US1509977A - Locomotive - Google Patents

Description

J. E. OSMER Sept. 30 1924.

LOCOMOTIVE Filed Aug. 18. 1921 3 Sheets-Sheet l 1,509,977 Sept 30 1924 J. E. OSMER LOCOMOTiVE Filed Aug. 18, 192] 3 Sheets-Sheet' Jrzdezzfar fi/zzz L 05/716,

Sept. 30 {1924.

J. E. OSMER LOCOMOTIVE Filed Aug. 18 192] 3 Sheets-Sheet 5 J/067270Z v JZ/Zi? (257726? Patented Sept. 30, 1924.

' UNITED STATES 1,509,977 PATENT oFFicE.

JOHN E. OSMER, OF owosso, MICHIGAN, AssIGnoE or ONE-HALF TO FREDERICK H.

SMITH, or COLUMBUS, OHIO.

LOCOMOTIVE.

Application filed August 18, 1921. Serial No. 93,351.

To all 7.0/1.077L. it may concern:

Be it known that I, JOHN E. OsMEu, a citizen of the United States, residing at Owosso, in the county of Shiawassee and State of Michigan, have invented certain new and useful Improvements in Locomotives, of which the hillowing is a specification.

The invention relates to steam engines of the locomotive type and has for its gei'ieral aim the increased etliciency of such engines.

The eiiiciency of locomotives has heretofore been seriously impaired, especially when operated in mountainous countries, by

' reason of the fact that air, gases, cinders and the like have been permitted to be drawn, by the suction of the pistons, from the smoke box by way of the exhaust passages into the cylinders when the locomotive is coasting and the tlow of steam through the exhaust passage is cut oit'. The result is that carbonization of the oil in the cylinders has taken place and excessive wear upon the operating parts has occurred owing to the grinding and cutting action of the soot and Cinders. In the mountainous districts the carbonization of the oil has been so great as to clog the steam passages, necessitating from time to time the burning out of the carbon by the use of oxygen.

The present invention has for its object the provision of means of a practical character for overcoming the difficulty referred to, such means being in the present instance in the form of a valve mechanism controlled by fluid pressure such. as steam or compressed air and adapted to automatically seal the exhaust passages, as soon as the steam ceases to flow therethroug 1, while per mitting a substantially unrestricted flow of steam when the throttle is open and the engine. under load.

Another object of the invention is to pro-- vide means in a locomotive whereby pressure fluid may be trapped in the engine cylinders so as to act with a retarding effect upon the pistons, which is transmitted through the operating mechanism to the drivers, thus producing a braking action uponthe loco motive.

A further object of the invention is to provide means of an extremely simple charactor for closing the exhaust passage or passages leading from the cylinders to the stack whereby pressure is built up in the cylinders to effect a retarding or braking effect upon the pistons.

A further ob ect of the invention is to provide a braking system of the character indicated which is applicable either to simple or compound locomotives, and which in the latter case is operable either when the locomotive is operating simple or compound.

A further object oi? the invention is to provide improved pressure-fluid-actuated means for controllii'ig valve devices in the exhaust passage or passages, which means is under the control. of the engineer stationed in the cab of the locomotive.

In the accompanying. drawings I have il lustrated a preferred form of the invention, but it will be understood that various changes in form, construction and arrangement of the parts may be made by those skilled in the art without departing from the spirit and scope oi? the invention as expressed in the appended claims.

In the accompanying drawings, Figure 1 a fragmentary side elevation of a Mallet compound locomotive equipped with my improved braking system. Fig. 2 is a vertical sectional view through one of the controlling valves located in the locomotive cab and having a pressure gauge attached thereto. Fig. 3 is a plan view of the lower section of said valve casing. Fig. 4 is a transverse vertical section through the locomotive firebox. Fig. 5 is a vertical sectional view of one oi the valves for closing certain of the exhaust passages, the view being taken on an enlarged scale. Fig. 6 is a vertical sectional view through the exhaust nozzles for the high and low pressure cylinders, equipped with valves for controlling the flow of exhaust steam therethrough. Fig. 6 is a transverse section taken on line 6 -6 of Fig. 6. Fig. 7 is a plan View of the controlling Valve shown in Fig. 2.

