US310935A

US310935A - Steam

Info

Publication number: US310935A
Authority: US
Publication date: 1885-01-20
Anticipated expiration: 1902-01-20

Description

(No Model.)

T. M. PELL.

RELIEF VALVE -EOR STEAM ENGINE GYLINDEES. N0.31o,935.` Patented Jan.' 20,1885.'

UNITED STATES PATENT @E1-rca THOMAS MARA EELL, OE BROOKLYN, ASSIGNOR TO THE UNITED STATES STEAM SEEOIALTY COMPANY, OE NEW YORK, N. Y.

RELIEF-VALVE' FOR STEAM-ENGINE CYLINDERS.

SPECIFICATION forming part of Letters Patent No. 310,935, dated January 20, 1885. Application lcd JulyvQS), 1834. (No model.)

To if/ZZ whom it may concern:

Be it known that I, THOMAS MARA FELT., a citizen ofthe United States, residing in the city of Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Relief- Valves for Steam-Engine Cylinders; and I do hereby de- Clare that the following is a full, clear, and eX- act description of the invention, which will enable others skilled in the art to which it appertains to make and use the same.

rIhe object of my invention is to provide an automatic arrangement of mechanism whereby the bad effect of over cushioning or compression of steam and water is obviated in the cylinders of steam-engines.

To carry my invention into effect I arrange a set of relief pipes and chambers, and an arrangement of automatic valves connected with both ends of the cylinder, as clearly illustrated in the accompanying drawings, in which similar letters refer to similar parts throughout the several views.

Figure l is a vertical section of the entire apparatus as applied to an upright cylinder,

I and Fig. 2 the mode of application to a hori- 4 5 joint, and both opening inward and placed at Zontal cylinder.

All the parts shown, being cylindrical in form, are fully illustrated in Fig. l, in which,L

A is the steam-engine cylinder; B, apressureregulating piston-valve cylindrically turned' and fitting into the chamber C, in which it' moves vertically, and is further held in position by the piston-rod I), which is screwed into the bottom of said piston B. The rod D is provided outside the chamber C with a hook for attaching a cord or some similar operating means, so that the valve can be lifted when desired, and on the release of the cord will return to its former position. D', the seat of the valve; E, the outer or relief chamber, having an exhaust-port, F; G, the regulating screwplug; H, the compression-chamber, in which are two valves, 1 and 2, operated by ahinged an angle so as to insure a propersetting on the seat. rIhis chamber is placed below the reliefchamber E, but connects by the passage I. K1

K, compression-pipes leading from both ends of the cylinder; L, an air-cock; M, a spiral spring, and N N receiving-chambers.

Mode of operation: The pipes Kbeing connected to the compression-chamber, one by valve l and the other by valve 2, by being screwed into the bosses l?, by opening the air-cock L free vent is given to the cylinder from both ends at the same time, and which empties the chambers N, pipes K, and the chamber H. By closing the cock L and screwing down the regulating-plug G until the spring M exerts a pressure on thevalve-seat D of, say, atrie over the initialsteam-pressure, the chamber H, pipes K, and chambers N will fill with water to the points marked a a. By the movement of the engine-piston any excess of water now passes alternately by valves l and 2, the one forming acheck or closingthe other by its superior injection. The water,after entering the compression-chamber H,now raises the regulating piston-valve B and escapes at the exhaust-port F, which may be connected with L, and both discharges carried to some convenient point. The moment the excess is passed the piston B closes by means of the power exerted by the spring M, and thereby retaining at all times the set pressure in the chamber H. In the event of overcushioning of steam, through imperfect action or slip of the main engine-valve, or by overstroke, caused by taking up lost motion, &c., such excess will pass out ofthe cylinder and displace a portion of the water in the globes N or N, which I construct of a size of about the cube contents ofthe cylinder clearance. Such displacement will then discharge a larger quantity of water by the port F; but the steam almost instantly returns to the cylinder. This action of theapparatus not only prevents straining,but economizes thesteam, and may be known to occur by the cessation of the pulsations of the rod D for a few strokes of the engine, or until-the water once more fills to the points c a. i y

The apparatus may be placed away from the engine, against the wall of the engine-house, or on one side of the ship, or in any convenient place, provided the valve-seat D is always a few inches below the points a, as shown.

The benetiis to be derived by the use of this auxiliary exhaust are many. The efficiency of an engine, whether high, low pressure, or condensing,is increased,and an evenness of motion produced throughout the entire mechanism. The removal ot' strains andjars saves considerable repairs, and Vinsures against delays and the possibility of personal scalding, or, worse, in the event of a cylinder-head being blown off. It insures an economical use of steam, and is therefore a fuel-saver, and while providing a constant relief for the water its construction is such that neither live nor eX- haust steam can escape.

As a modification of my invention, especially for use on large engines, the piston B may be operated by means of a lever and weight, instead of the spring M, and separate check-Valves used on the pipes K as a substitute for the valves l and 2.

Having fully described my invention, what l claim as especial features are as follows:

1. The combinatiomwith a relief-valve and compression-pipes leading thereto, of checkvalves for preventing the iuid being forced back through one pipe by the pressure in another, substantially as described.

2. The combination,with an engine-cylinder and a compression-pipe leading therefrom, of a relief-valve connected with said pipe, and an air-cock, also connected with said pipe and arranged below the relief-valve,so as to draw off the iiuid between it and the cylinder, said cock and the seat ot' said relieivalvebeing arranged below the point where the pipe opens into the cylinder, substantially as described.

3. Thecombinatiomwithanengine-cylinder,

of a compression-Lupe leading therefrom, and a spring-actuated relief-valve connected with said pipe, the latter descending below its junction with the cylinder, and both it and the chamber on the cylinder side of the valve being constructed and arranged to maintain constantly a body of water between the cylinder andthe relief-valve, substantially as described.

l. ln steam-engines, the compression or relief pipes K, cylinder A, and the relief-valve B, operating in the manner shown, in combination with the receiving-chambers N, all operated for the purposes and in the manner as substantiallyspecified.

5. The relief-valve B, chamber E, with its exhaust F, the screw-plug G, spring M, compression-chamber H, and pipes K K, in combination with the check-valves land 2, all arranged and operated in the manner and for the purposes substantially as specified.

6. The air-cock L, in combination with the chamber H, the relief -valve B, exhaust F, compression-pipes K, and cylinder A, for the purposes and substantially in the mannerspeeiied.

7. llheconibination,withanengine-cylinder, of a relief-valve apparatus, and the compression-pipes connecting a common chamber in said apparatus with both ends of said cylinder, said apparatus and said pipes being constructed and arranged to maintain constantly a body ot' water between the said apparatus and both ends of the cylinder, substantially as described.

THOMAS MARA FELL. lVitnesses:

IRA A. KIMBALL, EDWIN E. HiG-GINs.