US1552441A

US1552441A - Drifting valve and control mechanism

Info

Publication number: US1552441A
Application number: US744689A
Authority: US
Inventors: Raymond P Loughlin
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-10-20
Filing date: 1924-10-20
Publication date: 1925-09-08
Anticipated expiration: 1942-09-08

Description

Sept, 8, 1925.

R. P. LOUGHLIN DRIFTING VALVE AND CONTROL MECHANISM 3 Sheets-Sheet l Filed Oct. 20 1924 Sept. 8, 925.

l1,552,441 4 R. P. LOUGHLIN DIFTING VALVE AND CONTROL MECHANISM 4Filed oci, 2o. 1924 s sheets-sheep 2 F/c; vja F/AG. 11

v INVENTOR Patented Sept. 8, i925.

RAYMIOND- P. LOUGHLIN, OF BROOKLYN, NEW YORK.

DRFTING VALVE AND CONTROL MECANISM.

Application filed Gctober 2019241 Serial No. 744,689.

To @ZZ w/lom t may concern.'

Be it liner-.n .at ariroxn' l. Lonen- Lizv, a citizen of the United States, residing at East 15th Street, Brooklyn, in the countyr of Kings and Sta-te of New' York, have invented certain new and useful lmprovements in a lrifting ValveJ and Control lilechanisin, of which the following is a specification.

My invention relates to a. drifting valve and control mechanism and more particularly to a` steam locomotive drifting valve and its novelty consists in the adaptation and arrangement of parts as will be more fully hereinafter pointed out. Y

The use of superheated steam in locov.notives necessitates frequent overhauling of the cylinders and valve chests in order to remove the large deposits of carbon which have. accumulated in the exhaust passageways and steam ports andupon'the valves and pistons. The carbon, which is hard and diiiicult to remove, is the result of the carbonization of the cylinder lubricating oil when the. locomotive is coasting or drifting` at which time air isr drawn into the cylinders thru the relief valves or thru the exhaust passageway and smoke box. This air striking the films of oil which are at the high temperature of the superheat causes them to disintegrate. leaving a densehard depositI of carbon which in a comparatively short time chokes up the ports and passage that satisfactory operation is impossible. isi'loreovor, cinders from the smoke box or bits of the carbon will cause sco-ring of the rings and seats with consequent lealiage and poor performance. Also if steam is not supplied in some amountI to the main cylinders under all ruiming conditions the lubrication of the cylinders ceases with the resultant danger of overheating and scoring of t-he cylinders.

To overcome this carbonization various devices have been used to admit saturated steam from the boiler to some portion of the cylinder or valve chest, while the locomotive is drifting, but such devices are comways to such an extent plicated and sometimes freeze up in very.

control valve. ltion of the control valve on the line 4 4. of Figure 1. 'of' the control valve with the lower portion is a side elevation of the device showing the connections to the steam chests. Figure 3 is a plan of one of the connections to the Figure 4 is a vertical sec- Figure 5 is an endl elevation and 11 are vertical sections on the lines' -10 and 11-11 respectively of Figure 9i. Figure 12 is a horizont-al section on the line 1.2-12 of Figure 9; Figure 13' is a vertical. section on the line 13-13 of Figure l. Figure 14- is a vertical section'on the line 1--14 of llligure 13.- Figure 15 is a plan view of a portion of' the main valve. Figure 16 is al plan view of the main valve withthe top'removed showing a quar ter section thru one of the ports. Figure 17 is aY pla-.n view of' Vone of the parts of the main valve.

ln the drawings it will be seen that my device consists ofV two major parts, an air operated steam val-ve 21, hereinaft r called the main valve, for admitting saturated steam tothe steam chests 22

thru pipes

23 and 24 and a steam operated air valve-725 for controlling the opening and closing' of the main valve 2l. As the 'locomotive is operated the main valve 21 must be closed when the throttle is open and also when the locomotive is standing still. Ity mustbe open when the locomotive is drifting. The control valve 25 accomplishes this by admitting compressed air to liney 26 and eX- hausting line 27, thereby closing the main valve 21, or vicer versa., thereby opening the main valve 21. The main valve 21 is mounted on the top of the boiler 28 and receives saturated steam `from the steam dome 29 thru pipe 30; The control valve 25 mounted on the smoke box 31 receives its supply of compressed' air thru line 82 from the main air reservoir The lower portion of the control valve is connected to the supply pipe 34 leadin-g to the steam chest, 22 by means of' pipo 35. Figure 3 shows how line 27 branches so as to conneet with arms and 54 of the control valve 25. Line 26 branches in a like. man--V ner.

