US1198415A - Locomotive drifting-throttle. - Google Patents

Description

w. 1.1. CASEY 1 G10/Ivm. LOCOMOTIVE DRIFTING THROTTLE. APPLICATION FILED OCT. 6. 1914.

1,1 98,41 5. y 11116111011 Sept. 19, 1916.

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V y Z3 f2? @n F Q 0 f6 F/. 2. 12? a 2? M SSS M /m/e/r/a/'s 3/52 3y i937 M d @my *miren eine. -afriinr WILLIAM F. E. ASEY AND GUSTAVE CAVIN, 0F KINGSTON, NTARIO. CANAD.

LOCMUXIVE- DBIFTING-THROTTLE.

i Specification of Letters Patent.

iatented'ept. 179, 1916.

i Application led Gc'tebcr 6, 1914. Serial No. 865,272.

To all wko/m. it 71mg/ concern. l

Be it known that we, lVILLiAM F.' J. CAsn air-nil Gnsravi: C iviN, hothcitizens of the Dominion. of Canada', and residents of the city of Kingston,`in the Province of Ontario and Dominion of lQanada, have invented certain new find useful. Improvements .in Locomotive Driftingllhrottles. of which they following is :i full, clear, and exact (le.- srription.

This invention relates to improvements in driftiiig,throitles for ioconiotives.

A further object to provide ii valve. eir tirelv automatic and positive in its opera.- tiontliat .vill admit a limited amount of steam to the valve chest for cooling pnl'- poses as soon tl'ie throttle is closed if the locomotive is in motion, and will cut ofi' 'this supply .of steam when the .mot-ion or' thc locomotive ceases.

Another object; is to provide a,v device which maj,y he connected' to @ny suitable moving part of a locomotive so as to be governed by the movement 0f the. llicomotivc.

Various other obje-cts and advantages of the device will be apparentifromthe following description.'

At the present time, the majority of locomotives use'supeheated steam' with the rcsnlt that the normal temperature of the relatively moving parts exposed to thesteain is vervhigh. lVhen the throttle'is closed and the locomotive still in motion, friction develops very high temperatures of the working surfaifes with 'destructive and disastrous results. The principal cause of this is that there is no how of steam through theexhaust outlets to carry o' frictional heat5 so that n rise of temperatureoccurs very' rapidly. The cessation of steam flow is usually aC- companied by a cessation of lubricatingoil flow, so that with the high normal tempera.-

ture, the working parts become. almost instantly dry. 'lhi` coi'idition vhan been discuss-:ed :it great length in viiiions technical worke and in. variousprior patent specifications7 so that further exposition of the sinh- 'ict' is unnecessary. VThe patented inventions which have been produced are of nnnilierless varieties, Ybut in lthe main may he divided intov tivo classes;l those which Noi-lc semi-aixtoiimticall3/-that isto Sali", require Sonie initial manually performedstarting or stopping. operation, :1nd those which work either entirely automatically or ssen'iilantoM matically using :is a :noti ve force the vacuum sentie-ls mentioned Willbe'iap'parcnt drawn in the' locomotive Cylinder ivhen'the engine is in motion. While a number'of -theee devices have been placed in operation and may he theoretically perfect, it hashe'enl found in practice that there is room forcensidei'able improvement. :l Experience -i has den'ionstrated certain essentials,fnamelv,v the.

device must he entirely automatic in'its action, must he of simple and duiable'feonstmci.

tion, and must he so connected with the loc0-.

motive that it cannot be' inadvertently ren# dered inoperative. If the' device` 'is not purely automatic in its action,theeniineer may neglect to start the saine in opcratioiniwith the possible resultant burning Lof the cylinders and valves, or mayneglect to stop the saine. with the result that aftertl-ie loco-- motive is stopped, a Sup-ply of ste-ain gradually accumulates in the cylinders sufficient?? The present inventioirnieete "these essential features, and provides' a; 'valve of-"tle` siifi'iplest construction, depending for its mofv tive fore-e upon fluid preSsurel-giiertted by the movement of' the enginefii'i' a'"continn' oiiely operating compressor, so ai -axlgedthat it cannot be inadvertently stopped. i Tlejde'xv vice thin: operates iuitomatically byposi'tive pi'es'vziire, and not hy'a negative pressure, so

that it will lie absolutely.reliable.

