US1555619A - Triple-valve mechanism - Google Patents

Description

Sept. 29, 1925.

w. F. ATwooD TRIPLE VALVE MECHANISM Filed oct. 27. 1924 4 Sheets-Sheet l Sept 29, 1925. 1,555,619

w. F. ATWOOD TRIPLE VALVE MECHANISM Filed out. 2?. 1924 4 Sheets-Sheet 2 Sept. 29, 1925. 1,555,519

w. F. ATWOOD TRIPLE VALVE MECHANISM Filed Oct. 27. 1924 4 Sheets-Sheet 4 l-II } Z83 E Tia-.5.

Witmeoo Patented Sept. 29, 1925,

UNITED STATES PATENT WALTER F. A'rwoon, or AMARILLO', TEXAS.

TRIPLE VALVE MECHANI'fiM.

Application filed'October 27, 1924.

This inventionrelates to a triple valve,

mechanism,- and particularly to a constructioncomprising: an improvement upon my prior Patent No. 1,120,58l dated December 8, 1914, in which pro 'ision was. made for aforcible release moveijnent of the triple piston to assure its positive action upon an increase in train line pressure.

In this character of mechanism where the brakes are used upon a long train, it has been round necessary to increase the train line pressure atthe head of the train in order to overcome the pipeline resistance.

to the rear cars thereof andprovide suiiicieut pressure at the latter point to properly release the brakes. As a practical result the brakes are released upon'the forward cars ofthe train beforethe similar action of the rear brakes, whichirpquently causes heating or gripping of the rear brakes of the train, resulting in accidents.

.lt therefore becomes important to provide a pressure medium extraneous to the train line pressure and cooperating upon a slight increasetherein in order to forcibly initiate the releasing movement of all of the brakes simultaneouslywithout requiring an excessive built up pressure at the head of the train. Provision must also be made for compensating for any train line pressure at the train head, and for that purpose the auxiliary reservoir is arranged to be overcharged during a predetermined period and this pressure later balanced in a second auniiiary reservoir, the latter being particularly designed for cooperation with the working or control piston by which the release movement is initiated.

The invention has for an object to provide a novel and improved construction of the triple valve mechanism comprising a plurality auxiliary cylinders adapted to be controlled by the movement of the triple piston to act jointly or independently either upon the brake cylinder or upon the controlling means for releasing the triple piston.

Serial No. *746,211.

A further object of; the invention is to provide a construction inwhich the triple piston is adapted to be forcibly released by a mechanical devicerupon an increaselni the train line pressurethrough the mediumrof.

an independent pressure-supply foractuat 111g said mechanical device 1n conjunction with the traineline pressurewhich under this arrangement need only be increased tota small extent as it is supplemented bythe auxiliary reservoir pressure in .theareleasingaction.

A further objectrofitheinvention is-to provide a novel and improved construction of triple valve and cooperating;graduating valve adapted to control the'supp'ly froma plurality of auxiliary reservoirs to both the brake cylinder and to a control chamber cooperating with the control piston The invention also has for an object to present an improved construction OftllG-COIh trol chamber by which the auxiliary pres= sure is admitted to the control piston; the.

valve actuating member of; each chamber. being exposed to-the trai n line. pressure as balanced against the auxiliary pressures,

Other and further Ob eQts andi advantages of the invention Wlll behereinafter set forth and the novel features .thereolwde fined by the appended claims.

In the drawings :i-

Figure 1 is'a longitudinalsection showing the parts in running position;

lligure 2 is a similarview with the parts in service or charging position;

l igure 3 isa' like view with; the. parts in position for "forcible release by cooperationof the control piston;

Figure 4 is an enlarged detail section-of the triple valve in runningcposition';

Figure 5- is a bottom plan set the.graduating valve;

Figure 6 is top plan of thestriple slide valve;

Figure 7 is a bottom plan thereof;

Figure 8 is plan of the'valve seat;

Figure 9 is an enlarged detail section of the control valve; and

Figure 10 is a detail section of the governor connection between. the auxiliary reservoirs.

Like characters of reference designate corresponding parts throughoutthe several views of the drawings.

The general construction and arrangement of the triple piston and its cooperating parts is as shown in my patent before mentioned, so that they will not be specifically described herein as the invention is directed to the improvements in the applica tion of the auxiliary pressure to the triple piston.

The casing may be of any desired size or configuration, for instance of the usual standard in this art, and is provided with a cylinder A adapted to receive the-triple piston 11 and an auxiliary chamber B into which the stem 12 of said piston extends. The movement of this stem in a releasing action is cushioned by means of a spring bumper 13 of any desired construction. The casing is further formed with a chamber C which communicates with the triple piston cylinder by ports 14 disposed in the partition 15 and at the opposite end of the chamber G a partition 16 is provided from which a tubular cylinder 17 extends and is surrounded by a spring member 18 bearing upon a thimble 19 substantially as shown in my prior patent.

