Fluid-operated brake.

Abstract

Claims

G. E. HOTTENSTBIN & R. Z. PARMER. FLUID OPERATED BRAKE. APPLICATION IILED JAN.28, 1914. Patented Nov. 10, 1914. 4 $HEETSSHEET l. llllllf amen tow ZIQKFDLI 61E; HOTTENSTEIN RZ. FAHMER "H5 NORRIS PETERS Cl,U PHbTU-LITI-pt. WASHINGTQN D C, G. E. HOTTBNSTEIN & R. Z. FARMER. FLUID OPERATED BRAKE. APPLICATION FILED JAE-2B, 1914. 1,1 16,819. Patented Nov. 10, 1914. 4 SHEETS-SHEET 2. THE NORRIS PETERS CO.. PHUTD-LITHQ, WASHINGTON, DY C. G. E. HOTTENSTEIN & R. Z. PARMER. FLUID OPERATED BRAKE. APPLIOATION FILED Jums, 1914. Patented Nov. 10, 1914. 4 SHEETS-SHEET 3. avwawtou W. E T 5 N E T T O H E 6. R2. FARMER WOOQQ THE NORRIS PETERS C0" PHDTO-LITHO.. WASHINGTON. D. C. To all whom it may concern UNITED STATES, PATENT OFFICE. GEORGE E. no'r'rnivsrnm Ann antenna 2. rAnMEn, or B IsBEE, ARIZONA. FLUID-OPERATED BRAKE. Be it known that we, GEORGE E. HOTTEN". srrnm and ROBERT Z. FARMER, citizens of the United States, residing at Bisbee, in the county of Cochise and State of Arizona, have invented certain new and useful Improvements in F luid-gOperated Brakes, of which the following'is a specification reference being had tov the accompanying drawings. . This invention relates to certain improvements in fluid operated brakes and has relation more particularly to a device of this general character wherein the brake is set or applied upon decrease of pressure in the train line; and an object of the invention is to provide a device of this general character having novel and improved means whereby the brake proper is under control of two fluid-controlled elements, one of such elements being operatively supported bythe other but capable of; movement independently thereof. v I v The invention also has foritsobject to provide a device of this. general character having novel and improved means whereby the fluid at either side ofthe piston is discharged directly to' the atmosphere inde pendently of the train line. Furthermore, the invention has for its object toprovide a device of this general character having, in part, novel and improved means whereby the auxiliary reservoir is. charged upon the admission of the fluid under pressure within the brake cylinder, the fluid for such auxiliary reservoir passing through the brake cylinder; and having, in part, novel and improved means whereby the degree of pressure within the auxiliary reservoir may be automatically controlled. The invention consists in the details of construction and in the combination and arrangement of the several partsof our improved fluid operated brake whereby certain important advantages are attained and the device is rendered simpler, lessexpensive and otherwise more convenient and advantageous' for use, all as will be hereinafter more fully set forth. The novel features of the invention will be carefully defined in the appended claims. In order that our invention may be the better understood, we will now proceed to describe the same with reference to the accompanying drawings, 'wherein- Figure 1 1s a diagrammatic view of" a Specification of Letters Patent. Application filed January 28,1914. Serial N0. 815,019. medium of the line 5. Patented Nov. 10, 1914. l brake mechanism arranged in accordance with an embodiment of our invention; Fig. 2 is a longitudinal sectional view taken through a brake cylinder as herein embodied; Fig. Sis a sectional view taken substantially on the line 33 of Fig. 2; Fig. i is a sectional view taken substantially on the line H of Fig. 2, with the pistons shown in adilferent position; Fig. 5 is a sectional view taken through the controlling valve herein disclosed; and Fig. 6 is a similar view taken through the pressure regulating valve herein embodied. .As disclosed in the accompanying'drawings, 1 denotes the brake cylinder of predetermined capacity in the auxiliary reservoir or air tank 3, such communication through its rear end, as indicated at 2, w th wall thereof and in predetermined proxim- I ity to the rear end 4: thereof through the In communication with the brake cylinder 1 is the crossover 6 leading from the train line, which may be of any desired construction and which is adapted to be underv control, in the general way, of a release valve in the engineerscab. Suitably mounted within the brake cylinder 1 and adapted for reciprocating movement therein is the main piston 7 having its periphery provided with suitable packing rings Swhereby a hermetic or a1r-t1ght en-. gagement is had with the interior surface of, the brake cylinder. Formed upon the forwardface ofthe piston 7 and concentrically with the axis thereof is the auxiliary cylinder 9 of predetermined capacity and in which is mounted for reciprocating movement the, piston v1O, the periphery whereof is also provided with a suitable packing ring, as indicated at 1]., i for a purpose which is believed to be selfevident. The forward head 12 of the auxiliary cylinder 9 is provided with therax al tubularjextension 14 in communication with the auxiliary cylinder 9 and projecting through a suitable stuffing box 15 in the forward or fronthead 16 of the brake cylinder and'in communication with the atmosphere, as indicated at 17. The tubular extension 14: is of such a length