ln the drawings which illustrate" the invention: Figure is a fragmentary side elbvation of a locoinofgiveiillustra-ting?ditgrainniatirally thc :.ittachnmnt of the drifting throttle. liig. is a vertical sectional 'view ofthe. throttlei ln Fig. 1, the arrangement of the" parts*l i 'ainmatically shown. 'lllievalve'vvill lily he Sonie diere near the-center line locomotive hete-'eeen the valve Chests i. supply to cach valve `chest`,'iistead the outside as "hewn, i Referring more particularly to" tlie'fdraw ings, il .fl-'.iignates the boileru of' iil"oco1n0 tive .l2 the; steam chet, and j1,3' tliefSten-ni sinjylj; pipes ieading'froni a superhealier in the smoke boxto the vnlvechests andi il designate the valve geni' rocker.

The device consists generally of a valve 16 having a steam supply pipe 17 leading directly from the boiler, and a second steam supply pipe 13 leading from some point between the throttle and valve chest. The valve is connected by a pipe 19 with a small compressor 20 continuously operated by the valve gear rocker 14 or other suitable part of the engine. The valve is finally connected of pipes 21 with the valve chests. The valve 16 is of extreme simplicity, and consists of a easing 22 having at the top suitable connections 23 for the steam delivery ipes 2l. A valve is arranged in the )ody between the supply pipe 17 and the delivery pipes Q1, and is arranged to remain lnormally closed both by the action of gravity and by boiler pressure on its larger upper surface. The stem 2G of this valve depends into the lower part of the casing, which is separated from the steam supply and delivery passages. In the lower part of the casing is a free-moving piston 27 adapted on its upward movement to engage the valve stem 2G and lift the valve 25. The space above the piston is provided with a vent 2S to permit the escape of any fluid leaking past the piston.

The bottom of the casing 22 is closed by a head 29 having a passage 30 connecting the pipe 19 with the space under the piston 27. A branch passage 31 extends laterally from the passage 30 and is provided with a plurality of outlets 32 normally isolated from the passage 30 by a valveI 33, the spindle 34 of which traverses the passage 30 and eX- tends into a small cylinder 35 on the opposite side thereof. The valve 33 may be maintained in closed position by a spring 36. A piston 37 is provided in the cylinder and may be held out of engagement with the valve stem 3l by a spring 33 and b v pressure flow through the passage 35) leading from the passage 3() into the cylinder The steam may be supplied on top of the piston 37 through the pipe\ll to move the piston in the cylinder 35 and open the valve 3Q. The piston at its extreme movement rests on the seat l0 and prevents leakage of steam pressure through the passage 39 to the piston 27 or to the outlets 32.

The operation of the device is extremely simple and will be readily understood. The position of valve parts shown in the drawings is that which occu-s when the locomotive is running with the steam supplied to the cylinders in the usual manner. The eX- ertion of pressures is as follows:-Steam from the supply pipe 17 maintains the valve 25 closed. so that no steam flow occurs through the pipes 21. Steam pressure from one or both steam supply pipes 13 flowing through the pipe 18 acts against the head of the piston 37 and holds the same on the seat 40, thus holding the valve 33 open. This condition occursV against the action of the springs 3G and 3S. Fluid pressure generated by the compressor 20 flows through the pipe 19 to the passage 30, and from the passage 3() through the open valve and out to the atmosphere through the opening 32, so that in this condition, the compressor is running idle and utilizing no more power than that required to overcome friction. lVhen the engineer @loses his throttle, the steam supply and pressure are cut oil' through the pipe 18, and in fact, operation of the engine pistons may tend to produce' a partial vacuum in this pipe. The spring 36 Closes the valve 33 and the spring38 presses the piston 37 off its seat 40, relieving the valve stein 3l of any work in moving the piston. The only escape for the fluid pressure plied by the compressor 20 is now through the passage 30 to the underside of the piston 27. The piston 27rises, and engaging the stem E2G of the valve 25, raises this valve against the boiler pressure, owing to the much greater area of the piston 27.. Nonsuperheated steam now flows from the pipe 17 through the pipes 21 to both valve chests 12, and supplies suflicient steam to partially lubrieate the working surfaces and to carry off the heat generated by `friction. This supply of steam also has the efect of partially relieving any vacuum in the engine cylinders. It will be apparent that a certain amount of this steam pressure will now flow through the pipe 18 and press against the head of the piston 37, but owing to the small flow of steam and its subsequent expansion, the pressure of air flowing through the pas sage 39 against the underside of the piston will be sufiicient to keep it free from the valve stem 34.

