US1980107A - Governor-controlled drifting valves for locomotives - Google Patents

Description

c. STERN 1,980,107

GOVERNOR CONTROLLED DRIFTING VALVES FOR LOCOMOTIVES Nov. 6, 1934.

Filed sept. 29, 1932 5 sheets-sheet 1 Nub.

@arles Hefw C. STERN Nov. 6, 1934.

` GOVERNOR CONTROLLED DRIFTING VALVES FOR ALOGOMOTIVES Filed Sept. 29, 1952 5 Sheets-Sheet 2 il. Nov. A 6, 1934.

c. STERN GOVERNOR CONTROLLED DRIFTING VALVES FOR LOCOMOTIVES Filed Sep. 29, 1932 5 Sheets-v-Sheet 3 Nov. 6, 1934-.

c. STERN 1,980,107

GOVERNOR CONTROLLED DRIFTING VALVES FOR LOCOMOTIVES Filed sept. 29, 1952 l-QI NOV. 6, 1934. y C, STERN f l v 1,980,107

GOVERNOR GONTROLLED DRIFTING VALVES FORY LOCOMOTIVES Filed sept. 29, 1932 A 5 sheetsv-shem- 51- mm in" i Qmntoz Patented Nov. 6, 1934 UNITED STATES 1,980,107 GovERNoR-coNTRoLLED DRIFTING VALVES Fon LoooMoTrvEs Charles Stern, Jersey City, `N. rJ., assignor `to Ardco Manufacturing Company, N. J., a, corporation of Delaware Hoboken,

Application september 29,1932, serial No. 635,445 s claims. 01'. 121-137) The present invention relates to improvements in Governor-controlled drifting valves for locomotives, and has for an object to provide a drifting valve that will be more certain and efli- .ing position of the parts when the throttle steam is cut off from the locomotive steam chests.

cient in action and Will contain certain emergency features whereby the opening of the drifting valve, which permits the supply of steam to the locomotive steam chests, may be regulated to prevent its casual or automatic opening.

In cases where the drifting valve opens when the locomotive is standing the locomotive is apt to Walk o doing serious damage to persons and property about terminal and round houses, and it is the purpose of the invention to make it impracticable for drifting valves to cause locomotives to move.

The invention contemplates the provision of a positive operating means controlled and actuated by the steam chest pressure and a mechanically operated governing device driven at all times by the locomotive when in motion, which two agencies will combine together to control the action of the drifting Valve.

The invention also has for a further object to provide a simplified control for drifting valves 'and a positive operating mechanism, whereby greater dependence may be placed upon the action of the drifting valve which is very important in breaking the vacuum, supplying the moisture and lubricant to the steam chests and cylinders of the locomotive and for other reasons well known in this art. Y

With the foregoing and other objects in view, the 'invention will be more fully described hereinafter, and will be more particularly pointed out in the claims appended hereto.

In the drawings, wherein like symbols refer to like or corresponding parts throughout the several'views.

Figure 1 is a diagrammatic side view of a locomotive equipped with a drifting valve and control mechanism constructed in accordance with the present invention.

. Figure 2 is a diagrammatic front view of the vsame with parts removed for clearness.

Figure 3 is a diagram of the operating 4mechanism and governor showing the position'of the parts when the locomotive is standing still.

Figure 4 is a similar view showing the position ofthe parts when the locomotive is moving at slow speed understeam pressure and before the same has gathered momentum.

Figure 5 is a view similar to Figures 3 and 4 showing the parts in a position where the locomotive is operating under steam pressure and Aafter it has gained sufficient momentum to place .the governor in a potential position for operating the valve mechanism.

Figure 6 is also a diagram showing the drift- Figure 7 is a top plan view, taken on an enlarged scale, of the operating and governor lmechanism with the cover removed.

Figure 8 is a vertical section taken on the line Figure 9 is a'viewsimilar to Figure 8 but with the parts in a subsequent position.

Figure 10 is a vertical cross section taken on vthe line 10--10 in Figure 9. .y

Figure 11 is a longitudinal horizontal section taken on the line 11-11 in Figure 9.

Figure 12 is a vertical cross'section taken on the line V12-12, also in Figure 9.

Figure 13 is a front view. of the operating and governor mechanisms with parts broken away and parts shown in section. y y

Figure 14 is a side view, with parts broken away and parts shown in section, of the drifting valve.

' Figure 15 is a similar view taken on the line by the engineer.