The casing is further provided with a control cylinder D adapted to receive the control piston 20 from whicha stem 21 ex tends and is adapted at its free end 22 to contact with a block 23 carried by the triple piston 11. The stem extends through the cylinder 17 and carries a piston member 24 provided with a valve 25 cooperating with a valve seat 26 formed in the partition 16, these parts also operating as in my former patent.

The casing 10 is also formed with a chamber E adapted to receive the emergency piston 27 and also the check valves 28 and 29 which operate in the usual manner in this art upon an emergency application of the brakes. From this emergency chamber a brake line pipe 30 extends to the usual brake cylinder while the casing is also pro vidcd with the train line conduit F extending from the train pressure line 31 to the chamber C before described and gradually decreasing in area or dimensions as will be hereinafter set forth.

I The auxiliary reservoir used in connection with this invention is composed of a primary reservoir 8- and a secondary reservoir H, the former communicating by a line 32 with the auxiliary chamber B and the lat' ter by a line 33 with a conduit 34 extending to the valve seat upon which the slide valve I is mounted. This valve is actuated in the usual manner by contact with shoulders 34 and 35 upon the stem 12 of the triple piston 11 and comprises the main or triple valve. Cooperating with this valve is a graduating valve J which is secured to the stem 12 and adapted to reciprocate upon the valve 1.

For the purpose of conducting pressure from the auxiliary chamber to the brake line 30 a conduit 36 is formed in the casing and preferably increases in area from the valve seat to its outlet. The triple valve I is formed with a port 37 extending therethrough and adapted to communicate with a conduit 36 for admitting pressure directly from the auxiliary chamber to the brake cylinder line. Cooperating with this port 37 is a branched port 38 which when the parts are in the service position shown in Figure 2 is adapted to communicate with a recess 39 in the graduating valve J and this recess also communicates with a port 40 extending through the valve I and adapted to establish communication with the conduit 34 communicating with the secondary auxiliary reservoir H. The ports 37 and 38 are preferably formed each of substantially one half the area of the conduit 36 as shown in Figure 4 for the purpose of equalizing the pressure received from each of the auxiliary reservoirs as with the parts in service position pressure is transmitted to the brake cylinder from the primary reservoir through the port 37 and from the secondary reservoir through the conduit 34 and pipe 40 into the port 38.

The triple valve is further provided with an exhaust passage 41 which when the valve is in running position as shown in Figure 1 communicates with the conduit 36 to provide-a free exhaust from the brake cylinder through the passage 42 in the casing. \Vhen the valve is in the position just mentioned the port 44 therein is uncovered by the graduating valve J and communicates with the conduit 34 for balancing the pressure between the primary and secondary auxiliary reservoirs. This port 44 is shown as a passage extending longitudinally of the valve but may be otherwise formed.

One of the important features of novelty embodied in this invention is the improved construction of control valve for the piston 20. This valve is herein shown as cooperating with a pressure chamber K which communicates by a port 45 with the conduit F for train line pressure, the chamber being provided with a perforated support 46 which limits the movement of the valve diaphragm 47 under different pressure conditions. This diaphragm may be supported in'position by an annular clamping ring 48 and the valve casing 49 threaded into contact therewith. The casing is formed with a projected valve seat 50 through which a conduit 51 extends to the head oi the easing. This head has a removable plug 81 for attaching a charging connection. Coop-erating with the seat is the valve 52 which is formed with a yoke 53 by which it may be conveniently passed over the seat and applied in position. The yoke terminates in a foot 54 adapted to Contact with the dialit) mea s is phragm 47 under movement thereof toward the left for the purpose of .actuating the valve. The valve is normally held in closed pasition by a spring which is tensioned relative to the difference in pressure desired between the train line and the auxiliary pressures, and this difference in pressure required for operation of the valve may be adjusted to any desired degree by means of the threaded cap 56 which is provided with an aperture to receive the valve stem 57 and contacts with the spring 55 so as to vary its tension.

For the purpose of introducing pressure from the secondary auxiliary to the control valve chamber a conduit 58 extends from the conduit 8% and is provided at its: inlet to said chamber with a choke 59 to regulate the pressure entering in the chamber. This conduit 58 may also be provided with a till]- off cook 60. The conduit 51 from the control valve communicates with a pipe line 61 and at this pointa relief plug 62 is provided and also a cut-off cook 82 for a purpose to be hereinafter described in connection with the setting of the control valve.