Referring first to Fig. 1, 8 designates one oi the rear or high pressure cylinders of the locomotive receiving steam from a supply pipe 9, and S indicates one of the forward or low pressure cylinders. The cylinders 8 and 8 have the usual pistons 10 and 11 therein, and are connected by means of a suitable pipe (not shown) whereby steam is exhausted from the high pressure cylinder to the low pressure cylinder in the usual Way. The locomotive illustrated is of the Mallet compound type, equipped with the usual intercepting valve (not shown) where by the locomotive may be run either simple or compound. When the engine is running simple, steam is exhausted from each of the rear cylinders by way of a pipe 12. 13 indicates an exhaust pipe communicating with the forward or low pressure cylinders. In Fig. 4 two pipes 12 are shown in broken lines providing the exhaust passages leading from the: rear cylinders into an exhaust nozzle 15. The pipe 13 provides the exhaust passage for the forward cylinders and discharges into the exhaust nozzle 1% (Figs. 1 and 6). The nozzle 15 discharges at its upper end into an annular passageway 16 formed around the nozzle 14:. Thus the exhaust pressure from both the forward and rear cylinders discharges into the staclt 17 located above the nozzle 14:.

The nozzles 14-. and 15 are preferably provided with valve members 18 and 18 respectively, which are normally held by the action of gravity upon seats provided in the nozzles; To assist in supporting the valves, inwardly projecting lugs 19 are provided upon the nozzles, and to guide the valves in their up and down movements, radial vanes 18 areiformed on the lower conical portions thereof (Fig. 6). These valves are adapted to open under and in the direction of exhaust pressure, to permit the escape thereof when the locomotive is in operation; and they operate when the flow of exhaust steam is cut oil to close con'ipletely the nozzles and hence the exhaust passages against the entrance of dust, dirt, cinders and the like, which usually find their way into the locomotive cylinders where they work considerable injury to the operating mechanism.

For the purpose o1 assisting the exhaust steam to open the valves 18 and 18 1 provide means, preferably pressure-fluid-actuated, and operableautomatically upon the admission of steam to the engine cylinders. Thus each ofthe valve members 18 and 18 is provided with a central bore 20 through which extends a stem 21 secured at its lower end against upward movement and having at its upper end a piston 22 operating in a chamber 23 formed in the valve member 18. The upper end of said chamber is closed by means of a plate 24.

The stem 21 has a central passage 25 therein communicating at its lower end with a passage 26 which is connected with a suitable source of pressure fluid supply, herein the steam chest of the cylinder 8, by means of a pipe 28 1). At its upper end of the passage 25 in the stem 21 is provided with a ball check valve 29.

It will be observed that when steam is admitted to the cylinders by the operation of the throttle, it is conducted by way of the pipe 28 to the passage 26 from whence it flows to the chamber 23, in each of the valves of the nozzles 11 and 15. The steam thus admitted acts upon the plate 24 of each valve, which closes the upper end of the chamber, causing the valve to lift from oil its seat, the piston and chamber serving as a dash pot to prevent a fluttering of the valve. This valve is generally similar to that illiuitrated and described in my to pending application, Serial No. 355,505 lilcd February 2, 1920, of which this application is a continuation in part.

T 1e valve 18 is preferably made of substantial size and weight so as to be capable of exerting a relatively high degree of resistance to the passage of exhaust pressure through the nozzle 14, when the How of steam to the eylirulcrs and hence to the chamber 233 above the piston 22 is cut oil; and it wil be seen that by making the valve structure ot sullicicut weight, the flow of, exhaust pressure through the nozzle 1-1 may be cut oil? substantially entirely so that the back pressure upon the pistons ot the forward or low pressure cylinders will have a braking ct 'cct upon the lmzomotivc.

lh'elcrably, however, I employ means for positively holding the valve member 18 to its seat when it is desired to ell'cct the braking of the locomotive. Such means may comprise apiston 31 stationarily mounted upon asuitable support, such as a cross bar 32, carried by a pair of u 'istanding rods 33 rigid with the upper end of the nozzle 1x-l (Fig. Said piston 31 is preferably :arried by a stem 3. depcmlim, from the cross bar 32 and preferably integral with both the piston and the cross bar; and it enters a chamber 35 provided by an upstanding annular liange 2-36 upon the upper end of the valve member 18. The stem 34: has a bore 37 therein, connected at its upper end with a pipe 38 leading to a source of pressure fluid supply, and opening at its lower end into the chamber 35 below the piston. It will be seen that pressure fluid thus admitted to the chamber 35 below the piston will serve to force the nilvc member to its seat; and the piston acting in the chamber 35 also constitutes a dashpot or preventing fluctuations of the valve member.

The pipe 38 is connected to the source of pressure fluid supply by means of a pipe 39 which has a portion 39 extending rear- 'ardl v to the engine cab into av controlling, *alve 10 connected by means of a pipe 41 with the lOCOJIIOiZlVQ boiler. If it is preferred to actuate the valve holding means by air instead of steam, the pressure fluid is taken from a compressed air tank 42 having an outlet pipe 43 opening into a valve 44 from which leads a pipe 45 atachcd to the pipe 39. 46 and -17 designate check valves between the valves -10 and H- and their respective sources of pressure such pressure fluid actir fluid, adapted to prevent the flow of air into the boiler and the flow of steam into the air line. The construction and operation of the valves 40 and 41% will be hereinafter described.

