US1078065A - Drifting-valve for locomotives. - Google Patents

Description

J. SANDY. 1 DRIFTING VALVE FOE LOCOMOTIVES.

APPLIGATION FILED AUG. 17, 1910.

1 078 065, I Patented Nov. 11, 1913.

2 SHEETS-SHEET 1.

,QQFQ Jose 1k J. SANDY. DRIFTING VALVE FOR LOCOMOTIVES.

.APPLIGA-TION FILED AUG. 17, 1910.

1,078,065. v Patented NOv.11, 1913.

2 SHEETSSHEET z. v Iii, 2

3 @HOrneg;

- mechanism for loco-motives, and to this end and combinations of devices hereinafter dening down grades, its cylinders and pistpns in ra n s JOSEPH SANDY, 'OF MINNEAPOLIS, MINNEEOTA.

DRIrTING-vAnvn non LOCOMOTIVES.

l,@78,5.' Specification of .l linneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Drifting- Valves' for Locomotives; 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 has for its object to provide a simplified and improved drift valve the invention consists of the novel devices scribed and defined in the claims.

It is a well known fact that when a loco-' motive is drifting, that is, running without a supply of steam in its cylinders, as in runoperate as pumps so that the air will be sucked or pumped into the cylinders. This isobjcctionable for several reasons, among which may be mentioned the fact that the cold air thus drawn into the cylinders will unevenly contract the same and the cylinders must again be warmed up by the introduc tion of steam before the engine will again run under normal efficiency. When the steam is cut off, the cylinders are not kept properly lubricated, and furthermore, to make the matter worse, the air pumped into the cylinders will very frequently carry considerable dust or dirt which grinds the cylinders at a time when they are not lubricated.

My invention provides an extremely simple and eflicient valve mechanism and connections, whereby, when an engine is drifting, an auxiliary supply of steam to the cylinders will be afforded, thus maintaining the proper lubrication of the cylinders and pistons when drifting or when the engine is running idle.

In the accompanying drawings which illustrate the inventioin'like characters indicate like parts throughoutthe several views.

Referring to the drawings: Figure 1 is a fragmentary view partly in front elevation and partly in transverse vertical section, illustrating my invention; Fig. 2 is a transverse vertical section taken through the valve and easing of the drift valve mecha nism; Fig 3 a is horizontal section taken- Patented Nov. 1 1

Letters Patent.

Application filed August 17, 1910. Serial No. 577,651.

on the linea az of Fig. 2; and Fig. 4 i s-a horizontal section taken approximately on the line 00 m of Fig.2.

The numeral 1 indicates the boiler, the

numeral 2 one of the cylinder brackets, the numeral 3 one of the cylinders, the numeral 4 one of the steam chests, the numeral 5 one of the steam pipes, and tions of one of the side frames of the locomotive, which parts are of standard' or of any suitableconstruction.

My invention provides an auxiliary steam supply conduit or from the boiler to the steam chest and is inthe numeral 6 porby passage which leads dependent of the normal or main steam supply pipe 5; This auxiliary passage, as shown, comprises a which is shown, and made up of two sections 8 and 9 connected by-threaded'engagement at 10. The upper section 9 is provided with a laterally projecting neck 11 which, as shown, is directly connected to the steam chest 4, and is provided internally with a cylindrical seat 12, the purpose of which will presently appear. The lower section 8- is provided with a cylindrical seat 13 at is pipe 7, a valve'casing I axially alined with the cylindrical seat 12 but is of much less diameter. The steam pipe 7 is connected with the section 8 and communicates with a port 14 in one side of the intermediate portion of the cylindrical seat 13'. The upper and lower portions of the cylindrical seat 13 are connected by ports 15 and 16 and a conduit 17. Working in the cylindrical seat 13 is a tubular valve 18 provided with upper'and lower pistonlike flanges 19 and 20.

Working in the cylindrical seat l2 and secured to the upper end of the valve 18 is a valve actuating head.21 which, as shown,

is in the form of a piston head. The axial passage through the tubular valve 18 is, as shown, normally closed the gravity seated check valve 22 mounted in the head 21. This check valve 22 will permit steam to flow upward through the valve 18, but

checks the reverse flow.

