US637134A - Retaining-valve. - Google Patents

Description

No. 637,I34. Patented Nov. I4, |899. J. S. LAPISH.V

RETAINING VALVE.

(Application led Feb. 1, 1899.)

2 Sheets-Sheet l.

(No Model.)

:awww

W/ TNESSES A from/E Ys.

TH: Nnnnjs PETERS co.. PNoroLlYuo., wAsmNomN. D. c.

No. 637,134. Patented Nov. 14,1899. .1. s. LAPlsH.

RETAINING VALVE.v

(Application med Feb. 1, 1899.) (No Model.) 2 Sheets-Sheet 2,

mi-lx Ayn /N VENTO/9 'me nonms bzrsns cu, PHQTDMTHQ., wnsmNemN, n. c.

UNITED STATES PATENT OFFICE.

JOSEPH S. LAPISH, OF AMERICAN FORK, UTAH, ASSIGNOR OF ONE-HALF TO ULYSSES G. MERRILL, OF SAME PLACE.

RETAlNlNG-VALVE.

SPECIFICATION forming part of Letters Patent No. 637,134, dated November 14, 1899.

Application led February 1, 1899. Serial No, 704,145. (No model.)

To a/ZZ whom tmotg concern: y Be it known that I, JOSEPH S. LArIsH, of American Fork, in the county of Utahand State of Utah, have invented a new and Imthe auxiliary reservoir is recharged.

The invention consists of novel features and parts and combinations of the same, as will be fully described hereinafter and then point-ed out in the claims.

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

Figure 1 is a sectional side elevation of a quick-action freight triple valve provided with the improvement and with the'triple valve shown in running position, the section being onv the line 1 1 in Fig. 4. Fig. 2 is a transverse section of the same on theline 2 2 in Fig. 1 and with the lower portion of the triple valve omitted. Fig. 3 is an inverted plan view of the triple valve. Fig. 4 is a sectional plan view of the improvement on the line 4 4 in Fig. 2. Fig. 5 is a sectional side elevation of part of the improvement with the triple valve in an emergency-application position. Fig. 6 is a like view of the same with the triple valvel in the service-application position. Fig. 7 is a similar view of the same with the triple valve in ordinary running position, the section being on the line 7 7 in Fig. 4; and Fig. 8 is a transverse section of the same on the line 8 8 in Fig. 6.

The triple valve is provided with the usual triple-valve bodyAand a slide-valve B, moving over a slide-valve seat C, having the usual ports ab o for making the regular connections with the brake-cylinder, the emergencypiston chamber, and the exhaust-port, respectively. The brake-cylinder exhaust-port c instead of opening to the outer air connects by a pipe D with a chamber E', formed at one end of a retaining-valve cylinder E, secured to or forming part of the triple-valve body A and preferably arranged transversely thereon, as is plainly indicated in Figs. 2 and 8. The chamber E' connects with the interior of the cylinder E by a series of ports da short distance from the closed end of the cylinder, the other end E2 of the cylinder E opening to the outer air to permit the air-pressure from the brake-cylinder to pass through the cylinder E to the open air, as hereinafter more fully described.

In the cylinder E is mounted to travel a piston F, having a piston-rod F', on which is coiled a` spring F2 for normally holding the piston F against a head E2, closing the forward end of the cylinder E. (See Fig. 2.) In the head E2 is arranged a port e, leading to a chamber E4, formed in the cylinder and connected by a pipe G with a port f, leading to the valve-seat and adapted to register with a longitudinal channel g, formed in the slidevalve B and opening into a port h, controlled by the usual graduating-valve H and adapted to be closed by an additional spring-pressed check-valve Las is plainly indicated in Fig. 1.

At one side of the port f is arranged a leakport t', leading through the triple-valve body to the outer air and adapted to register with the channel g, previously mentioned, the said channel being also adapted to register with another port k on the other side of the port f and connected with a pop-valve J. (See Fig. 4.) Thus the three ports f, t', and lo are adapted to register with the channel g.

' Theoperation is asfollows: When thetriple valve is in the ordinary running position, as

illustrated in Fig. 1, then the port f is closed to the port h by the graduating-valve H,

and as there is no air in the cylinder E the piston F standsin its forward position by the action of its spring F2, as shown in Fig. 2. When the engineer moves the engineers valve for service application and the Slide-valve B IOO chamber E4, and the port e into the forward end of the cylinder E to force the piston F therein outward, as indicated in Fig. 8, the piston compressing the spring F2, as shown, at the same time passing beyond the port d to disconnect the brake-cylinder from the outer air. As soon as the auxiliary pressure is reduced below train-pipe pressure the grad uating-valve H closes and also the check-valve I, so that no more air-pressure is supplied to the cylinder E, it being understood that the check-valve I prevents air from passing from the brake-cylinder to the cylinder E when the slide-valve is in service-application position. Only a small amount of air leaks through the port t' to the outer air, and it is open when the slide-valve is in service position, and if the engineer restores pressure in the trainpipe before sulIicient air has leaked out of the cylinder E to allow the piston F to pass beyond the ports d then the pressure in the brake-cylinder will not be released, as it will be retained by the piston F in said cylinder E by way of the pipe D, port c, slide-valve B, and port a, and the auxiliary reservoir can then be recharged without the release of the brakes. Vhen the triple valve is in service position, the air in the cylinder E gradually leaks out by way of the port e, chamber E4, pipe G, portf, channel g, and port i, so that the piston F gradually returns to its normal position by the action of the spring F2, and when the piston passes the ports d then the brake-cylinder can exhaust by way of the pipe D and cylinder E to the outside to release the brakes.

