Modulating valve assembly for railroad car brake cylinders
In the drawings: 
     FIG. 1 is a diagrammatic view in largely block diagram form indicating the principal air operated and operating components of a typical railroad freight vehicle, including a showing of the brake cylinder as equipped in accordance with the practice of the present invention; 
     FIG. 2 is a fragmental side elevational view of the head end of the brake cylinder showing the modulating valve assembly of the invention applied thereto, with parts being partially broken away and the valve assembly volume reservoir omitted; 
     FIG. 3 is similar to FIG. 2, but showing the modulating valve device and the mounting bracket plate for same in section to indicate the connections between the brake cylinder pipe, the modulating valve, and the brake cylinder with the valve device volume reservoir displaced ninety degrees for ease of illustration; 
     FIG. 4 is an end elevational view of the cylinder taken from its pressure head end, with the full line showing of the brake cylinder illustrating the modulating valve assembly as applied to plain type cylinder heads and the broken line showing of the brake cylinder indicating the modulating valve assembly as applied to lever bracket type brake cylinder heads; 
     FIG. 5 is similar to FIG. 3 but is on an enlarged scale; 
     FIG. 6 is a view similar to that of FIG. 5, but illustrating a modified modulating valve arrangement; and 
     FIG. 7 is an enlarged sectional view better illustrating the check valve employed in the modulating valve of this invention; 
     However, it is to be distinctly understood that the specific drawing illustrations provided are supplied primarily to comply with the requirements of the Patent Laws, and that the invention is susceptible of other embodiments that will be obvious to those skilled in the art, and which are intended to be covered by the appended claims. 
     GENERAL DESCRIPTION 
     Reference numeral 10 of FIG. 1 generally indicates the principal air operated and air operating components of a typical railroad freight car air operated brake apparatus including the usual AB control valve 12 to which is connected the familiar brake pipe 14, the auxiliary reservoir 16, the emergency reservoir 18, and the brake cylinder 20. As usual, the control valve 12 includes service portion 22 adapted to operate both a service and an emergency rate of reduction in pressure of the fluid in the car brake pipe 14 for supplying fluid (air) under pressure from the auxiliary reservoir 16 to brake cylinder pipe 24. 
     Control valve 12 also includes emergency portion 26 adapted to operate only upon an emergency rate of reduction of pressure of the air in the brake pipe 14 for supplying air under pressure from emergency reservoir 18 to the brake cylinder 20. 
     Upon recharging of the brake pipe 14 on release of the brakes, control valve 12 operates to open the brake cylinder to atmosphere through pipe 28 and retaining valve device 30. At the same time the recharging of the brake pipe 14 effects the charging of the reservoirs 16 and 18 in the usual and well known manner. The service and emergency portions 22 and 26 of control valve 12 are mounted on the opposite faces of the pipe bracket 32 to which all pipe connections to the brake control valve 12 are made, as is conventional, and as indicated in the showing of FIG. 1. Of course, AB valve may also take the form of the newer ABD valve, as is well known in this field. 
     As to the brake cylinder 20 itself, it conventionally comprises the usual cylinder head 40 that is flanged as at 42 for bolted application to the flange 44 (as by employing bolts 45 and nuts 47) of the usual brake cylinder shell 46. The head 40 is shaped to define the usual projecting hub portion 48 defining the brake cylinder inlet port 50 and planar land portion 52 against which is secured the usual flange type fitting 54 that couples the brake cylinder pipe 24 to the head 40, which fitting 54 is conveniently secured in place by employing a pair of bolts applied to the pair of bolt holes 56 formed in head 40 for that purpose. 
     In accordance with the present invention, the brake apparatus 10 is adapted for use in connection with rigging equipped with composition shoes, by applying to the brake cylinder 20 the modulating valve assembly 60 at the position where the brake cylinder pipe plate is connected to cylinder head 40 (assuming the rigging in question has been designed for use with cast iron brake shoes). 
     As indicated in FIGS. 2, 3, and 5, the assembly 60 comprises bracket plate 62 having secured to same either modulating valve device 64 (FIGS. 3 and 5), or modulative valve device 64A (FIG. 6), and volume reservoir 66. Bracket plate 62 is formed with a pair of bolt receiving openings 68 which receive the threaded shanks 70 of bolts 72 that in accordance with the invention are employed to secure both the fitting plate 54 and the bracket plate 62 to head 40, and thus the bolt shanks 70 have their shank lengths proportioned accordingly to accommodate both the components 54 and 62, in the manner indicated in FIGS. 2, 3, and 5. 
