US1514334A - Exhaust mechanism for locomotives - Google Patents

Description

Nov.'4 1924.. 1,514,334

J. E. OSMER EXHAUST MECHANISM FOR LOCOMOTIVES mm July 19. 1920 2 awn-sake: 1

i was!" Nov. 4 1924; 1,514,334

' J. E. OSMER EXHAUST MECHANISM FOR LOCOMOTIVES 1920 2 Spats-SheetL2 I n I1 I III] lllnllllll Air Jar/av I I Y la,

To EXHAUST VALVE X 1%,

7 jzflerzi'oz I 9M0 Jo/z/z Z 05/7262 STEAM STATES FATE I 1,514,334 NT OFFICE JOHN E. osMER, or owosso, raicnieaiv, Assrsivonor ONE-Herero FREDERiCk H. i

sMI'rm'or coLuiiinuspoisro.

EXHAUST MECHANISIW FOR LOCOMOTIVES;

Application filled .iui 19, 1920., Serial nastiness.

To all whom it may concern: I

Be it known that 1, JOHN E. OsMER, a citizen of the United States, residing at Owosso, in the county of Shiawassee and State of Itilichigan, have invented certain new and useful Improvements in Exhaust Mechanism for Locomotives, of which the following is a specification. V g

The invention relates to locomotives and is directed more particularly to means for effecting the closure of the exhaust nozzle for various reasons, chief among which is that of preventing, when the flow of steam is cut off, the passage of smoke, soot, cinders, and the like from the smoke box of the locomotive through the exhaust passage into the cylinders. In my copending application, Serial No. 4L93,351,"filed August 18, 1921, I

have illustrated,described and claimed valve means designed to accomplish this and allied functions. I V, I

The objectof the present invention is to provide a controlling mechanism for valve means'of the character referred vto,.which will accomplish automatically the efficient) operation of said valve means. i

More specifically, an important objectof the invention is to provide means for controlling the flow of pressureuluid to said valve means to actuate the same, and they exhaust of pressure-fluid from the valve means at the proper time to enable the valve means to close the passageway through the exhaust passage. 7

A. further object of the invention is to provide controlling mechanism of the character indicated by means of which the pressure-fluid employed for actuatingithe valve may be changed at Wlll from one kind to another as, for example, from steam to air under pressure or vice versa. a

A further object of the invention is to provide means for controlling the flow of pressure-fluid, such as Y compressed air, through the exhaust valve, Whiolris automaticallygoverned by the presence of steam under pressure in the engine cylinders or other convenient part of the locomotive.

As set forth in my said copending application, another function of said valve means in the exhaust nozzle is that of converting the engine cylinders into air pumps when the control lever of the locoi'notive is thrown into the reverse position with reference to the direction oftravel of the locomotive, for

the purposegof. replenishing from, time to time the supply of air in the air reservoir.

A further object of the invention is. to provide controlling mechanism bymeans of which. the engine cylinders may beconnected at willwiththe air reservoir forfthis pur ;v pose.

tion such, for example, as the advantageous construction and arrangement of the, parts,

. willbe apparentas the descriptionproceeds;

It is to be understood, however, that hile the nvention is herein illustratedand de scribed with considerable particularity, it

' should not,"in the interpretation of the appended claims, he limitedtothe particular. embodiment selected for illustration, for I recognize thatvarious changes'and inodifications n ay be made Without departing from the spirit and scope of the invention.

. Inthe accompanying drawings, Figure, l is a fragmentary vertical section through the.

smoke box, of; thelocomotive, the exhaust nozzle and associated parts being shown in elevation. Fig. 2 is a fragmentary vertical central sectionalvievv through the exhaust nozzleand'its controlling valve. Fig.2? is a fragmentary vertical sectional view through the lovzerportion of the exhaust nozzle look ing in a direction at right angles tothat shown in Fig. 2. Fig. 2" is a horizontal sec tion takenon' line 2 2 of Fig. 2. Fig. ,3 is a vertical central sectional View through, thecontrolling mechahisnnthe pipe connections and the'controlling cock therefor, being shown in elevation; Fig. 3 isa'detailview 1 of the air valve for the controlling mechanism; Fig. at is a VlGW- inelevation of the controllingcock detached- Figs. 5 to8 are sectional views somewhat diagrammatic in character through the controlling cock and its pipe connections illustratingrespectively the variousypositions of the parts under different circumstances. Thus, Fig. 5 illustrates the cock inposition for the operation of the exhaust valve by air under pressure, whoseadmission is automatically controlled by steam pressure in the engine cylinders; Fig. 6, the cock in .positionfor the; operation of the exhaust valve by steam alone;-Fi 7, theposition of the cock for the replenishment of the airreservoir by the operation of the engine cylinders as air pumps; and Fig. 1 8, the cock in position for the operation of the exhaust valve by air. alone. I