as to serve as a gulde for; the piston 7 in its reciprocating movement and also affords a passage-way for the brake rod 18 operatively connected at its innor end to the piston 10 within the auxil iary cylinder 9, as indicated at 19. The opposite extremity of the brake rod 18 is adapted to be operatively connected with the brake rigging, herein omitted as the specific construction of the brake rigging and the connection of the rod 18 therewith forms no part of our present invention. It is to be observed that the transverse diameter of the rod 18 is less than the similar diameter of the bore of the tubular extension 14 so that the requisite communication between the atmosphere and the auxiliary cylinder 9, hereinbefore indicated at 17, may be afforded. interposed in the cross-over 6 is a controlling valve herein shown as comprising a cylinder 19 through one end of which, as indicated particularly at 20 in Fig. 5, is adapted to be admitted the fluid under pressure from the train line. When the pressure in the train line is increased to release the brake, the fluid enters within the cylinder 19 and forces rearwardly the piston 21 until the same has passed the port 22 in a side thereof and in communication with the passage-way 23 afforded at one side of the cyl inder 19 and extending longitudinally thereof and terminating in the transverse extension 24 disposed through the rear end of the cylinder 19 and in communicationwith the atmosphere, as is believed to be clearly shown in Fig. 5. The passage-way 23 is also in communication with that portion of the cross-over interposed between the cylinder 19 and the brake cylinder 1 by-the branch passage-way 25. The piston 21 is mounted upon the rod 26 disposed axially of the cylinder 19 and adapted to intersect the transverse extension 2-1 of the passage-way 23 and to close the same when the piston has been forced inwardly sufficiently to place the port 22 in communication with that portion of the cylinder 19 in advance of the piston 21. It will, therefore, be observed that upon the requisite inward movement of the piston 21 the fluid under increased pressure is free to pass within the brake cylin- 'der 1 and to adjust the main piston 7 to the position shown in Fig. 2 wherein the draft rigging will be moved to release position, as is believed to be self-evident. \Vith the main piston 7 in the position as shown in Fig. 2, it will be observed that the line 5 in communication with both the brake cylinder 1. tank 3 is open whereby the fluid from the train line is free to enter within such auxilcallv effect this control, we interpose within the line 5 the pressure regulating valve, indicated in Fig. 1 and particularly illustrated in Fig. 6 and wherein such valve is shownand the auxiliary reservoir or air as comprising a suitable casing 27 having interposed therein the check valve 28 whereby return of such fluid, after passing through the valve opening 29, is effectually prevented. The casing 27 is also provided with the upstanding basket 30 in communication with the bore 31 of the casing 27, as indicated at 32, and preferably at a point directly above the valve opening 29, which opening 32 is adapted to have projected therethrough the valve member 33' normally maintained in elevated or inoperative position by the expansible member 3%, herein disclosed as a coil spring encircling the stem 35 of the valve 33 and interposed between the piston 36 mounted for reciprocating movement within the basket 30, and a suitable abutment 37 positioned at the base of such basket. In communication with that portion of the bore 31, interposed between the auxiliary reservoir or air tank 3 and the check valve 28, is the passage-way 38 produced in one side of the basket, such passage-way 38 being in communication with the interior of the basket at a point above the piston 36 through the medium of the port 39. In the practical operation of our improved apparatus, we have found that the best results can be obtained when the pressure with in the auxiliary reservoir or air tank is at seventy pounds. For this reason, we therefore have the expansible member 3 1 of such tension as to withstand a pressure up to seventy pounds. By this arrangement, it will be seen that as soon as the pressure within the auxiliary reservoir or air tank becomes in excess of seventy pounds, the pressure with in the basket 30 above the piston 36 will exceed seventy pounds and as this pressure is in excess of the adjustment of the expansible member 34, the valve 33 will be caused to descend until it seats upon the valve opening 38 whereby it will be readily seen that continued flow from the train line to within the auxiliary reservoir or air tank will be automatically closed. Then it is desired to place the brake in application, the pressure within the train line is reduced. Upon the reduction of the pressure in the train line to below seventy pounds, it will be readily perceived that the pressure within the auxiliary reservoir or air tank which is discharged within the brake cylinder rearwardly of the mainpiston 7 will cause such piston to move inwardly and in order to create'an initial movement of the brake rod 18 to take up any possible slack in the