this piston 134 and the plug 133. 
This spring 136 and piston 134 yieldingly resist upward deflection of the 
diaphragms 32 and 24 in a manner hereinafter described. 
The emergency valve device 12 shown in FIG. 1A further comprises a brake 
pipe vent valve device 137 for effecting a rapid release of fluid under 
pressure from the brake pipe 1 to atmosphere whenever an emergency brake 
application is effected. 
As shown in FIG. 1A, the casing section 23 is provided with a counterbore 
138 that is coaxial with the bore 56 and into the upper end of which, on 
the outside of the annular valve seat 58, opens one end of a passageway 
139. This passageway 139 extends through the casing sections 23 and 22 to 
the gasket face 93 on the casing section 22 where it registers with a port 
in the ported gasket 94. This port in the gasket 94 establishes a 
communication between the passageway 139 in the casing section 22 and a 
passageway in the pipe bracket 8 that corresponds to the passageway 37 
shown in the hereinbefore-mentioned U.S. Pat. No. 3,232,678. As shown in 
FIG. 1 of this patent, fluid under pressure is supplied from the brake 
pipe to this passageway 37 (in the patent). Accordingly, it is apparent 
that fluid under pressure is supplied from the brake pipe 1 to the 
passageway 139 (FIG. 1A) and the counterbore 138. 
Slidably mounted in the bore 56 is a fluted valve stem 140 that at its 
lower end is integral with a poppet-type vent valve pilot valve 141 that 
has a resilient annular valve member 142 bonded thereto in surrounding 
relation to the valve stem 140. Slidably mounted in the counterbore 138 is 
a cup-shaped vent valve guide 143. A vent valve 144 constructed of some 
resilient material, such as, for example, rubber, is clamped to the valve 
guide 143 by a snap ring 145. The vent valve 144 is normally biased 
against the valve seat 58 by a spring 146 that is interposed between the 
vent valve guide 143 and a lower cover member 147 that is secured by any 
suitable means (not shown) to the lower end of the casing section 23, 
there being a ported resilient gasket 148 disposed between this cover 
member and the casing section 23. A second spring 149 is interposed 
between the vent valve guide 143 and the vent valve pilot valve 141 to 
normally bias the annular valve member 142 against an annular valve seat 
150 formed at the lower end of the hereinbefore-mentioned bore 56. 
In order that the inner seated area of the vent valve 144 be normally 
subjected to atmospheric pressure, passageway 151 opens at one end into 
the chamber 57 and at the other end into the passageway 45 that is open to 
atmosphere via the resilient shield 46. 
Moreover, in order that fluid under pressure may be supplied from the brake 
pipe 1 to a chamber 152 below the vent valve 144 to assist the spring 146 
in maintaining this valve 144 seated on its seat 58, a passageway 153 
opens at one end into the chamber 152 and at the other into the passageway 
55 intermediate the ends thereof. It is apparent from FIG. 1A that the 
fluid under pressure supplied from the brake pipe 1 to the passageway 59 
in the manner hereinbefore-described will flow from this passageway 59 to 
the chamber 152 via the bore 56, fluted stem 140, passageway 55 and 
passageway 153. 
In order to prevent flow of fluid under pressure from the passageway 139 
and counterbore 138 to the chamber 152 when fluid under pressure is vented 
from this chamber to atmosphere in a manner hereinafter explained, the 
vent valve guide 143 is provided with a peripheral annular groove in which 
is disposed an O-ring seal 154 that forms a seal with the wall surface of 
the counterbore 138. 
It may be noted from FIG. 1A that the stems 25 and 140 are each provided 
with a peripheral annular groove in which are disposed respectively O-ring 
seals 155 and 156 that form a seal with the wall surface of the respective 
bores 56 and 30 to prevent leakage of fluid under pressure from one end of 
each respective bore to the other. 
It may be further noted from FIG. 1A that a spring 157 is interposed 
between the plug 88 and the poppet valve 69 to normaly bias the annular 
member 75b of this valve 69 against an annular valve seat 158 formed at 
the upper end of the bore 90 to close communication between the 
passageways 91 and 92 and the chamber 87. 
OPERATION - FIGS. 1A AND 1B Initial Charging 
Let it be assumed that a railway freight car provided with the brake 
control valve device 5 shown in FIGS. 1A and 1B of the drawings has been 
coupled into a train of cars, and that a handle of an engineer's brake 
valve device (not shown) located on the locomotive coupled to the head end 
of the train is in its release position. Therefore, while the handle of 
the engineer's brake valve device is in its release position, this brake 
valve device will effect the supply of fluid under pressure to the train 
brake pipe and, therefore, to the brake pipe 1 to charge the train brake 
pipe to a preselected normal charged value which, for example, may be 
seventy pounds per square inch. 