The cylinder cocks 20 are preferably constructed in accordance with Patent No. 1,901,805, granted March 14, 1933, in which the cylinder cocks are kept closed by the pressure of air from the reservoir; on the otherghand the cylinder cocks open automatically when the cab valve 22 is closed to vshut oi the supply of compressed air from said cylinder cocks.

The particular type of drifting valve emloyed being made the subject matter of a continuationinpart application filed July 24, 1934, Serial No. 736,751, and which is shown more particularly in Figures 14, 15 and 16 in which the valve itself is indicated. at 26 and is adapted to close against and seat in a bushing 27 of appropriate material, for instance non-rust or chromium plated substance. l

P4730i the drainv valve 48. This The valve stem 28 may be of the same variety of material and it extends down into the bellows chamber, being connected with the bellows 29. The chamber above the drifting valve 26 is in communication through a pipe 30 with the steam dome 31 of the locomotive or with some other source ofsteam supply. As shown in Figure 2, the pipe 30 contains a valve 30e. This Valve is opened and closed by an emergencyextension handle shown'inFigure 1 as extending into gtl'ie-A cab for operation by the engineer. This einergency extension handle is turned normallyso as to maintain the valve 30a in an lopen position Y whereby steam mayy yflow- :freely from the `dome 31 to the chamber abovethejdrifting valve26. Should the drifting valve or any of its mechanism be injured or put out of order, then the emergency, extension handle is turned so as to close valve`30l and prevent the leakage of steam through any part that might be damaged to this extent. The

steam pressure tends to'close the valve 26 .and

in this it-is aidedby the coil spring 31'; When the drifting valve 26 is open steam may ow out through the `pipe 32 downto 'the steam chests 19. YThe pipe 32 will' preferably have an automatic drain valve '33; fand as shown in Figure 1 such 'pipe 32 'connects with a cro'ssypipe 34 running to yboth of the steam chests 19. In this cross pipe `34 are check valves 35 which open toward'the steam chests. f

The interior of the bellows 29 connects by the air supply pipe 36 with `v`he governor device', such governor device being' inf-communication by an "airpipe'ST-with the air supply pipe '21 to the cylinyalvew'adapted' to close against a seat'41 and -having`pa lsterrl 42 extending outwardly of the lcal-sing and being positioned for free engagexnent with a lug 4 3 on the valvefactuating lever 44,

4which lever is provided with the depending longer lug 46, the facey of which bears 'against thestem v y drain valve closes to the right inFigure 9.1`

The lever 44 is fulcrumed at 48 upon a saddle -"-"49.. The weighted part of the lever Vis adapted to -car`ry the shoulder l thereof down into .engageu'ment with-the saddle 49 which is located tothis 'sid-effof the'leve'r and thusfthe lever f ordinarily rests in vvthe-position shown-'iniFigure where Etl'e'faces of' the' lugs 43 and 46 'which contact *"'Tieloweif part of this'cylinder is Na pipe 54, in communication with theLsteam fcliefist pressure. The arm ofthe'lever"44.is shown carrying -a'roller 55 for' restlngfuponnthe gov'- -erning device.` This governor consists ofa conwith the valve stems are in a substantial vertical osit'ion,fhence 'when the saddle `isliftedthe lugs will havens) e'fctupon the valves.. .'.The lifting fof" the saddleisaccomplished by lrriea'ns of the vis connected at its lower` end to a piston or plunger tinuous' metallic Vor `otlrer'rimf 56 vengaging about `Iweights which radiate froma shaft. `l57. This shaft is preferablylsquare as-shownV in Figures 8 to 1'1jinclusive. 'As'vshown in Figure 10 the shaft "'hasl rounded trunnions wher-eit is mounted" in the bearings 58 and 59 carried by the casing- 60 which may house the entire governing unit if desired. The removable cover for the casing is represented at 6l. In Figures 10,-11 and 13 there is illustrated a pulley 62 upon the outer extended end of the shaft and in Figure 1 this pulley is shown as engaged by a belt 63 driven by the drive axle `640i the locomotive.

Referring more particularly to Figures 7 to 13,

'the square shaft 57 is provided with rows of studs 65; and 66 at spaced points thereon, such studs Abeing threaded orvotherwise secured into the shaft `and acting as guides for the weights 67. These weights are formed with fixed flanges 68 and removable rilanges 69 forming troughs therebetween to loosely receive the rim 56, and thereby the rim is held in place against lateral escape.

Each weight is provided with lateral lugs 70 perforatedv to slide radially upon studs and to f also receive thereagainst the inner ends of coil springs 71 wound about the studs and acting to urge the'weights tonan inner collapsed condition as shown in Figure 8. Centrifugal `for'ce'is adapted to throw the weights out to the condition shown' in .Figure 9i. The weights are'formed with louter arcuate faces and with inner. seating: webs.

