Improvements in and relating to Fluid Pressure Brakes for Railway. and similar Vehicles.
Year: 1899

page_text: Date of Application, 17th Oct., 1899-Accepted, 13th Jan,, 1900
Improvements in and relating to Fluid Pressure Brakes for Railway.
and similar Vehicles.
I, EDWARD G. SHORTT, Inventor, of Church Street, in the City of Carthage,
County of Jefferson and State of New York, United States of America, do here
by declare the nature of this invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
This invention relates to certain improvements in a valve mechanism for oper-
ating and controlling an air brake system.
The basis or predominant feature of these improvements consists in the utili-
zation of train-pipe air for all ordinary graduation or service applications instead
of the employment of reservoir air for such purposes, as is commonly the case,
thus leaving the reservoir supply complete and intact for use in emergency cases.
Among other numerous distinguishing and important characteristic attributes of
the present mechanism may be mentioned the provision of a special storage of
air separate and distinct from the auxiliary reservoir and located at a point
contiguous to the piston, which acts expansively against said piston and thereby
furnishes the motive power to actuate the valve mechanism for purposes of gradu-
ation, emergency, and release, besides supplying pressure to unite with train
pipe pressure in the brake cylinder during service applications of the brakes;
a cut-out device whereby a dismantled, inoperative or injured valve may be elimi-
nated from the series, and so conditioned as not to interfere with the operation of
the other valves; the acceleration of the reduction wave and quickening of the
operation of all the valves in the series from end to end at the time of emergency,
by causing the train-pipe air at such time to be discharged directly into the
atmosphere, and not introduced into the cylinder; the achievement of extreme
simplicity in the structure and arrangement of the mechanical parts, in that
service and emergency applications of the brake are effected through the use of
but a single disk or piston; and other important appurtenances or modes of
operation, subsidiary to the foregoing which I have specified, or derivative there-
from. To the end, therefore, that the best effects may be produced with a
minimum complexity of mechanical parts, the invention consists essentially in
the construction, arrangement, and combination, and in numerous details and
peculiarities thereof, substantially as will be hereinafter described, and then more
definitely pointed out in the claims.
A well known defect of air brake systems, as at present practised, resides in
the fact that oftentimes on long grades, or where stops are very numerous. the
ordinary graduation or service applications of the brake consume the auxiliary
reservoir air and reduce the pressure therein to such an extent that should a
perilous situation arise demanding the full reservoir pressure, the latter could
not be had, owing to the inability of the reservoir to be re-charged after the said
service applications in season to meet the exigency, and accordingly, there being
no adequate quantity of air on hand, an accident of necessity ensues; but with
my present improvements, having for their object the taking of pressure from

page_text: the train pipe, instead of from the reservoir at all ordinary times, thus reserving
the reservoir for emergent cases, I am enabled to entirely obviate such defect,
and present a much more efficient and reliable brake mechanism.
In the accompanying drawings illustrating my invention.
Figure 1 is a diagrammatical representation indicating the principal parts of
an air brake mechanism embodying my present improvements.
Figure 2 is a central vertical section of the valve mechanism, the operative
parts thereof being in the release position.
Figure 3 is a similar sectional view showing the parts in the position that may
be termed the graduation position.
Figure 4 is a similar sectional view showing the active parts occupying the
emergency position.
Figure 5 is a horizontal sectional plan view of the valve body and other parts
on the line a a of Figure 2, the storage cap being shown in plan.
Figure 6 is a partial central vertical sectional view on the line bb of Figure 7
of the valve mechanism showing the movable parts in the position which they
assume when the valve is withdrawn from active use in the series by the inter-
vention of the cut-out devices.
Figure 7 is a vertical sectional view of the same (and also of other parts) taken
on the line c c of Figure 6, and at right angles to the plane of the section of
Figure 6.
Figure 8 is a perspective view of the slide-valve seat..
Figure 9 is an upright perspective view of the slide valve.
Figures 10, 11 and 12 are side elevations of the same valve, and show different
faces thereof.
=
Figure 13 is a longitudinal section of this valve on the line of Figure 10.
Figure 14 is a perspective view of the bridge piece which holds the slide-valve
to its scat.
Figure 15 is a longitudinal sectional view of the slide-valve on the line y y
of Figure 10, and shows more particularly the relative arrangement of the
graduating valve which operates within the slide-valve.
Figure 16 is a sectional view in detail of a portion of the casting which forms
the slide-valve seat showing conventionally the arrangement of the ports and
passages therein relatively to those in the adjoining parts of the main valve
body.
Figure 17 is a cross-section on the line d d of Figure 15.
Figure 18 is a cross section on the line e e of Figure 15.
Figure 19 is a detail view of the slide-valve seat, the slide-valve therein, and
the retaining spring for said valve, the main valve body not being shown.
Figure 20 is a view of the emergency valve seat from the interior of the valve
body.
Figure 21 is an opposite end view of the same.
Similar numerals of reference designate corresponding parts throughout all
the different figures of the drawing.
Referring to the conventional delineation in Figure 1 of the principal parts
of an air brake system in connection with which my present improvements are
displayed for explanatory purposes, 1 denotes the main reservoir; 2, the en-
gineer's valve: 3, the train-pipe; 4, the elbow at the junction of the train-pipe
with the triple valve body: 5, the auxiliary reservoir; 6, the brake cylinder
containing the piston 7 having a piston rod 8 equipped with a spring 9: 10, the
air conveying pipe leading from the triple valve to the brake cylinder, and
passing through the auxiliary reservoir, although not communicating with the
latter.
I will proceed now to describe the valve mechanism. The operative parts of
this mechanism can be contained within a suitably shaped body or casing 23,
into which train-pipe air is inducted through the elbow 4 from the train-pipe 3.
Securely bolted to the valve body 23 is a cap plate 11 having an interior com-