Fluid under pressure supplied to the brake pipe 1 will flow via the branch 
pipe 7 and combined cut-out cock and dirt collector 6 to the brake control 
valve device 5 to cause the service valve portion 11 of this control valve 
device 5 to operate in the usual well-known manner of railway freight car 
brake control valve devices to effect a release of fluid under pressure 
from the brake cylinder 2 thereby releasing the brakes on the car and to 
charge the emergency reservoir 3 and auxiliary reservoir 4 to the pressure 
carried in the brake pipe 1. 
Fluid under pressure supplied to the brake pipe 1 will flow therefrom to: 
(1) the interior of the counterbore 138 via the passageway 139, (2) the 
chamber 39 via the passageway 61, chamber 60 and passageways 59 and 55 and 
bore 56 and (3 ) the chamber 63 via the passageways 59 and 62 and choke 
64. 
Fluid under pressure thus supplied to the chamber 63 flows therefrom to the 
chamber 53 above diaphragm 32 via the passageway 65 at a restricted rate 
determined by the size of the choke 64. Fluid under pressure thus supplied 
to the chamber 63 also flows therefrom to the quick action chamber 52 
(FIG. 1B) via the passageway 66 to effect the charging thereof to the 
normal pressure carried in the brake pipe 1. 
It will be noted from FIG. 1A that some of the fluid under pressure 
supplied to the passageway 66 flows therefrom to the interior of the bore 
73 via passageway 77. 
Since the choke 64 restricts the rate of flow of fluid under pressure from 
the brake pipe 1 to the chamber 53 above the diaphragm 32, the 
unrestricted flow of fluid under pressure from the brake pipe 1 to the 
chamber 39 below the diaphragm 24 will cause the pressure to increase in 
the chamber 39 faster than in the chamber 53 above the diaphragm 32. 
Consequently, it is apparent that a differential fluid pressure force is 
established which acts in an upward direction to thereby deflect the 
diaphragms 24 and 32 upward and shift the diaphragm follower plates 26, 
27, 34 and 35, stem 25 and piston 134 upward against the yielding 
resistance of the spring 136. 
As the diaphragm follower plate 27 is thus shifted upward, it will first 
abut the lower end of the stem 82b of the poppet-type valve 69 and 
thereafter unseat the annular valve member 75b of this valve 69 from its 
seat 158. 
Assuming that no fluid under pressure is present in the brake cylinder 2 
(FIG. 1B) at the time the freight car is coupled into the train, there is 
no flow of fluid under pressure from this brake cylinder 2 to the brake 
pipe 1 upon unseating of the valve member 75b from the seat 158. 
Subsequent to the pressure in the chamber 39 reaching the normal fully 
charged brake pipe pressure, the continued flow of fluid under pressure to 
the chamber 53 via the choke 64 will cause the pressure in this chamber 53 
to increase to that in the chamber 39. 
As the pressure in the chamber 53 is thus increased to that in the chamber 
39, the spring 136 is rendered effective to shift the piston 134, stem 25, 
diaphragm follower plates 26, 27, 34 and 35 and diaphragms 32 and 29 
downward until they are returned to the position in which they are shown 
in FIG. 1A. 
As the diaphragm follower plate 27 is thus shifted downward, the spring 157 
is rendered effective to seat annular valve member 75b of the poppet valve 
69 on its seat 158. 
SERVICE APPLICATION 
A service application of the brakes is initiated by effecting a gradual 
reduction in brake pipe pressure at a service rate in the usual well-known 
manner. The service portion 11 (FIG. 1B) of the brake control valve device 
5 will operate in the usual manner of the service portion of heretofore 
known railway freight car brake control valve devices to effect the supply 
of fluid under pressure from the auxiliary reservoir 4 to the brake 
cylinder 2 to cause a service brake application on the freight car 
provided with this control valve device 5. 
As the pressure in the brake pipe 1 is reduced at a service rate, the 
pressure in the chamber 39 below the diaphragm 24 will be correspondingly 
reduced at a service rate. 
Since the choke 64 restricts the rate of flow of fluid under pressure from 
the chambers 53 and 52 to the brake pipe 1, it is apparent that as the 
pressure in the chamber 39 below the diaphragm 24 is thus reduced faster 
than the pressure in the chamber 53 above the diaphragm 32, a differential 
fluid pressure force is established which acts in a downward direction to 
deflect diaphragms 32 and 24 downward and thereby effect shifting of stem 
25 and diaphragm follower plates 26, 27, 34 and 35 downward. 
As the diaphragm follower plate 34 is thus shifted downward, it will first 
abut the upper end of valve stem 72 of poppet valve 67 and thereafter 
shift this stem downward to unseat annular valve member 75 of this poppet 
valve 67 from its seat 74. It should be noted that this valve member 75 of 
the poppet valve 67 is unseated from its seat 74 without the diaphragm 
follower plate 34 effecting unseating of the valve member 75a of the 
poppet valve 68 from its seat 84 or the stem 25 effecting unseating of the 
annular valve member 142 of poppet valve 141 from its seat 150. 