As` shown in Figure 4 the control valve consists of a body 25a in which slides a sleeve 36 and a plunger 37. The lower end of the plunger is rigidly attached to a piston 38 which slides ina renewable bushing 42 driven into the lower end of the control valve body 25a. This lower end is closedfby a cap 39 containing a passage 40 thru which steam can pass from the supply pipe 34 by way of line 35 and push up piston 38 which is made steam tight with rings 41. The lower end ofthe valve body 25 is covered with asbestos 43 to prevent excessive condensation and the entire lower Vportion is protected from the elements by cover 44 held in place by nuts 45 which screw onto cap V39. To vthe upper endr of ythe plunger 37 is attached a leather cup 46 fastened by nuts 47. This upper end of the plunger slides inside of sleeve 36 which has the upper inside portion enlarged to receive the leather cup 48 fastened by means of nuts 49: to the end of cap 50 which closes the top of the valve body 25a. The space 48ay between the cups 46 and 48 is supplied with compressed air thru'passage 51 in cap 50 connected by a pipe 52 to port 61 opening into the upper valve chamber 32b in arm thus causing both the plunger37 and the ,fu-sleeve 36 tobe forced continually down-y ward. Y Y Y The opposite sides of the sleeve 36 are formed with indented

portions

36a and 36b having inclined sides which as the sleeve y moves up or down make four tappets 55,

`whichareV horizontally mounted in valve body 25a, move in or out. These tappets 55 slide in bushings 56 driven into the arms' 53 land 54 kof the valve body, 25a. AnyI movement-of the tappets 55 is transmitted 'n to Vfour poppet valves 57v which are pressed onltheiwr seats by springs 58. The valves Y in arm 53 have on their endsleather cups 59 held in place by washers 60 adapted tov make the ends of said valves air tight. InA the right hand arm 53 the valve chambers are supplied with compressed air thruline 32 screwed into opening62 which leads to the valve chamber 32a in the lower part of arm 53 as shown in Figure 12. An upper valve chamber 32b communicates with the lower thru opening 63 as shown in Figure The

indented portions

36a and 36b onA sleeve 36 are so arranged that when the upper right valve 57 is shut the upper left is open, the lower right open and the lower left closed, or vice versa. VCaps 53a screwed into arm 53 close the valve chambers 32aand y There are similar caps 54a in armi 54.

ln the lower vportion of the valve ybody 25 are driven two pins 65 and 74fwhich serve as pivots for two

pawls

64 and 73 respectively. Pawl 64 is pressed against to the left.

sleeve 36 by a tappet 66 and a spring 67, and pawl 73 in a similar manner by a tappet 75 and a spring 76. VCaps 68 close the openingsl which contain these tappets and springs. Pawl 64 has two shoulders 69 and 72, and pawl 73 has a shoulder 77, all three of which are Aadapted to engage the lower surface 36c of sleeve 36 and to detain the sleeve Yin three different positions as may be observed more clearlyV in Figure 7. Attached rigidly to piston 38 is a striking piece 71 having a surface 70 adapted to engage shoulder 72 on pawl 64 and on the downward stroke of the piston 38 to throw pawl 64 far enough out to disengage shoulder 69 from the sleeve 36, but not `far enough to prevent shoulder 72 from engaging the slee-ve when at the lowest position as shown in Figure 8. On pawl 7 3 just below Vshoulder 77 is a surface`78 adapted to oc engaged by the upper corner of striking piece 71 on the upward stroke of piston 38, whereby the pawl 7 3 can be thrown out and shoulder 77 disengaged from the sleeve 36. The sleeve 36 has three positions corresponding to the position of the main valve .21 when the locomotive is in active service.l

Figure 4 shows the positions of the internal parts of the control valve 25 when the locomotive 1s running under power. Figure 7 lshows the positions when drifting. Figure 8 shows them when standing still. Figure l3shows the position of main valve 21 when running or standing. When drifting the main valve 21 is open.'