The pipe 61 connects with a conduit 62 extending through the casing and comment eating with a port 63 in the triple valve T. This port is disposed to connect with a recess (i l in the graduating-valve J in order to establish communication with a corresponding port 65 through the valve I and from which the conduit 66 extends to an inlet opening- (57 at one side of the control piston 20, that is at the left side thereof when the parts are in forcible release position shown in Figure 3.

The triple valve is provided with an exhaust port es adapted to communicate with an exhaust passage 69 in the casing to exhaust from the port 65 and conduit 66 when the parts are inserviceposition as shown in Figure 2. The cylinder A of the triple piston is provided with-a feed groove 70 at one end thereof adapted to permit the pasage of the train pipe pressure over the triple piston when in running position so as to feed any overcharge to the primary auxiliary reservoir. The control cylinder D is provided with a vent 71 which is made of such area that the escape of air from this cylinder is relatively slow and causes sufficient compression between the control piston and partition-to regulate the speed of the forcible release and prevent a sudden or jamming action thereof.

The two auxiliaries may be separately arranged but are preferably constructed as a unit, each chamber being of substantially the same capacity and separated from the other chamber by a partition 72. In the initial use of the brake the reservoirs will be charged from the train line pressure entering the primary reservoir and passing sure in the respective reservoirs.

therefrom by a pipe 73. into the governor 7-1 which is formed with a partition 7 5 carrying a cut off valve 76 which is normally held in closed position by a spring 77 of sufficient tension to determine the difference in pres The secondary reservoir is connected with this governor above the diaphragm by the pipe 78. If this spring be set to exert a pressure of fifteen pounds for holding the valve closed any pressure in excess thereof from the primary reservoir will raise the valve and flow into the secondary until the pressure therein in connection with the spring tension causes the valve to close. Under the conditions described there would be a difference of fifteen pounds pressure between the primary and secondary reservoirs.

in the illustration of this invention only such ports and connections have been shown are necessary to disclose the functions and operation of the present invention and it will be understood that further ports and details common to the standard triple valve me .hanism may be used in connection withthe parts herein shown.

The general operation of the forcible release will be understood from the foregoing description and my prior patent bearing upon such an operation and it will be seen that the overcharge at the'head end of the train, while effecting a release of the rear brakes thereon will be received by the primary auxiliary so that only little reduction in pressure in the train line is necessary to release simultaneously the brakes of a long train whereby the rear brakes are not affected by the slow rise of the train line pressure as the release of each triple valveis positively and forcibly effected.

Referring to the specific operation of this construction under service conditions, reference is made to Figure 1 where the parts are in running or charging position and the air from the train line passes to the cylinder of the triple piston forcing the latter toward the right until the pressure passes through the feed groove to the auxiliary G. At the same time the train line pressure passes from the port to the chamber K of the control valve and bears upon the right face of the diaphragm therein.

The feed of train line pressure from the auxiliary chamber l3 passes through the port 4A to the conduit 34 and thence to the sec0ndary auxiliary tl'ircugh the pipe 33. The lower end of the port 441-. is formed with a port i l of approximately the area of feed groove 70 and a reduced port 44, Figure 7, of substantially one half the size of the uniform recharge feed groove by the bushing of the triple piston so that when making v a release all of the triple valves on the head end of the train that have three pounds or more in train line pressure above that of 'ltil) the auxiliary G will be forced to a retarded release position of the triple valve, thus compressing the spring bumper and moving the triple valve to the right which shifts the reduced extended port 44 of port 44 into connection with the conduit 34 so that pressure can slowly pass therethrough from the primary to the secondary auxiliary while in this retarded position. In running position the port 44 feeds to auxiliary H, and in retarded position reduced port 44 feeds thereto, thus permitting a higher pressure or overcharge in auxiliary G above H, in a ratio of live to four pounds.

In the first service movement of the triple piston the port 44 is closed by the graduating valve J, as shown in Figure 2, and the pressure may not pass from the primary to the secondary auxiliary as the slide valve travels to service position. As soon as the triple piston returns to release position the port 44 is uncovered by the graduating valve and as this port passes over the conduit 34 in the seat the primary and secondary auxiliaries will equalize in pressure. lVhile these ports pass over the large opening in port 44 and onto the reduced port 44 therein which is one half of the size of the feed groove over the triple piston, the air will continue to flow from the primary to the secondary auxiliary until both are charged up to train line pressure and the parts are in the position shown in Figure 1.