     Further in accordance with the invention, the bracket plate 62 is equipped with a threaded stud 80 that is to replace one of the bolts 45 that secure the cylinder head 40 to the cylinder shell 46, as indicated in FIGS. 2 and 3. Thus, the stud 80 is positioned on the bracket plate 62 so that when the bracket plate 62 is applied to the cylinder head land 52 for application of bolts 72 to same, the stud 80 will be aligned with and fit into one of the openings in the flanges 42 and 52 which accommodate one of the head bolts indicated, with nuts 82 and 84 being applied to the stud 80 and turned against the flanges 42 and 44 to fixedly mounted the stud 80 to the brake cylinder 20. 
     Further in accordance with the invention, the bracket plate 62 is formed to define passage 90 having a port 92 which communicates with the brake cylinder pipe 24 and a port 94 which communicates with valve device 64 or 64A. Passage 90 also communicates with the volume reservoir 66 at port 96. 
     Bracket plate 62 is further formed to define passage 98 that communicates with the valve device 64 at port 100 and communicates with the brake cylinder port 50 at port 102. 
     The valve devices 64 and 64A are similar and comprise a housing 110 formed to define cavity 112 across which is mounted differential valve member 114 for device 64 and member 114A for device 64A that defines the cavity 112 into the respective chambers 116 and 118. The valve members 114 and 114A respectively cooperate with an annular valve seat 120 formed on a tubular member 122 to form air flow shut-off valve 121. Member 122 has its bore 124 in communication with passage 126 formed in housing 110 and aligned with the bracket plate port 100. The housing 110 is formed also to define passage 128 that communicates between the bracket plate port 94 and chamber 116. The housing 110 further defines passage 130 that communicates between the chamber 118 and a lateral extension 132 of the passage 98 which is formed in bracket plate 62. 
     The valve member 114 of valve device 64 is spring biased away from seat 120 by suitable compression spring 136, while spring 136A is employed for the same purpose in valve device 64A. 
     Housing 110 is suitably flanged as at 138 for application thereto of suitable bolts 140 for securing the device 64 to bracket plate 62. 
     Operably associated with the tubular member 122 of valve devices 64 and 64A is check valve 142 that is operative to accommodate air flow from the brake cylinder to brake cylinder pipe 24 and thence to retainer 30 on release of the brakes, as will be hereinafter described in detail. 
     The assembly 60, in general terms, functions to make available to the brake cylinder for minimum service operations the brake cylinder pipe pressure at 100 per cent to insure that the rigging static preloads are overcome for such minimum service applications. For normal or full service applications, the assembly also functions to limit the air pressure build up in the brake cylinder 20 to a predetermined percentage of that for which the brake cylinder 20 was designed for use in connection with cast iron shoes (for instance a percentage in the range of 50-60 percent), by the differential nature of valve members 114 and 114A and their respective cooperating chambers 116 and 118, whereby the valve members 114 and 114A seat against the respective valve seats 120 to close the normally open valve 121 of the respective devices 64 and 64A. On release of the brakes, check valve 142 opens to release the air in the brake cylinder to brake cylinder pipe 24 for exhaust through retainer valve 30. 
     The modulating valve devices 64 and 64A involve a number of specific improvements that are described hereinafter. 
     SPECIFIC DESCRIPTION 
     The bracket plate 62 may be formed in any suitable manner to define the passages and porting indicated. It is flanged as at 150 for application thereto of the volume reservoir 66, which may be of any suitable type of chamber defining vessel for the storage of air received from the bracket plate passage 90 through port 96 and suitable porting (not shown) formed in chamber 66. Suitable bolts 152 may be employed to secure the volume chamber 66 to the bracket plate 62. Plate 62 is suitably grooved at 153 to receive O-ring seal 155 that is disposed about port 102. 
     The bracket plate 62 is formed to define planar land or surface 160 against which housing 110 seats for application thereto of the mounting bolts 140 to bracket plate holes 162 through the housing bolt holes 164. Suitable O-ring seals 166, 168 and 169 are employed between the housing 110 and bracket plate 62 where indicated in FIGS. 3 and 5 for sealing purposes at the juncture of the passages 126, 128 and 130 with the corresponding ports of the bracket plate 62. 