In Figure 12 a feather key 81 keeps sleeve 36V in proper alignment with respect to tappets 55. Passage 79 isv the exhaust port for the branch of line 26 which enters arm 54 and passage 8O is the inlet portfor the branch of line 26 which enters arm soVV There are similar ports 79a and 8()a for line. 27 as shown inFigure 9. y

The main valve 21 as shown in Figure 13 has an upper portion 21a having two cylinders 82 closed by caps 83.. A. piston 84 with heads 85, leather cups 86, washers 87 and nuts 88 slides in cylinders 82. Compressed air entering a port 89 thru line 27` will cause the piston 84 to move to the right, or if entering a port 90 thru line 26 then This motion is transmitted to arm 91 clamped to piston rod 84 by means of bolt 92 as will be evident from Figure 14. Tn the end of arm 91l is driven a pin 93upon which flanged roller 94 can turn freely. The rectilinear motion of the roller is transmitted to a revolvable stem 95 by means of lever 96 clamped to stem 95 by means of bolt 97 as shown in Figure 15.

vThe lower end of stem 95`has a tongue 98 21 allows steam to flow thru

lines

23 and 24 to the steam chests 22v as shown in Figure 1. Referring to Figure 13 chamber 104 in the lbase of the main valve 21 is always full of saturated steam supplied from the dome thru line 30. The plug 100 isv tapered and held firmly ona renewable seat 101 by the pressure of steam admitted to an upper chamber 102 thru passage 103. Collar 95:L on stem prevents escape of steam between stem 95 and a renewable bushing 105. Re ferring to Figure 14 the arm 91 has an extension 106 which bearsl against cross bar 107 which joins the cylinders 82 and in con-- junction with finger.108 keeps arm' 91 in pro-per alignment with respect to lever 96. Both the extension 106 and the finger 108 serve as stops for piston 84 by striking against end surfaces 110 of the cylinders 82 as piston 84 moves back and forth.

Figure 17 shows the plan of lever 91 with flat sides 109 which stop against end surfaces 110 of the cylinders 82.

Figure 13, shows the position of the piston 84 when the ina-in valve 21 is closed, line 27 being exhausted and line 26 filled with air. Figure 16 shows the position of the plug 100 when the main valve 21 is closed. Fig-ure 14 shows the position of the plug 100 when the main valve 21 is open at which time line 26 is exhausted and line 27. filled with air.

rThe operation of my device is as follows. When the locomotive throttle is opened steam enters the supply pipe 34 from the suprerheater manifold making the locomotive move in the usual and well known manne-r. A small portion of the steaml entering thru line 35 forces piston 38- to rise striking sleeve 36 and forcing it to. move to the extreme position shown in- Fig-ure 4. Pawl 64 pivoted on pin 65 then slips into the position shown under the influence of tappet 66 and spring 67. As long as the throttle is open piston 38 or shoulder 69 ony pawl 64 will. hold sleeve 36 in ruiming position. The sleeve in turn holds the upper left valve 57 open and permits the upper right valve 57 to close thereby exhausting line 2?'. J:fait the same time it opens the lower right valve 57 and closes the lower left valve- 57 thereby iilling line 26. with compressed' air. This closes. the mainV valve 21. lVhenV the throttle is closed and the locomotive begins to drift line 35 exhausts thru the stack, and piston 38 returns toitslowest position,