page_text: partment in the form of an open-ended reservoir sufficiently large to contain a
greater or less quantity of air, and this cap I denominate a special air chamber
or special air-storage cap. An interposed packing makes a tight joint between
the two parts. It will be particularly noted that this storage chamber is entirely
separate and distinct from the auxiliary reservoir.
Centrally of the interior of the storage cap 11 is a horizontally projecting in-
tegral hollow or tubular stem 12, whose end is near the opening in the cap, and
is free and independent at this point. Within this hollow stem 12 is a rod 14,
one end of which projects normally for a short distance through an opening in
the extremity of the stem 12, while within said stem the rod 14 is provided with
a fixed collar 16, and an enveloping spiral spring 15, which is tensioned between
the collar 16 and the recessed screw plug 13 that receives the other end of the
rod 14, said plug 13 being screwed into an opening in the centre of the outer
surface of cap 11, which opening admits into the interior of the stem 12, so that
by removing plug 13, the rod and its spring may be withdrawn if desired. At
one point in the wall of the stem 12 is a port 17 for the drainage of such moisture
as may accumulate within the stem. The outer tip of rod 14 acts as a yielding
stop and is in a position to be met by the moving piston, the result of which
would be to temporarily cause the end of the rod to recede to a position flush with
the end of stem 12, and at the same time to compress the spring 15. When the
spring again expands, the stop by acting against the piston causes it to move and
close the feed port whereby air enters from the train-pipe into the storage cap.
This closing of said port takes place at the time of the equilization of pressure
on opposite sides of the piston, all as will be presently explained.
The storage cap 11, as has already been stated, is securely fastened to the main
valve body 23. The large opening in the left hand end of cap 11 coincides in
a general way with another opening in the valve body. There is situated in these
coincident openings a casting 24 formed with a cylindrical ring or barrel 21
that extends a short distance into the interior of cap 11, and functions as a guide
for the play of the piston or movable abutment 18; and formed also with a
flange 25, which is interposed and securely gripped between the meeting edges
of the storage cap and the valve body, as is clearly shown in Figures 2, 3 and 4;
also with a central horizontal tubular passage for the piston stem 20; also with
an angular end 28 which provides a bearing for the valve-operating lever at a
point substantially opposite to the ingress passage for the train-pipe air; and
also with certain ports and passages that will hereinafter be more fully set forth.
The inner face of the cylindrical guide 21 is provided with a single feed port 22,
through which air passes from one side of the piston 18 to the other when the
latter occupies the position shown in Figure 2. Piston 18 fits neatly within the
cylindrical guide 21, being susceptible of a reciprocatory movement within the
same, it being exposed constantly to train-pipe pressure on its left hand side,
and on its opposite side to the pressure of the volume of air within the storage
cap. The piston 18 has a central projection 19 on the right thereof, adapted to
contact with the end of the rod 14. Said piston also has a peripheral packing
ring. Its stem 20 projects through the central opening in the casting 24, being
longitudinally channeled, grooved, or ribbed, to provide passages for the air, so
that the latter can pass from train pipe space 97 in the interior of the valve
body 23 alongside the stem 20 to the piston 18, and through the feed port 22 past
the piston into the storage cap 11. The end of the stem 20 is slotted at 26 to per-
mit the passage loosely therethrough of the valve operating lever 27, the lower
end of which is rounded for the purpose of loosely engaging, with a pivot effect,
a curved bearing 28 in the casting 24, within which bearing it is held by means
of the transverse horizontal shaft 38, the opposite and free end of the said
lever 27 being arranged to engage the slide-valve and also the graduating valve.
In the valve body 23, at a point, which, for purposes of description merely,
may be mentioned as being vertically opposite to the train-pipe air-ingress
passage of said valve body, is secured the slide valve seat 29, designed to permit

page_text: the location therein and therewith of the rectangular slide-valve 31, said valve
seat being represented in perspective view in Figure 8, and said slide-valve being
shown in perspective view in Figure 9. An opening in the wall of the body 23, con-
tiguous to the said valve seat 29, is closed by means of the screw plug or stop-
per 32, having on its inner side an integral pin 33, surrounded by a spring 34, 5
which acts against a horizontal bridge piece 37, shown in detail in Figure 14,
and having lugs or dowels 35, 35, that loosely engage correspondingly shaped
openings in the seat piece 29, said bridge piece covering the slide valve 31 when
it is in the position shown in Figures 5 and 19, and holding the latter to its seat
at the time of release. The bridge piece 37 is so constructed and applied as to
exercise its chief function at this time, but it likewise at all times covers a
portion of the valve, as stated, and permits it to have such endwise motion as
may be necessary to enable it to perform its appropriate functions in the oper-
tion of the valve mechanism. The valve seat 29 on the side nearest the removable
plug 32, although having a general circular form, is not completely so, but con-
sists principally of the two parts 38 and 39, the part 38 comprising an arc less
than a semicircle, and the part 39 being only a very small arc, but both of said
parts having flat upper faces over which the bridge piece 37 easily fits, and
having likewise at right angles to the aforesaid faces the parallel vertical inner
faces between which the slide valve 31 reciprocates. A flat spring 40 situated
between the parts 39 and the adjacent face of the slide valve 31, fulfills the
function of keeping said valve pressed tightly against the ported face of the
part 38. The lower portion of the valve seat 29 is a cylindrical part 30 of less
diameter than the front portion 38 and 39, and said part 30 is securely fastened
in the main valve body 23, as is shown very clearly in Figures 2, 3, 4 and 7. It
will also be seen that this upper portion of the valve seat 29, as well as the slide-
valve that is operatively positioned in the said seat, is situated within a cham-
ber 81, which is securely closed by the aforesaid stopper 32, and is air tight,
except for such passage of reservoir air therethrough as the functions of the
apparatus may demand in accordance with its operation as will be set forth. This
chamber may be termed the auxiliary reservoir space. It always contains air
at reservoir pressure, that enters it through port 66 leading directly from reser-
voir 5, and the pressure of this air constantly presses the slide-valve to its seat.
In the valve body 23 adjacent to the reservoir space 81 is located a graduation
stop G7 that projects horizontally into the space 81 for a certain distance, and
with which stop the slide valve contacts when the movable parts are in gradu-
ation position, and which stop is retruded by the sudden shifting of the slide-
valve at the time of emergency. This stop is a yielding or spring device, and
therefore assists after emergency action to restore the slide-valve to its former
position as soon as the pressure is released. A small recess in the valve body 23
near the space 81 contains the end of the graduating stop 67, on which is a
collar 69, between which collar and a screw disc 70 is tensioned a compressible
spiral graduating spring 68, which when it expands, acts against the collar and
moves the stop. A screw disc 70 closes the lower end of the spring-containing
recess, and is perforated centrally with a square or other shaped hole or slot
to allow for the engagement of a wrench therewith. The purpose of the gradu-
ating stop is to provide an abutment that will accurately define or determine the
position of the slide-valve in graduation action.
The slide-valve 31 is preferably of rectangular form, having on one of its faces
an inclined lug 42. which engages with an inclined or beveled groove 36 in the
bridge 37.
Lug 42 is only part of the width of the valve 31, see Figures 5 and
9, and consequently the bridge on each side of its bevel 36 presses tightly against
the lug-provided face of valve 31. When the valve 31 is in running position
the lug 42 will be in contact with the inside of the bevel, and should valve 31
be moved to the right beyond this position, the effect will be to move the bridge
laterally towards the stopper 32 for a slight distance, thereby compressing the

