US1022052A

US1022052A - Drifting device for locomotives.

Info

Publication number: US1022052A
Application number: US63566411A
Authority: US
Inventors: Patrick Sheedy
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-06-27
Filing date: 1911-06-27
Publication date: 1912-04-02
Anticipated expiration: 1929-04-02

Description

P. SHEEDY.- 2

' DRIFTING DEVICE FOR LOGOMOTIVES.

` APPLIUATION P ILED 11111227, 1911. 1,022,052, Patented Apr. 2, 1912.

2 71 venan PATRICK SHEEDY; 0F LOS ANGELES, CALIFORNIA.

DRIFTING DEVICE FOR LOCOMOTIVES.

Specicaton of Letters Patent.

Patented Apr. 2, 1912.

Application led .Tune 27, 1911. Serial No. 635,664.

To all whom t may concern Be it known that I, PATRICK SHEEDY, a citizen of the United States, and a resident of Los Angeles, county of Los Angeles, State of California, have inventedy certain new and useful Improvements in Drifting Devices for Locomotives, Vof which the following is a specification. f

lThe object of my invention is to improve the structural form of the circulator for locomotive cylinders for which patent was issued under Number 704,130 issued July 8, 1902, to Patrick Sheedy and Alexander Campbell. In this invention the same results are accomplished as set forth in that patent, but by the new method of construction .several very important advantages are gained, not only so far as the cheapnessand ease of attachment are concerned, but also in the resultant use of the invention. These advantages may be partially summarized as follows: l

First, this invention provides a protective conduit for conducting'the air and gases of suitable temperature in circulation, from one end of the cylinder to the other. Thus the temperature of the air and gas conveyed back and forth in this manner is not lowered to such an extent as in the form shown' in the patentwhere the conducting pipe is exposed to the atmosphere.

Second, by casting the conduit with the cylinder body the mechanism can be applied much more cheaply, as the valve can be attached directly to the duct at the ends of the cylinder thus requiring no extra piping.

Third, there being no external pipe the conduit means is not exposed, and vthus not liable to damage by external means.

Fourth, the clearance space, which is very important is reduced by the improved struc-` ture to a minimum, which means economy in operating results.

These and other advantages will be explained hereinafter fully in detail.

In the accompanying drawing Figure 1 is an end view of a locomotive cylinder, partly in section, showing the application of my improved circulator for locomotive cylinders. Fig. 2 is a side View partly in section, and Fig; 8 is a vertical longitudinal section 4of the valve for controlling the circulating system.

with any type of valves for controlling the supply of steam to the cylinder. Thus in the drawing 4 represents the cylinder, having therein the usual piston, (not shown), and 5 the steam chest. Between the cylinder and the steam chest, on one side, is a horizontal rib 6, cast with the main bodyv of the cylinder and chest, which hasta cored conduit 7, extending from end to end, so that the jacket 8 of the engine-cylinder and chest surrounds and covers up this yrib or rcored body. At each end of this conduit 7, is a port 9, communicating with the cylinder,

and each end of the conduit has attached thereto a controlling valve ,shell 10, which has aflange 11, by means of which it may be secured to the endof the cored rib. The body of t-he valve which projects out from the flange has within it a tubular piston 12, to carry the rodr13 of a valve 14. This valve is seated against the end of the conduit 7, and the location of the valve is such that the normal working pressure of the live steam or exhaust of the cylinder will close or seat the valve.

The inner end of the valve shell has a closure cap 15 through which the piston 13 of the piston 12, so that if` no pressure.

should be exerted inwardlyagainst the piston 12, the action of the spring would be to unseat the valve 14. As, however, a steam pipe 17, leads'from the steam chest to the outer end of the valve shell, it is obvious that when live steam is admitted to the steam chest its pressure against the piston 12 will be sufiicient to seat the valve 14, but when steam does not enter the steam chest and the locomotive is running free the valve 14 is unseated by the action of the spring, so that there is a direct free passage from one end of the cylinder to the other, which constitutes a by-pass integral with the cylinder casting.

The outer end of the valve shell 10 has a drain-cock 18, and the pipe 17 from the steam chest has a valve 19, so that steam may be kentirely cut olf from the circulating valve 10.

It isl obvious that the structure herein set forth greatly simplifies and cheapens the application of a circulating system, and

dispenses not only with the exposed pipe but `jacket of the cylinder, and not on the outer end of a projecting pipe as shown in the former patent alluded to, and I do not, therefore, add the volume of the space in the pipe between the end of the cylinder and valve to the clearance at the end of the cylinder. ,r

The conduit connecting one end of the cylinder with the other destroys the vacuum at each end of the cylinder as the piston leaves it. In the absence of this air circulating conduit, the receding piston creates a vacuum at the end of the cylinder from which it is receding at a time When the main valve covers the ports. The vacuum which is the result of this piston movement, in the absence of the circulating conduit, would be supplied from the smoke arch through the exhaust pipe and cavity. The result is the introduction of hot smoke, gas and cinders as Well as increased consumption of fuel, due to the draft produced on the fire to supply this vacuum.

What I claim as nevv is 1. A locomotive cylinder having a circulating conduit cast With the cylinder, and having a cored port communicating directly between the end of said circulating conduit and the cylinder.

2. A. locomotive cylinder having a circulating conduit cast with the cylinder and a cored port communicating directly between the end of said circulating conduit and cylinder, and a controlling valve attached at each end directly to the conduit.

3. An engine cylinder having a by-pass from one end of the cylinder to the other end, said by-pass being integral With the cylinder casting, and a valve at each end of the by-pass, so located and arranged that when the engine is running free the steam or air Within the cylinder Will exhaust from one end of the cylinder to the other through said by-pass. I

1. An engine cylinder having a bypass' from one end of the cylinder to the other end, integral with the cylinder casting, a valve at each end of the by-pass so arranged that When the engine is running free the steam or air Within the cylinder Will exhaust back and forth from end to end through the by-pass, and a high pressure steam connection leading to and adapted to normally seat each valve in the by-pass.

5. The combination with a locomotive cylinder, of a circulating conduit cored through the cylinder body, and provided with a port at each end of the cylinder communicating With the circulating conduit, a valve at each end connected directly With and seated against the ends of the conduits, the valve stein having a piston with a retractile spring to unseat the valve, and a pipe connection With the steam chest of the cylinder to normally seat said controlling valve.

Signed in the city and county of Los Angeles, State of California, this 26th day of May, 1911, in the presence of Witnesses.

PATRICK SHEEDY. lVitnesses:

J. S. ZERBE, F. Gr. HENTIG.

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