Upon the unseating of the annular valve member 75 of the poppet valve 67 
from its seat 74, fluid under pressure will flow from the chamber 53 above 
diaphragm 32 and the quick action chamber 52 to atmosphere via the 
passageway 65, chamber 63, passageways 66 and 77, bore 73, past valve seat 
74, chamber 70, ported plug 71, chamber 38, crossbore 40, bottomed bore 
41, and crossbore 43 in and groove 44 on stem 25, passageway 45, choke 51 
and thence past shield 46 of insect excluder device 49 at a rate 
determined by the size of the choke 51. 
It may be noted that fluid under pressure may flow from the chamber 38 
above the diaphragm 24 to atmosphere via the choke 127, passageways 126, 
54 and 45 and thence past the shield 46 in parallel with the flow through 
the choke 51. 
As hereinbefore stated, the diameter of the choke 51 may be 0.0810 inch, 
and the diameter of the choke 127 0.0200 inch. Since the diameter of the 
choke 51 is substantially larger than the diameter of the choke 127, the 
flow of fluid through the choke 127 at this time is so small as to be of 
little or no consequence. 
Furthermore, it may be noted that the size of the choke 51 is sufficiently 
large to provide for the flow of fluid under pressure from the chamber 38 
to atmosphere at such a rate that a pressure is not built up in this 
chamber 38 above the diaphragm 24 which is of sufficient magnitude as to 
effect further downward deflection of this diaphragm 24, diaphragm 
follower plates 26 and 27 and stem 25 to cause unseating of annular valve 
member 142 of vent valve pilot valve 141 from its seat 150 which would 
cause the vent valve device 137 to operate to release fluid under pressure 
from the train brake pipe at an emergency rate and thereby effect an 
undesired emergency brake application on the entire train. 
The diameter of the choke 51 being 0.0810 inch, this diameter is such as to 
enable fluid under pressure to be released from the chamber 53 above the 
diaphragm 32 and the quick action chamber 52 (FIG. 1A) to atmosphere at 
the same rate as fluid under pressure is being released from the chamber 
39 below the diaphragm 24. This enables the pressure differential on the 
diaphragms 32 and 24 to be substantially destroyed so that these 
diaphragms are not further deflected in a downward direction. 
SERVICE LAP 
When the release of fluid under pressure from the brake pipe is terminated, 
the release of fluid under pressure from the chamber 39 is likewise 
terminated. 
As the flow of fluid under pressure from the chamber 53 and quick action 
chamber 52 to atmosphere continues, a differential fluid pressure force is 
established on the diaphragms 24 and 32 which acts in an upward direction. 
Consequently, these diaphragms 24 and 32 are deflected in an upward 
direction to shift the stem 25 and diaphragm follower plates 26, 27, 34 
and 35 upward. 
As the diaphragm follower plate 34 is thus shifted upward from the stem 72 
of the poppet valve 67, the spring 76 is rendered effective to seat the 
annular valve member 75 of this poppet valve 67 on its seat 74 thereby 
terminating further flow of fluid under pressure from the chamber 53 and 
quick action chamber 52 to atmosphere. 
When the release of fluid under pressure from the brake pipe 1 is 
terminated, the service valve device 11 will move to a lap position to cut 
off flow of fluid under pressure from the auxiliary reservoir 4 to the 
brake cylinder 2. 
EMERGENCY APPLICATION 
To effect an emergency application of the brakes, fluid under pressure is 
suddenly vented at a rapid rate from the brake pipe 1. Upon this reduction 
of pressure in the brake pipe 1, the service valve device 11 will operate 
to supply fluid under pressure from the auxiliary reservoir 4 (FIG. 1B) to 
the passageway 92 (FIG. 1A). 
Moreover, the emergency valve device 12 operates in the manner explained 
above to release fluid under pressure from the chamber 53 and quick action 
chamber 52 to atmosphere via the choke 51. This rate of release of fluid 
under pressure from the chamber 53 above the diaphragm 32 is less than the 
emergency rate of release of fluid under pressure from the chamber 39 
below the diaphragm 24 via the brake pipe 1. 
Therefore, it is apparent that a differential of pressure is quickly 
established on the diaphragms 32 and 24 which acts in a downward direction 
to deflect these diaphragms downward and thereby shift the stem 25 and 
diaphragm follower plates 26, 27, 34 and 35 downward. 
As the stem 25 is thus further shifted in a downward direction, the O-ring 
seal 156 carried by the stem 25 is moved downward with this stem to a 
position in which this O-ring seal 156 forms a seal with the wall surface 
of the bore 30 at a location that is below the location at which one end 
of the passageway 45 opens at this wall surface just prior to movement of 
the lower end of the stem 25 and plug 42 into abutting relationship with 
the upper end of the valve stem 140. 