page_text: spring 34, and consequently more tightly straining the valve 31 against that
portion of its seat which is opposite to the said bridge 37.
Valve 31 is bored from end to end with a passage varying in diameter. The
extreme ends of this passage are internally screw-threaded. At one end is in-
serted a screw 55, while at the other end is a similar screw 56, the heads of which
screws are turned down tightly against the ends of the valve. On the face of
valve 31, opposite to lug 42, is a longitudinal slot 49, cut through into the central
bore, which slot receives the end of the vibratory lever 27. Within the central
bore is the elongated graduating valve 53, having a notch 54 cut therein coin-
cidently with the slot 49. The end of the lever 27 which passes through the
slot 49 engages the notch 54. The notch 54 is slightly shorter than the slot 49.
Viewing the slide-valve on that face having the lug 42, as shown in Figures 5
and 19, that is to say, upon its upper face, and referring to the face at the left
hand, which face I have designated 82, the same being shown in Figures
and 12, it will be seen that on this face, about midway of its length, is a recess
of square or rectangular form 46, which I designate as an exhaust port. Not
for from this recess 46 in face 82, are two small ports 47 and 48, aligned with
each other, but separated by a short distance, and these ports deliver air from the
storage cap 11. The face of valve 31, wherein is slot 49, is shown in Figures 9
and 11, and is denoted by numeral 83. Near one end of this face is a recess 50
preferably of rectangular form, one end of which is on the longitudinal edge
of the valve piece, and is open at that point, as shown, so that the recess 50 can
be entered from that face of the valve lying at the right hand of the lug-provided
face, and this recess 50 I designate as the emergency port of the slide valve.
In the face 83, immediately below the emergency port 50, is a small port 51,
which is in use at the time of graduation action. Inside of the valve 31, near one
end of the central bore, are one or more ports 62 leading from the space 84 to
the graduation port 51, and a short distance from space 84 is a port 63 leading
through the wall of valve 31 to the twin ports 47 and 48. The graduation
valve 53 has a conical section 58 adapted to seat itself on a corresponding
conoidal seat 59, and in this seat 59 the port 63 is located. The graduating
valve 53 beyond the conical portion 58 has a slender neck 60 terminating in
a disk valve 61 adapted to seat itself upon the left hand or adjacent side of the
space 84 at certain periods in the operation of the device; as for instance, suppose
that several successive graduation applications of the brakes are had without
any intervening release action, and that in consequence the pressure in the
cylinder increased until it has been equalized with that in the train-pipe; then,
if another reduction is made, the disk valve 61 will seat itself because no more
air can be carried into the cylinder, and the back pressure from the cylinder
will act to close said valve. Said neck 60 passes loosely through a portion of
the central bore having a narrow diameter, all as clearly represented in Figure 15.
Furthermore, the graduating valve 53 is provided with lateral longitudinal
grooves 57 serving as ports through which air may pass from the inlet at notch 54
to the conical valve 58, and thence to the disc valve 61, and into the space 84;
and also it will be noticed that air may pass in the opposite direction into the
space between the end of valve 53 and the end of the bore, for the purpose of
balancing the valve and preventing any end thrust of the valve at this point.
Face 82 of the slide-valve 31 abuts against and slides upon a plane face of
part 38 of the valve seat 29, and in this face is a small port 45, and two com-
panion ports 43 and 44. The port 45 is for storage of cap air, and communicates
with the storage cap 11 through the long passage 65. The port 43 is an exhaust
port, and communicates through the passage 85 with the port 86, whereby the
exhaust reaches the atmosphere. Port 44 communicates with the passages 96
leading to brake cylinder, said passages or ports coursing in any desired direction
through the metal of valve seat 29 and that of the valve body 23, and connecting
likewise with the main brake cylinder port 52. At the time of release the ex-
haust recess 46 on the face of the slide-valve 31, connects ports 43 and 44, and

page_text: the pressure is thereby permitted to escape to the atmosphere. In the inner
cylindrical part 30 of slide valve seat 29 is a rectangular horizontal slot 41, which
coincides with the slot 49 in the valve 31, and through which passes the lever 27.
In the seat near the slot 41 is the port 52, with which either the emergency
port 50, or the graduation port 51 is adapted to register, and said port 52 leads
to the brake cylinder.
78 denotes the emergency valve. It has a stem 77, which projects into a
position proximate to the end of the piston stem 20, and serves as an abutment
to assist in defining the position of the parts when the mechanism is in gradu-
ation position, and is retracted when the parts assume emergency position, the
latter being shown in Figure 4. The valve 78 is equipped with a spring 79
within a hollow screw plug 72, which screws into the end of the valve body 23
at the centre thereof. The emergency valve seat 87 is shaped with lateral hori-
zontal passages 88, see Figure 21 (which represents an interior view of the
seat 87) that lead onward into the hollow plug 72. In the seat piece 87 is also
the curved channel 80, which is closed by the valve 78 when it is on its seat, but
is uncovered by the valve at the time of emergency, which channel 80 communi-
cates with the lateral outlet 71 in the wall of the valve body 23, which outlet 71
allows air to escape directly into the atmosphere. When the valve 78 is closed,
as it is ordinarily, trainpipe air entering the mechanism will pass through the
openings 88 into the hollow chamber 72, and thence through the lateral feed
port 74, into the auxiliary reservoir 5, to which the triple valve device is secured.
Port 74 is provided with a spring cover or tongue valve 73 fastened to the side
of the plug 72 by a screw 75, or other equivalent device, and kept from opening
too widely by the wire guard 76. The pressure of the air from the train-pipe
will easily overcome the tension of valve 73, and permit air to feed gradually into
the reservoir, and there can, of course, be no back flow of such air, as the
cover 73, opening as it does in only one direction, will not permit a return
movement. When the emergency valve 73 is opened wide, however, the train-
pipe air instead of going into the auxiliary reservoir, will all be directed through
the openings 80 and 71 into the atmosphere; and such storage air as may find
its way at the time into the interior of the valve body, will likewise be carried
into the atmosphere along with the train-pipe pressure.
The central casting 24 that carries the main piston of the apparatus, is pro-
vided with a long passage 98 running from the bearing of the lever 27 towards
the right hand to the storage cap 11. This passage 98 communicates with the
interior train-pipe space 97 containing train-pipe pressure, by lateral port 89.
Within passage 98 is a loose pin 90, of sufficient length to cover the port 89 at
such times as the lever 27, with which the lower end of the pin is in contact,
is in its bearing 28. Tensioned above the pin 90, in the passage 98, and having
a bearing against an angular part of said passage, is a spring 91, the normal
effect of which is to force the pin 90 against the lever 27. The transverse hori-
zontal cut-out shaft 38 has a cut-a-way portion 92 opposite to the bearing end
of lever 27, so that when said shaft 38 is rotated sufficiently to allow the end
of lever 27 to drop into the cut away portion 92, the said fever will obviously
move out of its bearing 28, and it will be assisted in this movement by the thrust
of the spring-pushed pin 90. This shooting of the pin 90 will be sufficient to
cause its right hand end to clear the port 89, the pin 90 thus acting as a valve
and uncovering port 89,so that air pressure can pass through passage 98 and port 89
from storage cap 11 to the space 97 and vice versa. This latter position of the
parts is defined clearly in Figure 6. The dislodgement of the lever 27 from its
fulcral bearing, and the consequent temporary destruction of this element as
a lever, takes place by rotating shaft 38 when it is desired to cut out the valve
to which it belongs by reason of said valve having become broken or injured in
some way. When the lever 27 is thus made idle, the slide and graduation valves
are also withdrawn from use, so that no graduation effect can take place, and
no employment or reservoir air. Should an emergency reduction be made, the