.under the influence of the compressed, air

acting` von cup 46. ln doingA soy surface 70 of striking piece 71 attached rigidly to piston 38 hits shoulder 72 on pawl 64 causing it to release the sleevey 36 which is then forced down under the influence of the cumpressed air in chamber 48a immediately. above cup 46. Pawl 731pivoted on pin 74 has in the meantime moved into position under the influence of' tappet 75 and spring 76 and holds the sleeve 36 in the drifting position when the lower surface 36C of the sleeve 36 strikes the shoulder 7 7 on the pawl 73 as shown in Figure 7 The upper left and lower right valves 57 are. now closedV and upper right and lower left valves 57 are now open thereby causing line 26 to exhaust and line 2"? to fill with compressed air and causing the main valve 21 to open andt cient to keep the `pressure in the steam chests 22l from building up to a point which would" overcome the force of the air pressure on piston 38 and make it rise. 1When the brakes are applied and the locomotive gradually comes to, a stop, the pumpingl action of the .c

engines gradually diminishes and the steam pressure 1n the valve chest and llne 35 builds y up until it is suiiicient to push piston 38 upward until the upper corner; of the striking piece 71 strikes surface 7 8 on pawl 7 4 there-V by throwing the pawl 7 4 out and allowing sleeve 36 to descend and rest on the shoulder i2 of pawl 64 as shown in Figure 8. rlhe upper right and they lower left peppe-t valves 5i' will now be closed and the lower right and upper left valves 57 will be, open causing line 2'? to exhaust and line26'to fill .with compressed air thereby closing the main valve 21.

Should the throttle be opened again*` while drifting and beforer the pressure has built up in` the manner just described,. sleeve 36 will be pushed again. to the upper or running position by piston 38 thereby closing the main valve 21. y

While I have shown and-described various ways and forms in which my invention may be carried out, l wish it to be understood that I am not limited thereto but that my invention may be `embodied in numerous modifications without any departure from the spirit and scope thereof.

l' claim:

1. In combination with a steam reciprocating locomotive, means for conveyingV an auxiliary supply of steamffrom the boilerl of the locomotive to the main engines ofthe locomotive, valve means for controlling said auxiliary supply of steam, an oscillatable member actuated by the normal operation of the locomotive, means actuatedv by the normal operation of the locomotive for retaining said member at one extremity of its path while the locomotive is standing, at the other extremity of its. path while the locomotive is running under power, and at an intermediate position while the locomotive is drifting, and means connecting said oscillatable member and said valve; means whereby the closing of said valve means is effected by the movement of said member to .either extremity of its path and the opening VVof said valve means is effected by the move- Vment of said member to said'intermediate position.

2. lin combination with a steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, an oscillatable member adapted to'b'e detained in a position intermediate with respect tothe extremities of the path of said oscillatable member, vmeans actuated by the normal operation of the locomotive vfor oscillating said member in one direction when the locomotive is runningunder'powerrand in the opposite direction* when the locomotive ceases to run under power,nieans actuated Vbythe normal operation ofthe locomotive is effected by the movement of said membery to said intermediate position.

8. In combination with a steam reciproeating locomotive, means for conveying an auxiliary supply of steam lfrom the boiler locomotive, valve means4 for controlling said auxiliary supply of steam, an oscillatable member adapted to be detained in a position intermediate the extremities of the path of the oscillatable member, means actuated by variation of the locomotive steam chest vpressure tor oscillatingysaid member in one` direction when the locomotive is ruiming under power and in the opposite'direction when the locomotive ceases to run under power, means actuated by variation of the locomotive steam chest pressure for detaining said member in said intermediate position on the back movement of said member, means actuated by variation of the locomotive steam chest pressure for interruptingv auxiliary supply of steam from the boiler of i the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, an oscillatable member adapted to be detained in a position intermediate the extremepositions of said member, mea-ns actuated by variation of the locomotive steam chest pressure lor oscillating,l said member in one direction whenV the. locomotive is running under power and in the opposite direction when the locomotive ceases to run under power,