Thus, flow of fluid under pressure from the chamber 53 and quick action 
chamber 52 (FIG. 1B) to atmosphere via the choke 51 (FIG. 1A) is cut off 
just prior to unseating of the annular valve member 142 of the vent valve 
pilot valve 141 from its seat 150 to cause operation of the vent valve 
device 137. 
Subsequent to this cut off of flow through the choke 51, the fluid under 
pressure supplied to the chamber 38 above the diaphragm 24 from the 
chamber 53 and quick action chamber 52 (FIG. 1B) may flow to atmosphere 
via the choke 127, the diameter of which, as hereinbefore stated, is 
0.0200 inch, passageways 126, 54 and 45 and past the shield 46. 
Since the diameter of the choke 51 is 0.0810 inch, as hereinbefore stated, 
it is apparent that, subsequent to downward shifting of the valve stem 25 
to the above-mentioned position in which the O-ring seal 156 forms a seal 
with the wall surface of the bore 30 below the location at which the one 
end of the passageway 45 opens at this wall surface, the flow of fluid 
under pressure from the chamber 38 to atmosphere is at a much slower rate 
which causes a buildup of pressure in the chamber 38 above the diaphragm 
24. This build up of pressure in the chamber 38 provides a fluid pressure 
force that acts in a downward direction on the diaphragm 24. Accordingly, 
it is apparent that this fluid pressure force acts in the same direction 
as the hereinbefore-mentioned differential fluid pressure force acting 
downward on the diaphragms 32 and 24. Consequently, this downwardly acting 
fluid pressure force on the diaphragm 24 assists this 
hereinbefore-mentioned differential fluid pressure force acting downwardly 
on the two diaphragms 24 and 32 in quickly deflecting these diaphragms 
downward and simultaneously shifting the stem 25 downward so that the 
lower end of this stem will first abut the upper end of the stem 140 and 
thereafter, via this stem 140, effect unseating of the annular valve 
member 142 of the poppet-type vent valve pilot valve 141 from its seat 
150. 
As the stem 140 is thus shifted downward by the stem 25, the O-ring 155 
carried by this stem 140 is moved downward to a position in which it makes 
a seal with the wall surface of the bore 56 at a location that is below 
the location at which the end of the passageway 59 opens at this wall 
surface. Thus, communication between passageways 59 and 55 is cut off. 
Upon the unseating of the annular valve member 142 from its seat 150, the 
fluid under pressure present in the chamber 152 below vent valve 144 will 
flow to atmosphere via passageways 153 and 55, bore 56, past valve seat 
150, chamber 57, passageway 151 and past resilient shield 46 of insect 
excluder device 49. 
Moreover, fluid under pressure will now be vented from the chamber 39 below 
the diaphragm 24 to atmosphere via passageway 55, bore 56, past valve seat 
150, chamber 57, passageway 151 and past shield 46. This release of fluid 
under pressure from the chamber 39 to atmosphere further increases the 
downwardly acting fluid pressure force on the diaphragm 24 thereby 
assisting in quickly deflecting the diaphragms 24 and 32 in a downward 
direction thereby hastening the operation of vent valve device 137 in a 
manner now to be explained. 
Upon the release of fluid under pressure from the chamber 152 to atmosphere 
in the manner just explained, the fluid under pressure in the passageway 
139 and acting on the vent valve 144 outside its seat 58 is rendered 
effective to shift vent valve guide 143 and vent valve 144 downward to 
unseat vent valve 144 from its seat 58. 
It may be noted that the distance between the lower end of the vent valve 
pilot valve 141 and the upper end of the vent valve guide 143 is very 
short. Therefore, if the vent valve 144 is not immediately unseated from 
its seat 58 by the fluid under pressure in the passageway 139 upon the 
venting of fluid under pressure from the chamber 152 to atmosphere in the 
manner described above, the lower end of the pilot valve 141 will abut the 
upper end of the valve guide 143 so that this pilot valve 141, as it is 
shifted downward by the stem 25, will mechanically assist in effecting 
unseating of the vent valve 144 from its seat 58. 
When the vent valve 144 is thus unseated from its seat 58, the passageway 
139, which is connected to the brake pipe 1, is open to atmosphere via the 
chamber 57, passageway 151 and past the shield 46. With this communication 
established, fluid under pressure is suddenly vented from the brake pipe 1 
at an emergency rate for the purpose of serially transmitting an emergency 
rate of reduction of pressure in the train brake pipe extending through 
the train in the usual well-known manner. 
As the diaphragm follower plate 34 is further shifted downward along with 
the stem 25, this plate 34 abuts the upper end of the stem 82a of the 
poppet valve 68 and thereafter, via this stem, unseats the corresponding 
annular valve member 75a from the valve seat 84. 