As the auxiliary reservoirs are charged, air passes from the conduit 34 through the conduit 58 to the control valve chamber on the auxiliary side of the diaphragm 47 therein and this chamber is therefore always subjected to the auxiliary pressure. This valve chamber is connected with the port 67 of the control piston cylinder by the conduits 62 and 66 cooperating with the ports in the slide and graduating valves but these ports are out of connection when in the release, running or charging position as shown in Figure 1.

lVhen a reduction is made in the train line pressure the pressure in the triple piston cylinder is reduced below that of the auxiliary chamber so that the latter pressure forces this piston to service position and likewise the valves carried thereby until the lower end of the port 37 connects with the conduit 36 leading to the brake cylinder as shown in Figure 2. This takes port 44 out of connection with port 34 and at the same time connects port of the slide valve to the conduit 34 in the seat through the recess 39 in the graduating valve which connects the slide valve ports 38 and 40. The port 38 communicates with the port 37 and in service position the graduating valve uncovers the latter, permitting air from the a xiliary chamber B to flow to the brake cylinder conduit 36 and at the same time a pressure is applied through the conduit 34 and pipe 33 from the auxiliary secondary. This arrangement effects a reduction in both of the auxiliaries relative to the reduction of pressure in the train line and the pressure upon the brake cylinder. Vhen in this service position the chamber K of the con trol valve is at all times in communication with the train line pressure so that after the triple piston passes to a service lap position as shown in Figure 3, the pressures in both auxiliaries and in the respective piston and valve chambers are near equalization, the primary and secondary auxiliaries and the control valve chamber having only sufficient pressure to lap the triple piston and graduating valve.

The spring of the control valve is set at the desired tension, for instance three pounds, by the regulating nut, which holds this valve upon its seat in service lap position while the ports in the slide valve con trolling the pressure to the piston 20 are in communication. The pressure, however, cannot flow past the control valve because the pressures in the chamber K and control valve chamber are near equalization and the spring being set at a differential of three pounds holds the control valve upon its seat where it will remain until the train line pressure is raised three pounds or more above that from the secondary auxiliary which communicates with the control valve. When this increase in train line pressure occurs the movement to the left of the diaphragm by the increased pressure at that side opens the valve 52 permitting a flow of pressure through the connections above described to the control piston. At this time there is no pressure to the right of this pistonin its cylinder D and the movement of the control piston under the auxiliary pressure forces the small piston 24 against the pressure in chamber 17, which is train line pressure and brings its stem 22 into contact with the triple piston forcing the same toward the right or to release and running position.

During the releasing movement of the triple valve the port 68 thereof is brought into communication with the exhaust passage 69 so that the pressure in the conduit 66 is relieved from the control piston and the train pipe pressure in the chamber G acts Hill upon the smaller piston 24 to restore the control piston to its running position as in Figure 1.

In the continued release movement of the triple valve the graduating valve opens port 44 which is brought into communication with the conduit 34 and the pressure in the two auxiliary reservoirs is permitted to equalize. It will thus be seen that if the triple valve mentioned is on the head end of the train when the release is effected the rise of the train pipe pressure to three pounds iii or more over the auxiliary pressure will cause the triple valve to be forced to release position thus cutting out the connection therefrom to the secondary auxiliary and permitting the priniary auxiliary to over charge and triple piston to retain its released position at which time the graduating valve does not connect the ports 63 and and the pressure in the secondary auxiliary and control valve chamber is more than three pounds lower than that in the train pipe. Under such condition air cannot pass to the control piston until the pressure from the primary auxiliary acts upon the brake cylinder and returns the part to lap position when the brake pipe pressure is then approximately seven pounds higher than the secondary auxiliary and control valve chamber. As the train pipe pressure is the highest at the position just described the diaphragm re leases the control valve to permit the flow of air to the control piston which forcibly operates the triple piston to release. At this time the port 44 and the conduit 34; connects the auxiliaries so that the pressure therein equalizes and is consequently lower than the t *ain line pressure so that the triple valve will remain in release position.

When the parts are in emergency position the triple valve ports are in the service position shown in Figure 2 and a release thereof is effected by an increase in train line pressure of three pounds or more as heretofore described. In such emergency position the conduit 34 is opened by the slide valve and pressure from the secondary auxiliary flows into the auxiliary chamber B while the valve also opens the emergency port 83 to permit both auxiliary pressures to act upon the emergency piston and brake cylinder. The disposition of this en'iergency port relative to the conduit 34: is shown in Figure 8.

The governor connection between the auxiliaries is only necessary for use when a car is first coupled or the triple valve first placed in operation, at which time there is no pressure in the auxiliary reservoir. The application of train line pressure at this time will force the triple valve to release position and owing to the port arrangement the seconeary auxiliary would not receive pressure until the train line and primary auxiliary equalize. The use of the governor permits the secondary auxiliary to be brought under pressure as soon as the parts are in coupled relation. The construction of the control valve adapts the parts to be readily disconnected when necessary for repair or other purposes and the adjustment of the spring tension thereon regulates the difference in pressure necessary to secure an operation of the valve from the excess in the train line pressure. The adjustment of this spring tension may be effected in various manners, for instance th ut-off cock 60 may e os nd the triple valve charged to say seventy pounds pressure when the plug 62 is removed and a gauge applied to the plug connection with the valve casing.

