US1262864A - Lubricator. - Google Patents

Description

H. M. STEVENS.

LUBRICATOR.

APPLICATION FILED 11116.15. 1911.

Patented Apr. 16,1918.

3 SHEETS-SHEET I.

H- M. STEVENS.

LUBRICATORQ APPLICATION FILED AUG-15- l9l7- Patented Apr.16,1918. v.

' a SHEETS-SHEET 2.

glummtoz H. M. STEVENS.

LUBRICATOR.

APPLICATION FILED AUG-l5. ism.

- 3 SHEETS-SHEET 3- HOWARD 1V1. STEVENS, 0F PQCATELLO, IDAHO.

LUBRICATOR.

Specification of Letters Patent.

. Patented Apr. is, rare.

Application filed August 15, 1917. Serial No. 186,379.

To all "whom it may concern Be it known that I, Howann M. Srpvnns, a citizen of the United States, residing at .Pocatello, in the county of Bannock and State of Idaho, have invented certain new and useful improvements in Lubricators, of which the following is a. specification, ref erence being bad to the accompanying drawings.

This invention relates to lubricators, and has for its primary object to provide a lubricating apparatus particularly designed for use in connection with that type of locomotive employing superheated steam, which is constructed to automatically operate when the throttle is opened and closed to constantly supply the mixture of oil and condensed steam to the steam chest valves and It is also another important object of the invention to provide means actuated by the steam from the valve chest for forcibly feeding the mixture of lubricating oil and condensed steam.

And it is another object of the invention to provide a lubricating apparatus which can also be advantageously employed for the proper lubrication of the pump cylinders and pistons of the air brake apparatus and also for the lubrication of the wheel flanges of the locomotive.

It is likewise a further general object of my invention to provide a system of lubrication as above characterized, which is rela tively simple, can be produced at small manufacturing cost, and applied to locomotives of the present construction without necessitat-ing any material alterations therein, and which will also be very reliable and positive in its operation.

lVith the above and other objects in view, my invention consists in the novel features of construction, combination, and arrangement of parts to be hereinafter more fully described, claimed, and illustrated in the accompanying drawings, in which:

Figure 1 is a semi-diagrammatic elevation illustrating the application of my improved forced speed lubricators to the steam valve chests of a locomotive;

Fig. 2 is an enlarged vertical sectional view through one of the lubricators;

Fig. 3 is a vertical section through one of the piston cylinders and steam chest with the lubricator applied thereto;

Fig. 4. is a horizontal section taken on the line i4 of Fig. 2

Fig. 5 is a horizontal section taken on the line 55 of Fig. 2;

Fig. 6 is an elevation, partly in section, showing one of the lubricators applied to the pump of an air brake system; and

Fig. 7 is a plan view illustrating the application of the lubricator for the purpose of lubricating wheel flanges.

In the use of locomotive engines of. the superheater type, wherein superheated or dry steam is employed for operating driving pistons, with the present method of lubrication the lubricator which supplies the oil is located in the cab at a higher elevation than the steam chest. so that the oil supply line pipe is disposed at an angle of about 25. The oil supposed to flow by gravity to the steam chest and through the ports into the piston cylinder. lVhile the throttle is closed and there is no steam pressure in the chest, this gravity system of lubrication will opcrate, but when the throttle is opened, a dry superheated steam is admitted to'the steam chest, there is a back pressure in the oil pipe line, and the oil flows downwardly through the dry steam until it meets the water condensed from the steam a short distance from the steam chest, when further descent of the oil will be checked. The oil pipe will continue to fill up without any feed of the oil to the steam chest. If the steam supply for the operation of the locomotive continues for some time, the cylinder rings will become red hot. the piston will also get hot, and the packing will burn out and the valve bushing will begin to out. When the throttle is closed, there will be a sudden release of the oil into the hot cylinders and upon the valves, and the oil will be converted into a gas which may cause an explosion. This explosion, if it occurs when the drive rod connection is passing dead center, may shoot off the main crank pin, or, on the other hand, while the engine is driven, the oil may burn into carbon and the cylinders become so hot that this carbon will be ignited and drop down in the cylinders and result in the grinding out of the cylinder rings. The excessive friction between the engine piston valve chest and piston cylinder and which will further operate to cool the piston and cylinder while the engine is driven thus 're lieving the piston rings of high frictional wear and enabling a less expensive grade of metal to be employed in these rings.

In the accompanying drawings, 1 have illustrated one embodiment of the invention and also disclosed several different applications thereof. It is to be understood, hourver, that the drawings are for illustrative purposes only and the lubricator may be otherwise mounted and arranged than as therein shown, and is also susceptible of being employed in many other instances where a forced feed lubricator of this type would be desirable.