The numeral 23 indicates a normally closed drip cock which is connected to the lower portion of the cylindrical seat 13.

The steam pipe 7 preferably leads from I the dome of the locomotive boiler, and is shown as provided with a normally ogen' valve 24- which, in practice, would advisa 1y be located in the engineers cab so that it .may be readily manipulated to close the mixer steam conduit when desired and therer throw the drift valve mechanism out of action. When the valve 9/1 is open, however, the drift valve mechanism, is automatic in its action, and the operation thereof will be substantially, as follows When the locomotive is driven in the ordinary way, by steam supplied to its cylinders through steam pipes 5 and steam chest s, the live steam from the chest will enter the upper section 9 of the valve casing, and acting on the upper surface of the head 21 will hold the valve 18 in the normal position shown in Fig. 2. In

this normal position of the saidvalve, the head 21 will be tightly seated, preferably on a ground seat 25 formed on the upper portion of the casing section 9. Also at such times the valve flanges 19 and 20 will'be on opposite sides of the steam admission port 14, and between the ports 15 and 16. The steam which is normally admitted into the seat 13, will be caged between the flanges 19 and 20 and will have no tendency to move the valve 18 in either direction. When the steam supply to the chests through the steam pipe 5 is cut off, by manipulation of the throttle valve in the engineers cab, and the engine is then driven forward, either by momentum or by gravity when running down grade, a suct1onor partial vacuum will be produced in the steam chest and this acting on the valve head 21 will raise the valve 18 into a position in which its flange 20 Will be above the port'16 and its flanges 19 and 20, one on each side of the admission port 14:. This will permit live steam conducted by the pipe 7 to the port 14, to pass from thence to the port 16, through the con duit 17 and port 15 to the lower end of the seat 13, and from thence upward to the axial passage in the valve 18, (the valve 22 being then lifted by steam pressure) into the upper section 9 of the valve casing, and from thence through the neck 11 thereof, into the steam chest. When the valve has been raised, as just stated, the live steam pressure on-the lower end, thereof, will be effective to hold the said valve in its raised position, until live steam is again admitted into the steam chest, through the pipes 5, by opening of the throttle valve, whereupon, the steam resi sure from the relativel large area 0 the valve head 9 will force t e said valve 18 back into its normal position shown in the drawings.

The efficiency of the device above described has been demonstrated in practice. It may be applied to the steam chest of a 1.0- comotive and connected to the boiler at comparatively small cost. Its use greatly increases t-he life of the cylinders and pistons of a locomotive by maintaining lubrication thereof while the engine is drifting and while the main supply of steam is cut off from the cylinders.

What I claim is:

1. In a locomotive, auxiliary steam supply conduits connecting the boiler to the steam chests, independently of the throttle controlled norinal steam supply connections, and dilferential valve casings and cooperating differential valves interposed in said auxiliary steam supply conduits, said valves having their large ends subject to steam chest pres sure and having a balanced portion normally closing said auxiliary conduit but arranged to be moved intoa position to open up said auxiliary conduits, by suction or partial vacuum produced in the cylinder and steam chest and acting on the large ends of said differential valves, when the engine is drifting. a

2. In a locomotive, auxiliary steam supply conduits connecting the boiler to the steam chests, independently of the throttle controlled normal steam supply connections, and differential valve casings and cooperating diflerential valves interposed in said auxiliary steam supply conduits, said valves having their large ends subject to steam chest pressure and having a balancedportion normally closing said auxiliary conduit but arranged to be moved into a position to open up said auxiliary conduits, by suction or partial; vacuum produced in the cylinder and steam' chest and acting on the large ends of said differential valves, when the engine valves. v y

In testimon whereof I afiix my signature in presence 0 two witnesses.

h V 4 JOSEPH SANDY. Witnesses:

HARRY D. Krnconn, B.-Gr. WHEELER,

said auxiliary steam supply conduits, which check valves are mounted in said differential

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