US2348809A - Drifting valve - Google Patents

Description

y 15, 1944- J. H. HANLON ETAL 2,348,809

DRIFTING VALVE Filed June 9, 1943 2 Sheets-Sheet l J. H. HANLON ETAL. 2,348,809

DRIFTING VALVE Filed Jfine 9, 1945 2 SheetsSheet 2 drifting valve against the action .of a spring.

. motive is movingv at a speed greater than a prede- Patented May 16, 1944 'UNITED STATES W NT OFFICE I DRIFTING VALV-E John H. Hanlon and JohnW. namon,

Belmont, Massl Application June 9, 1943. Serial No. 490,180

8 Claims. Our present invention relates to drifting valves for steam locomotives, i. e., valves for controlling and furnishing a supply of saturated steam to the working cylinders of a locomotive for the purpose of lubricating the cylinder walls when the locomotive is jmoving or drifting with the throttle valve closed. More particularly our invention relates to mechanism for opening the drifting valve to supply steam to the working pressure. The cylinder is provided with a piston which is arranged to be moved, when air under pressure is admitted to the cylinder, to open the A manually operable control valve is interposed in,

the air supply conduit for controlling the supply .of compressed air for opening the drifting valve.

Such a construction is described in our United States Patent No. 1,954,8l2,'dated April 17, 1934.

The present invention contemplates a mechanism for controlling the operation of the drifting valve of a locomotive including a manually op'er- A able control valve in the air supply conduit for supplying compressed air for opening the drifting valve. In addition, the invention contemplates a second or operating valve interposed in the air supply conduit which is controlled by the speed of the locomotive so that it is open when the locomotive is travelling faster than a" predetermined speed and is closed when thelocomo- .tive is travelling slower than that predetermined speed. Preferably, the operating mechanism for the control valve is such that the control valve is openedand closed as the throttle valve is closed and opened respectively. Thus, when the loco- :termined speed with the throttle closed-both the control valve and the second or operating valve are open to supply air under'pressure to hold the drifting valve open. If the locomotive is drifting, thatis, coasting wlththe throttle valve closed, the second or operating valve closes as soon as the speed of thelocomotive decelerates to a .predetermined speed to shut, off the air supply and the drifting valve closes. If the throttle valve is opened the control valve, closes and shuts off the supply of air and the drifting valve closes. The invention Will be more clearly understood from the following description in conjunction with the accompanying drawings, in which:

Fig. 1 is a side elevational view of'a locomotive to which is applied a drifting valve and its operating mechanism embodying the invention; and

Figs. 2, 3 and iam enlarged sectional elevational views of difierent portions of the operating mechanism for the drifting valve.

Referring to the drawings, and particularly to Fig. 1, there is shown a locomotive having a boiler A provided with a steam dome B, working cylinders C (only one of which is shown), and a throttle valve D which is operated by a hand lever- E and throttle rod F to supply steam to the cylinders. At G is'indicated a drifting valve which as shown is mounted on the side of the locomotive at a convenient'point between the steam dome- B and the working cylinders C thereof. This valve comprises a body or casing l0 (Fig. 3) which houses a valve ll normally held closed by a spring I 2 against a cooperating valve seat 13 to separate said easing into two chambers. One of these chambers is connected by a pipe M to the steamdome B while the other chamber is connected by a pipe l6 and branch vided with a stem 2| (Fig. 3) which projects through the casing l0 and'is adapted to be engaged andoperated by a piston 22 working in a cylinder 23 depending from said casing. 7

,As illustrated in the accompanying drawings the m'echanism for operating the drifting valve G' includes a control valve H (Fig. 1) and an operating valve J. The inlet of the control valve H is connected by a pipe 25 with a reservoir for The outlet of the control valve H is connected by a pipe 26 to the inlet of the operating valve J and the outlet of .the latter is connected by a pipe 2! to the cylinder 23. The operating valve J is mounted upon a. housing 28 for its operating mechanism.

The control valve H is mounted upon a bracket 29 secured to the boiler A and comprises a casing 30 (Fig. 4) housing a valve 3| normally held closed by a spring 32 against a cooperating valve seat 33 to separate the casing into two chambers 3.4 and 35. The casing 30 is provided with a threaded inlet 36' to receive the pipe 25. The inlet 36 is connected by a passage 31 with the chamber 34. The stem 38 of the valve 3| is provided with grooves 39 to afiord communication between the chambers 34 and 35. The casing also is provded with a threaded outlet 40 from the chamber 35 to receive the pipe 26. The bottom of the chamber 35 is closed by a sleeve 4| threaded to the casing 30 and adapted to slidably receive a rod 42 arranged in alignment with the valve stem 38. The lower end of the rod 42 projects downwardly beyond the sleeve 4| to engage a cam 43 (Figs. 1 and 4) fixed upon the throttle rod F. The rod 42 is provided with a passage |5 for releasing air from the chamber 35.

