US580828A

US580828A - Robert hardie

Info

Publication number: US580828A
Authority: US
Publication date: 1897-04-13
Anticipated expiration: 1914-04-13

Description

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

BALANGED VALVE.

Patented Apr. 13., .18.97.

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R. HARDIE. BALANGBD VALVE.

No. 580,828. Patented Apr. 13, 1897.

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Nrrnn STATES ATENT irren.

ROBERTl-IARDIE, OF ROME,- NEV YORK, ASSIGN OR TO THE GENERAL OOMPRESSED AIR COMPANY, OF NEV YORK, N. Y.

BALANCED VALVE.

SPECIFICATION forming part of Letters Patent No. 580,828, dated April 13, 1897.

Application led September 2,1896. Serial No. 604,623. (No model.)

To all whom, t may concern,.-

Beit known that I, ROBERT I-IARDIE, a citizen of the United States, residing at Rome, in

the county of Oneida and State of New York, have invented certain new and useful Improvements in Balanced Valves for Air-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled inthe art to which it appertains to make and use the same.

My invention has for its object to provide a balanced valve adapted for use on compressed-air locomotives. In this class of airengines the air is normally used or admitted to the chests and cylinders at a pressure of about one hundred and forty to one hundred and fifty pounds; but provision is made for the temporary use of considerably higher pressures when needed for starting a heavy load or for acceleration of speed. The distribution is eiected through a main slide-valve and a cut-off slide-valve riding on the back of the main valve and arranged for very early cut-offs, so as to permit the air to be used eX- pansively to the largest possible extent. At the pressures above named the drag on the valve, if unbalanced, is of course very heavy.

The object of my invention is to overcome this difficulty and render the valve comparatively easy to handle.

To these ends my invention consists of the novel devices and combinations of devices hereinafter described, and defined in the claims.

The invention is illustrated in the accompanyin g drawings, wherein, like notations referring to like parts throughout the several views- Figure 1 is a longitudinal central section through my improved valve mechanism in workin g position with some parts broken away. Fig. 2 is a plan view of the parts shown in Fig. l with some portions broken away. Fig. 3 is a cross-section on the line 033 :n3 of Fig. 2. Fig. 4 is a detail in perspective showing one element of the balancing device detached. Fig. 5 is a perspective view of the main valve detached. Fig. 6 isa similar view of the cut-off valve detached.

a represents a part of the cylinder-casting.

a represents the valve-chest, and a2 the valvecl1est cover.

a3 is the inlet for the supply of the c0n1- pressed air.

The valve-chest is provided with a valve seat for the main valve formed in two sections b, separated from each other, as clearly shown in Fig. l. The said seat-sections b are each provided with au admission-port b' and an exhaust-port b2. The two exhaust-ports b2 of course unite or lead to a common exhaust` outlet. (Not shown.)

The main member of the distribution-valve is constructed in two corresponding sections c, workin g on the seat-sections b and provided each with an admission-port c' and an exhaustcavity @for coperation with the corresponding ports b and b2 in the seat-sections Z7. The said main-valve sections c are connected by bridge-bar portions c3 of the stock so disposed as to afford the requisite strength while leaving the central space or clearance c4. (Best shown in Fig. 5.) The said main valve c c3 connects with its rod c5 by nut c6, applied to permit freedom for motion of the valve at right angles to the rod when necessary in the usual way. The main-valve casting c c3 is provided at its four corners with bearing-lugs c7, projecting from the back of the valve. To the said lugs c7 are made fast by pins c8 a pair of truss bars or levers e9.. These truss-bars o9 are deepest at their central portion and are applied with their ends on the pins o8 directly inward of the lugs c7 and their central or deepest portions projecting downward into the central or cut-away part c4 of the main-valve casting.

The cutoff member of the distributionvalves is constructed in two corresponding sections d, which ride on the backs of the main-valve sections c as seats and are connected by bridge or yoke sections d of the stock, Which are spaced apart from each other to atl'ord a longitudinal slot or central clearance d2, as best shown in Figs. 2, 3, and 6. The cut-off-valve sections d control, of course, the admission-ports c in the mainvalve section c. The bridge-bars d are connected on the rod side of the center of the cut-off valve by boss d3, to which the rod d4 for the cut-oft valve connects by nut d5 in IOO tion Q7 with a nice it.

such way as to permit freedom for movement of the valve at right anglges to the axis of the rod. The topof the boss cl3 is engaged by a bearing-plate f, carried at the free end of a sti spring f', having its other end made fast to the inside surface of the chest-cover a2, as best shown in Fig. l.