     The valve members 114 and 114A of valve devices 64 and 64A are of special significance and construction and both comprise an inner diaphragm 170 and an outer diaphragm 172 operably associated with and receiving therebetween the respective composite pistons 174 and 174A each structurally comprising an outer annular piston part 176 that receives in a lost motion manner an inner piston part 178. The piston parts 176 and 178 are in substantial coplanar relation between the diaphragms 170 and 172, and are proportioned laterally of the respective valve members 114 and 114A so that they may be engaged by both the diaphragms 170 and 172 when aligned for this (in the plane of members 114 and 114A). The housing 110 comprises a base or pedestal 190 that is formed with outwardly facing land 192 on which is seated annular diaphragm mounting member 194 on top of which is applied the housing closure cap 196, these parts being suitably held together, as by employing suitable bolts 198 applied to housing 110. 
     The diaphragms 170 and 172, which are formed from a suitable elastomeric material such as polyurethane, are in disc form having their rims 200 clamped in seal tight relation against mounting member 194 by the action of bolts 198 fixing cap 196 and member 194 to housing 110. 
     As indicated in FIGS. 3, 5 and 6, the diaphragm mounting member or component 194 is formed with a stepped diameter opening 204 defining a flange 206 and a counterbore 208, with the outer piston part 176 being of rounded annular configuration and defining an outwardly directed radial flange 210 that cooperates with the flange 206, and an inwardly directed radial flange 212 that freely receives the inner piston part 174 in the bore 213 and counterbore 215 defined by same. The inner piston part 178 defines outwardly directed radial flange 214 which cooperates with the flange 212 of the outer piston part 176. 
     The piston parts 176 and 178 are proportioned radially thereof and transversely of the respective valve members 174 so that the outer piston part is freely received within the diaphragm mounting component 194, and the inner piston part 178 is freely received within the outer piston part 176, as best indicated in FIGS. 5 and 6. Further, the flanges 206 and 210, and the flanges 212 and 214, of the diaphragm mounting component 194 and the piston parts respectively, are proportioned transversely of the valve members 114 and 114A (that is, in its direction of movement relative to seat 120) so that the outer piston part 176 will have some lost motion movement relative to the diaphragm mounting component 194 in the direction of movement of valve member 114 (or 114A), while the inner piston component 178 will have some lost motion movement with respect to the outer piston component 176 in the same direction. 
     It will also be observed that the inner piston part 178 defines a stud or hub portion 220 having a generally planar inwardly directed working surface 222 having a diameter that exceeds both that of seat 120 (and the tubular element 122 in which it is formed) and an outer working surface 223 having a diameter that exceeds that of surface 222 such that the area of surface 223 will exceed that of surface 222 by a predetermined amount. The outer piston part 176 defines an inwardly directed working surface 224 that is annular in configuration and has an inner diameter that exceeds that of the working surface 222, and an outer diameter that is less than the diameter of bore 204 of the diaphragm mounting component 194. Piston part 176 also defines an outwardly directed annular working surface 225 having inner and outer diameters such that the area of surface 225 exceeds that of surface 224 by a predetermined amount. 
     In the embodiment of FIGS. 3 and 5, the spring 136 bears against the inner piston part 178, while in the embodiment of FIG. 6, the corresponding spring 136A bears against the outer piston part 176. In each case the springs 136 and 136A respectively seat against inner diaphragm 179. 
     The cavity 112 of housing 110 is formed by the recessing 230 of housing base 190, the recessing 232 of the cap 196, and the bores and counterbores 204 and 208 of the diaphragm mounting member 194. 
     The housing recessing 230 and 232 is formed so that the area of the diaphragm 172 that is exposed by chamber 118 (which is thus the working area of diaphragm 172 exceeds the corresponding working area of the diaphragm 170 that is exposed by chamber 116, by a predetermined percentage which determines the differential operating force of the valve device 64 that will operate same to close the valve 121 and shut off air entry into the brake cylinder 20, at the pressure within the brake cylinder that will provide the desired percentage of composition shoe braking force on the car truck wheels, as compared to the needed corresponding braking force for cast iron shoes. Of course, this percentage may be of any desired ratio depending on the application and objectives of the particular installation involved, although levels in the range of from about 50 per cent to about 60 per cent are frequently used. In one commercial form of the invention the ratios of the exposed areas of the respective diaphragms to their respective chambers in the valve device 64 are such that the valve 121 closes when the pressure in the brake cylinder 20 is approximately 56 per cent of the pressure in the brake cylinder pipe 24. 