The operating valve J is mounted upon a bracket 45 carried by the cover 46 (Fig. 2) of thev housing 28 and comprises a casing 41 housing a. valve 48 normally held closed by a spring 49 against a cooperating valve seat 50 to separate the casing into two chambers 5| and 52. The casing 41 is provided with a threaded inlet 53'to rei,

ceive the pipe 26. The inlet 53 is connected by apassage 54 with the chamber 5|. The stem 55 of the valve 48 is provided with grooves 56 toafford communication between the chambers 5| and 52. The casing 41 also is provided with a threaded outlet 51 from the chamber 52 to receive the pipe 21. The bottom of the chamber 52 is closed by a sleeve 58 threaded to the casing 4'! and is adapted to slidably receive a rod 59 arranged in alignment with the valve stem 55. The lower end of. the rod 59 projects downwardly beyondthe sleeve 58. The

rod 59 is provided with a passage 9 for releasing air from the chamber 52.

A pump casing 68 is suitably suspended within the housing 28 which serves as a reservoir for oil 6|. The casing 60 is provided with a pump cylinder 62to receive a piston 63 which is. urged outwardly by a spring 64 to engage a. cam 65 carried by a cam shaft 66 mounted for rotation in bearings (not shown) in the housing 28 and projects through the side wall thereof. The pump casing 60 is provided with a projection 61 dependingv into the oil 6| and having a valve controlled passage 68 providing communication between the oil reservoir and the pump cylinder 62. The pump casing 60 is provided with a valve controlled passage 10 providing communication between the pump cylinder 62 and one end of a conduit H the other end of which communicates with a cylinder 12 suspended within the housing 28. A piston- 13" is) mounted within the cylinder 12' and is provided with a portion projecting through the cover 46 in When the throttle rod F is moved to open the throttle valve D to start the locomotive, the cam 43 is moved to permit the spring. 32 to close the control valve H. As the locomotive moves, the motion of the reversing link causes reciprocation of the pump piston 63. Thus oil is withdrawn from the oil reservoir into the pump cylinder 62 and forced under pressure through the pipe H into the cylinder 12. The vent passage 14 is of such size as to permit the entire amount of oil circulated by the pump to flow back into the oil reservoir when the locomotive is running below a predetermined speed, such as 10 miles per hour. However, when the locomotive is travelling at a. speed greater than this predetermined speed, the pump forcesoil under pressure into the cylinder I2 to raise the piston 13 and move the rod 59 to open the valve 48 thereby providing communication between the pipes 26 and 21. The port in the wall of the cylinder 12 serves to limit the elevation of the piston 13. Thus, the size of the port 98 is such thatv when it is uncovered a suflicient volume ofoilcan flow therethrough back to the reservoir to-prevent further elevation of the piston 13 even at the maximum speed of the locomotive. If the throttle valve is closed while the locomotive is travelling faster than a predetermined speed, such as 10 miles per hour, the cam 43 lifts therod 42 to open the valve 3| of the control valve H thereby permitting air to pass from the compressed air reservoir through the pipe 25 and thence through the pipe 26, operating valve J and pipe 21 to the cylinder 23 to open the drifting valve. The locomotive then will be coasting or drifting and saturated steam will be supplied to the cylinders C to lubricate the same. When the speed of the locomotive is reduced to less than a predetermined speed, such as'lO miles per hour, the oil under pressure within the cylinder 12 passes through the vent opening 14 into the oil reservoir 6| and the piston 13 drops and the spring 49. closes the valve 48 of the operating valve J thereby shutting off the supply of compressed air to the cylinder 23. Then the spring l2 closes the valve member H of the drifting valve G.

1'. In a locomotive having a throttle valve for controlling a; steam supplyto the'cylindersthereof, a driftingvalve for controlling a steam supply to said cylinders, pressure operated'me'ans for controllingv said drifting valve, a conduit for supplying fluid'under pressure to said pressure operated alignment with the rod 59. A vent passage 14 pro- 1 vides communication between the conduit H and the oil reservoir for a purpose described hereinafter.

One endof an arm 16 i's'securedto the cam shaft- 66 (Figs. 1 and 2) and its other'endis-pivotally connected to a. link Tl,,.the other end of! which is pivotally connected to one end of the usual locomotive reversing link 88. The link 80 is pivotally mounted upon a stud 82 projecting from a bar 83 fixed upon the locomotive frame. The otherend of the link 88 is pivotally connected to one end" of an eccentric rod 84 the other'end of which is'piv'otally connected to the eccentric crank 8| on the locomotivedriving'wheel 85. Thus, as the locomotive moves, the reversing link 83 may pivot about the stud 82, which motion is transmitted through the link 1! and arm 16 to cause the cam shaft 66 and cam 65 to oscillate once for each revolution of the drive wheel 35. This causes the pump piston 63 to reciprocate once for each revolution of" the drive wheel 85. Thus, the speed of operation of the pump depends upon-thespeed of" travel of the locomotive.