Upon unseating of the annular valve member 75a of the poppet valve 68 from 
its seat 84, fluid under pressure will flow from the emergency reservoir 3 
(FIG. 1B) to the passageway 92 via pipe and passageway 86 (FIGS. 1A and 
1B), bore 83 (FIG. 1A), past valve seat 84, chamber 79, passageway 91, 
bore 90 and around the fluted valve stem 82b of the valve 69 which at this 
time is seated on valve seat 158 by the spring 157. 
The fluid under pressure thus supplied to the passageway 92 from the 
emergency reservoir 4 combines with that supplied to this passageway 92 
from the auxiliary reservoir 4 by operation of the service valve device 11 
and flows therefrom to the chamber 120 below the diaphragm 113 of the 
inshot valve mechanism 110 via the passageway 123, chamber 121, past valve 
117 which is at this time held unseated from its seat 118 by spring 111, 
and bore 119, and also from chamber 121 to chamber 120 via the choke 125. 
Fluid under pressure thus supplied to the chamber 120 flows therefrom to a 
pressure chamber (not shown) within the brake cylinder 2 (FIG. 1B) via the 
passageway and pipe 122 (FIG. 1A) and also acts on the lower side of the 
diaphragm 113, it being noted that whenever fluid under pressure is 
released from the brake pipe 1, fluid under pressure is also released from 
the chamber 112 above the diaphragm 113 at a rate determined by the size 
of the choke 114. 
The fluid under pressure supplied to the chamber 120 of the inshot valve 
mechanism 110 in the manner explained above acts on the lower effective 
area of the diaphragm 113. Consequently, when the pressure in the chamber 
120 and in the pressure chamber of the brake cylinder 2 has increased to, 
for example, fifteen pounds per square inch, which is sufficient to 
overcome the resistance of spring 111 acting downward on the upper side of 
the diaphragm 113, this diaphragm 113 will be deflected upward against the 
yielding resistance of the spring 111 to enable the spring 124 to shift 
the disc valve 117 upward until it engages the valve seat 118 thereby 
closing off the rapid flow of fluid under pressure to the brake cylinder 2 
by way of the bore 119. With the valve 117 thus seated on valve seat 118, 
fluid under pressure continues to flow from the passageway 123 to the 
brake cylinder 2 (FIG. 1B) via the chamber 121, choke 125 (FIG. 1A), 
chamber 120 and passageway and pipe 122, the choke 125 forming a by-pass 
communication around the valve 117, which is now seated on the valve seat 
118. The choke 125 provides for the second stage of increase in brake 
cylinder pressure at a slower rate. The pressure in the brake cylinder 2 
will now continue to build up at this slower rate determined by the size 
of the choke 125 until equalization of the pressures in the auxiliary 
reservoir 4, emergency reservoir 3 and brake cylinder 2 occurs. 
From the foregoing, it is apparent that the emergency valve device 12 of 
the brake control valve device 5 provides a two-stage buildup of pressure 
in the brake cylinder 2. 
Since fluid under pressure is supplied from both the auxiliary reservoir 4 
and the emergency reservoir 3 to the brake cylinder 2 when an emergency 
brake application is effected, it is apparent that a higher pressure is 
obtained in the brake cylinder 2 than is the case when a service 
application is effected. 
When all fluid under pressure is released from the quick action chamber 52 
(FIG. 1B) and chamber 53 (FIG. 1A) above the diaphragm 32 via the choke 
127, it being remembered that all fluid under pressure has been vented 
from the chamber 39 below the diaphragm 24 in the manner hereinbefore 
explained, the inherent resiliency of the diaphragms 24 and 32 will return 
these diaphragms and the valve stem 25 to the position shown in FIG. 1A. 
The spring 76 will now seat annular member 75 of poppet valve 67 on its 
seat 74, the spring 85 will seat annular member 75a of poppet valve 68 on 
its seat 84, the spring 149 will seat annular member 142 of vent valve 
pilot valve 141 on its seat 150 thereby establishing a communication 
between passageways 59 and 55, and the spring 146 will seat vent valve 144 
on its seat 58. It should be understood that the diameter of the choke 
127, which as aforestated is 0.0200 inch, is such that the pressure in the 
chamber 38 above the diaphragm 24 is not reduced sufficiently for the 
diaphragms 24 and 32 to return to the position in which they are shown in 
FIG. 1A to permit reseating of vent valve pilot valve 141 and vent valve 
144 prior to the train being brought to a complete stop as the result of 
the emergency brake application. 
RELEASE OF THE BRAKES AFTER AN EMERGENCY APPLICATION 
To effect a release of the brakes after an emergency application, fluid 
under pressure is supplied to the brake pipe 1 from whence it flows to the 
chamber 39 (FIG. 1A) below the diaphragm 24 in the emergency valve device 
12 and the chamber 63 via the choke 64 in this valve device 12. 