means actuated by variation of the locomo-1 tive Vsteam chest pressure for detaining` said member in said intermediate position on'tlie back movement of said member, means actuated by variationl of the locomotiife steam chest pressure Vfor restraining` ksaid member from assuming said-,intermediate position when the locomotive ceases to` run under power, means actuatedrby variation of the locomotive steam chest pressure forl interrupting said restraining,n means and said de-l eating,` locomotive, means for conveying anauxiliary supply of steam frointhe boiler of the locomotive to the main enginesiot the locomotive, valve'means for controllingD said auxiliary supply of Asteam adapted for air j operation, an oscillatable member Y adapted of the locomotive to the main engines of the .to be detained in a position intermediate the extreme positions of said member, means actuated by variation of the locomotive steam chest pressure for oscillating` saidmember in one direction when the locomotive is running under power and in the opposite direction when the locomotive ceases to run under power, means actuated by variationoi" the locomotive steam chest pressurel or detainingsaid member insaid intermediate position on the back movement oi' said member, means actuated byvariation of the locomotive steam chest pressure .for restraining` said member from .assuming said Vintermediate position when the locomotive ceases to run under power, means actuated by variation of the locomotive steam chest pressure for interrupting` said restrainingmeans and saiddetaining means, means connecting said oscillatable member and said valve means by an air supply tothe valve means,= and secondary valve means actuated by the os- 'cillatable member it'or controllingsaid air supply whereby the closing of said valve means is effected by the movement ofvsaid member to 'either of its extreme positions and whereby the opening,` of said valve,

means is efected by the movement of said member to said intermediate position.

Cil

6. In combination with a steam recipro-l cating locomotive, means for conveying` an auxiliary supply of steam from the boiler of the locomotive to the mai-n engines of the locomotive, valve means for controlling said auxiliary supply of steam adapted for air operation, an oscillatable member adapted to be detained in a position l en mediate the extreme positions or" said member, means actuated by variation ot the locomotive steam chest' pressure for oscillating said member in one direction when the locomotive is runningunder power and in the opposite direction when the locomotive ceases to run under power, means actuated by variation of the locomotive steam chest pressure for detaining said member in lsai-d intermediate position on the back movement of' said member, means actuated by variation of the locomotive steam chest pressure for restraining said member from assuming said intermediate position when the locomotive ceases to run under power, means actuated by variation of the locomotive steam chest pressure for interrupting said restraining means and said detaining means, means connecting said oscillatable member and said valve means by an air supply to the valve. means, and secondary valve means comprising poppet valves actuated in pairs bv the oscillat-able member for controlling said air supply whereby the closing ot' said valve means is effected by the movement of said member to either 'of its extreme positions and whereby the opening` of said valve means is effected by the movement ot said member to said intermediate position.

'7.` In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locon'iotive, valve means for vcontrolling said auxiliary supply of steam adapted for air operation, an oscillatable member adapted to be detained in a position intermediate the extreme positions of said member, means actu'- ated by variation of the locomotive steam chest pressure for oscillating, said member in one direction when the locomotive is running under power and in the opposite direction when the locomotive ceases to run under power, means actuated by variation of the locomotive steam chest pressure for detaining said member in said intermediate position on the back movement of said member, means actuated by variation of the locomo tive steam chest pressure for restraining said member from assuming said intermediate position when the locomotive ceases to run under power, means actuated by variationot1 the locomotive steam chest pressure for interrupting said restraining means and said detaining means, means connecting said oscillatable member and said valve means by an air supply to the valve means., secondary valve means comp-rising ,po-ppet valves seating upon bushings adapted to guide tappets, and tapp'ets for actuating said valves, said oscillatable member having cam surfaces adapted to actuate said tap-pets in pairs for controlling said air supply whereby the closing of .said valve means is effected by the movement oft said member to either of its eX- treme positions and wherebythe opening oft' said valve mean-s is eilected bythe movement ot said member to saidv intermediate position.

8. In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply yot steam l'from the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary 'supply et steam, an` oscillatable member adapted to be detained in a position intermedi-ate the extreme positions of said member, means actuated by vari-ation'of the locomotive steamdchest pressure for oscillating said member in one direction when the locomotive is running under powerv and in the opposite direction' when the locomotive ceases to run under power, means actuated by variation of the locomotive steam chest pressure for detaining said member in said intermediate position on the back move.- ment of said member and means actuated byv variation otl the locomotive steam chest pressure for restraining said member from assuming said intermediate position when the locomotive ceases to run under power comprising pawls under continual spring pressure against said member, means actuated b,y variation ot the locomotive steam chest pressure for interrupting said restraining means and said detaining means, and means connecting said oscillata-ble member and said valvemeans whereby the closing of saidvalve means is etlected by the movement of; said member to either of its eXtreme positions and whereby the opening of. said valve means is eiected by the movement of said member to said intermediate position.