The flow of exhaust pressure through the exhaust 'iassages 12 leading from the rear or high pressure cylinders to the exhaust nozzle 15 is herein controlled by means independent of the valve 18, but it will be apparent that this valve also may be provided with an upper pressure chamber and piston in a manner sin'iilar to that illustrated in connection with the valve 18, the form of means herein shown in the exhaust passages 12 and 12 being more especially adapted for application to locomotives under construction.

Said means herein comprises a pair of valve devices 48 and 4-8 interposed respectively in the passages 12 and 12 (Fig. 4). These valves are substantially identical in construction and operation, and comprise a casing 19 (Fig. 5) having an inlet port 50 and an outlet port 51. llnterposed between said inlet and said outlet is a chamber 52 having a valve member 53 slidable therein through the medium of radial vanes 5st. is a piston operating in a chamber 56 formed in the valve member 53, and said piston is held stationary in the casing by means of a stem 57 and a head 58 screw-threaded, into the casing. A passage 59 extends centrally through the head 58, stem 57 and piston and opens into the chamber 56.

Pressure fluid is conducted to the two valves d8 and d8 by a'pipe 60 (Fig. 4.) which is connected tlu'ougrh the medium of a pipe 61 with the pipe 39. Exhaust pressure, in its passage from the rear cylinders,normally flows into the passages 50, forcing the valve members 53 from off their seats and escaping from the outlets 51 into the inner portions of the passages and thence into the nozzle 15.

When, however, it is desired to close the passages 12 and 12 pressure fluid is admitted to the pipe line 39 through the operation of the controlling valves 40 and a4, and

upon the pistons 55 in the chambers 56 of the valves 18 and 48 forces the valve members 53 to their seats. Consequently pressure is trapped and built up in the rear cylinders effecting; the desired retarding effect upon the movement of the pistons with the resulting: braking of the locomotive.

It will be understood that the valves 48 and 48 are operable to accomplish the braking function only when the locomotive is operating; simple. since when it is operating compound the exhaust pressure is discharged from the rear cylinders to the forward cylinders and thence escapes to the nozzle 1a through the pipe 13. In this latter event the braking function is accomplished through the valve 18.

If the pressure upon the valves 53 exceeds a predetermined amount for a locomotive of a given weight, the drive wheels are apt to slide or skid upon the rails. I prefer, therefore, to employ in the pipe system a safety or pressure relief valve which may be of any preferred construction and is herein shown as mounted in the pipe The controlling valves 'rO and -14 are similar in construction so that one only need be described. Thus referring to Figs. 2 and 3, each comprises a casing having an upper section 63 and a lower section 64, the two sections being clamped together as by means of bolts 65 entered through ears 66. The upper section is provided with an inlet port 67 which communicates with the pipe al or l?) (Fig. 1), as the case may be, and opens into a valve chamber 68. A valve member (it) is seated insaid chamberso as to slide upon the upper surface of the lower section Gel of the casing. An operating stem 70 has a detachable connection 71 with the valve member Y69 and extends vertically through the upper section of the casing for attachment to a handle 72, and suitable stops 63 are provided on the upper section of too casing adapted to react with a de iemlino luc' 72 on the handle to enable the operator to position properly the valve member (39. A suitable stutling box 73 is provided around the stem.

The lower section 6% of the casing has a central downwardly or forwardly opening passage Tel to which is connected the pipe 39 or 45 of the supply system. For the purpose of controlling the flow of presstu'e fluid from the inlet 67 to the outlet 74, of the casing, the valve member 69 has a port 75 which is movable into register with a vertical groove or port 76 opening; radially outwardly from the passage 741 in the stationary lower section 64 of the casing. When the ports 75 and T6 are in register, pressure fluid flows to the supply pipes 39 and thence to the valves 18 and .48 and 48. When it is desired to release the fluid pressure from said valves,the handle 32 is rotated to carry the valve member 69 into the position shown in Fig. 3. In this position, the port or groove 76 leading from the outlet passage 74 of the casing, is connected by means of an arcuate groove 78, formed in the under side of the valve member 69, with an angular port 79 also formed in the lower section 6 1 of the casing. Said angular port 79 may be connected by means of a pipe "3 (Fig. 1) with the atmosphere. It will be observed that in this position of the valve member, the flow ofpressure fluid through the valve from the source of supply is cut elf.