Moreover, fluid under pressure flows from the brake pipe 1 to the chamber 
16 (FIG. 1B) above the diaphragm 15 in the service valve device 11 at a 
restricted rate determined by the size of a choke 159. 
It will be noted from FIGS. 1A and 1B of the drawings that fluid under 
pressure flows at an unrestricted rate to the chamber 39 in the emergency 
valve device 12 since there are no chokes in the passageways 55 and 59. 
Furthermore, it will be noted from FIG. 1A that the choke 64 restricts the 
rate of flow of fluid under pressure from the passageway 62 to the chamber 
53 above the diaphragm 32 and the quick action chamber 52 via passageways 
65 and 66. Accordingly, it is apparent that the pressure in the chamber 39 
below the diaphragm 24 will increase more rapidly than will the pressure 
in the chamber 53 above the diaphragm 32. 
Therefore, it will be understood that the more rapid rate of increase of 
pressure in the chamber 39 quickly establishes a fluid pressure 
differential force which is effective to deflect the diaphragms 24 and 32 
in an upward direction, as viewed in FIG. 1A. 
Moreover, it is apparent that this upward deflection of the diaphragms 24 
and 32 is effective to shift the valve stem 25, diaphragm follower plates 
26, 27, 34 and 35, and piston 134 in an upward direction against the 
yielding resistance of the spring 136 until the diaphragm follower plate 
35 abuts a stop surface 160 on the lower side of cover member 33. 
As the diaphragm follower plate 27 is moved upward by the upward deflection 
of the diaphragms 24 and 32, subsequent to the seating of the annular 
valve members 75a of the poppet valves 67 and 68 on their respective valve 
seats 74 and 84 in the manner described above, this follower plate 27 will 
first abut the lower end of the valve stem 82b of the poppet valve 69 and 
thereafter lift the annular valve member 75b of of this valve 69 from its 
seat 158 against the yielding resistance of the spring 157. 
Fluid under pressure will now flow from the brake cylinder 2 (FIG. 1B) and 
the auxiliary reservoir 4 connected thereto to the brake pipe 1 via the 
service valve device 11, which is still in its service application 
position, via pipe and passageway 122, chamber 120 (FIG. 1A), bore 119, 
past valve 117 which is unseated from its seat 118 upon the pressure in 
the chamber 121 becoming less than that in the chamber 120, this chamber 
121, passageways 123 and 92, bore 90, past unseated valve 69, chamber 87, 
passageway 95, past valve 97 which is unseated from its seat 96, chamber 
99, passageways 100 and 59, chamber 60 (FIG. 1A) passageway 61, a strainer 
device 161, a passageway 162 in the pipe bracket 8, combined cut-out cock 
and dirt collector 6 and branch pipe 7. 
The above-mentioned flow of fluid under pressure from the brake cylinder 2 
and auxiliary reservoir 4 to the brake pipe 1 accelerates the rate of 
recharge of the brake pipe. This action naturally occurs first at the head 
end of the train when the increase in brake pipe pressure is first 
effected, and the sudden increase in brake pipe pressure on one car causes 
the emergency valve device on the next car to function in the same manner, 
so that this back dump operation is rapidly transmitted serially from car 
to car throughout the length of the train. 
It will be noted from FIG. 1A that some of the fluid under pressure 
supplied from the brake cylinder 2 and auxiliary reservoir 4 to the 
passageway 59, in the manner described above, flows from this passageway 
59 to the chamber 53 above the diaphragm 32 via the passageway 62, choke 
64, chamber 63 and passageway 65. 
Moreover, fluid under pressure thus supplied to the chamber 63 flows 
therefrom to the quick action chamber 52 (FIG. 1B) via the passageway 66. 
From the foregoing, it is apparent that fluid under pressure will flow from 
the brake cylinder 2 and auxiliary reservoir 4 to the brake pipe 1 until 
substantial equalization of pressures therebetween occurs, and also that 
fluid under pressure will flow through the choke 64 until the pressure in 
the chamber 53 and quick action chamber 52 is substantially the same as 
the pressure in the chamber 39 and the brake pipe 1. 
As the pressure in the chamber 53 above the diaphragm 32 is increased by 
flow of fluid under pressure to this chamber through the choke 64, the 
differential fluid pressure force acting upward on the diaphragms 24 and 
32 is correspondingly reduced. Therefore, as this differential fluid 
pressure force is thus reduced, the spring 136 is rendered effective via 
the piston 134 to shift the valve stem 25 and diaphragm follower plates 
26, 27, 34 and 35 downward until the piston 134 abuts the shoulder 135. 
Upon equalization of pressure in chambers 53 and 39, the inherent 
resilience of the diaphragms 32 and 24 return these diaphragms, the stem 
25 and the diaphragm follower plates 26, 27, 34 and 35 to the position in 
which they are shown in FIG. 1A. 