Referring now more particularly to Figs. 1 to 5 inclusive of the drawings, C designates the engine cylinder, P the driving piston therein, S the steam chest, and V the steam supply valve operating in said chest. The feed pipe ll extending from the boiler of the locomotive is tapped into the top of the steam chest.

The lubricator 7201* 36 includes a head generally designated by the numeral 5, with which a cylindrical wall 6 is integrally formed, said wall providing a chamber to receive a piston 7. The lower end of this wall is threaded extcriorly for the connection of a coupling member 8 thereto, whereby the lubricator head is connected to the upper end of a pipe or nipple 9 tapped into the wall of the steam chest S. The head 5 is further formed with a central, downwardly extending portion 10 concentrically related to the wall and axially bored, as at 11, the upper end of said here opening upon the base of an upstanding, internally threaded boss 12 integrally formed upon the head 5.

13 designates the condensing and mixing chamber having a threaded nipple 1% formed upon its base for engagement in the boss 12. Diverging ducts or passages 15 extend from the bore of the mpple and open into the chamber 18. A valve seat member rrtllilias 'removable threaded engagement in the bore of the nipple let, said member having an axial opening 17 therethrough communicating at its lower end with the bore 11 and provided with a cupped seat at the upper end of said opening, upon which the 'alve ball 18 is normally engaged.

The head 5 is further formed with oppositely extending, radial arms 19 and 20 res; ectively. The passage 21 ah ords communication between the bore 11 and the hollow arm 19. In the outer end of this arm, a bushing is engaged, said bushing having a valve seat 23 on its inner end for engagement by the valve ball 24. A transverse stop pin or rod 25 is fixed in the inner end of thehollow arm 19 inspaced relation to the seat 23, and limits the movement of the valve ball so as to prevent the closure of the passage 21 by said ball. To the arm 19, a pipe 26 is connected for the direct supply of saturated steam, said pipe leading from the engine boiler. A control valve designated 27 may be located in this steam pipe line and suitably arranged in the engineefs cab, whereby the supply of steam to the hibricator can be properly controlled.

This pipe as is also connected by a suit able coupling 28 to the bottom of an oil supply tank 29, it being understood that branch pipes extend from the coupling to the hibricators arranged upon the steam chest, as will be clearly seen from reference to Fig. 1 of the drawings.

The hollow arm720 is also connected by a passage 30 with the bore 11. One end of a stem 31 extends within the arm 20 and has an external diameter less than the internal diameter of said stem to provide an annular space 32 between the stemand the wall of said arm. This inner end of the stem is provided with spaced openings 33 extend ing transversely through one side thereof and communicating with the bore 3% of the stem. Intermediate of its ends, this stem is formed with an annular flange 35 fitting against the end of the arm 20, and a threaded cap 86 engaged upon the arm 20 retains the stem in connection with said arm, said cap fitting tightly against the flange 35. The outer end of the stem 3% is threaded to receive one arm of a Tshaped coupling member 37. To the opposite end of this coupling member, one end of a lubricant feed pipe 38 is connected, said pipe extending into the steam feed pipe F for the steam chest S. The central arm 39 of the coupling member 37 is provided with a seat for the head d1 formed on the lower end of the pipe i0 and is retained in connection with said seat by the threaded cap 42. The upper end of the pipe a0 is formed with a goose neck 413 terminating in a flange or collar del which is held in connection with one end of a hollow. horizontally extending arm 45 formed on the upper end of the chamber 13 by means of the cap l6. This cap also secures the flange 18 on a nozzle member l? in place against the end of the arm 45, the contracted end of the nozzle bore extending toward the goose neck 43. In the inner end of the arm 15, a second nozzle 49 is detachably threaded, the axle passage or bore of said nozzle being flared at one end, as at 50, to provide a valve seat for the point of a needle valve 51 which has adjustable threaded engagement in an arm 52 formed upon the wall of the chamber 13 and projecting laterally therefrom opposite to the arm 15. The outer end of the needle valve is provided with a notched head 53 and a pivoted lever 54 is adapted for engagement in the notches of said head to hold the valve against casual turning movement. This lever may be pivotally mounted at one end, as at 55, upon a neck 56 formed on the upper end of the chamber 13. 57 indicates a threaded closure for this neck.

The upper side of the wall of the tubular the mixture of oil and water from the nozzle 4-9 to the nozzle 4:? may be observed to ascertain whether or not the oil is feeding properly.

The inner end of the stem 31 is provided with a valve seat 68 upon which a ball valve 69 is adapted to engage to prevent direct communication between the bore 3 1 of said stem and the bore 11 of the head 5.