     In addition, and in accordance with the invention, the piston parts 176 and 178 are arranged such that for minimum service applications, the valve device 64 operates to insure that the air pressure supplied to the brake cylinder is at 100 per cent of brake cylinder line pressure, up to approximately 12 psi, so as to insure the aforementioned needed brake shoe contact with the car wheels (as per AAR standards); for full service and emergency applications, the valve device, while operating at the 100 per cent level up to about 12 psi brake cylinder pressure, reverts to the proportional pressure relationship required for composition brake shoes. This is achieved by, in addition to providing for the diaphragm working surface ratio described above, having the inner and outer working surface areas of piston part (176 or 178) that is not engaged by a spring (136 or 136A) in the indicated desired ratio (56 per cent in the referred to example), and the inner and outer working surface areas of the piston part (176 or 178) that is engaged by a spring (136 or 136A) in a different and less ratio, (for instance, 35 per cent), that considered together and coordinated with the spring pressure provided by the spring (136 or 136A) will hold the piston part in question against moving toward valve closure position (of valve 121) through the zero to approximately 12 psi brake cylinder pipe pressure range, but which, above the approximate 12 psi level, will move the indicated piston part to its closure position. 
     Thus, in the embodiment of FIGS. 3 and 5, outer piston part 176 has its surfaces 224 and 225 in the exemplary 56 per cent relation, while in the embodiment of FIG. 6, the inner piston part 178 has its surfaces 222 and 223 in the examplary 56 per cent relation (which is the preferred embodiment). The other piston parts of these embodiments have their working surfaces proportioned as indicated. 
     At the point in the operation of the brake braking stroke where valve 121 is fully closed, valve member 114 (or 114A) and both its piston parts will have deflected under the differential pressures acting on same to seat the inner diaphragm 170 against the valve seat 120, the differential pressures involved having in addition to moving to its closed position the piston part that is not opposed by springs 136 or 136A, overcome the biasing action of spring 136 (or 136A) for full closure movement of the other piston parts, whereby the pressure acting in brake cylinder 20 will be at the desired level needed for composition shoes for a particular input pressure above 12 psi. 
     As input pressures to the brake cylinder pipe are increased above the design closure pressure for valve 121, valve 121 opens and recloses to provide the higher pressure output to the brake cylinder but in the design proportion. The tubular member 122 has its end portion 240 formed to define the valve seat 120 and has its other end portion 242 threaded for application to the threaded bore 244 defined by the housing base 190, into which opens the housing passage 126 that communicates with the port 100 of bracket plate 62. 
     The check valve 142 (see FIGS. 5 and 7) comprises a plurality of lateral openings or parts 246 formed in the tubular member 122 that open exteriorly of the tubular member 122 in circumferential groove 248 about and within which is seated O-ring seal 250. The groove 248 is of inwardly converging shape, including side walls 247 and 249 (at least one of which is frusto conical in shape), and seal 250 is proportioned to seat entirely against the walls 247 and 249 and spaced from ports 246 when in its closed position, to define an annular air flow distributing chamber 251 underlying seal 250 into which all of the ports 246 open. Thus, when the O-ring seal 250 is in its retracted or closed position shown in FIGS. 5 and 7, the openings 246 are sealed check valve fashion, against air flow through the openings 246 in bypassing relation to the valve seat 120. However, when the air pressure within the tubular member 122 (and thus that within the brake cylinder) exceeds that within the chamber 116 (and thus that within the brake cylinder pipe 24) a sufficient amount, the O-ring seal 250 under the pressure uniformly building up on same in the chamber 251, dialates outwardly radially thereof to open the check valve 142 for fluid flow outwardly of the brake cylinder 20 through valve device 64 (by passing valve 121) and into the brake cylinder pipe 24 through passage 90. 
     As indicated in FIGS. 3, 5 and 6, the valve housing base 190, diaphragm mounting member 194, and cap 196, are formed with connecting passages 260, 262, and 274 that form housing passage 130 communicating the valve device outer chamber 118 with the bracket plate passage 98 through its extension 132. 