Other and ancillary objectsof inveny Referring first to Figure 1, 1O designates the forward end of a locomotive boiler providing therein the usual smoke box from which leads a stack 11. 12 designates one of the engine cylinders, and 13 designates one of the steam pipes, leading to the cylinder 12. The flow of steamfrom the boiler to the cylinder 12 by way of the'pipe 13 is, of course, controlled in the usual manner by suitable throttle mechanism (not shown) and the steam exhausting from the cylinders is conducted to an exhaustnoz'zle 14: which is adapted to discharge at its upper end into the stack 11.

Referring now toFig. 2, the exhaust nozzle 11 iscylindrical in form, being secured to the locomotive saddle, indicated generally at 15 (Fig.1), by suitable bolts extending through'the flanged lower end of the nozzle, the lower wall of the smoke box, and into the saddle. In the lower portion of the nozzle is provided a central partition or web 16 dividing the nozzle into two passages communicating respectively with the.

cylinderson opposite sides of the locomotive in the usual way and terminating-in a singlepassage in the upper portion of the nozzle. At its upper end the'nozzle has a cap portion 17 detachably secured upon the lower'or base portion by means of bolts 18, the cap 17 being restricted in size at its'upper end.

portion of the nozzle is provided a valve 19 for controlling the'passage of air and for eign substances such as soot and cinders through the nozzle. Preferably, said valve consists of a main or central portion 19; whlch is in the form of an inverted cone the upper peripheral edges of which are adapted to seat as at '20 upon the upper annular edge of the lower or base portion of the central conical portion 19 and slidably engage with .the inner surface of the upper end of the base portion 14 of the nozzle. Recesses 21 may be provided in the wing 19 to prevent -'unequa.l steam pressure on the valve portion 19?.

In order thatthe valve may be actuated by fluid-pressure, I provide within the upper end of the conical portion 19 a chamber-22 closed at its upper end by a plate 23 secured upon the upper end of the valve; and into this chamberpressure-fluid is admitted through a "tubular stem 24 anchored at its lower end in the web 16, and communicating with a passage 25 connected with the source of supply in a manner which will be hereinafter apparent. To rigidly secure the stem 24; in the web 16, a set-screw 24 entered-through the web from the exterior of the nozzle, may be employed. The

At the upper end of the lower or base within the chamber 22. This construction is provided in order that any tendency of the valve to flutter because of fluctuationsv in the pressure of'the exhaust steam shall be prevented, the piston and chamber constituting a dash-pot as will be readily apparent. Preferably the aperture 26 is made of such size as to provide a slight clearance around the stem 24 so as to permit of the escape of air from the chamber 22 below the piston 27 in the upward movement of the valve.

Pressurefluid-actuated means is employed to operate the valve 19; and while it is to be understood that any suitable or preferred form of pressure-fluid desired may be employed, I prefer the use of compressed air, the flow of which is controlled by steam under pressure in the engine cylinders or other convenient part of the locomotive. "To this end I provide a reservoir 28 for the storage of air under pressure, from which the air is conducted to the exhaust nozzle by suitable pipe connections 29 and 29 under the control of a cock 30 and having interposed therein a controlling device 31. The pipe 29 passes through the lower wall of the smoke-box forwardly of the nozzle and thence rearwardly to the nozzle (dotted lines Fig. 1). The'cock 30 is operatively associated with the, device 31 so as to govern the flow of air to the device for passage therethrough as well as for the purpose of operating the valve means thereof. To this end the cock, as shown in Figs. 4 to 8, is of the three-way type. Herein the cock is provided with a suitable handle 32 by means of which it may be manually operated as desired. Obviously, however, suitable means may be employed for facilitating the operation of this cock conveniently by the engineer.