page_text: sudden withdrawal of the air from one side of the piston will obviously result
in opening the emergency valve and permitting train-pipe air to escape, thus caus-
ing emergency action in all the valves of the series. Should a graduation reduction
be effected, the piston would be moved by the expansion of the storage cap air,
and were it not for port 98 the expansive force of the cap air might be sufficient
to cause the emergency valve to be opened; but, with the provision of said port
which establishes a connection between the train pipe space and the cap interior
at a time when the valves are inoperative, it will be seen that a graduation re-
duction will reduce the pressure equally on both sides of the piston and obviate
the chance of an emergency venting of train pipe air at the wrong time, which
would cause all the valves to be opened in the same way throughout the entire
series or length of train. One or any number of brakes may be cut out in this
way, and where so eliminated they will exert no retarding effect upon the
rapidity with which the other valves may be actuated, so that the quick action
of the mechanism will not be interfered with. The shaft 38 is supported in
bearings in the valve body 23, one projecting end thereof being squared or other-
wise shaped, as at 93, to permit the application of a wrench or handle thereto.
At the other end of shaft 38 is a spring 94, held against the shaft by a screw-
nut 95, between which and the end of the shaft it is. interposed, for the purpose
of keeping the shaft in position endwise, and making a tight joint at the opposite
bearing of the shaft; while at the same time it is easily operated.
It now remains to describe the practical operation of the construction which
has just been set forh.
I will first explain what would take place during the initial charging of the
entire apparatus to start the system in operation. Suppose that train-pipe air
at full pressure is allowed to enter the valve body 23. It will fill train-pipe
space 97, the interior of the valve seat. slot 41, the channels or grooves on the
piston stem 20, the hollow screw plug 72, and such other of the interior parts
of the valve body as are in direct communication with the space 97, and what
is of greatest importance, it will act upon the side of piston 18, propelling the
same until the central projection 19 thereof contacts against the end of the
vielding stop 14 and compresses it far as possible. The parts will now all be in
the position which may be termed full release, and is shown in Figure 2. The
edge of piston 18 being directly opposite to the feed port 22 the port will be
open and air can flow from one side of piston 18 through said port into the interior
of the storage cap 11. At the same time air is flowing through the port 74 for
the purpose of charging the auxiliary reservoir. This flow will continue until
all the parts are charged with air at train-pipe pressure, then the air within
the storage cap will equalize with the pressure on the other side of piston 18.
at which time the spring 15 (which in its present compressed condition will
furnish an excess of pressure on the cap side of the piston) will come into play
expanding and driving the stop 14 outward, and thus urging the piston 18
towards the left until it passes and closes the feed port 22, when the piston will
assume the position called running position. The position of the slide and
graduation valves will not change at this time, however, since they are similarly
placed during release and running position, or when the piston occupies either of
the two positions, because the slots in the valves allow the free end of the lever
to have play enough to permit the piston to change from release position to run-
ning position, without affecting the position of the valves. There will now be
a volume of air in the storage cap, acting against the piston, and when feed
port 22 is thus closed, said volume of air is en irely cut off from all connection
with the train-pipe supply. The slide-valve and graduating valve are now
closed (see Figure 5), because the lever 27 has been vibrated in correspondence
with the previous right hand movement of piston, thereby shifting the slide and
graduation valves, and hence train-pipe air cannot pass through the graduation
valve, and reservoir air cannot pass through the emergency port of the slide-
valve, although, as will be readily perceived, the reservoir space 81 contains air

page_text: at reservoir pressure, which it receives directly through port 66, and thus the
slide-valve is maintained in position closely on its seat, as shown in Figures 2
and 5. Air also fills the cap port 65 which leads to the port 45 in the slide valve
seat, which at this time is closed. The exhaust-recess however, is in the position
where it connects the ports 43 and 44, through the passages 99 and 96 with the
atmosphere at the outlet port 86. It may also be mentioned that the emergency
valve 78 is at this time closed.
In the second place, let us assume that the parts are in running position, and
it is desired to pass to graduation position. We will describe what takes place
when the brakes are to be applied for the purpose of making a stop, or on a
down grade, the application being of a graduation or service character (see
Figure 3). The pressure in the train-pipe will be reduced in the usual way to
a greater or less extent, and this will cause the piston 18 to pass from the running
position, carrying with it the lever 27, and causing the free end of said lever,
which projects through the valve seat slot 41, and engages the slide-valve
slot 49, and the graduating valve notch 54, to shift the graduation valve and
likewise the slide-valve. In view of the fact that the notch 54 is shorter than
the slot 49, it will be obvious that the vibration of the lever 27 will first produce
'an effect on the graduation valve, moving it to the left sufficiently far to release
'the conical valve section 58 from the conoidal seat 59, and the continued move-
ment of the lever 27 will cause it to strike the end of slot 49 and thus the slide-
valve itself be moved, which movement will stop when the end of the slide valve
(which is the screw 56) impinges against the graduating stop 67. It will also
be noticed that during this shifting movement of the valve it will stop at a
'time when, and because of the conjunction of its ports leading from the train-
pipe space and the cap interior with the port leading to the brake cylinder, so
that air will begin to flow to the latter; and the graduating stop, already de-
scribed and pointed out, serves, as far as its function in graduation goes, mainly
for the purpose of more accurately defining the position of the slide-valve; it
being also borne in mind that the main piston has its graduation limit demarked
by the contact of its stem with the yielding emergency valve stop. This endwise
movement of the slide-valve will be in the midst of the reservoir pressure, which
acts to keep the valve closely on its seat. The movement of the graduating
valve, which causes the seat 59 to be uncovered, opens the inner port 63, which
communicates with the lateral ports 47 and 48, one of which ports, as 48, is now
in coincidence with the storage cap port 45, so that air coming from the storage
cap through passage 65 enters port 48 and flows through port 63 to the chamber 84
in the end of slide-valve. Furthermore, the train-pipe air passes from cham-
ber 97 through slot 41, slot 49, notch 54, thence onward through the side
graduating valve passages or ports 57 into the chamber 84, whence the combined
air finds exit through port or ports 62 at port 51 into brake cylinder port 52,
which is now registering with the said port 51,. and from port 52 through the
passages 96 and 99 pressure is transmitted to the brake cylinder. Air will con-
tinue to flow, under these circumstances, through port 65 from storage cap 11,
and through the graduation valve, as explained, until the pressure in the storage
cap falls below the reduced train-pipe pressure; when this occurs piston 18 will
adjust itself to cause the lever 27 to close the graduation valve without disturb-
ing the position of the slide-valve.
In passing from running position to an emergency application, when there
is a sudden and large reduction of pressure in the train-pipe (see Figure 4) the
piston 18 will be urged to the utmost limit of its travel, carrying with it,, of
course, the lever 27, which will actuate the graduating valve, primarily opening
the same; and will also actuate the slide valve, which will be reciprocated with
such celerity and force as to compress the spring stop 67, while at the same time
the end of the piston stem 20 will act against the end of the emergency valve
stem 77, opening the emergency valve 78, so that all the train-pipe air, within the
interior of the valve body can escape through the lateral outlet 71. This change