I preferably employ in the pipe system pressure gauges 81 which indicate the amount of pressure being applied to the exhaust valves. Herein a gauge is supported by a pipe 82, on each of the valves 4:0 and 4A, which pipe communicates with a port 83 in the valve casing opening into the outlet passage 74- thereof.

When it is desired to bring the l()(.'()1il()ll\'0 andtrain to a stop, the how of steam to the cylinders is cut oil and the valve to or all, as the case may be, is operated to apply pressure fluid to the valves 18, and 48 and 4-8. By reason of the variation in the location of the pistons in the cylinders upon opposite sides of the locomotive, the exhaust pressure building up in the cylinders acts upon opposite sides of the respective pistons with equal force; and the pistons in such movement preferably act, upon the cessation of the flow of steam, to draw air into the cylinders upon the sides of the respective pistons opposite the steam pressure, through the usual relict valves 84:. Such valves til may be located upon the top of the steam chest of each cylinder centrally thereof, and also atthe ends thereof, the top valve being operable to permit air to be drawn into the cylinder through the steam inlet port. Such *alves are of the well known check valve type, adapted to open by gravity, or suction when the steam pressure is cut oil. They therefore need not be shown in detail. It is to be understood, however, that the use or the relief valves 84 are not essential. In such event, a vacuum is created in the cylinders by the operation of the pistons, tending to retard their movements.

hen it is desired, live steam may be admitted to the cylinders and trapped. therein to effect a braking action. This is accom plished by throwing the reverse lever in the direction of operation, and admittin steam to the cylinders by the operation of the throttle. It will be evident that as soon as the exhaust passages are closed, the live steam thus trapped between the valve means for the passage or passages on the one hand and the pistons on the other, exerts a he mendou's force upon the latter so as to prevent their operation.

In practice, it is possible, by means of the controlling valves 40 and all, for the engineer to control readily the amount of back pressure upon the pistons of the cylinders, and thus regulate the braking force applied to the locomotive.

. In the operation of the locomotive, oil is discharged from the cylinders and in its passage past the various valves serves automatically to lubricate the same.

It will be seen that I have provided a means Which is operable automatically under the control oi exhaust pressure to seal eileetively the exhaust passage against the admission of soot, cinders and other foreign substances into the locomotive cylinders to the injury thereof. Moreover, I have provided a braking system in. which either air under pressure or steam is employed as an operating medium :lor valves in the ex haust p: gee, whereby lo ell'cct a braking action for the locrnnotivc. It will be understood, however. that any suitable pressure fluid may be employed. and in fact any means which it may be desired to employ may be utilized for causing the valves normally opening in the direction of the exhaust steam to close against such pressure whereby to etl'ect a braking action. l.hus as hcreinbefore referred to, the valve 18 which tends to close under the action of gravity, may be and preferably is made of substantial size and weight so as to produce the desired retarding action upon the llow ol' cxlmust pressure and hence upon the movements ot the pistons; and obviously it is not necessary to rely upon the weight of the valve member itself to produce a gravity actuated bralting valve. 'l hus. suitably controlled weights may be utilised lorihispurposcto advanla 'c.

lt will also be obscured that the braking syslcni contains no complicated mechanism lending to become disarranged and subject to stir-hing or breakage, as the case with the ordinary air brake system. The system therefore especially adapted for use in the normal operation of the locomotive since it can be relied upon with a high degree of assurance that it will operate eli 'ectivcly and with the utmost expediency. When a locomotive thus equi 'med with my im n'ovcd system, the ordinary air brake system applied to the entire train can be held in rc-- serve for operation in case of emergency, it being possible to maintain the ordinary air brake system in a state of good repair by reason of its relatively infrequent usage.

An important advantage in the use of my braking system upon the locomotive is that the pressure fluid which is trapped in the cylinders serves to cushion the driving mechanism in its reciprocation so that in traveling on a down grade the usual rattling and pounding of the parts is wholly eliminated. Moreover, the strain, with my im- 1'n7oved system, is placed upon the parts which are especially adapted to withstand it. and no excessive wear takes place as in the case of the brake shoes of the ordinary air brake necessitating frequent renewals.

This application is a continuation in part of my copending application Serial No. 355,595 filed February 2, 1920. and of application Serial No. 397,359 filed July 19, 1920.

I claim as my invention 1. In a locomotive, the combination with a. cylinder having a piston and an exhaust passage leading from the cylinder, of a. valve means for closing said passage and operable in the direction of exhaust pressure tion.

to permit the escape of the latter, and pressure-fluid-actuated means operable to hold said valve means closed whereby to cause exhaust pressure to build up in the cylinder so as to exert a retarding or braking a cylinder having a piston and an exhaust passage leading from, the cylinder, of a valve member for closing said passage and operable against the action. ofgravity in the direction of exhaust pressure to permit the escape of the latter, and pressure-fiuid-actuated means operable automatically upon the admission of steam to the cylinder to assist the exhaust pressure in raising said valve, said valve being adapted to close said passage upon the cessation of the flow of steam to the cylinder whereby to build up pressure in the exhaust passage and in the cylinder to exert a braking or retarding force upon the piston.