draft rigging, we produce in the inner wall of the brake cylinder in close proximity to the rear head thereof, the elongated grooves or recesses i0 of any predetermined number but preferably four, disposed in equidistant relation, which are adapted to afford communication with thatportion of the brake cylinder to the rearof the main piston 7 after the same has seen initially moved to a predetermined distance and which we have found best in practice to be substantially one-quarter of an inch. Produced in the periphery of the main piston 7 is the annular channelor recess 4.1 whereby requisite communication may be had with the clon gated recesses or channels 4-0 and depending inwardly or radially of such piston 7 is the passage-way 4K2, herein disclosed as disposed in an angularlme, so that the flow of. the fluid therethroiwh ma be controlled in a c y manner as will hereinafter be more particularly referred to.- The inner extremity of .the passage-way 42 is in communication with the auxiliary cylinder 9 at the rear of the piston 10 whereby upon this slight m1- tial movement forwardly of the piston 7 the fluid from the auxihary reservoir or air tank 3 will be caused to discharge within such auxiliary cylinder 9 and force-the same forward until any possible slack in thedraft rigging willbe compensated for whereupon duced, the piston 21, comprised in the controlling valve, is caused to return to the position shown in Fig. 5 by the flow of the fluid within the brake reservoir 1 in advance of the main piston 7 through the passage way 23 and its angular extension 24: and through the groove or channel 44: produced in the periphery of the stem or rod 26 of the cylinder 21, such groove or channel l l being of such alength as to assure the requisite communication between the extension 24 and the interior of the cylinder 19 when the piston 21 has been moved forwardly sutiiciently to close the extension 24l. lVith the return of the piston 21 to the position as illustrated in Fig. 5, it will be perceived that the transverse opening 45 produced in thethe cylinder 19 and the opening 45, herein- I find it of advantage, in orderto prevent return flow of the fluid, to interpose in the passage-way 23 between the branch passageway 25 and the induction end ofthe cylinder 19, a check valve l7 of any conventional type. The flow ofthefluid from the auxillary reservoir or air tank 3 through the passage-way 4C2 isunder control of the valve member 48, herein disclosed as-comprised in the piston rod 49, on which are mounted the 1 space pistons 50 and 51 mounted for r'ecip rocating movement within the supplemental cylinder 52 suitably afiixed to the'side of the auxiliary cylinder 9 and having its outer end, as indicated'at 53, open, while the inner end is closed by the adj acent face of the main piston 7. .-As is believed to be self-evident, the valve 48 is adjusted into closed position relative to the passage-way42 by the action of the pressure upon the outer piston 52 which results in such compression of the air be-. tween the piston 50 and the closed end of the cylinder 52 as will cause the pistons :50 and 51 to move outwardly, as indicatedin Fig." 4, when the pressure within the brake oylinder'l in advance of the piston 7 is'released, the movement of such pistons 50 and 5lbeing'such as to open the passage-way 42. It is obvious that whenthe pressure within the brake cylinder 1 in advance of the piston 7 is increased to release the brakes, means must be provided to reduce the pressure withintheauxiliary cylinder 9 tothe rear of the piston 7 and, as herein disclosed, we accomplish this through the medium of the passage-ways 5 1 and 55, the passage-way 5 L being in communication with the rear end of the cylinder 9 while the passage-way 55 is in communication with the forwardend of the cylinder, while both of such passage-ways are in communication with the supplemental cylinder'52 at a point intermediate the pistons 50 and 51 when the" same are adjusted in the position as set forth in Fig. 2, whereby the pressure within the cylinder 9 to the rear of the piston 10 is free to pass through the passage-ways 5a and 55 and to the atmosphere through the tubular extension 14. It is also to beooserved that the point ofcommunication of the passage-way 54 with the supplemental cylinder 52 is such that substantially in stantaneously upon the outward movement of the pistons 50 and- 51, the piston 51 will serveto close such passageway 5%. It is also to be observedthat in orderto reduce the pressure within the supplemental cylinder 52rearwardly'of the'piston 50, when the same has been moved into said position, we provide the port 56, particularly shown before referred'to, when the parts are in the presure created within the cylinder' l in position as illustrated in Fig. .5. We also. advance of'the piston 7 from entering with-. in the supplemental cylinder 52 through the port 56, we employ the check valve 57 of conventional type. In order that the pressure within the supplemental cylinder 52 rearwardly of the piston 50 may be equalized with the pressure within the brake cylinder 1 when the pressure from the trainline is increased, we flnd it of advantage to employ the conduit or