page_text: in the position of the slide-valve will bring the emergency port 50 into communi-
cation with the cylinder port 52 leading to the brake cylinder, thereby cutting
off and closing the graduation port 51, hence air will flow from auxiliary reser-
voir through the space 81 into the brake cylinder. When the piston 18 is in
its extreme position at the time of emergency, the periphery thereof will be
below the upper end of the vent port 64, as is shown in Figure 4, so that whatever
air may be left in the storage cap 11, may find exit through this port into the
interior of the valve body where it will mingle with the train pipe air and both
be immediately disposed of by transfer to the atmosphere, while the reservoir
air is put to work in the brake cylinder. The release of the air from the storage
cap at time of emergency is timed by the size of the discharge port, said port
being restricted in size, so that enough air will remain in the cap to keep the
emergency valve open until all the trainpipe air has been vented to the atmos-
phere, after which the emergency valve spring will act to close the valve.
Whenever it is desired after breaking action to restore the parts again to
running position, and for this purpose the pressure in the train-pipe is restored
the result will be, of course, to slightly move the main piston, thereby actuating
the valve operating lever, and reciprocating the slide-valve sufficiently to dis-
connect the graduation port 51 from the brake cylinder port 52, and at the same
time cause the exhaust port 46 to connect the cylinder port 44 and the port 43,
which leads to the atmosphere. The pressure can accordingly find vent into the
atmosphere. It has been hereinabove noticed that the storage cap port 45 is
adapted for communication with either of the two ports 47 and 48, there being
an intervening solid connection between said two ports. The purpose of two
ports instead of simply one may now he pointed out."
It has been stated that the graduation port 48 registers with port 45, and air
When there
from the cap pass through the graduation valve to the cylinder.
is only one port, however, a certain amount of air is left in the cap. Now, in case
it is desired to pass from a graduation application to an emergency application,
the port 48 will leave the port 45, and the solid intervening connection between
ports 47 and 48 will momentarily cover port 45, and during the time that the
port 45 is so covered, a small amount of air is kept trapped in the storage cap,
where it functions to exert a little additional or extra impelling force on the cap
side of the main piston, whereby the reciprocatory movement or throw of the
said piston is accelerated, thus enabling the emergency application to be accom-
plished more speedily than would be possible were the whole of the storage cap
air removed at the time of the conjunction of port 48 with port 45. Of course,
as soon as the second port, or port 47, registers with port 43, all the storage cap
air will pass from out the cap. In passing from a graduation reduction to a
graduation reduction, or from graduation to release, the second port will not be
used.
In the present explanation of my invention I have represented one form of
mechanical means for practically embodying the same, but it must be remem-
bered that this has been given here simply by way of example, and that I am
not to be held rigidly to all the details forms, and relative arrangements herein
displayed but I reserve the liberty of so varying the precise shape and arrange-
ment of the mechanical elements as may best suit the actual use of my improve-
ments, and as the exigencies of different cases may require. And in speaking
of certain parts as being below or above other parts, or at the right hand or
left hand of a part, or in any use of other similar phrases for indicating relative
positions, it is to be understood that this is the language of explanation merely,
and that I am by no means confined to any particular arrangement, combination
or position.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
1. To a fluid pressure brake mechanism, the combination with
means for

page_text: conducting train-pipe pressure to the brake cylinder in service applications of
brakes, and for conducting auxiliary reservoir air to the brake cylinder only
at emergency times; said reservoir pressure being retained unused except when
it flows to the brake cylinder in emergency action, at which time it is used
exclusively; of means for causing the said applying of the brakes to result
from a reduction of train-pipe pressure.
2. In a fluid pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve mechanism for conducting
train-pipe pressure to the cylinder in graduation applications of the brakes and
for conducting reservoir air to the cylinder only at emergency times; said
reservoir pressure being retained unused except when it flows to the brake
cylinder in emergency action, at which time it is used exclusively; and means
whereby the reduction of train-pipe pressure actuates said valve mechanism in
applying the brakes.
3. In a fluid pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices, an abutment exposed
to train-pipe pressure, and means whereby reductions of pressure on one side
of said abutment actuate the valve devices and transfer train-pipe pressure to
the cylinder in graduation applications, reservoir air to the cylinder in emergency
applications only, and train-pipe air to the atmosphere in emergency action.
4. In a fluid pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices controlling communi-
cation between the train-pipe and the brake cylinder and between the auxiliary
reservoir and the brake cylinder, and also controlling an emergency outlet to
atmosphere, a piston or abutment exposed to train-pipe pressure, and means
whereby reductions of pressure on one side of the piston aetuate the valve
devices to admit train-pipe pressure to cylinder in graduation applications, and
reservoir pressure to the cylinder in emergency applications only, and also to
vent the train-pipe air to atmosphere in emergency action.
5. In a fluid pressure brake mechanism, in combination with valve devices
for controlling the flow of train-pipe air to the brake cylinder in graduation
applications, and of reservoir air to the cylinder in emergency applications
only, a reserve volume of air, and an abutment operating said valve devices,
which abutment in applying the brakes is moved by the expansive action of
said volume of air on one side thereof, and the reduction of train-pipe pressure
on the opposite side thereof.
a
6. In a fluid pressure brake mechanism, in combination with valve devices
for controlling the flow of train-pipe air to the brake cylinder in graduation
applications, and of, reservoir air to the cylinder in emergency applications only,
piston or abutment exposed on one side to train-pipe pressure, a reserve
volume of air at train-pipe pressure and acting expansively against the other
side of the piston: said piston in applying the brakes being moved by said
expansion of the air-volume on one side thereof and the reduction of train-
pipe pressure on its opposite side; and means for transmitting the impulses of
the piston to the valve devices.
7. In a fluid pressure brake mechanism, the combination with a train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices controlling communi-
cation between the train-pipe and the brake-cylinder in graduation application
of the brakes, and between the auxiliary reservoir and the brake cylinder in
emergency applications only; a piston exposed to train-pipe pressure on one
side and receiving its impulses in consequence of reductions in said pressure;
means for transmitting the impulses of the piston to the valve devices; and a
storage of air on the other side of the piston and communicating with the
brake cylinder through the aforesaid valve devices, said air-storage being
entirely separate and distinct from the auxiliary reservoir.
8. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices for controlling the

page_text: flow of train-pipe air to the brake cylinder in graduation. applications and of
reservoir air to the cylinder in emergency applications only, a piston exposed
to. train-pipe pressure on one side and receiving its impulses in consequence of
the reductions in said train-pipe pressure, means for transmitting the impulses
of the piston to the valve devices, a storage of air on the other side of the piston
at train-pipe pressure and having its feed automatically regulated by the piston,
said air storage acting expansively against the piston, and communicating with
the brake cylinder through the aforesaid valve devices.
9. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, brake cylinder, and main piston exposed to train-pipe pres-.
sure, of a storage chamber receiving its supply of air from the train-pipe and
applying it as a motive power to the piston, valves suitably actuated by the
movement of the piston for controlling the flow of reservoir air to the cylinder
in emergency applications only, and for controlling the flow of train-pipe air
to the cylinder in all service applications, and a discharge port for the venting
of the storage air in emergency action.
10. In a fluid pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of valves for controlling the flow of
train-pipe air to the cylinder in all service applications and the flow of reservoir
air to the cylinder in emergency applications, and a storage of air taken from
the train-pipe, a piston on which said air acts expansively to actuate the valves,
and a discharge port for said air-storage which is opened by the piston, itself
operating as a valve when in its emergency position, to permit the escape of
the storage air.
11. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of valves for controlling the flow of
train-pipe air to the cylinder in all service applications and the flow of reservoir
air to the cylinder only in emergency applications, a special storage of air
separate and distinct from the auxiliary reservoir and taken from the train-
pipe, a piston or abutment on which said storage of air acts expansively during
reductions of train-pipe pressure to actuate the valves, said storage of air
regulating the automatic closing of the graduation valve after graduation
action.
12. In a fluid-pressure brake-mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a valve mechanism for controlling
the delivery of train-pipe air to the cylinder in all graduation applications, and
the delivery of reservoir air to the cylinder in emergency applications only, a
piston or abutment exposed to train-pipe pressure and communicating its move-
ments to the valve mechanism, and an emergency valve separate and independent
from the aforesaid valve mechanism for venting to the atmosphere the entire
train-pipe air during emergency applications.
13. In a fluid-pressure brake mechanism, the combination with the train-
pipe, auxiliary reservoir, and brake cylinder, of a valve mechanism for control-
ling the delivery of train-pipe air to the cylinder in all graduation applications,
and the delivery of reservoir air to the cylinder in all emergency applications
only, a piston exposed to train-pipe pressure, an air-storage acting to move
said piston and regulating the automatic closing of the graduation valve after
graduation action, and an emergency valve separate and independent from the
aforesaid valve mechanism for discharging to the atmosphere in emergency action
the entire train-pipe air and the volume of storage air.
14. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a valve controlling the flow of air
from the reservoir to the cylinder, a valve regulating the flow of air from the
train-pipe to the cylinder a piston exposed nornially on one side to train-pipe
pressure and receiving its impulses in consequence of the reductions in said
train-pipe pressure; a special volume of air separate and distinct from the
auxiliary reservoir and taken from the train-pipe and acting against the other