     A further aspect of the invention is that the bracket plate 62 is arranged for application of the assembly 60 to brake cylinder heads of both the plain type and the lever bracket type. Referring to the diagrammatic showing of FIG. 4, wherein a plain brake cylinder head 40A is shown in solid lines and a lever bracket head 40B is shown at broken lines, it will be seen that the bracket plate 62 is formed with a mounting portion 270 that is generally quadrilateral in outline and is formed to define diagonally opposite pairs of bolt holes 68A and 68B, which are to receive the respective bolts 72 shown in FIG. 2 in mounting the assembly 60 in its operating position between fitting 54 and the cylinder head involved. 
     To arrange the bracket plate 62 so that the assembly 60 can be mounted on either type of the indicated brake cylinder heads, the bolt holes 68A are formed in the bracket plate portion 270 in a position wherein, when the bolts 72 are applied to same in the manner indicated in FIG. 2, the bracket plate stud 80 will be centered on and fit into the cylinder head bolt hole indicated at location 272 in FIG. 4. Similarly, the bolt holes 68B are formed in the bracket plate portion 270 so that when the bolts 72 are applied thereto in the manner indicated in FIG. 2, the bracket plate stud 80 will be aligned with and received in the bolt hole location indicated at 274 in FIG. 4. The bolt hole locations 272 and 274, of course, are the locations where the stud 80 is to replace one of the cylinder head bolts 45 in the manner indicated in FIG. 2. 
     The space within valve member 174 is vented to atmosphere through passage 275 formed in housing member 194 (see FIGS. 5 and 6). Seals similar to seals 166 and 168 are preferably employed where indicated in devices 64 and 64A at 277. 
     OPERATION 
     The brake equipment 10 is charged in the usual manner, fluid (air) under pressure being supplied to the brake pipe 14 by the usual locomotive brake valve to operate the control valve 12 in the usual manner to effect charging of the reservoirs 16 and 18. As usual, when the brakes are in released relation, the brake cylinder pipe and the brake cylinder are closed off from the fluid pressure in brake pipe 14 by the operation of control valve 12. 
     When it is desired to effect a service brake application, the brake valve in the train locomotive is actuated to reduce the fluid pressure in brake pipe 14 an amount corresponding to the degree of brake application desired. This reduction of pressure in the brake pipe 14 causes the service portion 22 of control valve 12 to connect the auxiliary reservoir 16 through pipe 17 and pipe 24 to valve assembly 60 and thence to brake cylinder 20. The air flow from brake cylinder pipe 24 is into assembly 60 through port 92, passage 90, and port 94 into passage 128 of valve device 64 (or 64A) and its chamber 116 whereby the air pressure in the chamber 116 bears against the exposed area of the diaphragm 170. 
     As long as valve 121 remains open, the air continues to flow through the valve seat 120, the tubular member 122, the housing passage 126, the port 100, passage 98, and port 102 into the brake cylinder. 
     Within the valve devices 64 and 64A, the chamber 118 receives air under pressure from the bracket plate passage 98, its extension 132, and housing passage 130. As the braking stroke is initiated and proceeds to minimum service level application, the air pressure in chamber 116 plus the biasing action of spring 136 (or 136A) holds the valve 121 open for transmittal of the air pressure fluid through assembly 60 at the desired 100 per cent ratio relative to the pressure in the cylinder brake pipe, so that the braking force at this stage of the braking stroke is the same as for cast iron shoes, thereby insuring the desired application of the brake shoes to the car wheel (against the resistance of static preloads in the rigging) as required by AAR regulations. 
     However, when the brake pressure fluid pressure in brake cylinder pipe reaches the desired predetermined level, such as the indicated 12 psi level, the differential nature of the valve devices 64 and 64A becomes effective to move the respective valve members 174 and 174A to the left of FIGS. 5 and 6, respectively, with the objective of bringing the braking force limiting action of devices 64 and 64A into full effect as soon as possible in the subsequent braking stroke. 
     As indicated, the working area of the diaphragm 172 exposed to chamber 118 exceeds the working area of the diaphgram 170 that is exposed to the chamber 116 by the indicated predetermined ratio, and as the air pressure builds up in brake cylinder 20 to the desired percentage of the air pressure in pipe 24 (this percentage will give the composition brake shoes with which the apparatus 10 is equipped the desired percentage of braking force that cast iron shoes would have), the force acting on the diaphragm 172 overcomes the action of the opposing fluid pressure generated force acting on the diaphragm 170 as well as that of spring 136 or spring 136A to seat the valve member 174 against the seat 120, thus closing off further air flow to the brake cylinder 20. 