As shown in Fig. 1, suitable pipe connections 70 are provided between the upper end of the oil tank or reservoir 29 and the lower ends of the chambers 13, valves 71 being arranged in these pipes whereby the volume of flow of the oil into the chambers 13 may be regulated as desired.

In the operation of the device as above described, when the engine is working on steam and the throttle is open, it will be seen that when the steam chest valve moves to the position shown in Fig. 3, the dry superheated steam will enter through the pipe 9 into the lower end of the cylinder 6 and beneath the piston 7. Saturated steam is supplied from the engine boilers through the pipe 26. The valve 2-1 being unseated, this saturated steam enters through the bore 11 into the cylinder 6. It will be observed that the piston 7 is provided on its upper end with a knife edge so that the dry superheated steam underneath the piston will overcome the downward pressure of the saturated steam, and acting quickly as it is expelled from the steam chest to force said piston upwardly. The valve 16 is thus unseated and a portion of the saturated steam enters the condensing chamber 13 where it mixes with the lubricating oil and is condensed into water. The saturated steam is also forced through the passage 30 in the upward mowment of the piston, urging the ball valve 59 on the seat 58 and passing around the inner end of the stem 31 and through the apertures 33 into the bore of upper end of the pipe 40. The valve 51 is,

of course, properly adjusted so as to regulate the volume of flow of the lubricant from the chamber 13. The lubricant is delivered by the pipe 10 into the bore of the coupling 37, where it commingles with the condensation of the saturated steam which hasentered said coupling in the manner above stated. Thus, a greasy water will issue from the pipe 38 and be delivered thereby into the steam line F which supplies the steam chest S. Approximately five drops of oil are delivered per minute from the chamber 13, through pipe &0 to the steam chest which, when mixed with the condensed steam, provides about a half pint of greasy water, and in each revolution of the engine this half pint of greasy water is discharged into the valve chest upon the valve therein, and then through the ports into the piston cylinder. In this manner, there isra continuous and constant feed of the lubricant during the operation of the engine. In practice, it has been demonstrated that greasy water con-- taining a proper proportion of the lubricating oil serves to maintain a high polish on the cylinder walls, and eliminating all friction upon the piston rings and greatly prolonging the life of the rings. The cylinders are also cooled and all liability of the conversion of the lubricant into a gas and the possibility of ignition or explosion, is precluded. W hen the throttle is closed as when the engine is driven on a downgrade, the

ting and cylinder heat and will keep the pis tons and cylinders cooled while the engine is driven. It is further to be noted that there is no back pressure whatever of the steam into the oil lines. The oil is, of course, forcibly fed from the tank 29 by steam pressure admitted from pipe 26 to the chambers 13 of the lubricators mounted on the steam chests. The steam and oil line from the lubricator in the cab may be attached to my improved lubricator mounted at any desired point upon the locomotive. Mv lubricator working in conjunction with any other lubricator now in general use will, however, produce the lubricating fluid with the oil and condensed steam in proper proportions.

Practically all of the wear on the valve motion of the engine is due to improper lubrication of the engine valves andpistons, resulting in the loosening of the eccentric cams on the shaft and the rock shaft boxes working loose in the frame. The engineer, therefore, does not latch his reverse lever in a fixed position because he is afraid that the valves will become dry and work stiftly. By the proper lubrication of the engine valves as above stated, the reverse lever may be latched or held back against movement. Considerable economy in the use of fuel and water can thus be realized. It is also possi ble in my improved lubricator to use a lowgrade lubricating oil, thus further reducing the operating expense and avoiding trouble incident to the use of a high-grade lubricant which is commonly employed in an undiluted state.

My improved lubricator may also be advantageously employed for the lubrication of the pump pistons in the air brake system, and in Fig. 6 I have shown the device applied to the pump of the New York air brake system. The pump used in the Westinghouse system is, however, quite similar and my invention may be applied for use in connection with the latter pump in a similar manner. In Fig. 6, E designates the steam exhaust pipe of the air pump, into which the pipe connection 9 for my lubricator is tapped. The pipe a0 corresponding t0 the pipe 40 hereinbefore referred to, ex tends upwardly from the lubricator to the air inlet chamber A of the pump. Saturated steam is supplied to the lubricator in the ianner above stated, and in the operation of the pump each time the steam is exhausted, the piston 7 will be operated to force the saturated steam upwardly into the condensing chamber 13 where the condensed steam mixes with the proper proportion of oil and is forced upwardly through the pipe 4:0 into the air inlet chamber A of the pump. When the cylinders and pistons of the air pump are lubricated with pure oil, the oil will gum up the cylinder ports and will burn into carbon so that the air cylin.

ders will become hot and the hot air and burned oil will form a gas in the cylinders. This hot air and gas will burn out the brake valve, triple valve and feed valve of the air brake system, and is also very injurious to the packing leathers of the brake cylinders, By means of my invention, the oil or greasy water is continually supplied to the cylinders during the operation of the pump. thus greatly prolonging the life of the pump and eliminating the formation of all carbon and gas in the brake system.