As the diaphragm follower plate 27 is thus moved downward to the position 
in which it is shown in FIG. 1A, the spring 157 is rendered effective to 
seat annular valve member 75b of the poppet-type valve 69 on its seat 158 
thereby closing communication between the brake cylinder 2 (FIG. 1B) and 
the brake pipe 1 thus preventing further flow of fluid under pressure from 
the brake cylinder 2 to the brake pipe 1. 
As fluid under pressure is supplied to the chamber 16 (FIG. 1B) in the 
manner described above, the resulting increase in pressure in this chamber 
16 will deflect the diaphragm 15 downward to thereby return the graduating 
valve 19 and the service valve 20 of the service valve device 11 to the 
position shown. The fluid under pressure now remaining in the brake 
cylinder 2 will flow to atmosphere via pipe and passageway 122, chamber 
120, bore 119, past valve seat 118, choke 125 in parallel therewith, 
chamber 121, passageways 123, and 92, and passageways and ports in the 
service valve device 11, it being understood that these passageways and 
ports correspond to ports and passageways in the service valve device 7 of 
the brake control valve device 1 shown in hereinbefore-mentioned U.S. Pat. 
No. 3,232,678 through which fluid under pressure may flow from the brake 
cylinder 7 shown in this patent to atmosphere. 
With the release of all fluid under pressure from the brake cylinder 2 
(FIG. 1A), the brakes on the car will be completely released. 
Furthermore, the emergency reservoir 3 and the auxiliary reservoir 4 will 
now be charged from the brake pipe 1 to the normal fully charged train 
brake pipe pressure. 
DESCRIPTION -- FIG. 2 
According to a second embodiment of the invention, a novel emergency valve 
device 163 shown in FIG. 2 differs from the emergency valve device 12 
shown in FIG. 1A in that the vent valve pilot valve 141 shown in FIG. 1A 
for releasing fluid under pressure from the chamber 39 below the diaphragm 
24 and from the chamber 152 below the vent valve 144 to atmosphere is 
omitted, and a poppet-type valve 164 is provided for releasing fluid under 
pressure from the chamber 39 to atmosphere. 
Furthermore, the valve stem 25 shown in FIG. 1A is replaced by a valve stem 
165 that is of sufficient length to effect mechanical unseating of the 
vent valve 144 from its seat 58 when an emergency brake application is 
effected. 
It should be understood that the emergency valve device 163 comprises, in 
addition to the poppet-type valve 164 shown in FIG. 2, the poppet-type 
valves 67, 68 and 69, chokes 51 and 127, and all of the other elements of 
the emergency valve device 12 shown in FIG. 1A even though these elements 
are not shown in FIG. 2 which constitutes a partial diagrammatic view of 
this emergency valve device 163. Accordingly, like reference numerals have 
been used to designate the structure shown in FIG. 2 which is identical to 
that shown in FIG. 1. Only such features of the structure and operation of 
the embodiment of the invention shown in FIG. 2 which differ from that of 
the embodiment of FIG. 1A will be hereinafter described. 
As shown in FIG. 2, the valve stem 165 extends through the bore 30 and is 
operatively connected to the diaphragms 24 and 32 in the same manner as 
the valve stem 25 shown in FIG. 1A. 
Furthermore, the valve stem 165 is provided with the bottomed bore 41, 
crossbores 40 and 43, elongated peripheral annular groove 44, a peripheral 
annular groove in which is disposed the O-ring seal 156, and the plug 42 
that closes the lower end of the bottomed bore 41, it being noted that the 
length of this bottomed bore 41 in stem 165 is longer than in stem 25. 
As shown in FIG. 2, the poppet-type valve 164 is disposed in a chamber 166 
formed in the casing section 22 and always open to atmosphere via a 
passageway 167 extending through this casing section to the exterior 
thereof. 
The poppet valve 164 has formed integral with one side thereof a fluted 
valve stem 168 that extends through a bore 169 provided therefor in the 
casing section 22 and connecting the chambers 166 and 31, it being noted 
that an annular valve seat 170 surrounds the lower end of this bore 169. 
A resilient annular member 75c is disposed about the stem 168 and bonded to 
the upper side of the poppet valve 164, and a spring 171, interposed 
between a screw-threaded plug 172 that has screw-threaded engagement with 
screw threads provided therefor in the casing section 22 and the lower 
side of this poppet valve 164, is effective to normally bias the annular 
member 75c against the valve seat 170 to close communication between the 
chamber 166 and the interior of the bore 169 at the wall surface of which 
opens one end of a passageway 173. This passageway 173 extends through the 
casing sections 22 and 23 and at its other end opens into the chamber 39 
below the diaphragm 24. 
As shown in FIG. 2, the passageway 59 in the casing section 23 opens into 
the chamber 39 rather into the bore 56 as is the case in the emergency 
valve device 12 shown in FIG. 1A. 