     Also involved is the particular relationships of the areas of the opposed working surfaces 222, 223 and 224, 225 of the valve member outer and inner piston parts 176 and 178. As indicated, the piston part 176 or 178 that is not opposed by the respective springs 136 and 136A has its inner and outer working surfaces in the same ratio or proportion that the working areas of diaphragm have to each other, while the other piston part has its inner and outer working surfaces in a lesser proportion which in combination with the biasing action of the respective springs 136 and 136A, is effective to provide one hundred percent braking force up to the desired pressure level above 10 psi, for instance, about 12 psi, in the brake cylinder pipe, after which (assuming the braking stroke continues for full normal service) the valve members 174 and 174A are moved under the differential forces acting on them to give the braking force the desired limitation. Once valve 121 has closed, further increases in input pressure to assembly 60 will open valve 121 and effect closing of same to keep the working pressures in the brake cylinder in the desired ratio. 
     During this operation of the valve device 64, the check valve 142 remains closed as the pressure in chamber 116 exceeds that within tubular member 122. 
     On release of the brakes, normal operating pressure in the brake pipe 14 is restored by operation of the usual brake valve in the locomotive, and this causes control valve 112 to close off communication between the reservoir 16 and brake pipe 24, and open brake pipe 24 to communication to exhaust through pipe 28 and retainer valve 30. The pressure in brake cylinder pipe 24 thus drops, and when the pressure in chamber 116 becomes less than the air pressure within the closed off valve 121 (and thus the brake cylinder), the check valve 142 opens to discharge the air trapped within the brake cylinder, through its openings 246, into chamber 116, by the O-ring 250 dialating under the air pressure differential involved. As the air pressure reduces in the bracket plate passage 98, it also reduces in the chamber 118 to the point where spring 136 returns the parts of the valve member 174 to the position of FIGS. 3 and 5, to automatically set valve 121 for the next application of the car brakes. 
     In this connection, the differential air pressures acting on O-ring seal 250 are uniform thereabout as the brake cylinder pressure acts on seal 250 360° about check valve annular chamber 251. 
     The modulating valve devices 64 and 64A have a number of significant aspects. 
     For instance, the arrangement of the valves 64 and 64A are such that when a minimum service application is made, no brake cylinder pressure reduction is effected by the differential nature of the valve member 174, whereby brake shoe contact with the wheels is effected with the force required by the AAR at 10 pounds (psi) brake cylinder pipe pressure. 
     This result is achieved both by the biasing action of the springs 136 and 136A, and the special nature of the composite pistons 174 and 174A. In the device 64, the inner piston part 178 is opposed by spring 136, and its working surfaces 222 and 223 thus have the lower area ratio relation referred to, while the working surfaces 224 and 225 of piston part 176 gave the same ratio of the working areas of diaphragms 170 and 172. In the device 64A, the spring 136 opposes piston outer part 176, and thus in device 64A the working surfaces 222 and 223 of the piston inner part have the same ratio as the ratio of the working areas of diaphragms 170 and 172, while the working surfaces 224 and 225 of outer piston part 176 have the indicated lower ratio (in all cases the higher area involved in the indicated ratios is on the outer or right side of the respective devices 64 and 64A, as viewed in FIGS. 3, 5 and 6). While the specific ratios employed will depend on the specifics of each particular application, the special cooperation provided by the valve members 114 and 114A and springs 136 and 136A is concerned with providing 100 percent braking force for minimum service pressure, with the valve devices 64 and 64A being operative to shift over to their full braking force limiting characteristics as the fluid braking pressure in the brake cylinder pipe 24 moves to and beyond 18 psi for full service conditions. 
     Thus, for minimum service braking, valve devices 64 and 64A ordinarily will function only at the one hundred percent braking force level, assuming the brake cylinder pipe pressure does not exceed the indicated approximate 12 psi level, while for full service and emergency brake applications valve devices 64 and 64A will function at both the 100 percent and the desired ratio design levels, with the devices 64 and 64A being arranged to shift operation between such levels as the braking fluid pressure of pipe 24 moves through the 12 to 18 psi range. The device 64A is preferred as in operation its transition from the 100 percent operating level to the design operating level will change in a relatively small range of input pressure increases over the indicated 12 psi level. 