The device 31 (Fig. 3) comprises a casing 33 of sectional construction and valve means I therein for controlling the flow of pressure fluid therethrough 1n one'direction to the exhaust valve and in the other direction from the exhaust. valve to the atmosphere. Thus Between the two sections 34 and 34 of the casing is formd a chamber 38-having therein a piston 39 which is exposed at its lower end to steam pressure introduced by way of the passage 36. Operatively associated with said piston 39 is a cylindrical valve member,

40 operatively mounted inthe upper section of the casing. and adapted to control the flow of pressure-fluid therethrough in opposite directions as above set forth. Said valve member 40, to this end, is mounted to fit neatly within a cylindrical bore 41,

communicating with an outlet port 42 with which is connectel the plpe section 29 leadmg to the exhaust nozzle. At a point above the valve member 40 the casing is provided valve member 40 has a head 48 of relatively small area and adapted to rest upon an an nula-r seat 49 provided at'the lower end of the chamber 45, and it will be seen that the spring 47 tends to maintain the valve-head 48 upon its seat. When, however, steam under pressure is present in the engine cylinder, it will be apparentothat it'acts through the larger pressure area provided by :the piston 39 to raise the valve 40, whereupon the flow of pressure-fluid from theport 4E3 through the chamber 4-5 and to the port 42 is permitted. F or this purpose, the valve member 40 is provided in its periphery with a longitudinal groove 50 and a circumferential groove 51 interrupting and communicating with the longitudinal groove. [The last i'nentioned groove preferably extends from the lower end of the valve member 40 to the head 48, so that when the latter is lifted from its seat, pressure-fluid enters the upper end of the groove 50 and thence flows by way of the circumferential groove 51'to the port 42 from whence it flows through the pipe sect-ion 29 to the exhaust nozzle;

Normally, with the valve member 40 main tained by the spring 47 in position to close the passageway from the port 43 to the port 42, the longitudinal groove 50 in the valve member opens into the chamber 38 above the piston 39. Leading from this chamber is a leakage or exhaust port 52. Thus it will be apparent that when the pressure of steam upon the lower end of the piston 89 subsides by reason of the throttling of the steam by the engineer, the air which has previously been admitted to the chamber 22 of the valve 19 by way of the pipe section 29 will escape to the atmosphere through the groove 50, chamber 88 and port 52. In order to seal ployed.

the lower, end of the groove 50 when the,

valve memher ltl israised by steam pressure to permit of the flow of pressurefluid to the exhaust nozzle, the upper end of the piston 39 has a disk 53 adapted to enter a cavity 54 in the upper wall of the chamber 38 around the bore ll to close the lower end of the latter. If desired, a diaphragm 55 is provided in the chamber 38 being secured at its center between the disk 53 and the piston, audits peripheral edgebetween the upper section 34 of the casing and an annular member 56 resting upon the upper end of the lower section 34, the parts being secured in position by the spanner nut This diaphragm, it will be apparent, provides an absolute seal preventing the passage of steam past the piston 39 into the upper portion of the casing. Obviously, however, other forms of sealing means may be emannular ring or collar 57 which serves as a guide for the piston 39. a

The lower end of the piston 39 is ofa restricted diameter, and fits neatly in a chamber 58, and bearing upon said restricted lowr end of the piston is a coiled compression spring'59 engaging at its opposite end with a check valve 60 having radially, extending wings 161" slidably engaging with the inner surface of the passage 36. The spring 59 is of lessstrength than the spring 4:? which controls the air-valve, and serves to main tain the valve'60 normally seated at the up per end of said passage 86, so that while it permits of the passage of steam upwardly against the piston 39, it serves to prevent the return passage of the steam into the engine cylinder through the passage 36. Leading from the chamber 58 in the lower section 34- of the casing 33 is a port 62 from which leads a pipe 62 the opposite end of which communicates with the cock 30. Gemmunication may thus be established at will, by manipulating the handle 32 of the cock 30, between the chamber 58, communicating with the source of steam supply, and either the air pipe 29 or the casing of the controlling device for passage therethrough to the exhaust valve.

The operation is as follows: Assuming that it is desired to effect the automatic op eration of the valve 19 in the exhaust nozzle by employing a pressure-fluid such'as compressed air for actuating the valve, and controlling the flow of the air by steain pressure taken from the engine cylinder or other source; the cook 30 is operated to the position shown in Fig; 5 in which communication is established between the reservoir 28 The member provides a central and the upper section 34: of the casing of c the controlling device, and in which steam at the lower end of the casing to the under side of the piston39. I The piston 39 is thus actuated and with it the valve member '40 is raised to lift the valvehead 48 from off its seat 499 and thus permit the flow of air from the inlet port to the outlet port 12 by way of the upper portion of the longitudinal groove 50 and the circumferential groove 51. The lower end of the groove 50 is at this time closed by means of the disk 53 engaging in the cavity in the upper wall of the chamber 38. Pressure-fluid therefore passes through the cock 30 to the controlling device 31 and by way of the pipe section 29 to the exhaust nozzle where it acts upon the piston 27 in the chamber 22 of the valve 19 to raise the latter from off its seat 20.