4. In a loco-motive, the, combination with a cylinder having a piston. and an exhaust passage leading from the cylinder, of a valve member for closing said exhaust passage and operable in the direction of exhaust pressure to permit the escape thereof, pressure-Huid-actuated means operable auto matically upon the admission of steam to the cylinder whereby to open said valve, and means for holding said valve in closed posi- 5. In a locomotive, the combination with a cylinder having a piston and an exhaust passage leading from the cylinder, of a valve member for closing said exhaust passage and normally operating in the direction of exhaustpressure to permit the escape thereof, pressure-fluid-actuated means operable automatically upon the admission of steam to the cylinder whereby toopen said valve, and pressure-fluid-actuated means for causing said valve to close when the steam supply to the cylinder is cut off.

6. In a locomotive, the combination with a cylinder having a piston and an exhaust passage leading from the cylindergot a valve means for closing said exhaust passage and operable in the direction of exhaust pressure to permit the escape thereof, a source of pressure fluid supply, a valve located in the cab of the locomotive for controlling the flow of pressure from said source of supply, and means connected with said controlling valve for conducting pressure fluid to said valve means whereby to close it against the escape of exhaust pressure.

7. In a locomotive, the combination with a. cylinder having a piston and an exhaust passage leading from the cylinder, of a valve means for closing said exhaust passage and operable in the direction of exhaust pressure to permit the escape thereof, a source of pressure fluid supply, a controlling valve located in the cab of the locomotive for controlling the flow of pressure from said source of supply, and means connected with said controlling valve for conducting pressure fluid to said valve means whereby to close it against the escape of exhaust pressure, said controlling Valve be-' ing operable to permit the es: ape of the fluid pressure from said valve means.

8. in a locomotive, the combination of an exhaust passage, valve means for said passage, pressure-fluid -actuated means for closing said valve, and a controlling valve for the last mentioned means adapted to establish communication either with a source of pressure-fluid supply and said valve means or between said valve means and the atmosphere.

9. In a locomotive, the combination of an exhaust passage having a valve therein, an exhaust nozzle with which said passage communicates, a pressure-fluid-actuated means for actuating said valve, and a controlling device for the last mentioned means adapted to establish communication either between a source of pressure fluid and said valve or between said valve and the atmosphere. 10. In a locomotive, the combination with a source of steam supply, a source of air supply under pressure, a passage having a valve therein, pressure-fluid-actuated means for controlling said valve comprising a pipe system communicating with the source ofair and steam supply, a pair of valves for controlling the flow of pressure fluid from the respective sources of supply, and a check valve between each of said valves and its source of supply.

11. In a locomotive, the combination of a passage with means for closing the same, of pressure-Huid-actuated means for actuating said closing means including a supply pipe, a source of pressure fluid supply, and a valve between said pipe and said source of supply comprising a casing having an inlet and an outlet, a valve member operable in the casing, a single port in said valve member, and a pair of ports in the casing one of which communicates with the outlet and the other of which communicates with the atmosphere, said valve member having a groove adapted to connect said port in the valve member and the port in the casing communicating with the atmosphere.

12. In a compound locomotive, the combination with a high pressure cylinder, a low pressure cylinder, and exhaust passages leading from said cylinders, a valve for each of said passages adapted to close the same, pressure-fluid-actuated means for actuating said valves in the direction of exhaust pressure, and means for closing said valves.

13. In a compound locomotive, the combination with high and low pressure cylinders, exhaust passages leading from said cylinders, valve means for said passages, and pressurefiuid-actuated means for causing said means to close said passages.

M. In a locomotive, the combination with high and low pressure cylinders each having a piston therein, exhaust passages leading fromsaid cylinders, valve means normally operable in the direction of exhaust pressure to. permit: the escape of pressure fluid, means operable to assist the escaping exhaust pressure to open said valve means, and means operable to cause said valve means to close said passages whereby to exert a braking force upon said pistons.

15. In a compound locomotive, the combination of high and low pressure cylinders, exhaust passages leading from said cylinders, a gravity-actuated valve member adapted to close the passage leading from the low pressure cylinder but operable in the direction of exhaust pressure to permit the escape thereof, a second valve member interposed in the passage leading from the high pressure cylinder also operable in the direction of exhaust pressure to permit the escape thereof, each of said valves having a piston therein and a chamber in which said piston operates, and means for conducting pressure fluid to said chamber whereby to cause the valve member to close the passage.