port 58 leading from a point rearwardly of the piston 50 and terminating in such proximity to the open end of the supplemental cylinder 52 as to be in communica tion with the brake cylinder 1 after the pistons 50 and 51 have been forced inwardly to the position shown in Fig. 2 and in order to retain such pressure within the supplemental cylinder 52, rearwardly of the piston 50, we interpose within such port 58 the check valve 59 which may also be of any conventional form. If it-should occur that the compression created by the inward movement of the piston 50 should be in excess of pressure within the brake cylinder 1, we find it of advantage to provide in the valve portion 48, ofthe stem or rod 49, the port 60 adapted to communicate with the passageway 42, hereinbefore referred to, whereby it will be readily perceived that such excessive compression will be equalized through the communication with the 'atmosphere, but it is also to be noted that the ex tent of the port 60 is such as to be entirely cut off at the time the valve d8 is in its closed position. From the foregoing description, it is thought to be obvious that a fluid operated bralre constructed in accordance with our invention is of an extremely simple and comparatively inexpensive nature and is particularly well adapted for use by reason of the convenience and facility with which it may be applied and by reason of the substantially automatic manner in which it operates and it will also be obvious that our invention is susceptible of some change and modification without material departure from the principles and spirit thereof and for this reason we do not wish to be understood as limiting ourselves to the precise arrangement and formation of the several parts herein shown in carrying out our invention in practice. What is claimed is I 1. In a fluid pressure brake, abrake cylinder, a brake piston within the cylinder, an auxiliary reservoir in communication with the brake cylinder at two points, one of such points being rearwardly of the piston, a connection between the brake cylinderv and the train line, and regulatable means for controlling the flow through the second connection between the auxiliary reservoir and the brake cylinder. 2. In a fluid pressure brake, a brake cyliliary reservoir and the brake cylinder through the side thereof. 3. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication with the brake cylinder at an end and side thereof, connection between the opposite end of the brake cylinder and the train line, a brake piston within the cylinder, and means for automatically stopping the flow through the connection between the auxiliary reservoir and the brake cylinder through a side thereof when the pressure within the auxiliary reservoir has reached a predetermined degree. 4. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication therewith, a brake piston within the cylinder, an auxiliary cylinder carried by the brake piston, such auxiliary cylinder being provided with a tubular extension leading exterio'rly of the brake cylinder, a piston within the auxiliary cylinder, a brake rod operatively connected with'the piston of the auxiliary cylinder and directed through the tubular extension thereof, such brake rod being of less transverse diameter than the bore of the diameter of the tubular extension, and means whereby the pressure at the rear of the piston of the auxiliary cylinder may be discharged through the tubular extension of the auxiliary cylinder when the brake is released. 5. In a fluid brake, a brake cylinder, an auxiliary reservoir in communication with the brake cylinder, a main piston within the brake cylinder, an auxiliary cylinder carried by the brake piston, a piston mounted within the auxiliary cylinder, a brake rod connected to the piston within the auxiliary cylinder, and means operable by the pressure within the brake cylinder in advance of the main piston for controlling the flow from the auxiliary reservoir to the rear of the piston in the auxiliary cylinder. 6. In afluid pressure brake, a brake cylinder, a brake piston within the cylinder, an auxiliary reservoir in communication with the brake cylinder at two points, one of such points being rearwardly of the piston, a connection between the brake cylinder and the train line, and means for automatically stopping the flow through the second connection between the auxiliary reservoir and the brake cylinder when the pressure within the auxiliary reservoir has reached a predetermined degree. 7. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication therewith, and a valve for controlling the flow from the train line to the brake cylinder, such valve including a cylinder interposed in the cross-overand having a passage-way in communication with the cylinder and with the atmosphere, such cylinder being also provided with a branch passageway in communication with the first men-, tioned passage-way and with that portion of the cross-over between the cylinder and the brake cylinder, a check valve interposed in the passage-way between the communication thereof with the cylinder and the branch passage-way, a piston mounted for reciprocating movement within the valve cylinder and adapted to control the flow of the fluid through the passage-way, and astem carried by such piston intersecting the passage-way, such stem being provided with an opening to register with the passage-way when the piston is moved inone direction. a 8. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication therewith, and a valve for controlling the flow from the train line to the brake cylinder, such valve including a cylinder interposed in the cross-over and having a passage-way in communication with the cylin-- der and with the atmosphere, such cylinder being also provided with a branch passage-' way in communication with the first mentioned passage-way and with that portion of the cross-over between the cylinder and the, brake cylinder, a check valve interposed in the passage-way between the communication thereof with the cylinder v and the branch passage-way, a piston mounted for reciprocating movement within the valve cylinder and adapted to control the flow of V the fluid through the passage-way, and a stem carried by such piston intersecting the passage-way, such stem being provided with an openingto register with the passage-way when the plston is moved 1n one d rection, said stem being provided with a port in communication with the opening in the stem and with the interior of the cylinder when the piston is in such position as to have the opening of the stem in register with the passage-way. 9. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication therewith, and a valve for controlling the flow from the train line to thebrake cylinder, such valve including a cylinder interposed in the cross-over and having a passageway in communication with the cylinder and with the atmosphere, such cylinder being also provided with a, branch passage-way in communication with the first mentioned passage-way and with that portion of the cross-over between the cylinder and the brake cylinder, a check valveinterposed in the passage-ways between the com} tion to open the communication between the passageway and the brakecylinder and to close. the communication of such passage way with the atmosphere. 10. In a fluid pressure brake, a brake cylinder, a brake piston within thecylinder, an auxiliary reservoir in communication with the brake cylinder at two points, one of such,v points being rearwardly of the brake piston, and means for automatically stopping the flow through the connection between the auxiliary reservoir and the second connection with thebrake cylinder comprising a casing interposed in such second connection, means for controlling the flow through the bore of such casing in one direction, a basket carried by the casingand provided with a passageway in communication with the bore of thecasing ata point between the control: ling means of; the bore and the auxiliary reservoir and with the interior of the basket, a second valve for controlling the flow through the bore of the casing, and fluid operated means within the basket connected, with such second valve for moving such second valve to closed position when the pressure within, the auxiliary reservoir has reached a predetermineddegree. l1. In a fluid pressure brake, a brake cylinder, a'brake piston within the cylinder, an auxiliary reservoir in communication with the brake cylinder at two points, one of such points being .rearwardly of the brake piston,and means for automatically stop ping theflow through the connection be- .1 tween the auxiliary reservoir and .the vsecond connection with the brake cylinder comprising a casing interposedin such second connection, means for controlling the flow through the bore of such casing in one direction, a basket carried by the casing and pro- I a vided with a passage-way in communica-. tion with the bore of the casing at a point between the controlling means of the bore and the auxiliary reservoir and with the 1n--' terior of the basket, a-second valve for controlling the flow through the bore of the casing, and regulatablefluid operated means within the basket connected with such sec-' ond valve for moving such second valve to closed position when the pressure within the auxiliary reservoir has reached a predetermined degree. 12. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication with the brake cylinder, a main piston within the brake cylinder having a channel in the periphery thereof, the rear portion of the brake cylinder being provided with elongated grooves adapted to be open to the channel of the main piston when such main piston is substantially in release position, an auxiliary cylinder'carried by the brake piston, a piston mounted within the auxiliary cylinder, a brake rod connected to the piston Within the auxiliary cylinder, such main piston being provided with a substantially radially directed passage-way in communication with the peripheral groove of the main piston and with the interior of the auxiliary cylinder rearwardly of the iston therein, the channels in the walls of the brake cylinder being in communication with the auxiliary reservoir upon initial movement of the main piston, and means operable by the pressure within the brake cylinder in advance of the main piston for controlling the flow through the radially disposed passage-way of the main piston. 