In Fig. 7 of the drawing, I have also shown my lubricator employed for the purpose of lubricating the wheel flanges of a locomotive. In such use, the pipe 9 may be connected to the steam chest exhaust or any other source of steam pressure, whereby the piston 7 is operated, and to the coupling 37 a transversely extending pipe 62 is connected to receive the greasy water from the lubricator, the ends of said pipe delivering the greasy water upon the outer sides of the wheel flanges, as clearly shown in Fig. 7.

From the foregoing description, taken in connection with the accompanying drawings, the construction of my improved lubricator and the several applications there of will be clearly and fully understood. The device is of relatively simple con struction, positive and reliable in its con-- struction, and will at all times maintain a constant supply of the lubricating fluid to the movable parts even when the engine is operating under a full head of steam. In Fig. 1 of the drawings, I have shown my improved lubricators mounted directly upon the steam chests, and this arrangement is advantageous especially in winter, as it serves to keep the lubricant in a heated condition and prevent coagulation thereof. How ever, it is apparent that if desired, the lubricating devices can be located at any desired point and otherwise mounted than as above explained. I have also herein set forth the present preferred construction and arrangement of the several elements employed, but it is to be understood that the same are susceptible of considerable modification without departing from the'essential features or sacrificing any of the advantages of the invention as claimed.

Having thus fully described my invention, what I desire to claim and secure by Letters Patent is:

1. In a lubricator, a lubricant chamber, supply connections between said chamber and the part to be lubricated, means for expelling the lubricant under pressure, means for injecting steam under pressure upwardly into the body oi lubricant in said container into the supply connections, and means for supplying saturated steam to the lubricant supply line for condensation therein and mixture with the lubricating oil prior to the delivery of the oil from the supply line.

2. A lubricator including a lubricant containing cylinder, a piston cylinder and a valved passage connecting said cylinder to the chamber, a piston operating in said chamber, a steam supply connection to said cylinder, means for supplying saturated steam to said passage, means connected to the lubricant chamber for the delivery of the lubricant upon the part to be lubricated, and means affording communication between said passage and the lubricant delivery means and through which the condensation from the saturated steam is supplied for mlxture with the oil.

3. A lubricator including a lubricant chamber, lubricant delivery means connected to said chamber to deliver the lubricant upon the part to be lubricated, means for expelling the lubricant under pressure to said chamber, means for diluting the lubricant with water prior to its delivery, a lubricator including a head having a cylinder and piston operating in the cylinder, a steau'i supply pipe for said cylinder, a lubrcant containing chamber connected to the head, said head having a passage opening into the cylinder, a valve normally closing communication between said passage and the lubricant chamber, means connected to the lubric it chamber for the delivery of the lub icant upon the part to be lubricated, in for supplying saturated steam to said passage and the cylinder, whereby the same is forced under pressure into the lubricant chamber in the movement of the piston in one direction t expel the lubricant from the chamber, and means for discharging a portion of the saturated steam into the lubricant delivery line for mixture With the lubricant prior to the delivery of the latter.

4. The combination with an engine cylinder and steam chest, of a lubricator includ ing a lubricant containing chamber, a cylinder and a valved passage ail'ording communication between said cylinder and the chamber, a piston operating in said cylinder, a steam supply connection between the chamber and the steam chest, and lubricant delivery means connected to said chamber and including a discharge pipe extending into the steam line connection to the steam chest, said piston being operated upon the admission of steam to the cylinder to forcibly expel the lubricant from said chamber.

5. The combination with an engine cylinder and steam chest, of a lubricator including a lubricant containing chamber, a cylinder and a valved passage affording communication between said cylinder and the chamber, a piston operating in said cylinder, a steam supply connection between the chamber and the steam chest, lubricant delivery means connected to said chamber and including a discharge pipe extendin into the steam line connection to the steam chest, said piston being operated upon the admission of steam to the cylinder to forcibly eX pel the lubricant from said chamber, and means for supplying boiler steam to the lubricant delivery means for condensation in the delivery means whereby the lubricant is converted into a greasy water prior to its delivery into the steam line.

In testimony whereof I hereunto afiix my signature in the presence of two Witnesses.

HOWARD M. STEVENS. Witnesses:

H. E. RAY, H. A. BAKER.

denies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C.

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