US291847A - Assigxobs op oste-half to hekrir c - Google Patents

Description

(No Model.) O. B. 8: O; H. HODGES.

LUBRIGATOR FOR LOCOMOTIVES.

No. 291,847. Patented Jan. 8, 1884.

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CLARENCE B. I-IODGES AND CHARLES H. HODGES, OF DETROIT, MICHIGAN,- ASSIGNORS OF ONEHALF TO HENRY C. HODGES AND CHARLES C.

I'IODG S, BOTH OF SAME PLACE.

LUBRICATOR FOR LOCOMOTIVES.

SPECIFICATION forming part of Letters Patent No. 291,847,

dated January 8, 1884,

Application filed November 7, 1853. (No model.)

1T0 all whom it may concern:

Be it known that we, CLARENCE B. Honcns and Cnlinnns H. Honors, of Detroit, county of Vayne, State of Michigan, have invented a new and useful Improvement in Lubricators for Locomotives; and we do declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form a part of this specification.

Our invention consists of the combination of devices and appliances hereinafter specified, and more particularly pointed out in the claims.

In the drawings, Figure 1 is a side elevation of a locomotive, illustrating our said invention. Fig. 2 is a front elevation of the same. Fig. 3 represents a variation. Fig. 4, is another variation.

This invention is designed to overcome a difficulty very common with locomotive-lubricators. That difficulty arises as follows: Lubricators have usually their condensers connected directly with the steamspace of the boiler. The oil-exit is then led off to the steam-chcst or to the dry-pipe. In either event the interior of the lubricator is in equilibrium so long as the engine is running, during which period it receives a back pressure from the dry-pipe or steam-chest, to counteract the direct pressure of steam from the boiler through the condenser. When steam is cut off, however, from the dr'y-pipe-as, for instance, when the engine is at rest, or when going down grade, or when slowing up at a station its equilibrium is destroyed, leaving only the direct pressure from the boiler, which blows out and wastes a considerable quantity of oil. Ourinvention overcomes the difficulty, and the following is a description of the same:

A is a locomotive-boiler, B, its steam-dome. C is its cylinder; 1), the ordinary tallowpipes, so called, by which t-allow 'or lubricating material is conducted to the steam-chest.

(1 represents stop-cocks for preventing steam from blowing back out of the tallow-cups.

E represents the body of our lubricator, E, its condenser.

F is a pipe connecting the condenser with the steam-space of the boiler either through the stean'rtable F, as shown in Fig. 1, or by passing directly through the boiler-shell.

G is the usual sight-feed, in which oil rises in visible drops through the water contained in the glass tubes, the feed being regulatedin the usual manner cocks H.

I is the oil-exit pipe, and I a valve for throttling the passage, and so steadying the feed.

J represents a pipe connecting the steampipe F with thetop of the visible feed-chamher.

The operation of the device will now be understood. The engineer removes the usual valve located at K at the steam-chest. The lubricator operates in the usual manner so long as steam is on the cylinder, maintaining the'equilibrium within the lubricator. IVhen steam is shut off, the equilibrium within the lubricator is still maintained through the connection J, which serves to exert substantially the same back pressure down through the visible feed-chamber G to counteract thedirect pressure of steam from the condenser. This construction utilizes the tallow-pipes which are found upon most locomotives and convey the oil directly to the valves within the steamchest. \Vc do not, however, limit ourselves to a construction which employs the tallowpipes, for, as shown in Fig. 3, we may connect the oil-outlet directly with the dry-pipe. Vc would also have it understood that we do not limit ourselves to a construction in which the steam-pipe F is connected with the top of the visible feed-chamber, for, as shown in Fig. 4, we propose to connect the top of the condensechamber directly with the top of the visible feed-chamber. This latter construction makes by globevalves or stop-x 7 the connection J a part of the lubricator itself Y ICO orifice in the oil-exit pipe at a point between the top of the feed-chamber and the said valve. We, in fact, usually employ both the valve and the reduced orifice, as shown in Fig. 4 by dotted lines.

Where this device is applied to a sight-feed lubricator it is not absolutely essential, though preferable, that the pipe J should enter at the top of the feed-eha1nber; but it may enter at any point on the oil-exit pipe.

Vhat we claim is- 1. In a 1ocomotive-lubricator, the combina' tion, with the visible feed-chamber G and the condensing-chamber E, of an exterior steampipe connection between the upper portion of the condenser, thef top of the visible feedchamber, and the steam-space of the loconiotiveboiler, substantially as described.

2. The combination, with a locomotive, of a lubrica-tor having a steam-inlet pipe connected with the steam-space of oil-exit pipe leading from the top of the visible feed-chamber into the tallow-pi-pes, and a steam-conduit connecting the top of the visible feed chamber with the steam-inlet pipe or steam-space above the water-level of the condenser, substantially as described.

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3. A lubricator combining the following e14 ments: first, an oil-reservoir, a condenser, steam-inlet p pe, a visible feed-chamber, i: which the oil rises through the water, a con duit connecting the top of this chamber wit] the steam-inlet or steam-space above the Wa ter-level of} the condenser, an oil-exit pip leading from the top of the feed-chamber, an( a throttling-valve located in the said oil-ext pipe, substantially as described.

4. In a locomotive'lubricator, the combina tion, with the condenser E and visible feed chamber G, of an exterior steam-pipe connection between the upper end of the visible feed: chamber and the steam-space of the boiler, and a connection between the upper part of the condenser and the said steam-pipe connection, substantially as described.

In testimony whereof we sign this specification inthc presence of two witnesses.

lVitnesses:

N. S. XVRIGHT, M. B. ODoennn'r

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