13. In a fluid pressure brake, a brake cyl- 'inder, an auxiliary reservoir in communication with the brake cylinder, a main piston within the brake cylinder having a channel in the periphery thereof, the rear portion of the brake cylinder being provided with elongated grooves adapted to be open to the channel of the main piston when such main piston is substantially in release position, an auxiliary cylinder carried by the brake piston, a piston mounted within the auxiliary cylinder, a brake rod connected to the piston 'within the auxiliary cylinder, such main piston being provided with a substantially radially directed passage-way in communication with the peripheral groove of'the main piston and with the interior of the auxiliary cylinder rearwardly of the piston therein, the channels in the walls of the brake cylinder being in communication with the auxiliary reservoir upon initial movement of the main piston, means operable by the pressure within the brake cylinder in advance of the main piston for controlling the flow through the radially disposed passage-way of the main piston, and a check valve for controlling the flow through the radially disposed passage-way in the main piston. 14. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication with the brake cylinder, a main piston within the brake cylinder having a channel in the periphery thereof, the rear portion of the brake cylinder being provided with elongated grooves adapted to be open to the channel of the main piston when such main piston is substantially in released position, an auxiliary cylinder carried by the brake piston, a piston mounted within the auxiliary cylinder, a brake rod connected to the piston within the auxiliary cylinder, such main piston being provided with a substantially radially directed passage-way in communication with the peripheral groove of the main piston and with the interior of the auxiliary cylinder rearwardly of the piston therein, the channels in the walls of the brake cylinder being in communication with the auxiliary reservoir upon initial movement of the main piston, a supplemental cylinder having its forward face open carried by the auxiliary. cylinder, a piston mounted for reciprocating movement within such supplemental cylinder, and a stem carried by such piston intersecting the radially .disposed passage-way of the main piston whereby movement of the piston within the sup plemen'tal cylinder serves to control the flow through the radially disposed passageway of the main piston. 15. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in communication with the brake cylinder, a main piston within the brake cylinder having a channel in the periphery thereof, the rear portion of the brake cylinder being provided with elongated grooves adapted to be open to the channel of the main piston when such main piston is substantially in released position, an auxiliary cylinder carried by the brake piston, a piston mounted Within the auxiliary cylinder, a brake rod connected to the piston within the auxiliary cylinder, such main piston being provided with a substantially radially directed passage-way in communication with the peripheral groove of the main piston and with the interior of the auxiliary cylinder rearward-1y of the piston therein, the channels in the walls of the brake cylinder being in communication with the auxiliary reservoir upon initial movement of the main piston, a supplemental cylinder carried by the auxiliary cylinder, spaced pistons mounted for reciprocal movement within the supplemental cylinder, a valve stem operatively connected with such pistons and adapted to intersect the radially disposed passage-way of the main piston whereby the reciprocating movements of the pistons control the flow through such passage-way, such supplemental cylinder and auxiliary'cylinder being provided with a passage-way in communication with the supplemental cylinder and the auxiliary cylinder adjacent the forward end thereof, anda second passage-way in communication with the supplemental cylinder and the auxiliary cylinder rearwardly of the piston within such auxiliary cylinder, the points of communication of such passage-ways with the supplemental cylinder being between the pistons within such supplemental cylinder when such pistons are at the limit of their inward movement; 16. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in commumcation with the brake cylinder, a main piston within the brake cyllnder having a channel in the periphery thereof, the rear portion of-the brake cylinder being provided with elongated grooves adapted to be open tothe channel of the main piston when such main piston is substantially in released posi tion, an auxiliary cylinder carried bysthe' brake piston, a piston mounted Within the auxiliary cylinder, a brake rod connected to the piston within the auxiliary cylinder, such main piston being provided with a substantially radially directed passage-Way in communication with the peripheral groove of the main piston and with the interior of the auxiliary cylinder rearwardly of the piston therein, the channelsin the walls of the brake cylinder being in communication