US1043122A

US1043122A - Retaining-valve.

Info

Publication number: US1043122A
Application number: US66288511A
Authority: US
Inventors: Frederick E Martin
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-11-28
Filing date: 1911-11-28
Publication date: 1912-11-05
Anticipated expiration: 1929-11-05

Description

l CE. E. MARTN.

RETAINING VALVE.

APPLIoA'rIoN FILED Nov. as, 1911.

2 SHEETS-SHEET 1.

mnunulmzlun` e.;

/ieeH/c/{E /l//Mz ld' @afd/W9@ a/w, juf 01%,

Lums|^`muoannru cumulimarau. n. c.

P. E. MARTN.

RETAINING VALVE. n APPLICATION FILED NOV. 28, 1911.

1,048, 122. Patented Nov. 5, 1912.

0 2 SHEETS-SHEET 2.

lll.. mii;

' all 'lnlll--Iellllllllh I UNITED sTATEs PATENT oEEIoE.

FREDERICK E. MARTIN, or BONAMI, LOUISIANA.

Specification of Letters Patent.`

Patented Nov. 5, 1912 Application lied November28, 1911. Serial No. 662,885.

To all whom t may concern."

in the art to which it appertains to make and use the same.

This Invention relates to new and useful improvements in retaining valves to be used I in connection with the existing air-brake systems, and has for its object to provide devices of that nat-ure which will be simple in operation, comparatively inexpensive,`

and which will not readily get out of order. With these and other objects` in 'view .the invention consists in the novel details of construction and combinations of parts more fully hereinafter disclosed and pointed out in the claims.

Referring to the accompanying drawings forming a part of this specification in which like numerals refer to like parts in all the particularly views Figure 1 is a vertical section of my Y invention; Fig. 2, a section view of some of the parts shown in Fig. 1, but having the double piston inverted; Fig.` 3, a vertical section view of a slightly modified form.

My invention as shown in Fig. 1 cor'lprises a casing 1, the lower part of which connects at 2 with the train pipe or with the usual auxiliary reservoir. The casing is adapted to provide the

chambers

3, 4 and 5, of which the

chambers

4 and 5 have a communicating passage 6.

Located within the

chambers

3 and 4 is a double piston 7 having the

packing rings

3 and 9. A rod 10 is provided within the communicating passage 6 which has mounted on it a valve 11 adapted to seat in the recess 12. Seated against the member 11 is a collar 13 against which rests a spiral spring 14, the other end of which bears against a similar collar 15. The end 16 of the I'od 10 rides in a groove 17 in the adjusting screw 18 which regulates the tension of the spring14. Connected to the casing 1 is an exhaust pipe 19 of a triple valve, not shown in the drawing. 2O is the ordinary exhaust. It is therefore evident that when the train pipe air is suliicient to overcome the spring 14 air passes through the aperture 21 in the plug 22 screwed in `the end' of the casing 1, and acts upon` the lower ,face 2G of the differential piston .7 to start said piston upward. After the differential piston has thus moved upwardly a-suiicient distance to uncover the lower ends of the groove 23, Lthe air will pass throughthe

grooves

23, 24 and 25, andact upon'both` faces 26 and 27 of said piston, thereby causing a sudden shifting of said piston to its upper position, as shownin Fig. 1. Consequentlyy the rod 10 will be moved upwardly by the piston to cause an advantageously quick opening of the valve 11; the collar 13 being pressed upwardly against the tension of the spiral spring 14. This operation allows of the exhaust from the pipe 19 to enter the casing passing around the rod-10 through the outlet 20 to the atmosphere.

Whenthe train pipe pressure is reduced for any reason, such-as when the brakes are applied,` the` spring 14 overcomes the resistance of the train pipe pressure against the faces 26 and 27, and forces collar 13 downwardlyA seat-ing the' member 11 against its seat 12, also forcing the rod 1() and consequently the piston 7 against the screwplug 22. During the initial movement of the piston 7 ,fthe enlarged portion 27 thereof willuncover theA upper end of the groove 25, whereupon the air will be free to escape from beneath both faces 26 and 27 of said piston through the grooves v23, 24 and 25 and the passages 6 and 2O to the atmosphere. This causes the triple-valve exhaust to be cut off, and retains the brake cylinder pressure until the train pipe pressure should again become sufficient to overcome the spring 14, resulting in the previous opera.- tionvand opening the triple exhaust.4

The two operating pressures of this retaining valve are regulated by thedifference in size of the ends of the piston. This piston in Fig. 2 is shown in elevation and also of the inverted type having the

grooves

23 and 25 located within the casing 1. manner of the operation ofthe parts in Fig. 2 is the same/as the operation in Fig. 1.