In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines ot' the locomotive, valve means for controlling said auxiliary supply of steam, anoscillatable member adapted to be detained in a position intermediate the eXtreme positions of said member, means actuated by variation of the locomotive steam chest pressure for oscillating said member in one direction when the locomotive is running under power and in the opposite direction when the locomotive ceases to run under power, means actuated by variation of the locomof tive steam chest pressure; for detaining said member` in said intermediate position on the back movement of said member and mean-s actuated. by variation of the locomotive steam chest pressure for restraining Y striker meansadapted to engage a cam sur-I said member from assuming said intermediate position when the locomotive ceases to run under power comprising pawls under continual spring pressure against said member, means actuated by variation of the locomotive .steam chest pressure for interrupting said restraining means and said detaining means comprising a plunger having faceon each of said pawls, and meanscon- Y necting said oscillatable member and said valve means whereby the closing of said valve means is effected by the movement of said member to either of its extreme positions anduwhereby the opening of said valve means is eiiected lbythe movement ofvsaid member to said intermediate position.'

lO, In combination with a steam reciprocating locomotive, means tor conveying an 'auxiliary supply of steam from the boi-ler ofY tha-locomotive to the main engines of thek locomotive, valve lmeans for controlling said auxiliary supply vof steam, an os- 'cillatable member adapted to be detained in a position Vintermediate the extreme posit-ions of said member, means actuated by variationl of the locomotive steam chestdpressure for oscillating said member in one direction when the locomotive is ruiming under powerr and in the opposite direction when the locomotive ceases to run under power coinprising a plunger subject to upward steam chest pressure of ,sa-id locomotive and adapted topush said member, said plunger and said member being subjectito continual downward resilient means, means actuated by variationy of the locomotive steam chest pressure for detaining said member in said intermediateposition on the back `movement of said' member, means actuated 'by'variation of the locomotive steamfchest pressure for eating locmotive,lmeans for conveying an auxiliary supply of steam from the boiler of the locomotive tothe main engines Vof the locomotive, valve means for cont-rolling said auxiliary supply of steam, an oscillatable sleeve adaptedto be Vdetained in a position intermediate theyextreme positions of said sleeve, means actuatedby variation of the locomotive steam chestf pressure for-oscillating said sleeve in one direction when the locomotive is running under power and in the opposite direction when the locomotive ceases to run under power comprising a plunger subject to upward steam chest pressure oi said loco-motive and adaptedtopush saidA sleeve, said plunger and said sleeve being subject tol continual downward compressed air pressure, means Vfor supplying said compressed air pressure, means lactuated -by variation of the locomotive steam chest pressure for detaining said sleeve in said intermediate position on the back movement of said sleeve, means actuated by vaand said valve means whereby the closingV of said valve mea-ns is effected by the movement of said sleeve toy either of its extreme positions andr whereby the opening of said valve means is effected by the movement of said sleeve to said intermediate position,

12. In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply ot' steam from the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply ofrsteam, said means for conveying an auxiliary supply of steam comprising a pipe line from the steam dome of the locomotive to the valve means and a pipe line from the valve means to each steam chest of the locomotive, an os-cillatable member adapted to berdetained in a. position intermediate the extreme positions of said member, means actuated by variation of the locomotive steam chest pressure for oscillating said member in one direction when the locomotive is running under power and in the opposite direction when the locomotive ceases towrun under power, means actuated by variation of the locomotive steam chest pressure for detaining said member in said intermediate position on the back movement of said' member, means actuated by variation of the locomotive steam chest pressure for restrainingsaid member from assuming said intermediate position when the locomotive ceases Vto run under power, mea-ns for interrupting said restraining means and said detaining means, and means connecting said oscill'atable- Amember and said valve meanswhereby the 'closing' of said valve means is effected by the movement of said member' to either` of itsextreme po- Cil ico

sitio-nsA and whereby the opening of said valve means is effected by the movement of said member to said intermediate position.

In'testimony whereof l aflix my signature. ,RAYMOND P., LOUGHLIN, Y,