If immediately after application of the brakes has been made pressure is restored in the train-pipe before the air in the cylinder E has suiiiciently leaked out to permit the spring F2 to move the piston F past the port d, then the port z' in the slide-valve seat will be closed, thereby stopping all the leak, and the pressure in the brake-cylinder will remain connected with the cylinder E, thus keeping the piston in an outer position and at the same time preventing the escape of air from the brake-cylinder, thus permitting the recharging of the auxiliary reservoir without releasing the brakes. If now a slight additional application of the brakes is made, the slide-valve will again be brought to serviceapplication position, and the port i will again be opened, and air will leak out of the cylinder E, and the pistou F will return to its normal position by the action of its spring, so that the air can escape by the brake-cylinder to the outer air by way of the cylinder E for release of the brakes.

In order to prevent excessive pressure from accumulating in the brake-cylinder by repeated recharging without releasing the brakes, use is made of the pop-valve J, the port 7c of which connects with the channel g, registering with the port f to allow escape of excess pressure from the brake-cylinder by way of the cylinder E, it being understood that the pop-valve is set to open at the pres# sure slightly above the pressure in the brake cylinder on an emergency application. For instance, if a train of cars only part of which is provided with this retaining device is moved down a long heavy grade and the brakes on the cars which are not provided with this retaining device are repeatedly applied and released without releasing the brakes on the cars provided with this device, then enough pressure will accumulate in the brake-cylinders and auxiliary reservoirs of such cars to prevent the operation of the tri ple valves, and thereby prevent the release of said brakes and cause sliding of the wheels. To avoid this7 the p`opvalve J is provided, and which pop-valve connects with the brakecylinder when the slide-valve is in release position by way of the port 7c, channel g, port f, pipe G, chamber E4, port c, cylinder E, ports d, chamber El, pipe D, port c, slidevalve B, and port a. The portfmust belarge enough to allow the shortest opening of the graduating-valve II to cause the piston F in the cylinder E to be forced to the farther end of the cylinder, while the porte` must be sufiiciently small to allow but a few seconds of time to elapse before the piston F reaches its normal position against the head E3 of the cylinder after the piston has been driven out ward, as above explained.

When the slide-valve Bis in the release position, then the port i is closed, and when said slide-valve is in application position the port k is closed, thus disconnecting the pop-valve J from the brake-cylinder, said pop-valve being only connected with the brake-cylinder when the slide-valve B is in release position.

In case the train-pipe separates or the pressure is sufficiently reduced to compress the graduatingspring in the drain-cup, then the three ports f, t', and 7c are closed and the pressure-retaining device is entirely disconnected IOO IIO

from the brake-cylinder and auxiliary reservoir, and consequently the pressure-retaining device in no way impairs the speed or efficiencyof the brake, except to prevent an immediate release of the brakes after service application has been made until the air in the cylinder E has had time to leak out.

The device can be used whether all or only a part of the cars in a train are equipped with the device, and it is not necessary that all the cars equipped with the device be coupled next together and coupled to the engine, as the device will work on one or more cars placed in any part of the train, the working of the device depending entirely on the operation of the triple valve.

The advantage claimed for this retaining device is that all the pressure except excess of pressure, as above mentioned, can be retained in the brake-cylinder while the auxiliary reservoir is being recharged, and when the train descends a heavy grade it will obviate the danger of the engineer losing control of the train and at the same time allow the engineer to make a complete release of the brakes when desired.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. A retaining-valve for a brake-cylinder, comprising a cylinder forming the escape for the brake-cylinder, and having connection by a triple-valve slide-valve with the auxiliary reservoir, and a spring-pressed piston in said cylinder, and adapted to be forced outward by the pressure from the auxiliary reservoir, to close the brake-cylinder escape, said pis ton being also adapted to return by the pressure of its spring, to open the brake-cylinder escape, substantially as shown and described.

2. A duid-pressure brake, provided with a triple-valve slide-valve having a channel for connection with the auxiliary-reservoir pressure, said channel being controlled by a graduating-valve in said slide-valve, and adapted to register withsports in the slide-valve seat, one of the ports leading to the outside, a retaining valve cylinder having connection with the other of said ports in the slide-valve v seat, and also connected with the brake-cylinder exhaust, and a spring-pressed piston operating in said cylinder and arranged to be forced outward by pressure passing through the channel from the auxiliary reservoir, said piston normally standing by the pressure of its spring past the brake-cylinder escape, to allow the air from the brake-cylinder to pass to the outside, substantially as shown and described.

3. A duid-pressure brake, provided with a triple-valve slide-valve having a channel for connection with the auxiliary-reservoir pressure, said channel being controlled by a gradv uating-valve in said slide-valve, and adapted to register with ports in the slide-valve seat, one of the ports leading to the outside, a retaining Valve cylinder having connection with the other of said ports in the slide-valve seat, and also connected with the brake-cylinder exhaust, a spring-pressed piston operating in said cylinder and arranged to be forced outward by pressure passing through the channel of the auxiliary reservoir, said piston normally standing by reason of the pressure of its spring beyond the brake-cylinder escape, to allow the air from the brakecylinder to pass to the outside, and a popvalve in a separate port in the slide-Valve seat, the port being adapted to register with said channel, substantially as shown and described.

4. A retaining-valve for a brake-cylinder, comprising a cylinder forming the escape for the brake-cylinder, and having connection by a triple-valve slide-valve with the auxiliary reservoir, a spring-pressed piston in said cylinder, and adapted to be forced outward by the pressure from the auxiliary reservoir, to close the brake-cylinder escape, said piston being also adapted to return by the pressure of its spring, to open the brake-cylinder escape, and a check-valve in the slide-valve,v for disconnecting the brake-cylinder and the retaining-valve cylinder by way of the slidevalve, as set forth.

JOSEPH S. LAPISH.

Witnesses:

JAMES W. PRESTON, ROBT. WALKER.

Images