page_text: side of the piston to move the same during said reductions of train-pipe pressure;
and means whereby the movements of the piston shift the valves so that train-
pipe air will be used in all service applications and reservoir air reserved intact
for emergency action.
15. In a fluid pressure brake mechanism, means for employing train-pipė
pressure in graduation or service applications of the brakes, and reserving the
auxiliary reservoir supply intact for emergency uses only, said means consisting
essentially in the combination with the main parts of such a brake mechanism,
of a reserved volume or storage of air having the functions of controlling the
movements of the air between the several parts of the mechanism through suit-
able valve devices, and also co-operating with the train-pipe air in service
applications of the brakes, and also regulating the outflow of the train-pipe
pressure at emergency times.
16. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of a valve mechanism for conducting
train-pipe pressure to the cylinder in graduation applications of the brakes and
for conducting reservoir air to the cylinder only at emergency times; and a
reserved volume or storage of air having the function of actuating the said valve
mechanism, and also the functions of co-operating with the train-pipe air in
service applications of the brakes and regulating the outflow of the train-pipe
pressure at emergency times.
17. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices, a piston exposed to
train-pipe pressure, means whereby the fluctuations of pressure on said piston
actuate the valve devices and transfer train-pipe pressure to the cylinder in gradu-
ation applications and reservoir air to the cylinder in emergency applications
only; and a reserved volume of air at train-pipe pressure acting expansively
against the side of the piston opposite to the train-pipe pressure, and having the
functions of imparting movement to said piston, furnishing a quantity of air
to co-operate with the train-pipe air in service applications of the brakes, and
of controlling the outlet of the train-pipe air at emergency times.
18. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices controlling communica-
tion between the train-pipe and the brake-cylinder and between the auxiliary
reservoir and the brake cylinder, a piston exposed to train-pipe pressure on one
side, and means whereby the fluctuations of pressure on the piston actuate the
valve devices to admit train-pipe pressure to the cylinder in graduation applications
and reservoir pressure to the cylinder in emergency applications only, and a
reserved volume of air on the opposite side of the piston and having the function
of acting expansively against the piston, said air volume having also the func-
tions of co-operating in service applications of the brakes with the train-pipe
air in its action in the brake cylinder, and of controlling the outflow to the
atmosphere of the train-pipe at emergency times.
19. In a fluid-pressure brake mechanism, in combination with valve devices
for controlling the flow of train-pipe air to the brake cylinder in graduation
applications and of reservoir air to the cylinder in emergency applications only,
a reserved volume of air, a piston, means whereby the piston actuates the valve
devices, a port leading from the said air volume through the valve devices to
the brake cylinder, a vent port for said air volume, all arranged so that the air
volume may discharge the functions of moving the piston, of co-operating with
the train-pipe air in the brake cylinder in service applications of the brakes,
and of controlling the outflow and disposition to atmosphere of the train-pipe
air at emergency times.
20. In a fluid-pressure brake mechanism, in combination with the valve devices
for controlling the flow of train-pipe air to the brake cylinder in graduation
applications and of reservoir air to the cylinder in emergency applications only,
a piston exposed on one side to train-pipe pressure, a reserved volume of air

page_text: taken from the train-pipe through a suitable feed port which is controlled by
the aforesaid piston acting as a valve, said reserved volume of air acting ex-
pansively against the other side of the piston and performing the duty of furnish-
ing a supply of air to co-operate with the train-pipe air in the brake cylinder during
graduation applications of the brakes, in addition to the duty of imparting im-
pulses to the piston, and means for transmitting the impulses of the piston to
the valve devices.
21. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder and auxiliary reservoir, of valve devices controlling communication
between the train pipe and the brake cylinder and between the auxiliary reser-
voir and the brake cylinder, a piston exposed to train-pipe pressure on one side,
means for transmitting the impulses of the piston to the valve devices, a storage
of air on the other side of the piston, a port leading from said air storage to the
cylinder and controlled by the aforesaid valve devices, said air storage having
the several functions of acting expansively against the piston, transmitting
pressure to the brake cylinder to co-operate with the train-pipe pressure in service
applications of the brakes, and regulating the outflow and discharge of the train-
pipe air at emergency times.
22. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices for controlling the flow
of train-pipe air to the brake cylinder in graduation applications and of reservoir
air to the cylinder in emergency applications only, a piston exposed to train-pipe
pressure on one side, means for transmitting the impulses of the piston to the
valve devices, a storage of air on the other side of the piston at train-pipe
pressure, a feed port for said storage covered and controlled automatically by
the edge of the piston acting as a valve therefor, said storage acting expansively
against the piston, a port leading from the storage through and controlled by
the valve devices to the brake cylinder for conveying pressure from the said
storage to the brake cylinder to co-operate with the train-pipe pressure in service
applications of the brakes.
23. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir and brake cylinder, of a valve controlling the flow of air
from the reservoir to the cylinder, a valve regulating the flow of air from the
train-pipe to the cylinder, a piston exposed normally on one side to train-pipe
pressure; a volume of air taken from the train-pipe and acting against the other
side of the piston to move the same during reduction of train-pipe pressure; a
port leading from said air volume through the valve devices to the brake cylinder;
said air volume having the function of supplying an amount of air to assist the
train-pipe pressure in its action in the brake cylinder during graduation appli-
cations, and also of regulating the out-flow of the train-pipe pressure at emergency
times; and means whereby the movements of the piston shift the valves so that
train-pipe air will be used in all graduation applications, and reservoir air re-
served intact for emergency applications.
24. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a valve controlling the flow of air
from the reservoir to the cylinder, a valve controlling the flow of air from the
train-pipe to the cylinder, a piston exposed on one side to train-pipe pressure,
a volume of air taken from the train-pipe and acting against the other
side of the piston to move the same during reductions of train-pipe
pressure, and means whereby the movements of the piston shift the valves so
that train-pipe air will be used in all graduation applications and reservoir air
reserved intact for emergency action, said means consisting of a vibratory lever.
25. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a valve controlling the flow of air
from the reservoir to the cylinder, a valve controlling the flow of air from the
train-pipe to the cylinder, a piston exposed on one side to train-pipe pressure,
a volume of air taken from the train pipe and acting against the other side of the