72 'forengaging `upon. the flat faces of `the shaft S57 without interfering with one an'othenp, Asshownv in 'Figure 1,2, thesaddle 49r also has perforated lateral vlug-s 73 for sliding; up .and down vertically upon the posts `or studs 74 which are mounted in the top yportion of the Ycylinder 53. Coil :springs 75 are wound `about the lugs'and affixed at ,their upper ends thereto, while bearing atv their lower ends upon the lugs 73 forthe purpose of urging the pistonr 52 downwards.

In operation, Figures 3, 4, 5, Yand `6 show the various phases of movement .of the device.

Ordinarily when the locomotive is not moving the .parts are in the position showny inv Figures 3 and 8; the weights' are` retracted to their innermost position allowing the ring 56 todrop down and the roller 55 to also descend.

There being no pressure in thesteam-chest, the springs 75 holdthe piston 52 in the lowermost position. In' this position, the `lug 46 isv placed 'to hold the `drai'nvalve 48.0pen thus preventing anyp'ressure fromaccumulating in the bellows chamber29 of the drifting valve, and vcarrying off any pressure that tends to accumulatexin this belllows. chamber. In this Way the accidental, ac-

cumulation of pressure 'suflcient to l open the drifting valve is avoided and thedevice introduces a safety factor to this extent.

The lug 43 allows the air'supply valve 40 to close and the closing of this'valve by the automatic pressure by .theair inthe line, constitutes la second factor of safety.' 'The cab air valve 22 forms a third safety margin because `it opens 'and closes the supply of air not only to the kcylinder cocks' but 'also to the drifting valve and'advantage is taken of the instinctive operation of the cylinder cocks by the engineer. i j

In other words the air valves '22 and 25 will-be vclosed as soon as the `locomotive stops, .thus immediately'closing offv air to the drifting valve and preventing .the locomotive from walking oi.

Now when the engineer opens the throttle when leaving the terminal, the steam chest pressure is immediately feltin the cylinder 53 and the plungfer'52.ascendsycarrying withjitthe lever 44, as

shown in Figure 4.

The lever is maintained in the horizontal position by reason of the engagement of its shoulder 50 on the extension of the saddle 49 .and consequently the lugs43v and 46 will be carried up 'nJ straight "Min line vertically vandwill not haveany effect to change the position of the valves 40 and 48.` Thus the drifting valve is still out of operationsolong as the engineer has the throttle open and there is pressure in the steam chests. In Figure 4 the Aroller is shown asv carried upwardly above the governor, but in Figure 5 the same position of all of the parts is shown as in Figure 4 except that the rim 56 has attained a position of concentricity with respect to the shaft 57 and the Weights, the weights havingV been thrown out by centrifugal force due to the movement of the locomotive and having therefore lifted the rim 56 to a position of engagement or substantial engagement beneath the elevated roller 55.

Figures 6 and 9 show the position of the parts when, after running, the engineer closes the throttle and drifts. Immediately the steam 'chest pressure falls as does also that in the cylinder 53 enabling the spring '75 to force the plunger 52 downwardly.

The roller 55 is of course maintained in the upper position as the locomotive is still in motion and the governor is driven from the locomotive axle, The lever 44 is therefore rotated causing the shoulder 50 to be lifted from the saddle, the lug 43 rotated toward air supply valve 40 opening the same; and the lower lug 46 is retired away from the stem 47 allowing the relief or drain valve 48 to close by virtue of the air pressure obtaining in the passage 39. This air pressure rises through the pipe 36 into the bellows chamber 29, raising the drifting valve 26 and allowing boiler steam to pass down through the connection 32 to the steam chests. In this way the locomotive steam chest valves and cylinders will be kept lubricated and the vacuum broken. All of the advantages of the drifting valve are also had. Should the throttle again be opened the parts will promptly be restored to the position shown in Figure 5, thus cutting off the air and suspending the operation of the drifting valve, thus exhausting air pressure from bellows 29 through the drain valve 48. If from the drifting position, shown in Figure 6, the locomotive should be brought to a stop then the ring 56 will fall and the parts assume the position shown in Figure 3.

Here again the air valve 40 is closed and the operation of the drifting valve suspended. 'Ihe operation of the device is so coordinated with the operation of the cylinder cocks 20 that the drifting valves will be out off from access to the air pressure when the locomotive is stopped at a terminal or put in the round house by the simple instinctive act of the engineer in opening the cylinder cocks by shutting off the air supply by valve 22.