lf desired, exhaust steam, or air pressure properly controlled, may be employed to merely assist the exhaust steam passing through the nozzle in actuating the valve. In the event that it is desired to employ exhaust steam, the same may be admitted through the passage (Fig. 2) extending downwardly through the web 16 and communicating with one of the exhaust passages by way of a groove 25", thus avoiding the use i of any pipe connections. For this operation the cook 30 is manipulated to the position shown in Fig. 7, to out off the flow of live steam or compressed air, and in the operation of the engine, steam passing through the nozzle is admitted to the chamber 22 of the valve to raise it. If the pressure maybe such that it is insufficient in itself to raise the valve member from its seat 20, but sufh cient to coact with a comparatively slight force of exhaust steam passing through the nozzle to overcome the weight of the valve. It will thus be apparent that in this event the exhaust valve floats upon the-exhausted steam as the latter discharges into the cap 17, and the result is that a restricted open ing is provided between the upper periphery of the valve 19 and the seat 20 which serves to effect a wire-drawing of the steam, thus increasing the velocity thereof so as to produce an effective draft upon the fire in the fire-box even though the force of the exhaust steam is relatively low.

To prevent the escape of air or live steam, when either of these are employed, the passage may be provided at its lower end with a suitable check valve 25.

If it should be desired to actuate the valve 19 by the use of steam pressure alone, the cock is operated to the position shown in Fig. 6 in which communication with the air reservoir is cut off and is established with the passageway leading from the lower end of the casing of the controlling device, through the pipe 62 Steam is thus admitted into the upper portion of the casing through the pipe 62 the cock 30 and the pipe 44, and

the pressure thereof in the chamber 58, before passing to the pipe 62 upon the under side of the piston'39 lifts the valve member 40 to carry its head 48 off from its seat- 19, thus permitting the steam to flow through the upper portion of the casing by way of the grooves 50 and 51 and through pipe connection 29 to the valve chamber 22 in the exhaust valve. Then the steam pressure subsides, the piston 39 descends to permit the escape of pressure from the chamber 22 in the valve 19 through the pipe section 29, the grooves 51 and 50, into the upper portion of the chamber 38 above the diaphragm therein, from whenceit escapes to the atmosphere by way of the port 52.

Should it be desired to actuate the valve 19 by the use of air pressure alone, the cock is manipulated to the position shown in Fig. 8. The operation is substantially similar to that wherein air and steam are employed (Fig. 5) except that a quantity of air is shunted through the pipe 62 to the chamber 58 so as to act upon the'piston 39 for the purpose of lifting the air valve from its seat and permitting the flow of a-irthrough the casing to the exhaust valve. It will be understood, of course, that the check valve 60 actuated by the spring 59, prevents the air from flowing downwardly into the engine cylinders through the passage 36. When the flow of air from the reservoir is cut on by the manipulation of the cock into a position such as shown in Fig. 6, the piston 39 and valve 40 move to their normal position in which the escape of pressure-fluid by way of the groove 50 and port 52 is permitted.

When thelocomotive is coasting or drawn dead in the train, it may be desired to restore the supply of compressed air to the air reservoir 28. This is accomplished by manipulating the cock 30 to the position shown in Fig. 7 wherein communication with the upper portion of the casing 33 is cut off and is established between thepipe section 29 and the pipe 62 In this operation of restoring the supply of air, the control lever of the locomotive is thrown into a position opposite to that of the travel'of the locomotive, and

the air is drawn through suitable valves in the cylinders and pumped into the reservoir by way of the passage 36 and chamber 58 in the lower portion of the casing of the control device, the pipe 62 cock 30, and the pipe section 29. The valve 60 at the upper end of the passage 36 at the lower end of the casing serves in this operation as a check valve preventing the return fiow of air to the cylinder.

An important function of the valve 19 in closing the passageway through the exhaust nozzle is that, when the locomotive is being hauled dead in a train or is coasting, the vacuum created in the engine cylinders by the operation of the pistons serves to retard the movement of the locomotive, having a braking effect transmitted to the wheels by the pistons and connected parts. Moreover, by reason of the resistanceto the movement of the pistons when the engine is operating idly, the knocking or pounding of the parts, which is commonly experienced, is wholly eliminated. I

It will be seen that I have provided means of a very practical character for controlling the operation of the locomotive both while operating under its own power and while operating idly in coasting or being hauled dead in a train. The construction and arrangement of parts is of a very practical character. the operation may be entirely automatic, and a high efliciency of control is made possible.