page_text: piston to move the same during reductions of train-pipe pressure, and means
whereby the movements of the piston shift the valves so that traiṇ-pipe air will
be used in all graduation applications and reservoir air reserved intact for emer-
gency applications, said means consisting of a vibratory lever engaged by the
piston stem, between the bearing of said lever and its free end which is applied
to move the valves.
26. In a fluid-pressure brake mechanism, the combination with the train-pipe,"
auxiliary reservoir and brake cylinder, of a valve controlling the flow of air
from the reservoir to the cylinder, a valve controlling the flow of air from the
train-pipe to the cylinder a piston exposed on one side to train-pipe pressure, a
volume of air taken from the train-pipe and acting against the other side of the
piston to move the same during reductions of train-pipe pressure, and means where-
by the movements of the piston shift the valves so that train-pipe air will be used
in all graduation applications and reservoir air reserved intact for emergency appli-
cation, said means consisting of a vibratory lever passing through a slot in the
piston stem, one end of said lever being applied to move the valves while the
opposite end is mounted in a bearing, together with means for holding the bear-
ing end of said lever within its bearing.
27. In a fluid-pressure brake mechanism, the combination with the train pipe,
brake cylinder, and auxiliary reservoir, of a slide-valve having an emergency port 2
in communication with the reservoir and a graduation port in communication with
the train-pipe, said ports being adapted to register at times with a brake cylinder
supply port, a graduation vaive arranged axially within the slide-valve con-
trolling the slide-valve graduation port and a piston exposed to train pipe pressure
and the reciprocations of which actuate the valves.
28. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of a slide-valve having an emergency
port in communication with the reservoir, a graduation port in communication
with the train-pipe, and an exhaust port; said emergency port being adapted
to register with a brake cylinder supply port during emergency action; said
graduation port being adapted to register with the brake cylinder port during
graduation action; said exhaust port adapted to connect the brake cylinder with
the atmosphere during release; and a graduation valve arranged axially within
the slide-valve and controlling the slide-valve graduation port, and a piston ex-
posed to train-pipe pressure for actuating the valves.
29. In a fluid-pressure brake mechanism, the combination with the train-pipe,
a brake cylinder and auxiliary reservoir, of a slide valve having an emergency
port in communication with the reservoir, and a graduation port in communi-
cation with the train-pipe, said ports being adapted to register at times with a
brake cylinder supply port, a graduation valve arranged axially within the
slide-valve and controlling the slide-valve graduation port, a piston exposed to
train-pipe pressure and the reciprocations of which actuate the valves, and means
for closing the graduation valve after graduation without disturbing the position
of the slide-valve.
30. In a fluid-pressure brake-mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of a slide-valve having an emergency
port in communication with the reservoir, a graduation port in communication
with the train-pipe, and an exhaust port; said emergency port being adapted to
register with a brake cylinder supply port during emergency action, said gradu-
ation port being adapted to register with the brake cylinder port during gradu-
ation action; said exhaust port adapted to connect the brake cylinder with the
atmosphere during release; a graduation valve arranged axially within the slide-
valve controlling the slide-valve graduation port, a piston exposed to train-pipe
pressure and the reciprocations of which actuate the valves, and means for closing
the graduation valve after graduation without disturbing the position of the
slide-valve.
31. In a fluid brake mechanism, the combination with the train-pipe, a brake

page_text: cylinder and auxiliary reservoir, of a slide-valve having an emergency port in
communication with the reservoir, and a graduation port in communication with
the train-pipe, said ports being adapted to register at times with a brake cylinder
supply port, a graduation valve axially within the slide valve and controlling
the slide-valve graduation port, a piston controlled by variations of train-pipe.
pressure, and means consisting of a vibratory lever for transmitting the move-
ments of the piston to actuate the valves.:
32. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of a slide-valve having an emergency
port in constant communication with the reservoir, and a graduation port in
intermittent communication with the train-pipe; said valve having a reservoir
pressure on one side, and train-pipe pressure on the other side thereof, the afore-
said ports being adapted to register at times with a brake cylinder supply port,
a graduation valve axially within the slide-valve, a release port from the brake
cylinder likewise controlled by the slide-valve, and a piston under train-pipe
pressure for operating the valves.
33. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of a slide valve having an emergency
port in communication with the reservoir, and a graduation port in communica-
tion with the train-pipe, said ports being adapted to register at times with a
brake cylinder supply port, a graduation valve arranged axially within the slide-
valve and controlling the graduation slide-valve port, a piston exposed to flucta-
tions of train-pipe pressure for actuating the valves, and a reserved volume of
air acting expansively against the opposite side of the piston.
34. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder; and auxiliary reservoir, of a slide-valve having an emergency
port in communication with the reservoir, and a graduation port in communi-
cation with the train pipe, said ports being adapted to register at times with a
brake cylinder supply port, a graduation valve arranged axially within the slide-
valve and controlling the slide-valve graduation port, a release port controlled
by the slide valve, a piston exposed on one side to fluctuations of train-pipe
pressure, and a reserved storage of air acting expansively against the opposite
side of the piston and likewise furnishing a part of the brake cylinder supply of
air in graduation as well as permitting an automatic closing of the graduation
valve after graduation.
35. In a fluid-pressure brake cylinder, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of a slide-valve having an emergency
port in communication with the reservoir, and a graduation port in communi-
cation with the train-pipe, said ports being adapted at times to register with a
brake cylinder supply port, a graduation valve arranged axially within the slide-
valve and controlling the slide valve graduation port, a release port from the brake
cylinder controlled by the slide-valve, a piston exposed on one side to train pipe
pressure, a storage of air on the opposite side of the piston which acts expansively
against the latter for actuating the valves, and a port leading from the stored
air to the brake cylinder, which port is controlled by the aforesaid slide-valve.
...36. In a fluid-pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of a slide-valve having an emergency
port in communication with the reservoir, and a graduation port in communication
with the train-pipe, said ports being adapted at times to register with a brake
cylinder supply port, a graduation valve arranged axially within the slide-valve
and controlling the slide-valve graduation port, a release port from the brake
cylinder controlled by the slide-valve, a piston exposed on one side to train-pipe
pressure, a storage of air on the opposite side of the piston which acts expan-
sively against the latter for actuating the valves, a port leading from the stored
air to the brake cylinder through the slide-valve and controlled by the slide-valve
as to its opening at the beginning of graduation and controlled by the gradu-
ation valve as to its closing after graduation.

