US319661A - baker - Google Patents

Description

(N0 ModeL) 2 Sheets-Sheet 1. M. C. BAKER.

ENGINE VALVE.

No. 319,661. Patented June 9, 1885.

Jay, 1.

- l \/E 1] W444 aM-Qa/ZL f? J JW ATTBRN 27Sheets-Sheet 2.

(No Model.)

M. O. BAKER.

ENGINE VALVE.

Patented June 9, 1885.

i wJ k7 Elnora STATES MASKLIN O. BAKER, OF NEW YORK, N. Y.

ENGINE-VALVE.

To (ZZZ whom it may concern:

Be it known that I, MAsKLIN CLARK BA- KER, a citizen of the United States of North America, and a resident of the city, county, and State of New York, have invented a new and useful Improvement in Engine-Valves, of which the following is a specification.

The object of this invention is to provide an improved steam-engine slide-valve which, in comparison with other slide-valves with the same throw of the eccentric, will give double the opening into the steam-chest, or with onehalf of the eccentric throw will give the same opening that the ordinary slide-valve will give with the full eccentric throw.

My improved valve consists of a cylinder open at bot-h ends, provided with steanrports, cut away centrally in its lower half, and there provided with an elevated cross-bar. which creates an exhaust-steam passage, and which also serves to make the valve-stem connections to. This valve is inclosed in a longer fixed semi-cylindrical shell, also open at both ends, and having the valve-seat as its bottom, and both valve and shell are set within the steamchest, so that the valve itself operates as a float or balance valve.

Reference is to be had to the accompanying drawings, forming part of the specification, in'

which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a sectional side elevation of my improved valve in position on line mm, Fig. 2. Fig. 2 is a sectional end elevation of the same 011 line :1; y, Fig. 1. Fig. 3 is a sectional end elevation of the same on line z .2, Fig. 1.

In the drawings, A represents the valve, cylindrical in shape, and having both ends open, as shown at a. Centrally in its lower half it is cut away, and in the opening thus made is fixed, so as to form an integral part of the valve, an elevated cross-bar, b, whose side buttresses, c, are half-round on their inferior faces,

in exact correspondence with the periphery of the valve itself. This cross-bar 6 being elevated at the center, between its buttresses or sides 0, affords a port, (I, for the escape of exhaust-steam.

Perforated lugs f, forming parts of the crossbar 1;, extend. upward, and embracing the valvestem B are properly secured thereto.

At either side of the cross-bar bsteam-ports g g, respectively, are formed for the passage of live steam from the valve into the steam-cylinder ports.

G represents the shell inclosing the valve. It is longer than the said valve, as shown, by about twice the width of a supplementary or end steam-ingress port of the valveseat, the reason for which will hereinafter appear. This shell 0 is flanged at the sides, as shown at h h, Figs. 1 and 2, and said flanges h h being held between the flanges m m of the steam-chestD and the flanges 0 0 of the steanrcylinder E, and properly bolted in place, hold the said shell 0 rigidly in position.

The steam-chest D, fixed over the shell 0, has ample steanrroom, as seen at p p, and steam is designed to be admitted thereto through pipe D.

The valve-seat E of the shell 0 has four steam-entrance ports, two of which may be called the outer or "supplementary?ports, q q, and two the inner or regular ports,

.3 s, respectively, which latter are twice as wide as the outer ports, and it has also a central exhaust-port, t.

Beneath the valve-seat E is an ample steamchamber, i, from which at each end a steamport, 22, opens into the stcanrcylindcr E.

The valve-stem B is suitably held and guided in stuffing-boxes and glands w w, respectively.