It is obvious that various changes and modications may be made in the details of construction and design of the above specifically described embodiment of this invention without departing from the spirit thereof, such changes and modifications being restricted only by the scope of the following claims:-

What is claimed iszl. In combination, a drifting valve for locomotives coupled to a source of steam supply and to the locomotive steam chests, a cylinder in communication with the steam chest pressure, a plunger in said cylinder, a valve operating lever controlling the drifting valve and pivotally sup ported by, and movable with, said plunger, and a centrifugal governor driven by the locomotive Y and positioned to cause pivoting movement of the lever. J

2. In combination, a drifting valvefor locomotives coupled to a source of steam supply and tothe locomotive steam chests, a 4cylinder in communication with the steam chest pressure, a plunger in said cylinder raised by the'steam chest pressure, a'valve operating lever controlling the drifting valve and movable with said plunger and pivotally mounted with respect thereto,.a roller on said lever, and a' centrifugal governor having a ring adapted to contact withsaid roller and having an up and' down movement.

In combination, a drifting valve for loco-- motives coupled to a source of steam supply and to the locomotive steam chests, valve operating .means controlling the drifting valve mounted `movably and subject to the steam chest pressure and including a saddle, a lever pivoted'on said saddle and restricted as to downwardmovement in one direction by said saddle, and a governor vadapted to cause pivotal movement of the lever mounted adjacent said valves and being subject I to the steam chest pressure, and a mechanical governor driven at all times by the locomotive while in motion for acting upon said means to control the opening and closing movement of the air control and drain valves.

5. In combination, a drifting valve for locomotives coupled to a source of steam supply and to the locomotive steam chests, an air control valve 'for controlling the drifting valve, a drain valve for the drifting valve located adjacent said air control valve, a saddle, means subject to the steam chest pressure for lifting and lowering said saddle, a lever fulcrumed in said saddle and weighted to a position resting at one side upon the lever, lugs projecting up and down from said lever for acting to open and close said air control and drain valves, and a governor dr'iven by the locomotive at all times while in motion and acting to pivotally lift the lever from engagement with the saddle.

6. In combination, a drifting valve for locomotives coupled to a source of steam supply and to the locomotive steam chests, an air control valve for controlling the drifting valve, a drain valve for draining the air from the drifting valve, a plunger subject to and elevated by the steam chest pressure, means for normally lowering said plunger, a saddle movable up and down with said plunger, a lever pivoted upon said saddle and having a shoulder at one side of its pivot point for encountering the saddle to arrest further downward movement of the lever, lugs on the other side of said lever adapted to open and close said air control and drain valves, and governor means actuated by the movement of the locomotive for encountering the shouldered end of said lever to cause pivotingl of the lever in one position.

7. In combination, a drifting valve for locomotives coupled to a source of steam supply and normally closed by the pressure of said steam supply, air pressure actuated means for opening said drifting valve against the steam pressure, a connection between said drifting valve and the locomotive steam chests for supplying steam to the steam chests when the drifting valve is open, an air control valve for admitting, when open, air

Vunder pressure toV said air pressure actuated means, ya vdrain lvalve situated in proximity to said air control Avalve for evacuatingpressure vfrom said air lpressure lacti-rated means, a lever pivot-ed adjacent said valves and having parts for `open- :ing and closing :said valves .alternately iin acend of :said lever Wheneby'to create rocking move- I ment Aof the lever when the lsuper-,heated steam ypressure actuated means falls whereby to canse opening .of v.the .air control valve and to `permit the closing .of the drain valve.

A. In combination, a drifting valve in cornmuncation with resource of steam pressure supply and with the `locorrwtive steam chests and biased "to a Aclosed positionwby 'action Aof the @steam :supply pressure, air #pressure valve opening :means locomotive :air pressure source, vlanormally closed fair control valve for controlling the .supply tof u :flor said `.drifting valve lin communication with the air to said valve :opening meansJ a governor Edrvf ein by movement derived from 4the Amovement of .the locomotive., movable superheated steam -preslsure Ymeans -inlzcommunication lwith the Alocomotive steam chests andfnormally held elevated yby .the superheated .steam pressure, and 1valve actuating .means vsupport-ed :by .and movable with re# spect vto said superheated steam :pressure means and acted =on by .said governor to move yrelative-- ly to said superheated steam pressure means whereby to open thewair control valve `when the -superlieated steam pressure means falls due to falling `of the superheatedfsteam pressure .in the locomotive fsteampchests,

CHARLES STER-N.

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