As long as the locomotive ren'iains in inotion, the compressor supplies fluid pressure to maintain the piston 27 elevated and the valve 25 open. As soon, however, as the iocomotive stops, the supply of fluid pressure ceases and leakage past the piston 27 soon enables boiler pressure and the action of gravity to close the valve 25, and eut of? steam How to the vgllve chests through the pipes 21. Leakage past the piston 27 escapes through the vent 28, so that there .is no resistance to the rise of the piston when steam is next eut off at the throttle.' As soon as steam is turned on at the throttle to start the locomotive, pressure through the pipe Q1 returns the valve 331and piston 37 to the positions shown in Fig. 2. I

l/Vhile the compressor has been shown ai:n taehed for continuous operation to the roeker of the outside valve gears at present in genn eral use, it is obvious that it may be located at any other suitable point.

It may be mentioned that the use of the spling 38 is not essential as this spring is merely a supplement of the steam pressure.

Having thus described our invention, what We claim is 1. 'In a device of the class described, a normally closed diferential valve, continuously discharging pressure fluid adjacent thereto exhausting freely to the atmosphere, and automatically operable means "nr diverting said pressure fluid to open said valye comprisin a normally closing valve for controlling t e exhaust of said pressure fluid and varlable pressure means for controlling the opening of said second named valve.

2. In a device of the class described, a normally closed differential valve, continuously discharging pressure fluid adjacent thereto exhausting freely to the atmosphere, and automatically operable means for di# verting saidpressure from exhausting to open said valve and back to exhausting comprising a, spring closed valve for controlling the exhaust of said pressure means for rendering said spring operative and inoperative to close `said second-named valve.

3. In a device of the class described, a normally closed differential valve, continuously discharging pressure fluid adjacent thereto exhausting freely to the atmosphere,

and automatically operable means for diverting said pressure to o en said valve comprlsing a secondary di erential valve controlling the exhaust of said pressure,

means operable-upon said secondary valve in one directionrto normally close the.i exhaust and means operable in another direc tion to maintain said exhaust open.

4. In a device of the class described, a normally closed`differential valve, a pressure pipe communicating with said valve, aust valve to the atmosphere for said an ex pressure pipe normally open, a high pres-- sure steam pipe, and means whereby cessa tion of pressure in the high pressure steam pipe closes said exhaust valve whereby pressure from said pressure pipe opens said differential valve.

5. In a `device of the class described, a. casing provided with a steam supply pipe, steam conducting pipes communicating therewith, a valve held normally closing said supply pipe, a piston operatively connected with said valve to open it, a pressure pipe communicating with said piston, an exhaust valve to the atmosphere for said pressure pipe normally open, a high pressure steam pipe, and spring means whereby cessation of pressure 1n the high pressure steam pipe closes said exhaust valve whereby pressure from said pressure pipe moves said piston and opens the steam supply valve to ermit steam to pass into the steam conducting pipes. l

n witness whereof, we have hereunto set our hands, in the presence of two witnesses.

WILLIAM F. J. CASEY. GUSTAVE CAVIN. Witnesses:

FRED A. HANEGAN, B. A. KELLY.

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