I claim as my invention 1. In combination with a locomotive exhaust passage, a source of air supply and a source of steam supply, a valve for said passage adapted to be actuated by pressure fluid, and controlling mechanism for said valve comprising a casing having an inlet communicating with the air supply, an inlet communicating with the steam supply, an outlet connected with said passage for supplying pressurefluid tosaid valve to actuate it, and an exhaust port, and means operable in said casing by pressure at the steam inlet to control communication between the air inlet and said outlet and between said outlet and said exhaust port.

In a locomotive, the combination of an exhaust passage, a valve for said passage, and means for actuating said valve compris ing a chamber, a piston in said chamber. means for conducting pressure fluid to said chamber, and a device interposed in the last mentioned means for controlling the flow of pressure fluid to and from said chamber, said device comprising a casing having an inlet, an outlet and an exhaust port, and pressure fluid actuated valve means adapted in one position to establish coml'nunication between said inlet and said outlet and in another position to establish coimnunication, between said outlet and said exhaust port.

3. In a locomotive, the combination of an exhaust passage, a valve for said passage, pressure-fluid-actuated means for operating said valve, means for conducting pressure fluid to the last mentioned means and having a controlling device therefor comprising a casing having an inlet communicating with a source of pressure-fluid supply, an outlet communicating with said actuating means, and an exhaust port, and pressure fluid actu ated valve means in the casing operable to control the flow of pressure fluid from said inlet to the outlet and from the outlet tofthe exhaust port.

4. In a locomotive the combination of an exhaust passage, a valve for said passage, pressure-fluid-actuated means for operating said valve, means for conducting pressure fluid to the last mentioned means and having a controlling device therefor comprising a casing having an inlet communicating' with a source of pressure-fluid supply, an outlet communicating with said actuating means, and an exhaust port, and valve means in the casing operable to control the flow of pressure fluid from said inlet to the outlet and from the outlet to the exhaust port, the last mentioned means comprising'a piston and means for admitting pressurefluid to said piston to actuate it.

5. In a locomotive, the combination with an exhaust passage and a valve therefor, pressure-fluid-actuated means for operating said valve including a controlling device comprising a casing having an inlet communicating with a source of pressure fluid supply, an outlet communicating with said actuating means, and an exhaust port, and a spring controlled pressure fluid actuated valve operable to establish communication either between said inlet and said'outlet or between said outlet and the exhaust port.

6. In a locomotive, the combination with an exhaust passage and a valve therefor, pressure-fluid-actuated means for operating said valve including a controlling device comprising a casing having an inlet communicating with a source of pressure fluid supply, an outlet communicating with said actuating means, and an exhaust port, and a pressure-fluid-actuated valve operable to establish communication either between said inlet and said outlet or between said outlet and said exhaust port. 7 f

7. In a locomotive, the combination with an exhaust passage and a valve therefor, pressure-fluid actuated means for operating said valve including a controlling device comprising a casing having an inlet communicating with a source of pressure-fluid supply, an outlet communicating with said actuating means, and an exhaust port, a valve in said casing normally establishing communication between said outlet and said exhaust port, a pressure-responsive member adapted to actuate said valve, and means for conducting fluid under pressure to said member to actuate it wherebyto establish communication between said inlet and said outlet.

8. In a locomotive, the combination with an exhaust passage and a valve therefor, pressure-fluid-actuated means for operating said valve including a controlling device comprisinga casing having an inlet communicating with a source of pressure-fluid supply, an outlet communicating withisaid actuating means, and an exhaust port, a valve in said casing normally establishing communication between said outlet andsaid exhaust port, a pressure-responsive member adapted to actuatesaid valve, and means for conducting fluid under pressure to said member to actuate it whereby to establishcommunication betweensaid' inlet andsaid out let, said casing having a spring tending to hold the valve in position to cut off coman exhaust passage and a valve therefor,

-presure-fluid-actuated means for operating said valve including a controlling device comprising a casing having an inlet communicating with a source of pressure-fluid supply, an outlet communicating with said actuating means, and an exhaust port, a valve in said casing normally establishing communication between said outletand said exhaust port, a pressure-responsive member adapted to actuate said valve, meansfor conductingfluid under pressure to said member to actuate it whereby to establish comunication between said inlet and said outlet, said in said casing normally establishing commu-.

nication between said outlet and said exhaust port, a pressure-responsive member adaptedto actuate said valve, means for con ducting fluid under pressure to said member to actuate it whereby to establish communication between said inlet and said outlet, sa'd pressure-responsive member being in the form of a piston guided in its movements by the casing, and meansassociated Vwith said piston adapted to prevent the passage of pressure-fluid past said valve to the exhaust port when communication between the inlet and said outlet is established.