Furthermore, as shown in FIG. 2, the vent valve guide 143 shown in FIG. 1A 
is replaced by a vent valve guide 174 to which the vent valve 144 is 
secured by the snap ring 145. The spring 146 interposed between the cover 
member 147 and the vent valve guide 174 is normally effective to bias the 
vent valve 144 against its seat 58. 
OPERATION -- FIG. 2 
When the emergency valve device 12 shown in FIG. 1A is replaced by the 
emergency valve device 163 shown in FIG. 2, the operation of the brake 
control valve device 5 in charging, service application, and service lap 
is the same as hereinbefore described for the first embodiment of the 
invention. However, operation, when an emergency brake application is 
effected, is somewhat different. Therefore, operation of the brake control 
valve device 5, when the emergency valve device 12 is replaced by the 
emergency valve device 163, at the time an emergency brake application is 
effected will now be described. 
EMERGENCY APPLICATION 
The operation of the service valve device 11 in response to the release of 
fluid under pressure from the brake pipe 1 at an emergency rate is the 
same as in the first embodiment of the invention. 
Considering now the emergency valve device 163, the rate of release of 
fluid under pressure from the chamber 53 above the diaphragm 32 to 
atmosphere via the choke 51 (FIG. 1A) is less than the emergency rate of 
release of fluid under pressure from the chamber 39 below the diaphragm 24 
via the passageway 59 and brake pipe 1 for the same reason as explained in 
connection with the first embodiment of the invention. 
Therefore, a differential of pressure is quickly established on the 
diaphragms 32 and 24 which deflects them downward to shift the diaphragm 
follower plates 26, 27, 34 and 35 and the valve stem 165 downward far 
enough for the diaphragm follower plate 34 to first abut the upper end of 
valve stem 168 and thereafter, via this stem, effect unseating of the 
annular member 75c of the poppet valve 164 from its seat 170. 
Likewise, the plug 42 carried in the lower end of the valve stem 165 first 
abuts the upper end of the vent valve guide 174 and thereafter 
mechanically effects unseating of the vent valve 144 from its seat 58. The 
respective lengths of the valve stems 168 and 165 are such that the 
annular member 75c of poppet-type valve 164 is unseated from its seat 170 
substantially simultaneously as the vent valve 144 is unseated from its 
seat 58. 
Upon the unseating of the annular member 75c of the poppet valve 164 from 
its seat 170, fluid under pressure will be vented from the chamber 39 
below diaphragm 24 to atmosphere via passageway 173, bore 169, past valve 
seat 170, chamber 166 and passageway 167. 
Likewise, upon the unseating of the vent valve 144 from its seat 58, the 
passageway 139, which is connected to the brake pipe 1, is open to 
atmosphere via the chamber 57, passageway 151 and past the shield 46 (FIG. 
1A). With this communication established, fluid under pressure is suddenly 
vented from the brake pipe 1 at an emergency rate for the purpose of 
serially transmitting an emergency rate of reduction of pressure in the 
train brake pipe extending through the train the same as in the first 
embodiment of the invention. 
The emergency valve device 163 operates in the same manner as hereinbefore 
described for the emergency valve device 12 to effect the supply of fluid 
under pressure from the emergency reservoir 4 (FIG. 1B) to the brake 
cylinder 2 when an emergency brake application is effected. 
As is the case in the first embodiment of the invention, when all fluid 
under pressure is vented from the quick action chamber 52 (FIG. 1B) and 
chamber 53 above the diaphragm 32 of the emergency valve device 163 (FIG. 
2), the inherent resiliency of the diaphragms 24 and 32 will return these 
diaphragms and the stem 165 to the position shown in FIG. 2. The spring 
171 will now seat annular valve member 75c of poppet valve 164 on its seat 
170. 
Likewise, the valve member 75 of the poppet valve 67 (FIG. 1A) will be 
seated on its seat 74 by the spring 76, and the vent valve 144 (FIG. 2) 
will be seated on its seat 58 by the spring 146. 
RELEASE OF THE BRAKES AFTER AN EMERGENCY APPLICATION 
To effect a release of the brakes subsequent to an emergency application, 
fluid under pressure is supplied to the brake pipe 1 from whence it flows 
to the chamber 39 (FIG. 2) below the diaphragm 24 via the passageway 59. 
Moreover, fluid under pressure flows to the quick action chamber 52, the 
chamber 16 above the diaphragm 15 in the service valve device 11 and the 
chamber 53 (FIG. 2) above the diaphragm 32 in the same manner as described 
in connection with the first embodiment of the invention. 
The emergency valve device 163 (FIG. 2) and the service valve device 11 
(FIG. 1B) now operate in the same manner as described for the first 
embodiment of the invention to effect a release of an emergency brake 
application and the recharge of the emergency reservoir 3 and the 
auxiliary reservoir 4 to the normal fully charged train brake pipe 
pressure.