US1076135A

US1076135A - Retaining-valve.

Info

Publication number: US1076135A
Application number: US70680612A
Authority: US
Inventors: Frederick E Martin
Original assignee: HERMAN MCMAHON J; ROY F MORSE; SECURITY EQUIPMENT Co
Current assignee: J HERMAN MCMAHON; SECURITY EQUIPMENT Co; HERMAN MCMAHON J; ROY F MORSE
Priority date: 1912-06-29
Filing date: 1912-06-29
Publication date: 1913-10-21
Anticipated expiration: 1930-10-21

Description

P. E. MARTIN. RETAINING VALVE. APPLICATION FILED JUNB29,1912.

1,076,1 35, Patented 00c. 21, 1913.

uiNrrEn STATES- rfarnnr an on FREDERICK E. MARTIN, or serum, tonIsI'AnA, ASSIGNOR TO SECURITY EQUIPMENT COMPANY, A FIRM coIv rosn or HIMSELF, I. HERMAN McMAI-ION, or DE BIDDER,

' LouIs'IAIvA, AND ROY r. ivionsn, or nnaurlron'r'firnxas.

mirammavn vn.

To all whom it may concern:

'Be it known that I, FREDERICK E. Man- 'rIN,-a citizen of the United States, residing at Bonami, 1n the parish of Calcasieu and State of Louisiana, have invented certain new and useful Improvements in Retaining.

Valves; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in retaining valves, and 1t conslsts 1n the constructlons, cornblnations and arrangements herein described and claimed.

An object of my invention is to provide an improved retaining valve for air-brake systems, in which a reduction of the train-pipe pressure below a predetermined point will insure the brakes remaining set until the trainpipe system has been recharged to bring the pressure above such predetermined point.

In the accompanying drawings forming a v part of this application, and in which similar reference symbols indicate corresponding parts in the several views :Figure 1 is an axial section on the line l1 of Fig. 2, illustrating one embodiment of my invention; and Fig. 2 is a section on the line 22 of Fig. 1.

Referring to the drawings, 1 indicates a casing which is divided by a diaphragm 2 into a pressure chamber 3 and an exhaust chamber 4 providedwith an exhaust outlet 5. The usual triple-valve exhaust pipe 6 is connected to a chamber 7 communicating with said chamber 4, and an extension 8 from said pressure chamber 3 is connected to the train-pipe or to the usual auxiliary air reservoir.

A retaining valve 9 controls the communication between the triple-valve exhaust pipe and the exhaust chamber 4; said valve being normally seated by a spring 10 bearing against a disk 11 which can be adjusted by a bolt 12 for varying the tension of said spring to meet all different service conditions. 7 V

A spindle 13 is secured to the diaphragm 2 in position for engaging said retaining valve 9 to unseat the latter, and a valve14 is Specification of Letters Pate t. I

gagement with said valve.

PatentedOct. 21, 1913. Application filed June 29, 1912. Serial No. 706,806. c

In the operation of my invention, the

train-pipe pressure in the pressure chamber 3 normally presses ;the diaphragm 2 out wardly, and causes the spindle 13 carried by saiddiaphragm to hold the retaining valve 9 from its seat; thereby establishing communication between the triple-valve exhaust pipe 6 and the exhaust opening 5 and maintaining the brakes released. It the engineer'no'w' reduces the train-pipe pressure, the

springs

10 and 16 will force the dia phragm inward against the reduced pressure in the chamber 3, and the retaining valve will be seated to close communication of the triple-valve pipe 6 with the exhaust opening 5; the reduced pressure in the chamber 3 acting on the diaphragm to maintain the valve 14 open and the spindle 13 in engagement' with the seated retaining valve. In this position of the parts, an increase in the train-pipe pressure will act on the relatively large diaphragm 2 to unseat the retaining valve 9 for permitting release of the brakes. Should the train-pipe pressure be further reduced below a predetermined point, the

spring 16 will close the valve 14 and withdrawthe spindle 13 from engagement with the retaining valve; thereby permitting the .air under pressure in the chamber 3 to es cape through the spindle borel8 to the exhaust opening 5. In this position of the parts, the pressure in the train-pipe will be effective only on the closed valve 14, which is ofless area than the diaphragm 2; therecould be made within the spirit and scope of my invention.

I claim 1. In an air-brake mechanism, a casing, a diaphragm dividing said casing into a pres sure chamber and an exhaust chamber provided with an exhaust opening, means for placing the usual train-pipe and triple-valve exhaust pipe in communication with such pressure and exhaust chambers, respectively, a retaining valve controlling the communication of the'triple-valve exhaust pipe with such exhaust chamber, and a spindle carried by said diaphragm for actuating said retaining valve, said spindle being provided with a bore opening at the opposlte sides of said diaphragm and controlled by said retaining valve.

2. In an air-brake mechanism, a casing, a diaphragm dividing said easing into a pressure chamber and an exhaust chamber provided with an exhaust opening, means for placing the usual train-pipe and triple-valve exhaust pipe in communication with such pressure and exhaust chambers, respectively,-a retaining valve controlling the communication of the triple-valve exhaust pipe with such exhaust chamber, a spindle carried by said diaphragm for actuating said retaining valve, said spindle being provided with a bore opening at the opposite sides of said diaphragm and controlled by said retaining valve, and a valve of less area than said diaphragm secured to said spindle for controlling communication of the train-pipe pressure with such pressure chamber.

In testimony whereof, I aflix my signature, in presence of two Witnesses.

FREDERICK E. MARTIN. Witnesses:

W. M. MOORE, E. H. JORDAN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.