11. In a locomotive, the combination of an exhaust passage, a valve for said passage, pressure-fiuid-actuated means for operating said valve, and controlling mecha nism for the last mentioned means including a device compr sing a casing having an inlet, an outlet and an exhaust port, valve means in said casing, a pressure-responsive member operatively associated with said valve means, and means for conducting fluid under pressure to said pressure-responsive member to actuate it and said valve means, sa d-valve means being adapted in one position to establish communication either between said inlet and said outlet and in another position between said outlet and said exhaust port.

12. In a locomotive having an exhaustpassage and a VfllVQmember therefor, P es:

sure-fluid actuated means operable to actuate said valve member, and a device for controlling the flow of pressure fluid to and from said means, said device being operable automatically upon the admission of steam to the engine to operate it.

13. In a locomotive, the combination with an exhaust passage and a valve therefor, pressure-fiuid-actuated means for operating said valve including controlling mechanism comprising a casing having an inlet, an outlet and an exhaust port, valve means in said casing for controlling communication between said inlet and outlet and between said outlet and said port, a pressure-responsive member operatively associated with said valve means, means for conducting steam under pressure from the locomotive to said pressure-responsive member, a source of compressed air supply, a controlling cock, and means for connecting said cock with said steam conducting means, said air supply and the casing inlet.

14. In a locomotive, the combination with an exhaust passage, a valve for said passage, a source of pressure-fluid supply and a source of steam supply, pressure-fiuid-actuated means for actuating said valve including controlling mechanism comprising a device operable to control the flow of air therethrough either to or from said valve.

15. In a locomotive having an exhaust passage, the combination of valve mechanism for said passage adapted normally to close the passage but free to operate in the direction of exhaust pressure to permit the escape of the latter, pressure-fluid actuated means for moving said valve mechanism into open position, and a valve operable automatically when the locomotive is operating under steam pressure to govern the flow of pressure fluid to the last mentioned means.

16. In a locomotive the combination with a cylinder and an exhaust passage, of a valve for said passage freely movable in the direction of exhaust steam, pressure fluid actuated. means for moving said valve into open position, and means responsive to the pressure of steam admitted to said cylinder for controlling the flow of pressure fluid to the first mentioned means.

17. The combination. with a locomotive cylinder and exhaust passage leading therefrom, of a valve for controlling said passage, pressure fluid actuated means for moving said valve into open position, and valve mechanism for controlling the flow of pressure fluid to the last mentioned means, said mechanism comprising a casing having an inlet connected with a source of pressure fluid supply and an outlet connected with said pressure fluid actuated means, a valve member normally preventing the flow of pressure fluid through the casing, and means connected with the locomotive cylinder and,

responsive to steam pressure therein for op erating said valve member whereby to permit the How of pressure fluid through the casing.

18. In a locomotive, the combination with an exhaust passage and a valve for completely closing said passage, of pressure-fluidactuated means for actuating said valve to permit of the passage of exhaust steam there through, said means including a controlling device embodying a valve for controlling the flow of pressure-fluid, and means for operating said valve comprising a pressureresponsive member, and meanstor conducting steam admitted to the locomotive for operating the same to said pressure-responsive member for automatically actuating said valve When a locomotive is under load.

19. In a locomotive, the combination with an exhaust passage and a valve therefor, of pressure-fiuid-actuated mechanism including a casing having an inlet port communr eating With a source of pressure-fluid supply, an outlet port connected with said valve,

valve means for controlling the flow of pressure-fluid from said inletto said outlet, a pressure-responsive member in said casing adapted to actuate said valve means, means for conducting pressure-fluid to said valve means, a source of pressure-fluid supply and means for controlling the flow of pressure fluid to said casing inlet and to said conducting means.