page_text: 37. In a fluid pressure brake mechanism, the combination with the train-pipe,
brake cylinder, and auxiliary reservoir, of valve devices consisting of slide and
graduation valves for regulating the delivery of air from the train-pipe to the
cylinder for all graduation purposes and from the reservoir to the cylinder only
in emergency action, a piston operated by the variations of train-pipe pressure,
a vibratory lever engaging the piston stem and also engaging the valve devices
in such a manner as to impart an initial impulse to the graduation valve and a
secondary impulse to the slide-valve, substantially in the manner, at the time,
and for the purpose specified.
38. In a fluid pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir and brake cylinder, of valve devices for regulating the flow
of air from the train-pipe to the cylinder during all graduation applications of
the brakes and from the reservoir to the cylinder only during emergency appli-
cations, a piston operated by reductions of train-pipe pressure, means whereby
the movement of the piston is transmitted to operate the valve devices, elastic
means for limiting the travel of the valve devices, and independent elastic means
for limiting the travel of the piston, said elastic means having the function in
each instance of more accurately defining the position to be assumed by the said
parts for a graduation application of the brakes, and the same means being
adapted to be compressed by the contact of the said parts therewith during emer-
gency applications.
39. In a fluid pressure brake mechanism; the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of valve devices for regulating the flow
of air from the train-pipe to the cylinder during all graduation applications of
the brakes, and from the reservoir to the cylinder during emergency applica-
tions only, a piston operated by reductions of train-pipe pressure, means whereby
the movement of the piston is transmitted to operate the valve devices, elastic
means for limiting the travel of the valve devices and thus more accurately
define their position for a graduation application of the brakes, the same means
being compressed by the further movement of the valve devices during emergency
action, and other independent elastic means performing in connection with the
travel of the piston the same duty as that performed by the aforesaid elastic
means in reference to the valve devices; and an emergency valve normally held
to its seat by a spring, the stem of which valve serves as the aforesaid elastic
device for affecting the travel of the piston.
40. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir and brake cylinder, of means for eliminating the service
valves of one or more triple valves from the train series of triple valves without
eliminating the emergency valves of the same triple valves, which consists in a
common abutment for operating both the service and emergency valves and means'
for disconnecting the abutment operatively from the service valves.
41. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a triple valve having a piston exposed
on one side to train-pipe pressure, service valves, an emergency valve, an air
storage which acts expansively against the other side of the piston, and means
for eliminating one or more service valves from the train series of valves without
eliminating the emergency valves, which means consists of means for discon-
necting the piston operatively from the service valves.
42. In a flúid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of means for utilizing the train-pipe
pressure for all graduation application of the brakes, and the reservoir pressure
for emergency applications only, and means for eliminating the service valves
of one or more triple valves from the train series of triple valves without elimi-
nating the emergency valves of the same triple valves, which means consists of
a common abutment for operating both the service and emergency valves, and
means for disconnecting the abutment operatively from the service valves.
43. In a fluid-pressure brake mechanism, the combination with the train-pipe,

page_text: auxiliary reservoir, and brake cylinder, of a piston exposed on one side to train-
pipe pressure and on its opposite side to a stored volume of air taken from the
train-pipe, said piston being operated by the reductions of train-pipe pressure,
valve devices actuated by the piston for controlling the flow of air to the cylinder,
in all graduation applications, and from the reservoir to the cylinder in all
emergency applications only, and an emergency valve for delivering train-pipe
air to the atmosphere, said valve having a stem aligned with the piston stem and
opened by the mechanical contact of the one with the other, the stem serving
when the valve is closed as a stop to determine graduation position for the piston,
and a graduating stop for the valve devices which also has the function of an
elastic abutment in emergency action.
44. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a triple valve having: a piston exposed
on one side to train-pipe pressure, a slide valve, a graduating valve, and an emer-
gency valve; an air storage which acts expansively against the opposite side of
the piston; and means for eliminating one or more service valves from the train
series of valves without eliminating the emergency valves, which consists of
means for disconnecting the piston operatively from the service valves, and a
port connecting the air storage with the train-pipe air so that reductions of
pressure will be equal on both sides of the piston."
45. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a triple valve having a piston exposed
on one side to train-pipe pressure, a. slide valve, a graduating valve, and an
emergency valve; an air storage which acts expansively against the opposite
side of the piston; and means for eliminating one or more service valves from
the train series of valves without eliminating the emergency valves, which con-
sists of means for disconnecting the piston operatively from the service valves,
a port connecting the air storage with the train-pipe air so that reductions of
pressure may be equal on both sides of the piston, and a spring-actuated pin valve
in said port for controlling a lateral opening belonging thereto.
46. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a triple valve having a piston operated
by reductions of train-pipe pressure, a slide-valve a graduating valve, an emer-
gency valve, and a reserved volume of air which acts expansively against the
piston, and means for eliminating one or more service valves from the train series
of valves without eliminating the emergency valves, said means consisting of
a cam shaft that supports the mechanism for connecting the piston with the valves
which cam shaft is susceptible of rotation, so as to operatively disconnect the
said piston.
47. In a fluid-pressure brake mechanism, the combination with the train-pipe,
auxiliary reservoir, and brake cylinder, of a triple valve having a piston exposed
to train-pipe pressure, a slide valve, a graduating valve, a storage of air which
acts expansively against the said piston, a lever whereby the piston in its move-
ments shifts the aforesaid valves, and a fulcral bearing for said lever consisting
of a rigid seat and a rotatable device for keeping the lever in its seat during the
normal operation of the air brake mechanism, but permitting the release of the
lever from its bearing when it is desired to eliminate the triple valve from opera-
tive connection with the train series of valves.
48. The combination with the train-pipe, auxiliary reservoir, and brake
cylinder, of a triple valve having a piston exposed on one side to train-pipe
pressure, a slide valve, a graduating valve, an emergency valve, a reserved volume
of air which acts expansively against the other side of the piston, a lever where.
by the piston in its movement shifts the said valves, a bearing for said lever
consisting of a rigid seat, and a rotatable shaft having a cut away portion
adjacent to the bearing end of the lever into which said bearing end of the lever
may drop when the shaft is rotated for the purpose of operatively disconnecting
the lever from the piston, in case of an elimination of the service valves of one

page_text: or more triple valves from the train series of triple valves without eliminating
the emergency valves.
49. The combination with the train-pipe, auxiliary reservoir, and brake
cylinder, of a feed-port leading from the train-pipe to the reservoir, a check
valve operating in connection with said port, a piston operated by reductions of
train-pipe pressure, a slide valve, a graduating valve, an emergency valve, a
storage of air having the functions of acting expansively against the piston, of
supplying air in service applications to the brake cylinder to unite with the
train-pipe air in its action in said cylinder, and of controlling the venting of
the train-pipe air to atmosphere in emergency action, a lever whereby the piston
communicates its movements to the valves and cut-out devices for eliminating
one or more service valves from the train series of valves without eliminating the
emergency valves.
50. In a fluid pressure brake mechanism, the combination with means for
transferring train-pipe pressure directly from the train-pipe to the brake
cylinder in service applications of the brakes without the intervention of an
immediate receiver, and for simultaneously transferring pressure to the cylinder
from a reserved store of air which is separate and independent from the auxiliary
reservoir, and which receives its supply from the train-pipe; of means for causing
the said applying of the brakes to result from a reduction of train-pipe pressure:
51. In a fluid pressure brake mechanism, in combination with valve devices
for controlling the flow of train-pipe air to the brake cylinder in graduation
applications,, valve devices for simultaneously controlling the flow of pressure
to the brake cylinder from a reserved volume of air which is separate and in-
dependent from the auxiliary reservoir, and an abutment operating. said valve
devices, which abutment is actuated by the reduction of train-pipe pressure when
the brakes are applied.