16. In a compound locomotive, the combination with high and low pressure cylinders having exhaust passages, exhaust nozzles for the passages from the high and low pressure cylinders respectively, valve menu.

bers in each of said nozzles operable in the direction of exhaust pressure to permit the escape thereof, pressure-fluid-actuated means for closingthe valve in one of said nozzles, a valve in the passage leading to the other nozzle normally adapted to permit the How of pressure fluid therethrough, and pressure fluid actuated means for closing the last mentioned valve.

17. In a locomotive, the combination of a cylinder, an exhaust nozzle, an exhaust passage leading from said cylinder to said nozzle, and a valve member in said passage operable in the direction of exhaust pressure, and means adapted to close said valve member.

1b. In a locomotive, the combination of :1 cylinder. an exhaust nozzle, an exhaust pussage leading from said cylinder to said nozzle, a valve member in said passage opcrable in the direction of exhaust pressure, and pressure-fluid-uctuated means adapted to close said valve member.

19. In a locomotive, the combinatimi of a cylinder, an exhaust nozzle, a passage connecting said cylinder and said nozzle, val e means interposed in said passage comprising a casing having an inlet and an outlet, a valve member operable in said casing in the direction of exhaust pressure, a chambcr in said valve member, a piston operating in said chamber, and means for coni'lucting fluid under pressure to said chamber whereby to hold said valve member to its seat.

20. In a locomotive, the combination of: a cylinder, a piston, an exhaust passage loading from the cylinder, a valve means for closing said passage including a casing interposed in the passage and having a valve member therein adapted to con'ipletcly close the passage, a piston fixed with reference to the casing and operable in said valve member, and means for conducting pressure fluid through said piston whcrcby to hold said valve member to its seat.

21. In a locomotive, the combination with an exhaust passage, of a nozzle into which said passage discharges, a valve member seated in said nozzle, a piston in said vulvo member, means for conducting pressure fluid to the valve member whereby to move the valve member from oil' its seat, and means for applying pressure fluid to the valve member to hold it to its seat.

22. In a locomotive, the combination with an exhaust nozzle, of a valve member seated in said nozzle and movable upwardly in the direction of flow of exhaust pressure, and means for assisting the exhaust pressure in lifting said valve member, said nozzle and valve member serving to coact when the latter is lifted to form an annular passageway for the discharging exhaust pressure.

23. In a locomotive, the cimibination of an exhaust nozzle, a valve incn'ibcr seated in said nozzle and serving under the action of gravity to resist the flow of pressure fluid through the nozzle, said valve mcnibcr being adapted to coact with the nozzle to provide an annular passageway near the tip of the nozzle for the discharge of exhaust prcssurc as the valve member is lifted from ollj' its seat.

In a locomotive, the combination of an exhaust passage, a gravity-nctuatcd valve member operable in the direction of flow of exhaust pressure to permit the escape of the latter, and means providing an annular passageway around the valve member as the latter is moved into open position.

25. In a locomotive, the coi'nbina'tion of an exhaust passage, a valve member in said passage operable in the direction of: the flow of exhaust steam to permit the escape of the latter, means for preventing the fluctuations of said valve member under the action of escaping exhaust pressure, and means for moving said valve in the opposite direction.

26. The combination of a locomotive exhaust passage, a valve member for said passage, automatically operable means for movin said valve member in one direction, and manually controlled means for movin said valve in the opposite direction.

27. The combination with a locomotive exhaust passage, of a valve member for the passage, and pressurefluid-actuated means acting to move said valve member in opposite directions.

28. The combination of a locomotive exhaust nozzle, a valve member, said nozzle having a seat near its upper end tiior said valve member and coacting with the valve member to provide an annular passageway for the escape of exhaust pressure when the valve member is open.

23. The combination of a locomotive exhaust nozzle, a valve member, said nozzle having a seat near its upper end for said valve member and coacting with the valve member to provide an annular passageway tor the escape of exhaust pressure when the valve member is open, means for assisting the exhaust steam to raise said valve member, and manually controlled means for forc ing the valve member to its seat.

30. In a compound locomotive, the combination of a pair of exhaust nozzles, one for the high pressure cylinders and one for the low pressure cylinders, a valve member in each of said nozzles operable in the direction of flow of exhaust steam and adapted under the action of gravity to resist the flow of exhaust pressure, and means for opening said valve members.