The valve chamber may be charged tirough the connection 81 by an air line to sixty-seven pounds, or three pounds below that in the train line. The plug 62 has a small vent suflicient to permit only a limited escape of air and the regulating nut is then adjusted until the air ceases to flow from the plug or vent 62. The difference between the two pressures is thus overcome by the spring and the control valve forced to its seat so that pressure cannot pass therethrough until there is an increase in the train line over the auxiliary pressurewithin the valve case. After this adjustment the cock 60 is again opened to permit communication with the secondary auxiliary reservoir. This cock may also be used to cut out the forcible release operation when desired but it is also preferable to insert a similar cut-off cook 82 in the pipe 61 in order to prevent any pressure action upon the diaphragm which would strain or injure the same.

Vi i-en the triple piston is in forcible release position as shown in Figure?) and an emergency application of the brakes is made, a quick reduction in train line pressure results and the primary auxiliary pressure being much greater than the former acts against the control piston so that the triple piston will move toward the train line side connecting the port 65 with the exhaust .port 68 in order to exhaust pressure from the control piston chamber and effect a quick return of the parts toward the left or re-. lease position.

The inlet port 59 to the control valve chamber is provided with a choke of such size that when the valve is raised from its seat by the greater pressure upon the train line side of the diaphragm the pressure will pass from the valve chamber to the piston cylinder faster than the pressure from the secondary auxiliary can flow to the valve chamber through this choke. This results in letting the pressure in the valve chamber drop about ten pounds and any little reduction that may occur in the train line at the same that the valve is open will not permit the valve to close and stop the flow to the control piston before the triple piston is forced to its release position. The continued flow of pressure from the secondary auxiliary through this choke will later charge the valve chamber up to the auxiliary pressure but ample time is provided for the complete releasing action before this occurs. In the illustration of the invention in Figures 1, 2 and 3 the port arrangement of the triple valve has been diagrammatically shown while the specific construction thereof is disclosed in Figures 4 to 8.

In the service position of the parts the primary auxiliary is connected to the brake cylinder through the valve port 37 and conduit 36 while the secondary auxiliary is similarly connected through the pipe 33 and conduit 34: which through the valve port 40 and recess in the slide valve establishes communication with the auxiliary chamber, thus applying pressure from both auxiliary reservoirs simultaneously at the same rate that would be secured by a single service port in the standard construction.

It will be seen that tlns construction provides an efficient and accurately operating construction of triple valve mechanism which is of particular importance when the feed valve supplying the train line is erratic in its operation as it only requires a slight increase in the train line pressure to operate the forcible release as it is supplemented in the operation of the mechanical device by the auxiliary pressure as before described. This prevents the sticking of the brakes with the resultant heating of the wheels and forms a very valuable adjunct in connection with the so-called bridge braking in which the triple pistons will not frequently release upon a slow rise of the train line pressure and retain their hold, resulting in very unsatisfactory operation.

Brief statement of operation.

lVith the triple piston in running posi tion and the brakes released as shown in Figure 1, the train line pressure has dis posed the piston in alignment with the feed groove through which pressure from the train line passes to first charge both auxiliaries and subsequently overcharge the primary auxiliary with a pressure which is later utilized in shifting the piston to service position. At this time the brake cylinder is in exhaust communication by the conduit 36 and 41 while the control valve chamber is in constant communication with the secondary auxiliaryconduit 34 and the' train line and auxiliary pressures are substantially equalized so that the parts are retained in brake release position. The triple valve ports 63 and are cut off and no pressure reaches the control piston which has previously been restored to its release position by the train line pressure acting upon the valve carried by its stem.

Upon reduction of the train line pressure the auxiliary pressure and overcharge moves the triple piston to service or braking position as shown in Figure 2. The pressure from both auxiliaries acts to move the triple piston toward the left and this movement first shifts the graduating valve to close port 44 and open port 37 communicating with the brake cylinder. Further movement of the valve brings the port 4-0 over the conduit 3% for the secondary auxiliary and also port 37 over the brake cyl-- inder conduit 36 while the graduating valve connects the ports 4-0 and 37 by its recess 39 and the port 38. Both auxiliaries are thus connected to the brake cylinder. The port 63 for the control piston remains closed but port 65 therefrom is open to exhaust by the recess 64 and ports 68 and 69, the train line pressure having been reduced. bclow the auxiliary pressure and the tension upon the control valve so that the latter remains closed.