     Another important feature of the invention is that the valve 121 will not fully close until both its piston parts have deflected under the differential forces acting on the members 114 and 114A to their full positions to the left of FIGS. 5 and 6. 
     This is because when the piston outer part 176 moves to the full amount of its movement to the left of FIGS. 5 and 7, its flange 210 seats on flange 206 of the diaphragm mounting member 194. As the piston inner part 178 has lost motion movement with respect to the piston outer part 176, and the springs 136 and 136A in seating on the diaphragm 170 bears against one of the piston parts, movement of the outer piston part 176 under the differential forces acting on it, to the left of FIGS. 3 and 5 does not necessarily involve the same amount of movement of the inner piston part 178. The respective piston parts 176 and 178 have their own areas of contact with the diaphragm 172 that is to actuate same to move same to the left of FIGS. 5 and 6 under the differential forces developed on valve members 114 and 114A. The thickness proportioning of the outer piston part flange 210 and the diaphragm mounting member flange 212 are such that when flange 210 seats against flange 206, the biasing action of springs 136 and 136A is sufficient to hold the diaphragm 170 and thus the inner piston part 178 spaced from seat 120 until the desired pressure level within the brake cylinder has been achieved. 
     Similarly, the flange 212 of the piston outer part and the flange 214 of the piston inner part are proportioned such that under pressure conditions operating within the valve device 64, should the flange 214 seat on the flange 212 prior to flange 210 seating on flange 206, the outer piston part 176 will tend to hold the inner piston part 178 from closing diaphragm 170 against seat 120. 
     However, when the flange 210 of the outer piston part 176 seats against flange 206 of the diaphragm mounting member 194, and flange 214 of the inner piston part 178 seats against the flange 212 of the outer piston part 176, the diaphragm 170 will be seated on seat 120 to close valve 121. 
     It is a feature of the invention that the output pressure from assembly 60 will be determined by the operating characteristics of the piston part 176 or 178 that moves last to its valve closing position. As long as one of these piston parts has not moved toward its valve closing position, assembly 60 will operate at the 100 per cent level and pressure input will be equal to pressure output. 
     It will be noted also that the diaphragms 170 and 172 are each single part or piece diaphragms of the non-rolling type. Since rolling diaphragm type flexture is not involved in the valve devices 64 and 64A, reinforcing of the diaphragms is not required. The valve members 114 and 114A are designed for short stroke operation, a closure stroke of about 0.05 inch being involved in a commercial embodiment of the invention. 
     Furthermore, as it is the inner piston part 176 with the lesser effective area acted on by diaphragm 172 that presses the diaphragm 170 against seat 120, and the pressure differentials acting on the valve members 114 and 114A are closely controlled by accurate proportioning of the exposed areas of the diaphragms, damaging type crushing of the diaphragm 170 against the valve seat 120 is avoided. 
     The O-ring 250 is a commercially available product made from flurosilicone, and in use is approximately as flexible at a minus 60° F. as a standard AB grade buna O-ring is at room temperatures. 
     It will be noted that the valve devices 64 and 64A involve no sliding seals (such as piston rings, cups or seal rings) and thus these valve devices do not require lubrication either initially or during their operation. 
     The volume reservoir 66 receives its air charge from brake cylinder pipe 24 directly through passage 90 and thus is upstream of the air flow from the brake cylinder as well as the outer chamber 118 of the differential valve device 64. The volume reservoir 66 will thus be at the pressure of the chamber 116. Its purpose is to insure harmonious operation of the car equipped with the assembly 60 with other cars in the train that have standard AAR brake equipment. The size of the reservoir is to be proportioned so that full service and emergency equalization pressures meet AAR standards. Volume reservoir 66 thus accepts the air from the brake cylinder pipe that is not needed by the brake cylinder, due to the reduced pressures of operation involved (beyond minimum service applications), and makes this air available as the pressure fluid back-up that insures full control valve compliance with AAR standards. 
     The foregoing description and the drawings are given merely to explain and illustrate the invention and the invention is not to be limited thereto, except insofar as the appended claims are so limited, since those skilled in the art who have the disclosure before them will be able to make modifications and variations therein without departing from the scope of the invention.