In vFig.` 3 the pressure from thetrain pipe 30` passes through the perforations 31 in The the `screw-plug 32, and channel 33, tothe Y from the triple valve pipe 39 to pass through the passage 40 connecting the chambers 4l and 42 through the passage 43 to air. Vhen pressure from the train pipe gets below a prearraiiged amount the spiral spring 44 in the chamber 45, operating between the extension 46 and collar 47, held on the rod 35 by a nut 48, withdraws the stem 35, and permits the valve 37 to be seated by a spring 49 mounted upon the rod 50 on the stem 51 of the valve 37 and located in t-he recess 52 in a scre'w plug 53; thereby shutting oii the flow of exhaust from the triple valve pipe 39. Should the pressure become still lower the spiral spring 44 forces diaphragm 34 farther down, thus seating the lower part of rod 35 uponits seat 36 and draws the upper end 54 of rod 35 away from the valve 37, causing the air pressure `in chamber 42 to exhaust to atmosphere. "With the pressure out of chamber 42 the train pipe pressure is ett'ective only against the smaller diaphragm 55, and consequently it will take a much higher pressure to open the valve than that at which it closed. 56 is a perforation which connects the chamber 42 with the channel 33 of the rod 35.

It is therefore evident from all forms shown that with this valve attached to the ordinary air-brake equipment the engineer can, by working his train pipe pressure below a pre-arranged amount, close the triple exhausts on each car and the brakes will stay set until the train pipe and auxiliaries have been recharged to a pre-arranged pressure, when the retaining valve will open and allow brakes to release, and with the train pipe and auxiliaries charged the brakes are ready to set again. The engineer can when the train pipe is only partially recharged set brakes by causing a reduction in train pipe pressure, just the same with this retaining valve in action as not in action.

It is obvious that those skilled in the art may vary the details of construction and the arrangement of parts without departing from the spirit of my invention.

lVhat I claim is l. In an air-brake mechanism, a casing providing chambers, one of said chambers connecting with the train pipe; a double piston operable in two of said chambers and exposed to train pipe pressure; a valve in another of said chambers; connections between the double piston and valve; a triple valve pipe communicating with said valve chamber; and exhaust passages coinmunicating with said piston and valve chambers, substantially as described. v

2. In an air-brake mechanism, a casing providing chambers, one of said chambers connecting with the train pipe; a double pist0n operable in two of said chambers and exposed to train pipe pressure; a valve iii another of said chambers; a spring for normally holding said valve seated; connections between the double piston and valve; a triple valve pipe communicating with said valve chamber; and exhaust passages communicating with said piston aiid valve chambers, substantially as described.

3. In an air-brake mechanism, a casing providing chambers, one of said chambersl connecting with the train pipe; a double piston of different diameters operable in adjacent chambers and exposed to train pipe pressure; a valve in the other of said chambers; a spring for normally holding said valve seated; connections between the double piston and valve; a triple valve pipe coniinunicating with said valve chamber; and exhaust passages communicating with said piston and valve chambers, substantially as described.

4. In an air-brake mechanism, a casing providing chambers, one of said chambers` connecting with the train pipe; a double piston of diiferent diameters operable in adjacent chambers and exposed to train pipe pressure; said casing having its walls constructed to provide a passageway between said double piston chambers; a valve in the other of said chambers; a spring for normally holding` said valve seated; connections between the double piston and valve; a triple valve pipe communicating with said valve chamber; and exhaust passages communicating with said piston and valve chambers, substantially as described.

5. In an air-brake mechanism, a casing p foviding chambers, one of said chambers cnnecting with the train pipe; a double piston of different diameters operable in adjacent chambers and exposed .to train pipe pressure; said casing having its walls constructed to provide a passageway between said double piston chambers; a valve in the other of said chambers; a spring for -normally holding said valve seated;`an adpisting screw for regulating the tension of said spring; connections between the double piston and valve; a. triple valve pipe communieating with said valve chamber; and exhaust passages communicating with said piston and valve chambers, substantially as described.

In testimony whereof, I aiiix my signature, in presence of two witnesses.

FREDERICK E. MARTIN.

Witnesses J. M. WARREN, W. C. STEWART.

Copies of this patent may be obtained for ive cents each, by addressing the Commissioner of Patents,

Washington, D. C.