Upon the initial increase of train line pressure to effect forcible release of the brakes the parts assume the position shown in Figure 3 with the train line pressure acting upon the triple piston and also upon the diaphragm of the control valve to open the latter. The triple valve at this period cuts off the secondary auxiliary reservoir from the chamber B and establishes auxiliary pressure upon the control piston by connecting parts 63 and 65, the control valve 52 now being opened by a substantially three pound increase in train line pressure. The control piston is thus moved. to bring its stein into contact with the triple piston to forcibly release the same in conjunction with the train line pressure thereon which requires the minimum of the latter pressure to effect a release. Continued movement of the triple piston brings the parts to the release or running position shown in Figure 1, during which exhaust is established from the control piston cylinder and this piston restored to release position by the train line pressure.

lVhile the details of this construction have been specifically shown and described, the invention is not confined thereto as changes and alterations may be made therein without departing from the spirit thereof as defined by the following claims.

Having thus des0ibed my invention. what I claim as new and desire to secure by Letters Patent is:

1. A triple valve mechanism comprising a main valve and its associated triple pirton, a triple piston cylind r, means for s .p plying train line pressure to said cylinder. and auxiliary pressure reservoir connected to actuate said piston to service position, mechanical means for forcing said piston to release position, and a secondary auxiliary reservoir connected to operate said mechanical means.

2. A triple valve mechanism comprising main valve and its associated triple piston, a triple piston cylinder means for supplying train line pressure to said cylinder, an auxiliary pressure reservoir connected to actuate said piston to service position, me chanical means for forcing said piston to release position, and means for automatically applying pressure supplemental to the train line pressureto-actuate said mechanical release :means.

3. A triple valve mechanism comprising a main valve and its associated triple pieton, a triple :piston cylinder, means for supplying train line pressure to said, cylinder, a pressure reservoir and a secondary auxiliary reservoir connected to actuate said piston to service position, mechanical means for forcing said piston to release position, and means controlled by the main valve for establishing equalized pressures in each auxiliary reservoir.

4. A triple valve mechanism comprising a main valve and its associated triple pis ton, a triple piston cylinder, means for supplying train line pressure to said cylinder, an auxiliary pressurereservoir connected to actuate said piston to service position, mechanical means for forcing said piston to release position, means for supplying an auxiliary pressure to operate said mechanical means, and a control valve for said auxiliary pressure operably responsive to the predominating pressures. V

5. A triple valve mechanism comprising a main valve and its associated triple pis ton, a triple piston cylinder, means for supplying train line pressure to said cylinder, an auxiliary pressure reservoir connected to actuate said piston to service position, me chanical means for forcing said piston to release position, means for supplying an. auxiliary pressure to operate said mechanical means, and a control valve normally closed under spring tension and operable to open under excess of train line pressure to admit auxiliary pressure to the forcible release means.

6. in a triple valve mechanism, a triple piston, a cylinder therefor provided With a by-pass around said piston at a position traversed in its release travel, an auxiliary air chamber communicating with said bypass, and a plurality of auxiliary reservoirs adapted to be connected to said chamber for supply therefrom.

7 In a triple valve mechanism, a triple piston, a cylinder therefor provided with a by-pass around said piston at a position traversed in its release travel, an auxiliary air chamber communicating With said bypass, a plurality of auxiliary reservoirs connected for supply from said chamber, and a valve controlled by said piston for permitting an overcharge of one reservoir relative to the other.

8. In a triple valve mechanism, a triple piston, a cylinder therefor provided With a by-pass around said piston at a position traversed in its release travel, an auxiliary air chamber communicating with said by pass, a plurality of auxiliary reservoirs connected for supply from Said chamber, and

a valve controlled by said piston for permitting an overcharge of one reservoir relative to the other and a subsequentequalization of the pressures in said reservoirs.

9. A triple valve mechanism including a triple piston carrying a main valve, a train line connection for moving said piston to release position, mechanical means for forcibly initiating such movement, and a plurality of auxiliary reservoirs connected through the main valve during its travel to equalize each other, or to apply pressure to a brake cylinder, or the forcible release means.

10. A triple valve mechanism including a triple piston carrying a main valve, a train line connection for moving said piston to release position, mechanical means forforcibly initiating such movement, a plurality of auxiliary reservoirs connected through the main valve to equalize each other, or to apply pressure to a brake cylinder, or the forcible release means, and a control valve for the pressure line to said release adapted to apply pressure thereto upon a slight excess of train line pressure.

11. A triple valve mechanism embodying a triple piston subjected to train line pressure and auxiliary reservoir pressure, mechanical means for shifting said piston to brake release position, and a pressure connection from said reservoir supplemental to the train line pressure for actuating said me chanical means.

12. A triple valve mechanism embodying a triple piston subjected to train line pressure and auxiliary reservoir pressure, mechanical means for shifting said piston to brake release position, a control valve for applying pressure to said mechanical means, and an; actuating member for said valve exposed to train line and auxiliary pressures.