20; In a locomotive, the combination of an exhaust passage, a valve operable to close said passage, and means for actuating'said valve into open position con'iprising in. combination with a source of pressure-fluid sup, ply, means for conducting pressure-fluid to the valve, and a device for controlling the flow of pressure-fluid through said conduct ing means comprising a casing having a substantially central bore, a chamber at one end of said bore provided with an inlet, said bore having an outlet, a valve member operable in said casing and having a head adapted to seat at one end of the bore, spring means for maintaining'said head upon its seat, a longitudinal and a circumferential groove in the periphery of said valve member intercoi'nmunicating with each other, a chamber in the casing having an exhaust port and communicating with said longitudinal groove in the valve member, and means for operating said valve member "whereby to establish communication either between said inlet and said outlet or between said outlet and said exhaust port.

' 21. In a locomotive, the combination of an exhaust passage, a valve operable to close said passage, and means for actuating said valve into open position comprising, in combination With a source of pressure-fluid supply, means for conducting pressure-fluid to the valve, and a device for controlling the flow of pressure-fluid through said conductin'g neans comprising a casii'ighaving a substantially central bore, a chai'nbcr at one end of said bore provided with an inlet, said bore having an outlet, a valve member operable in said casing and having a head adapted to seatat one end of the bore, spring meansior maintaining said. head upon its seat, a longitudinal and a circumferential groove in the per ber intercommi. -cating with each other, chamber in theorising having an exhaust port and communicating with one end of said longitudinal groove in the valve memher, and means for operating said valve memberwhereby to establish comnninication' either between said inlet and said outlet, or between said outlet and said exhaust port, the last mentioned means comprising a pressure-responsive men'iber andmeans tor conductingpressure-fluid to said member.

22. In a locomotive, the combination or an exhaust passage, a valve operable to close saidpassage, and means for actuating said valve into open position comprising in com-- bination with a source of pressure-fluid supply, means for conducting pressure-fluid to the valve, and a device for controlling. the flow of pressure-fluid through saidconduct 'ing means comprising a casinghaving a sub,-

stantiallycentral bore, a chamber at one end of said bore provided [with an inlet, said. bore having an outlet, a valve member operable in said casing and having head adapted to seat at the upper end or, the bore, spring means for, maintaining said head upon its seat, a longitudinal and a circun'li ei ential groovein the periphery of said valve member intercommunicating with each other, a chamber in'the casing having an exhaust port and communicating with one end of said longitudinal. groove in the valve member, and means for operating said valve inembei'fivhereby to establish communication either between said inlet and said outlet or between said (llllilelldlltl sai d exhaust port, the last mentioned means comprising a pressure-responsive member, and means for conducting to said member supply of steam admitted to the locomotivetor operating the same, I

23. In combination with a passage having a valve adapted to completely close the same and operable into position to provide, an opening through the. passage, pressure fluid-actuated means for actuating the valve including a device embodying valve means for controlling the flow of pressure-fiuid there/through, pressure-dind=actuated means for actuating said valve means, and a cock operable to control the flow of pressure-fluid iphery of said valve menisource of pressure-fluid supply, a source of steam supply, means for conducting pressure-fluid to the valve to be operated having a controlling device provided with valve means for controlling the flow of pressurefiuid through said conducting means, and means for conducting to saiddevice steam admitted to the locomotive for operating the same whereby to actuate the valve means thereof.

25. The combination with a locomotive cylinder and exhaust passage leading therefrom, of valve means for controlling said passage, pressure-fluid-actuated means for operating said valve, and mechanism for automatically controlling the flow of pressure fluid to the valvemeans, the operation of said mechanism being dependent upon the pressure of the steam admitted to said cylinder. I

26. The combination with a locomotive exhaust passage of a valve member adapted to close said passage, pressure-fluid-actuated means for actuating said valve including a conducting pressure-fluid to said chamber, a

device 'for controlling the flow of pressurefluid through said conducting means, said device having a pressure-fluid-actuated valve member therein, and a single controlling valve for governing the flow of pressure-fluid to said valve member and to said device for passage therethrough to said chamber and from said chamber back to said device for exhaust.

28. A locomotive exhaust nozzle having an annular horizontally disposed seat, a valve member guided for up and down movement in-said nozzle and adapted to engage with said seat to completely close the passage through the nozzle, a chamber in said valve member, a tubular stem having rigid therewith a piston operable in said chamber, and means for conducting pressure-fluid to the upper end of said chamber whereby to assist the exhaust steam passing through the nozzle to lift said valve member, said means having a controlling valve therein operable automatically upon the admission of steam to the locomotive for operating the same.