' throttle valve is closed and to close when said throttle valve is opened, and means including a second valve in said conduit adapted to be ac} tuated to open said second valve when the speed of the-locomotive exceeds apredetermined amount and to close'said valve when the speed of the locomotiveis less-than said predetermined amount. H

2'. In a locomotive, a drifting valve for controlling a steam" supply to its cylinders, pressureoperated means for controlling said dri'ft'ing-valve, a conduit for supplying air under pressuretosaid pressureopera-tedmeans, a control valve in said conduit, means for opening and closing saidcontrol valve, anair valve in said conduit, a pressure cylinder having a piston movable to open said air valve, an oilreservoir; a pump adapted to withdraw oil from saidreservoir and supply it under pressure t'osaid pressure cylinder, means fora'ctuatingf-s'aid'pump in response to the motion and speed of the locomotive,.andmeans forfcontinuously returning from said pressure cylinder to said reservoir a volume of oil corresponding to the capacity of said pump when said locomotive is travelling at a speed less than a predetermined amount,

3. In a locomotive, a drifting valve for controlling a steam supply to said cylinders, pressure operated means for controlling said drifting valve, a conduit for supplying air under pressure to said pressure operated means, a control valve in said conduit, means for opening and closing said control valve, an air valve in said conduit, a pressure cylinder having a piston movable to open said air valve, an oil reservoir, a pump adapted to withdraw oil from said reservoir and supply it under pressure to said pressure cylinder, means for actuating said pump in response to the motion and speed of the locomotive, and means for preventing oil being pumped to said pressure cylinder under sufficient pressure to cause said air valve to open when said locomotive is travelling at a speed less than a predetermined speed.

4. In a locomotive having a throttle valve for supplying steam to the cylinders thereof, operating mechanism for said valve, a drifting valve for supplying steam to said cylinders, pressure operated means for controlling said drifting valve, a conduit for supplying fluid under pressure to said pressure operating means, a control valve in said conduit, and means associated with said operating mechanism for opening and closing said control valve as said throttle valve is closed and opened respectively, the combination therewith of a second valve in said conduit, and means responsive to the speed of the locomotive for opening said second valve when the locomotive reaches a predetermined speed and for closing the same when the speed of the locomotive is less than said predetermined speed.

5. In a locomotive having a throttle valve for supplying steam to the cylinders thereof, operating mechanism for said valve, a drifting valve for supplying steam to said cylinders, pressure operated means for controlling said drifting valve, a conduit for supplying fluid under pressure to said pressure operating means, a control valve in said conduit, and means associated with said operating mechanism for opening and closing said control valve as said throttle valve is closed and opened respectively, the combination therewith of a second valve in said conduit, a pressure cylinder having a piston movable to open said second valve, a liquid reservoir, a pump adapted to withdraw liquid from said reservoir and supply it under pressure to said pressure cylinder, means for actuating said pump in response to the motion and speed of the locomotive, and means for continuously returning from said pressure cylinder to said reservoir a volume of liquid corresponding to the capacity of said pump when said locomotive is travelling at a speed less than a predetermined amount.

6. In a locomotive having a throttle valve for supplying steam to the cylinders thereof, operating mechanism for said valve, a drifting valve for supplying steam to said cylinders, pressure operated means for controlling said drifting valve, a conduit for supplying fluid under pressure to said pressure operating means, a control valve in said conduit, and means associated with said operating mechanism for opening and closing said control valve as said throttle valve is closed and opened respectively, the combination therewith of a second valve in said conduit, a pressure cylinder having a piston movable to open said second valve, a liquid reservoir, a pump adapted to withdraw liquid from said reservoir and sup ply it under pressure to said pressure cylinder, means for actuating said pump in response to the motion and speed of the locomotive, and means for preventing oil being pumped to said pressure cylinder under sufficient pressure to cause said air valve to open when said locomotive is travelling at a speed less than a predetermined speed.

7. In a locomotive having a drifting valve for controlling a steam supply to its cylinders, pressure operated means for controlling said drifting valve, a conduit for supplying air under pressure to said pressure operated means, an air valve in said conduit, a pressure cylinder having a piston movable to open said air valve, an oil reservoir, a pump adapted to withdraw oil from said reservoir and supply it under pressure to said pressure cylinder, means for actuating said pump in response to the motion and speed of the locomotive, and means for continuously returning from said pressure cylinder to said reservoir a volume of oil corresponding to the capacity of said pump when said locomotive is travelling at a speed lesse than a predetermined amount.

8. In a locomotive having a drifting valve for controlling a steam supply to its cylinders, means for opening and closing of said drifting valve, and means for controlling said opening and closing means comprising a pressure cylinder having a piston movable therein, an oil reservoir, a pump adapted to Withdraw oil from said reservoir and supply it under pressure to said pressure cylinder, means for actuating said pump in response to the motion and speed of the locomotive, and means for continuously returning from said pressure cylinder to said reservoir a volume of oil corresponding to the capacity of said pump when said locomotive is travelling at a speed less than a predetermined amount.

JOHN H. HANLON. JOHN W. HANLON.

Images