13. A triple valve mechanism embodying a triple piston subjected to train line pressure and auxiliary reservoir pressure, mechanical means for shifting said piston to brake release position, a control valve for applying pressure to said mechanical means, and a diaphragm located in a chamber connected to train line pressure and adapted upon excess thereof to open said valve.

14. A triple valve mechanism embodying a triple piston and valve carried thereby, means to subject said piston to train line pressure and auxiliary reservoir pressure, mechanical means for shifting said piston to brake release position, a control valve for said mechanical means, means for supplying auxiliary pressure to the chamber of said control valve, a conduit from said control valve to a triple valve port, a conduit from said port to the mechanical shifting means, and a graduating valve constructed to connect said ports during a releasing travel of the triple piston.

15. A triple valve mechanism embodying a triple piston and valvecarried thereby, means to subject said piston to train line pressure and auxiliary reservoir pressure, mechanical means for shiftingsaid piston to brake release position, a control valve for said mechanical means, means for supplying auxiliary pressure to the chamber of said control valve, a conduit from said control valve to a triple valve port, conduit from said port to the mechanical shifting means, and a graduating valve constructed to connect said ports during a releasing travel of the triple piston and to exhaust from one of said ports in a travel of the triple valve to service position.

16. A triple valve mechanism embodying a triple piston having a valve, means for applying train line pressure thereto, means for applying an auxiliary pressure to said piston comprising a plurality of auxiliary reservoirs, and a graduating valve associated With the triple valve to control the ports thereof and establish communication between said reservoirs to equalize the pressure therein with the train line pressure when the triple piston is in brake releasing position.

17. A triple valve mechanism having a triple piston, means for subjecting the same to train line pressure, primary and secondary auxiliary reservoirs, the former being connected for direct application to said piston, a conduit leading from the secondary auxiliary, a triple valve having ports communicating with said conduit and the auxiliary pressure from the primary reservoir, and a graduating valve associated with the triple valve for controlling said ports.

18. A triple valve mechanism having a triple piston, means for subjecting the same to train line pressure, primary and secondary auxiliary reservoirs, the former being connected for direct application to said piston, a conduit leading from the secondary auxiliary, a triple valve having ports communicating with said conduit and the auxiliary pressure from the primary reservoir, a graduating valve associated with the triple valve for controlling said ports, and a brake cylinder having a conduit communicating with ports in said triple valve disposed to establish communicating between both auxiliary reservoirs and the brake cylinder.

19. A triple valve mechanism having a triple piston, means for subjecting the same to train line pressure, primary and'secondary auxiliary reservoirs, the former being connected for direct application to said piston, a conduit leading from the secondary auxiliary, a triple valve having ports communicating with said conduit and the auxiliary pressure from the primary reservoir, a graduating valve associated with the triple valve for controlling said ports, and a brake cylinder having a conduit communicating with ports in said triple'valve disposed to establish communication between both auxiliary reservoirs and the brake cylinder, said triple valve being provided with a port connection for the brake cylinder conduit to exhaust therefrom when the triple piston is in brake release position.

20. In a triple valve mechanism, a triple piston, a train line connection thereto, an auxiliary reservoir pressure for actuating said piston, a forcible release device disposed to actuate said piston through auxiliary pressure, a control valve and chamber for said pressure, train line actuated means for opening said control valve, means for maintaining a constant auxiliary pressure in said valve chamber, and connections from said chamber to apply said auxiliary pressure to the forcible releasing means.

21. A triple valve mechanism embodying a triple piston, means for subjecting the same to train line pressure and auxiliary reservoir pressure, means for forcibly releasing said triple valve, a control valve and chamber in communication with said auxiliary pressure, actuating means for said valve connected to the train line pressure, an adjustable spring tension for closing said control valve against the train line pressure, and a conduit from said valve to the forcible release means.

22. In a triple valve mechanism, a control valve comprising a yoke carrying a valve member and disposed. over a valve seat, means for positively shifting said yoke and valve for actuating said valve in its opening movement, and for tensioning said valve in closed position and adjusting the tension thereon.

23. In a triple valve mechanism, a control valve comprising a yoke carrying a valve member movable therewith and disposed over a valve seat, a diaphragm for actuating said valve in its opening movement, mechanical means for tensioning said valve in closed position, and a foot extended from said yoke and adapted to contact with said actuating means to bodily shift the yoke and valve.

24:. In a triple valve mechanism, a casing provided with a chamber in communication with a train line conduit, a diaphragm mounted in said chamber, a support disposed therein for preventing excessive movement of the diaphragm in one direction, a control valve casing disposed at the opposite side of said diaphragm and formed with a projected valve seat, a valve mounted upon said seat and disposed to contact With the diaphragm in its movement in one direction, and connections from said valve seat to actuate a triple piston.