31. In a compound locomotive, the combination of a main exhaust nozzle, and an auxiliary exhaust nozzle communicating respectively with the high and low pressure cylinders, gravity-actuated valve means normally tending to close said nozzles, pressureliluid-actuated means for opening said valve means, and pressure-fluid-actuated means operable positively to hold one of said valve means in its closed position. i

32. In a locomotive, the combination with an exhaust nozzle, a valve member for closing the upper end of said nozzle and having a chamber therein, a piston in said chamber, means for holding said piston stationary, and means for conducting pressure fluid to said chamber below said piston.

In a locomotive, the combination of an exhaust passage, a valve adapted to close said passage and having a chamber therein, a piston in said chamber, a stationary supternal diameter at its upper end and a valve member operable in the upper end of said nozzle and coacting therewith to provide an annular passageway for the escape of ex haust pressure, and means operable automatically to lift said valve member from oil its seat.

86. In a locomotive, the combination of an exhaust nozzle having an enlarged inter nal diameter at its upper end and a valve member normally seated in the upper end of said nozzle and coacting therewith to provide an annular passageway for the escape of exhaust pressure, means operable automatically to lift said valve member from oil its seat, and means operable to return and hold positively the valve member to its seat.

37. In a locomotive, the combination of an exhaust passage, a valve for said passage normally operable to permit the escape of exhaust pressure from said passage, and pressure fluid actuated means for holding said valve in closed position including a source of pressure fluid, means for conducting the pressure fluid from said source of supply to said valve holding means, and means for limiting the pressure applied to said valve holding means to a predetermined n] aximum.

38. In a locomotive, the combination of a cylinder, a piston in said cylinder, an exhaust passage leading from the cylinder, valve means for said passage operable in the direction of flow of exhaust pressure, and means acting upon said valve means for closing said passage, said cylinder having a relief valve adapted to permit of the admission of air into the cylinder upon the cessation of steam pressure therein.

39. In a locomotive, the combination of a cylinder having an inwardly opening check valve, an exhaust passage leading from said cylinder, and automatically operable valve means adapted to completely and positively close said passage said means including a valve member tree to move in the direction of exhaust pressure.

(LO. In a locomotive, the combination of a cylinder, an exhaust passage leading from said cylinder, and pressure-fluid-actuated means adapted to completely and positively close said passage.

4-]. In a locomotive, the combination o l a cylinder having a piston therein, means for controlling the exhaust of pressure from said cylinder including a valve movable automatically in the direction of exhaust pressure, and means acting upon said valve to hold it in closed position, said cylinder having a relief valve therein operable when the low of steam to the cylinder is cut off to permitthe induction of air into the cylinder for compression by said piston.

4-2. In a locomotive, the combination with a cylinder having a piston operable therein; of means including a valve member free to open in the direction of exhaust pressure and operable automatically when the flow of steam to the cylinder is cut otl to trap pressure fluid in the cylinder for compression by the piston whereby to retard the movements of the latter.

43. The combination in a locomotive, of a cylinder having a piston therein, and means controlled by the pressure of exhaust steam so as to be autonnitically operable to trap pressure fluid in said cylinder for compression by the piston whereby to retard the movements of the piston.

44. The combination in a locomotive, of a cylinder having a piston therein, and automatically operating means adapted to be 'ontrolled by the pressure of the exhaust steam so as to trap pressure fluid in said cylinder for compression by the piston whereby to retard the movements of the piston, said cylinder having valve means adapted-to permit of the induction of air into the cylinder upon either side of the piston.

45. In a locomotive comprising a cylinder, a smoke box having a stack and an exhaust passage opening into the smoke box; valve mechanism for said passage adapted normally to close the pa. sage completely but free to operate under the force of pressure fluid discharged into the passage to permit of the escape of such pressure fluid.

46. In a locomotive having an exhaust passage, valve mechanism for said passage comprising a valve member adapted normally to close the passage to seal it against the flow of air, gases, oinders and the like,

, into the passage, said valve member being capable of yielding to permit of the escape of pressure fluid discharged into the nozzle, and pressure-fluidactuated means operable to move said valve member to open said passage.

47. In a locomotive having exhaust paswith an exhaust nozzle, the combination of a vertically movable valve member in said nozzle normally arranged to completely close the passageway through the nozzle, and means for actuating the valve member into position to open the passageway, said valve member being movable in dependently of said actuating means.

48. A. locomotive comprisin in combination with one or more exhaust passages having a nozzle, a valve member mounted in said nozzle and normally arranged to completely close the passageway through the nozzle, pressured'luid-acuatcd means for automatically moving the valve member from its seat into open position when the locomotive is under load, and means for resisting sudden n'iovements ot the valve member.

