US918179A - Automatic retaining-valve. - Google Patents

Description

C. MARTIN & M. BEASLEY.

AUTOMATIU RETAINING VALVE. l

' APPLICATION FILED SEPT. 28, 1907.

' i Tij-1 `Patented-Apr. 13, 1909.

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APPLIOATION FILED SEPT. Z8 1907. 918,179.

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Patented Apr". 13, 1909.

CALVIN MARTN ANDMIKE BEASLEY, OF DIGKSON, TENNESSEE.

AUTOMATIC RETAINlNG-VALVE.

Specication or" Letters Patent.

Patented April 13, 1909.

Application filed. September 28, 1907. Serial No. 394,974.

T o all whom if may concern:

Be it known that We, CALvIN lrianTiN and l-.iixn BnAsLnr, both citizens of the United States, and residents of Dickson, in the county of lickson and State of rennessee, have invented a new and improved Automatic Retaining-Valve, of ..vhich the following is a full, clear, and exact description.

The invention relates to fluid pressure brakes of the llestinghouse and like types, and its object is to provide a new and improved automatic retaining valve, arranged to allow of recharging the auxiliary reservoir without releasing the brakes, thus preventing the acceleration of the train, especially when running doivn a steep grade.

The invention consists of novel features and parts and combinations of the saine, which will be more fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings forming a part of this specification, in .vhich similar characters of reference indicate corresponding parts in all the vieivs.

Figure 1 is a sectional elevation of the iinprovement showing the valve in normal open position when the brakes are released; Fig. 2 is a like view of the same, showingI the valve in position when the brakes are set and the auxiliary reservoir is to be recharged, and Fig. 3 is a transverse section of the same on the line 3 3 of Fig. 2.

The casing A of the automatic retaining valve is connected by a pipe B with a pressure retaining reservoir C, and the said casing A is also connected by a pipe D vcith the train pipe and by a pipe 'with the exhaust of the triple valve of usual construction.

In the casing A is arranged a cylinder F, into the outer or left-hand end of which opens the pipe D, and in the said cylinder F reciprocates a piston G. lhe other end of the cylinder F opens into the valve chamber H, provided in its bottom with a valve seat .H for a slide valve l to travel on, and which slide valve has its under side provided with a cavity l for connecting the pipe iviththe exhaust port E formed in the casing A and leading to the atmos here. A springI J presses the slide valve to hold it to its seat H', and the stem I2 of the slide valve I is rigidly connected with the piston G, so that When the piston G is shifted the slide valve I moves bodily With thel same. Into the valve chamber H opens the pipe B. The inner end of the cylinder F is provided with a feed groove F', so that when the parts are in the normal open position illustrated in Fig. l, then the train pipe pressure can pass by ivay of the pipe D into the outer end of the cylinder F and by Way of the feed groove F and the inner end of the cylinder F to the valve chamber H, from which the train pipe pressure can pass by Way of the pipe B into the pressure-retaining` reservoir C. Thus the pressure-retaining reservoir C is normally charged with train pipe pressure.

-"flhen the parts are in the normal position shown in l, then the cavity l connects the triple valve exhaust to the atmosphere by way of the pipe E, the cavity l and exhaust port E, the brakes then being` released, and when it is desired to set the brakes the engineer reduces the pressure in the train pipe by manipulating the engineers valve correspondingly and in the usual manner, and When a reduction of air in the train pipe takes place then a like reduction of air takes place in the left hand end of the cylinder F, whereby the preponderance of pressure from the pressure-retaining reservoir C and exerted against the inner face of the piston (l, causes the latter to travel in the cylinder F from the right to the left to the position shown in Fig. 2. The movement of the piston G from the right to the left moves the valve l in the same position, so that the triple valve exhaust is cut O from the atmosphere and the pressure in the brake cylinder is retained. During the time the retaining1 valve is held in the closed position, the' auxiliary reservoir is recharged to its normal braking pressure by the engineer moving;` his valve into running` position, it being` understood that the piston G and the valve l are unaffected while recharging; the auxiliary reservoir, as the position of the engineers valve allows the main reservoir pressure to feed into the train pipe gradually and to force the triple valve to release position, thus recharging the auxiliary reservoir.

In order to release the brakes, the engineer moves his valve into full release position, so that an excess pressure of say thirty or forty pounds, passes from the main reservoir into the train pipe, thus increasingA the usual train pipe pressure (70 pounds) to about 20% above that of the pressure-retaining reservoir C. This excess of pressure in the train lill'.

pipe over that in the pressure-retaining reserl voir C, acts on the piston G and forces the same in the cylinder F from the left to the right back into normal position, so that the valve I is also moved back to normal open position, thus connecting the triple valve exhaust with the atmosphere. The air retained in the brake cylinders nov7 esca es to the atmosphere from the triple valve ex iaust by way of the ipe E, the cavity I and the port E', thus relleasing the brakes.

From the foregoing it will be seen that the slide valve I is normally open, is closed on setting the brakes, is unaffected on recharging the auxiliary reservoir and is moved to o en position on releasing the brakes. By t e use of the pressure-retaining reservoir C no Waste of air ressure is had. It will also be noticed that t ie automatic retaining valve has nothing to do with the applying of theV brakes, and the engineer can apply the brakes on descending long grades and put the engineers valve 1n running position and recharge the train, without releasing the brakes or setting the brakes harder. Thus by the use of this device a train of cars can be run down a steep grade in perfect safety. It

.Will further he noticed that the automatic retaining valve does not allow the brakes to release until the engineers valve has been moved to full release position, and the valve I has been shifted into open position so as to allow the air pressure to exhaust from the brake cylinder by way of the triple valve exhaust ipe E, cavity I and port E. Vhen this talies place the brakes release romptly. The automatic retaining valve s own and described is very simple, durable in construction, and capable of ready attachment to the iluid pressure brakes as now constructed.

valve exhaust and the pressure retaining' Y reservoir, a reciprocating piston in the casmg, said piston v controlling communciation between the trainpipe and the pressure retaining reservoir and controlled by the pressure from the said train pipe and reservoir, and a slide valve in the casing and moving with the piston, the valve normally opening the triple valve exhaust to the atmosphere and moved into closed position by the piston on setting the brakes.

2. An automatic retaining valve for lluid pressure brakes, comprising a valve chamber having a seat in its bottom through which open two ports, one leading to the atmosphere and with the other of which the triple valve exhaust is connected, the said chamber being connected with a pressure'retaining reservoir, a slide valve in the chamber,

and having a cavity in its under face, a cylinder at one end of the valve chamber and having a feed passage at its inner end, the cylinder being connected with the train pipe7 and a iston in the cylinder and secured to the va ve.

In testimony whereof we have signed our names to this specication. in the presence of two subscribing witnesses.

CALVIN MARTrN. MIKE BEASLEY.

Witnesses W. M. CHOATE, W. L. JACKSON.

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