25. In a triple valve mechanism, a casing provided with a chamber in communication with a train line conduit, a diaphragm mounted in said chamber, .a support dis posed therein for preventing vexcessive movement ofithe diaphragm in one direc tion, a control valve casing disposed at the opposite side of said diaphragm andsformed with a projected valve seat, a valve mounted upon said seatand disposed to contact with the diaphragm in its movement in one direction, connections from said valve seat to actuate a triple piston, an auxiliary reservoir, a conduit extending therefrom to said valve chamber, and a choke disposed at the outlet from said conduit to admit a less volume of pressure to the chamber than that discharged through the control valve.

26. In a triple valve mechanism, a control valve chamber, a control valve therein normally held in closed position under predetermined tension, connections from said valve to means for actuating a triple piston, means for opening said valve against the tension thereof communicating with the train line pressure, an auxiliary reservoir having a conduit leading to said control chamber, and a choke device at the delivery from said conduit to effect a less supply of pressure thereto than that discharged through the control valve.

27. In a triple valve mechanism, a plurality of auxiliary reservoirs in communication with the ports of said valve, said ports being proportioned to effect an equal delivcry from each of the auxiliary cylinders to a brake cylinder. I

28. In a triple valve mechanism, a triple piston and cylinder therefor having a feed passage, a plurality of auxiliary reservoirs communicating therewith, a triple valve ported to prevent feed to one chamber while the other is overcharging, and to subsequently connect said chambers to equalize the pressure therein in the brake releasing travel of the triple piston.

29. In a triple valve mechanism, a triple piston and cylinder therefor having a feed passage, a plurality of auxiliary reservoirs communicating therewith, a triple valve ported to prevent feed to one chamber while the other is overcharging and to subsequently connect said chambers to equalize the pressure therein in the brake releasing travel of the triple piston, and subsequently to apply the pressure from both auxiliaries to a brake cylinder connection when said triple piston is in service position.

30. In a triple valve mechanism, a triple piston, a triple valve carried thereby and provided with a. plurality of ports, a primary auxiliary reservoir communicating with the ports of said valve, a secondary auxiliary reservoir communicating with one of said ports, a brake cylinder having a conduit communicating with another of said ports, and a graduating valve actuated by the piston and cooperating with the ports of the triple valve to establish communication between the same.

31. In a triple valve mechanism, a triple piston, a triple valve carried therebysand provided with a plurality ofiports, a .primary auxiliary reservoir communicating with the portsiof said/valve, a secondary auxiliary reservoir communicating with one of said ports, a brake cylinder having a conduit communicating with another of said ports, a control piston disposed to forcibly release the triple piston, auxiliary pressure connections to the cylinder of said control piston disposed to cooperate with ports in said triple valve, and a graduating valve actuated by the triple piston and provided with a plurality of recesses to cooperate with the reservoir, brake cylinder, and control piston ports therein.

32. In a triple valve mechanism, a triple piston, a triple valve carried thereby and provided with a plurality of ports, a primary auxiliary reservoir communicating with the ports of said valve, a second auxiliary reservoir communicating with one of said ports, a brake cylinder having a con duit communicating with another of said ports, a control piston disposed to forcibly release the triple piston, auxiliary pressure connections to the cylinder of said control piston disposed to cooperate with ports in said triple valve, and a graduating valve actuated by the triple piston and provided with a plurality of recesses to cooperate with the reservoir, brake cylinder, and control piston ports therein, said triple valve being further provided with an exhaust port for the control piston disposed to cooperate with the graduating valve.

83. In a triple valve mechanism, a triple piston provided with a triple valve and graduating valve, a casing formed with a pressure chamber and with a train line conduit of decreasing capacity communicating with said chamber and the triple piston, a control piston for said triple piston, a control valve disposed in communication with the chamber within said casing and connected to actuate said control piston, and an auxiliary reservoir connected to said control valve. r

34. In a triple valve mechanism, a triple piston provided with a tri le valve and graduating valve, a casing ormed with a pressure chamber and with a train line conduit of decreasing capacity communicating with said chamber and the triple piston, a control piston for said triple piston, a control valve disposed in communication with the chamber within said casing and'connected to actuate said control piston, an auxiliary reservoir connected to said control valve, a brake cylinder, and a conduit extending therefrom to said triple valve and decreasing in area as it approaches the emergency piston having a'conduit adapted same. to be opened in the" service position of said 10 35. In a triple valve mechanism, a triple piston, said main valve and graduating piston and main valve carried thereby, a valve being ported to apply the pressure of 5 graduating valve cooperating with the main both auxiliaries to the emergency piston.

valve and actuated by said piston, a plu- I In testimony whereof I affix my signature. rality of auxiliary reservoirs adapted to communicate With said main valve, and an WALTER F. ATWOOD.

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