29. A locomotive exhaust nozzle having an annular horizontally disposed seat, a valve member guided vfor up and down movement in said nozzle and adapted to engage with said seat to completely close the passage through the nozzle, a chamber in said valve member, a tubular stem having rigid therewith a piston operable in said chamber, and means for conducting pressure-fiuidto the upper end of said chamber whereby to assist the exhaust steam passing through the nozzle to lift said valve member, said conducting means having controlling mechanism operable automatically by steam pressure supplied to the locomotive for operating the same.

30. A locomotive exhaust nozzle having an annular horizontally disposed seat, a valve member guided for up and down movement in said nozzle and adapted to engage with said seat to completely close the passage through the nozzle, a chamber in said valve member, a tubular stem having rigid therewith a piston operable in said chamber, and means for conducting. pressure-fluid to the upper end of said chamber whereby to assist the exhaust steam passing through the nozzle to lift said valve member, said conducting means having a controlling device interposed therein provided with a valve member, a pressure-responsive member for actuating said valve member, means for conducting pressure-fiuid to said pressure-responsive member, and a single valve for governing the flow of pressure-fiuid to said pressure-responsive member and to said device for the passage to said chamber in the exhaust valve.

31. The combination with a locomotive exhaust passage and a valve'therefor, pressure-fluid-actuated means for operating said valve, and means for conducting pressurefluid to said first mentioned means including a casing having a controlling valve member therein, said casing comprising two sections detachably connected together and providing a chamber, a pressure-responsive member in said chamber adapted to actuate said valve member, and means for conducting pressure-fluid to said. pressure-responsive member. g

32. In a locomotive, the combination with a cylinder, an exhaust passage, a valve adapted to completely close said passage, pressure-fluid actuated means for actuating said valve, an air reservoir, means for conducting air from said reservoir tov saidvalveactuating means, means for connecting said conducting means with said cylinder, and a single valve for controlling the flow of pressure-fiuid to said valve actuating means and from said cylinder to the air reservoir when the cylinder and its piston are converted into a pump.

33. The combination with an exhaust passage and a valve therefor, of. actuating means for said valve operable by pressure fluid, means for conducting pressure-fluid to said valve-actuating means, a device for controlling the flow of pressure-fluid through the conducting means comprising a casing having a valve therein, a pressure-responsive member also located within said casing and operatively associated with said valve member, means for conducting to said pressureresponsivemember a supply of steam admitted to the engine for operating the latter, and means establishing communication between said steam-conducting means and said air-conducting means including a single valve operable to control connnunication be tween said two conducting means and through the air conducting means.

34. A locomotive exhaust nozzle having a controlling valve therefor, pressure-fluid-actuated means for operating said valve, a source of air supply, means for conducting air under pressure to said valve-actuating means comprising a device having a controlling valve and a pressure-responsive member for actuating said valve, and means for conducting a supply of air from said airconductor to said pressure-responsive member.

35. In a locomotive, the combination with an exhaust passage having a controlling valve, pressure-fluid-actuated means for actuating said valve, means for conducting a supply of compressed air to said actuating means including a controlling device comprising a casing having a valve therein and an exhaust port, said valve being adapted to control the flow of air therethrough to said actuating means and from said actuating means to said exhaust port, a pressure-responsive member operatively associated with said valve member, and means for conduct ing a supply of air from said conducting means to said pressure-responsive member.

36. In a locomotive, the combination with an exhaust passage, a valve for said passage, means operable by pre'ssure-fluid to actuate said valve,- means for conducting pressure-fluid to said valve-actuating means including a controlling device comprising a casing having a valve member therein, a pressure-responsive member for actuating said valve member, means for admitting to said pressure-responsive member a supply of steam under pressure supplied to the 1000- motive for operating the latter, said casing having an inlet and an outlet communication between which is controlled by said valve member, and means for conducting stgam under pressure from the casing to said in ct.

37. In a locomotive havin an exhaust,

passage, valve means tor controlling said passage, pressure-fluld-actuated means for operating said valve means, and means operable automatically by steam pressuread-' mitted to the engine to operate thesame whereby to control the flow of pressure fluid to the last mentioned means.

38. In a locomotive, an exhaust passage, a valve for said passage, and pressure-fluidactuated means for actuating said valve including a pressure-responsive member, and

,means for conducting exhaust steam from passage, separate sources ofair and steam supply underpressure, pressure-fluid-actuated means for moving said valve into open position, and a device for controlling the flow of pressure fluid to said means, said de vice being connected with said source of air supply and also with the source of steam supply and including a manually operable valve whereby the flow of either air of steam to the engine to actuate it may be selectively controlled at the will of the operator In testimony whereof, I have hereunto set my hand.

JOHN E. OSMER.

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