US578318A - Blast-controlling valve for track-sanding apparatus - Google Patents

Description

- (No Model.) 2 Sheets-Sheet 1.

T. H. CURTIS.

BLAST CONTROLLING VALVE FOR TRACK SANDING APPARATUS. No. 578,318; Patented Mar. 9,1897.

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BLAST CONTROLLING VALVE FOR TRACK SANDING APPARATUS. No. 578,318. Patented Mar. 9, 1897.

UNITED STATES PATENT OFFICE.

THEODORE H. CURTIS, OF CLEVELAND, OHIO.

BLAST-CONTROLLING VALVE FOR TRACK-SANDING APPARATUS.

SPECIFICATION forming part of Letters Patent N 0. 578,318, dated March 9, 1897.

Application filed October 30, 1896. Serial No. 610,634.. (No model.)

To aZZ whom it may concern.-

Be it known that I, THEODORE H. CURTIS, of Cleveland, in the county of Ouyahoga and State of Ohio, have invented certain new and useful Improvements in Blast- Controlling Valves for Track-Sanding Apparatus; and I do hereby declare that the following is a full,

. a hands grasp of the. handle of the engineers brake-valve, and its object is to provide a blast-controlling valve which is readily operated independently or simultaneously with the movement of the handle of the engineers brake-valve, there being no operative connection between the handle of the engineers brake-valve and the handle which actuates the blast-controlling valve, although the two handles are held in one grasp and operated together. Either of the handles can be operated independent of the other.

Referring to the accompanying drawings,

Figure 1 is a side view of the blast-controllin g valve in combination with the engineers brake-valve. Fig. 2 is a plan of the blastcontrolliug valve and the engineers brakevalve. Fig. 3 is a sectional view of the blastcontrolling valve. Fig. 4 is a full front view of the blast-controlling valve. Fig. 5 is a full view and a partial sectional View of a modification in the form of valve. Fig. 6 is a side elevation of the improvement as applied, the cab being shown in section.

' In the drawings the reference-letter A indicates the engineers brake-valve, which is held in position by the bracket K which is supported from the boiler S or some other suitable holding.

K indicates the support for the blast-controlling valve.

B indicates the handle of the engineers brake-valve.

- E indicates the main valve, which is opened and closed by the valve-stem G.

1302: Q to the track, delivering the sand in front of the driving-wheel at B M indicates a push-valve, which is held in position by the spring 'm, Fig. 5.

1) indicates a nut to hold the handle B in position.

d indicates a lock-nut to b andjforms a connection between the blast-controlling valve and the engineers brake-valve.

e indicates a pin toretain the stem Gin the nut d.

f indicates a set-screw to secure the handle 0 to the stem G.

In Fig. 1 the support K is attached to the engineers brake-valve. In Fig. 6 the support K is attached to the support for the engineers brake-valve. The support K is attached to any suitable holding so long as it maintains the handle which actuates the blast-controlling valve operative within a hands grasp of the handle of the engineers brake-valve.

The induction-pipe H connects the blastcontrolling valve to the main reservoir P. The quantity of air passing through the blastcontrolling valve through the eduction-pipe J to the track-sanding apparatus controls the quantity of sand to be delivered from the sandbox to the track through the track-sanding apparatus. Feeding sand from the sand-box through the sand-delivery pipe R to the track in front of the driving-wheel at R is accomplished by opening the valve F, M, or E and permitting the desired quantity of air to pass to the track-sanding apparatus. Position B of the handle of the engineers brake-valve is what is known as position While running. Position B is the position of the handle for application of brakes, service stop. Position B is the position of the handle for application of brakes, emergency stop.

The handle B being in position B, the valve E being tightly closed, the handle 0 is adjusted over the handle B and secured to the stem G by the set-screw f. The handle B is free to move without moving the handle 0, there being no operative connection between the two handles. The connection-nut d is free upon the stem Gr. This connection d may be omitted, if desired. By grasping the two handles B and 0 together and movement of them to position B will give a service stop for the train-brakes and at the same time unseat the valve E and permit a slight quantity of air to pass to the track-sandin g apparatus. By grasping the handles B and 0 together and movement of them to position B will give an emergency application of the trainbrakes and at the same time profusely sand the track by the large quantity of air passing through the blast-controlling valve to the track-sanding apparatus. The return of the two handles to position B will close the blastcontrolling valve, and the movement of handle B to position B will release the trainbrakes. The return of the handle B to position B, the train -brake system and the blast-controlling valve are again ready for either separate or simultaneous operation.

The handle of the engineers brake-valve extends beyond the end of the handle which actuates the blast-controlling valve to be readily grasped for independent operation.

Ihave shown in the drawings and referred to in the specification one certain type of engineers brake-valve as manufactured by the WVestinghouse Air-Brake Company and a main valve suitable to combine therewith. A different type of engineers brake-valve will require suitable form of main valve. The secondary valve is used to control the blast for track-sanding in starting trains, while the main valve is used in braking trains. Each valve is adaptedly formed and adjusted for its specific functions.

The track-sanding apparatus herein mentioned and not shown in drawings may be of any approved design.

Having thus fully described my invention,

I claim as new and desire to secure by Letters Patent- 1. In combination, a track-sanding apparatus with a fluid-pressure pipe thereto, an engineers brake-valve, a valve in the fluidpressure pipe, a handle to actuate said valve,

said handle operating within a hands grasphandle of the en gineers brake-valve,substantially as described.

3. An air-blast-controlling valve in combination with a track-sanding apparatus and an engineers brake-valve, the blast-controlling valve comprising a casing with a fluidpressure passage therein with main and secondary valves to open and close the fluidpressure passage, and a handle operating within a hands grasp of the handle of the engineers brake-valve to actuate the main valve, said handle having movement independent of thehandle of the engineers brakevalve, the secondary valve being operated by a connection extending through the casing, substantially as described.

4:. For the purpose set forth, an engineers brake-valve, in combination with a tracksanding apparatus with a fluid-pressure pas sage thereto, and main and secondary valves to open and close the said fluid-pressure passage, the main valve being actuated by a handle which operates within a hands grasp of the handle of the engineers brake-valve and having independent movement thereof.

THEODORE H. CURTIS.

WVitnesses:

GEORGE W. GLIoK, J. H. NIcHoLs.

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