4L9, In a locomotive having a steam intake passage and an exhaust passage, valve means in the exhaust passage automatically operable when steam is admitted to the intake passage to open said exhaust passage and to close the exha t passage when the flow of steam to the intake passage is cutoil,

50. In a locomotive having a steam intake pass ge and an exhaust passage, valve means in s o. exhaust passage comprising a valve member, means for subjecting the valve men'iber to steam pressure when steam is admitted to the intake passage whereby to move the valve men'iber into open position, and a piston opcratively associated with the valve member to resist sudden movements thereof.

51. In a locomotive, the combination with an intake passage and an exhaust passage, of valve means interposed in the exhaust passage, comprising a hollow valve member, a stationary piston in said valve member, and means for admitting pressure fluid to the interior of the valve member at one side of said piston whereby to impart movement to the va ve member.

52. A locomotive exhaust nozzle having a body with a passageway therethrough, and valve mechanism mounted within said body and guided for vertical movement therein, said mechanism crmiprising a hollow valve member, a piston. in said member, a stem fixed with reference to the body and said piston and slidable with reference to the valve member, and means for admitting pressure lluid to the valve member at one side of the piston whereby to move the valve member.

53. A locomotive exhaust nozzle comprisingin combination, a body having a deflecting web in its lower portion, and valve means within the nozzle above said web normally closing the passageway through the nozzle, said valve means comprising, a hollow valve member, a piston in said valve member having a passageway thcrcthrough, a tubular stem fixed with retercuce to the web and piston and communicating with the passage in the piston, and a passageway in the web communicating with a source of pressure fluid supply and said stem.

54. In a locomotive, the combination with an intake passage and an exhaust passage, of valve means in said exhaust passage, and means for actuating said valve means including a piston, means for admitting pres sure fluid to one side of said piston, and means for supplying selectively either steam or compressed air to the last mentioned means.

55. The combination in an engine having a cylinder and an exhaust passage, of valve mechanism for said passage, and automatically operable means for maintaining said valve mechanism in open position while the engine is operating under load, said means permitting the closing of said passage to prevent the admittance of air therethrough to said cylinder, when the flow of steam to the cylinder is cut off and the engine is operating idly.

56. The combination in an engine having an exhaust passage, of valve mechanism automatically operable upon the admission and throttling of the steam to the engine to open and close said passageway.

57. In a locomotive having an exhaust passage, valve means normally completely closing the passage, and pressure-fluid-actuated means for operating said valve means to open the passage, said valve means being capable of movement by the force of the exhaust steam discharged into the passage when assisted by said pressure-fluid-actuated means.

58. In a locomotive having an exhaust passage, the combination of valve means for passage,

said passage including a member subject to the pressure of the exhaust steam discharged into the passage tending to efiect an opening through the passage, and pressure-fiuidactuated means for assisting the exhaust steam in moving said member into position to permit of the flow of exhaust steam through the passage.

59. In a locomotive having an exhaust valve means adapted normally to close completely the passageway through said passage and subject to the action of exhaust steam discharged into the passage to effect an opening through the passage, and pressure-fluid-actuated means for assisting the exhaust steam in maintaining an opening through the passage.

60. A valve means for the exhaust passage of a locomotive normally closing the passage, and actuating means therefor, said valve means being free to operate under the action of pressure fluid discharged into the passage from the locomotive cylinders,

whereby to permit of the exhaust of such pressure fluid.

61. In a locomotive having an exhaust passage, valve means normally completely closing the passage including a valve member, of means for actuating said valve member to effect an opening through the passage, said means being adapted to permit of the automatic operation of the valve member by fluid pressure passing through the passage and acting directly upon the valve member.

62. An exhaust nozzle for locomotives having a valve member therein normally held by gravity in a position to close the passageway through the nozzle, a stationary piston coacting with said valve member, and means for admitting pressure fluid between the valve member and the piston so as to hold it in open position.

63. An exhaust nozzle for locomotives having a valve member movable longitudinally thereof, means providing a pressure area associated with the valve member, means providing a pressure area in opposition to the first pressure area, and means for introducing pressure fluid between said pressure areas to hold the valve member in a predetermined position with respect to the nozzle.

64. An exhaust nozzle for locomotives having a valve member movable longitudinally thereof, means providing opposed pressure areas one of which is movable and is connected with the valve member, and means for introducing pressure fluid between said pressure areas to effect the movement of the valve member into open position.

65. In compound locomotive, the combination with high and low pressure cylinders, exhaust passages leading from said cylinders, valve means for one of said passages, and means for actuating said valve means whereby to close its said passage.

66. In a locomotive, the combination of an exhaust passage, valve means operable automatically when the flow of steam to the locomotive cylinders is cut oil whereby to close said passage, means for retarding the movement of said valve means, and means for holding the valve means in closed position.

In testimony whereof, I have hereunto set my hand.

JOHN E. OSMER.

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