When the parts are in the position shown in Fig. 1, it will be seen that no steam can enter nor exhaust from the steam-cylinder. Now, if the valve-stem B, carrying the valve A, be moved, say, to the left, by the eccentric, (not shown,) the lefthand buttress of the crossbar b gradually uncovers the valve-seat port '8, so that the steam-cylinder may exhaust through said port and into exhaust-ports (Z t and ex haust-pipe t (Shown in dotted lines.) As the valve A moves farther to the left, the regular ports for the escape of the exhaust is further opened, and at the same time the valve port 9 opens into the regular port s and delivers steam therein, opening fully into the port 8 by the time the port 8 is fully uncovered. When the valveport 9 begins to open into the regular port 8, the right-hand end of the valve itself begins to uncover the supplementary port q of the valve-seat, so that steam from the steam chcst shall enter the port g at the same moment and in the same degree that it enters the port 8. As each of these ports is designed to be of the usual dimensions of steam-engine steam-ports, it will be seen that by this device I secure in comparison with other slide-valves twice the amount of steaminlet openings during a full throw of the eccentric or full stroke of the Valve, or the same amount in a half-throw of the eccentric or stroke of the valve, a great advantage to the link-motion of locomotives with their short cut-offs. It will be seen that at the end of this stroke of the valve to the left the port a remains fully open and the supplementary port q covered, and that the regular port 8 is half opened, the right-hand half thereof, and the supplementary port q fully open or uncovered, so that full steam is entering the right-hand end of the steam-cylinder, and the exhaust is fully open at the left-hand end. Now, on the return-stroke of the valve A the ports s q become covered, while the exhaust s is still about half open, the steam-ingress is cut off, and the steam works expansively in the cylinder until steam is admitted into the lefthand end of the cylinder by the opening of the valve-port g and the left-hand end of the valve into the ports 8 g, respectively, and when this motion of the valve. is completed the exhaust s is fully open and no steam is entering through the right of the valve.

It will be scen'that the valve A, having steam within and beneath it-floats, as it were, in the steamis a float-valve moving with a minimum of friction.

It will be noticed that the exhaustportd'of the valve is of suificient area to give immediate and full relief to the exhaust-steam from the exhaust-ports, and that when the exhaust takes place the supplementary port on that erd is always covered by the lap of the valve.

This form of valve construction with the supplementary steam passages or ports in the valve-seat is especially adapted to high-speed engines or those reqniring'constant and large amounts of steam; but for engines of low speed I sometimes dispense with the supplementary ports or passages.

The shell inclosing the valve and the enginecylinder can both be cast in one'piece, if'desirable.

I am aware that it is not broadly new with me to provide auxiliary steaminlets, as such ports are shown in Patent No. 144,282, of 1873. In that device, however, the valve isrnot balanced.

In Patent No. 209,305, of 1875, is shown a cylinder-valve moving within a fixed cylinder;

but that device provides only the ordinary ing two steam-ports upon either side of a central exhaust, of a balanced valve consisting of an open cylinder having two ports, as gg, and of such length as to uncover the outer ports of the valve-seat when the valve-ports register with the inner ports thereof. as set forth.

2. The valve A, of open cylindrical form. having cross arch, with exhaust-port, and steam-ports, as g g, combined with a valveseat having two inner ports, as s s, and two outer supplemental ports, as q q, both ports upon either side being uncovered simultaneously by the movement ofthe valve, as set forth.

3. The combination, with the valve A, as described, of the shell (1, having its bottom formed into regular ports 3 s and supplemental ports q q, and having flanges h, which are clamped between the corresponding flanges of the steam chest and cylinder, as set forth.

4. The combination, with the shell 0, having its bottom formed into a valve-seat with of an open cylinder, having the arch b, with exhaust-passge d and ports 9 g, the said valve being shorter than the shell and adapted to uncover the supplemental ports q or q as the ports 9 or g register with the ports 8 or s, respectively, as set forth.

5. The combination, with the-shell O and the valve-seat'having ports 8 s and supplemental ports q q, of the valve A, as described,

having ports 9 g and exhaustpassage d, the

several ports being so arranged that the exhaust-passage will be open upon one side while both ports 8 q or q s are closed upon the other, and that both ports 8' q or s q upon either side of the exhaust will be uncovered simultaneously, as set forth.

6. The combination,with a cylindrical valve,

'as A, open at both ends, and provided with crossbar b and ports d g g, of a fixed shell,

as 0, longer than said valve and inclosing the same, open at both ends, and having as its bottom a valve-seat containing two regularor inner and two supplementary or outer ports, substantially as herein shown and described.

In testimony that I claim the foregoing as my invention I have signed my name, in presence of two witnesses, this 21st day of May, 1884.

MASKLIN O: BAKER.

Witnesses: I

JACOB J. SToRER, ALBERT P. MORIARTY.

ports 8 .9 and q q, of the valveA, in the form

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