with the auxiliary reservoir upon initial movement of the main piston, flow through such passage-way, such sup-" plemental cylinder and auxiliary cylinder being provlded with a passageway in communicat1on-w1th the supplemental cylinder and the auxiliary cylinder adjacent the for- 40 ward end thereof, and a second passage-way in communication with the supplemental cylinder and the auxiliary cylinder rearwardly of the piston within such auxiliary cylinder, the points of communication of such passage-ways with the supplemental cylinder being between the pistons within such supplemental cylinder whensuch pistons are at the limit of their inward movement, the innermost piston within the supplemental cylinder being adapted to close the last mentioned passage-way between the supplemental cylinder and the auxiliary cylinder upon outward movement of the pistons within the supplemental cylinder 17. In a fluid pressure brake,a brake cylinder, an auxiliary reservoir in communication with the brake cylinder, a main piston within the brake cylinder having a channel in the periphery thereof, the rear portion of the brake cylinder being provided with elongated grooves adapted to be open to the channel of the main piston when such main piston is substantially in release position, an auxiliary'cylinder carried by the brake piston, a piston mounted Within the auxiliary cylinder, a brake rod connected to the piston within 'the auxiliary cylinder, such main piston being provided with a substantially radially directed passage-way in communication with the peripheral groove of the main piston and with the interior of the auxiliary cylinder rearwardly of the piston therein, the channels in the walls of the brake cylinder being in communication with the auxiliary reservoir upon initial movement of the main piston, a supplemental cylinder carried by the auxiliary cylinder, spaced pistons mounted for reciprocating movement within the supplemental cyline der, a valve stem operatively connected with such pistons and adapted to intersect there-- dially disposed passage-way of the main piston whereby the reciprocating movements. of the "pistons control the flow through such passage-way, such supplemental cylinder; ' andauxiliary cylinder being provided with a passage-way in communication with the supplemental cylinder and the auxiliary H cylinder adjacent the forwardend thereof, and, a second passage-way in communication with the supplemental cylinder and the auxiliary cylinder rearwardly of the piston within such auxiliary cylinder, the points of communication of such passage-ways with the supplemental cylinder being between the pistons within such supplemental cylinder when such pistons are at the limit of their inward movement, the innermost pis ton within the supplemental cylinder being adapted to close the last mentioned passageway between the supplementalcylinderand the auxiliary cylinder upon outward movement of the pistons within the supplemental cylinder, such supplemental cylinder being provided with a check-controlled port under control of the innermost piston within the supplemental cylinder. 1 I 18. In a fluid pressure brake, a brake cylinder, an auxiliary reservoir in connn'unica tion with the brake cylinder, a main piston within the brake cylinder having a channel in the periphery thereof, the rear portion of the brake cylinder being provided with 'elongated grooves adapted to be open to the channel of the main piston when such main piston is substantially in release position, an auxiliary cylinder carried by the brake piston, a piston mounted within the auxiliary cylinder, a brake rod connected to the piston-within the auxiliary cylinder, such, main piston being provided with a substantially radially directed passage-way in com" munication with the peripheral groove of the main piston and with the interior of the auxiliary cylinder rearwardly of the piston therein, the channels in the walls of the brake cylinder being in communication with the auxiliary reservoir upon initial movemovement of the piston within the supplemental cylinder. 19. In a fluid pressure brake, a brake cylinder, abrake piston within the cylinder, an auxiliary reservoir in communication with the brake cylinder at a plurality of points, a connection between the brake cylinder and the train line, and regulatable means for controlling the flow through one ofthe, connections between the'auxiliary reservoir and the brake cylinder. 20. In a fluid pressure brake, a brake cylinder, a brake piston within the cylinder, an auxiliary reservoir in communication with the brake cylinder at a plurality of points, a connection between the brake cyl inder and the train line, and means for automatically stopping the flow through one of the connections between the auxiliary reservoir and the brake cylinder when the pressure within the auxiliary reservoir has reached a predetermined degree. 7 In testimony whereof we hereunto afiix our signatures in the presence of two witnesses. GEORGE E. HOTTENSTEIN. ROBERT Z. FARMER. I Witnesses V FREDERICK S. S'rrrT, D. W. GALL. Copies of thispatent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D; 0. Cir

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