g is a link which works between the bridgebars CZ of the cut-off valve and between the truss-bars o9, carried by the main valve, and is connected to the central part of said bars o9 by pin g'. The said link g also works upward through a hollow plunger g2 and is provided at its upper end with a pin g3, which rests in bearing-notches g4 of a combined bearing and guide-rim or iiange g5 ont-he top or head of the hollow plunger g2. The stem of the plunger g2 works with a nice iit through the chest-cover a2. The chest-cover a2 is provided with a raised or laterally-extended flange or plate g, which cooperates with an annular plate or cover section g' and a plunger-cap g8 to form a chamber gf. In the said chamber Q9 is mounted a copper diaphragm glo, which is clamped between the plates g6 and gi' at its outer margin and between the plunger g2 and the plunger-cap g8 at its central portion. The parts g6 and Q7 are shown as thus clamped together by nutted bolts gu, while the parts g2 and g8 are shown as united by bolt-screws Q12. The plunger-cap gs works through the cover-sec- The diaphragm g1@ is subject on its under surface to valve-chest pressure by fluid which can pass to the chamber Q9 below the diaphragm through a small duct Q13, (shown as formed on the exterior of the stem of the plunger g2.) The plungercap g8 forms a tight joint with the head portion of the plunger g2 at the flange g5.

The plunger g2 is of tubular form, as hitherto noted, and at its lower end opens into the valve-chest. Hence with the construction above described it is obvious that the plunger-stem g2 and the plunger-cap g8, together with that portion of the diaphragm Q10 outside of the plunger, will be subject to valve-chest pressure for outward movement at right angles to the line of travel of the distribution-valves. Hence by properly proportioning the parts it is obvious that the plunger g2 and diaphragm g10 may be made, through the link g and the truss-bars cg, to counterpoise any desired part of the pressure on the backs of the distribution-valves. Otherwise stated, by the construction described the distribution-valves may be balanced to the extent desired. The bore ofthe plunger g2 is sufficient to permit the necessary angular motion of the link g in respect to said plunger g2 under the travel of the distribution-valves. For the same purpose the inner wall of the plunger g2 is cut away or reduced toward its inner or open end, so as to afford increasing clearance for the link g at that point. Under the travel of the distribution -valves it will be understood, of

course, that the plunger and the diaphragm will move up and down with a yielding action to compensate for the angular movement of the link g, while permitting the valves to to be held down to their seats.

Owing tothe fact that the link g works in the slot or space d2 between the bridge-bars d of the cut-off valve it follows, of course, that the said link g does not interfere with the travel of the cut-off valve on the. back of the main valve. The link g is made to connect with the main valve by means of the truss-bars a9, because therebya construction is afforded which will prevent springing of the valve. If the said link g was connected directly to the central part of the main valve, there would be a strong tendency to spring the valve over the lower connecting-pin of' the link as a fulcrum. By the use of the truss-bars c9 the main-valve casting can be made comparatively light and can be cut away at its central portion for reducing the area thereof exposed to pressure and nevertheless the requisite strength be afforded for the application of the balancing-rig.

By actual experience I have demonstrated the efficiency of the invention herein disclosed for the purposes had in view. I have found that the valve can be successively balanced in this manner so as to render the same comparatively easy to handle under both the normal working pressure and the extraordinary working pressure at which the vair is sometimes used for temporary acceleration of speed or starting an extra heavy load.

It will be understood, of course, that the purpose of the spring device f f is to hold the valves up to their seats in the absence of air-pressure within the valve-chest, which device is needed for the reason that the valvechest is intended to be at the side of the engine-cylinder.

It will be understood, of course, that the details of the construction might be changed without departing from the spirit of my invention..

Vhat I claim, and desire to secure by Letters Patent of the United States, is as follows:

l. The combination with an engine-valve and valve-chest, of a diaphragm and plunger in the chest-cover, connected together, subject to valve-chest pressure, for outward movement at right angles to the line of the valves travel, and a link pivotally connecting said plunger to the valve, substantially as described.

2. The combination with an engine-valve and valve-chest, of a central diaphragm and plunger in the chest-cover, subject to valvechest pressure, a link extending from said plunger into the chest, and truss-bars centrally connected to the lower end of said link and having their ends connected to the opposite ends of the valve, substantially as described.

3. The combination with an engine-valve and valve-chest, of a central diaphragm and ICO IIO

hollow plunger, in the chest-cover, both subject to valve-chest pressure, and connections from said plunger to the valve, involving a link working through the hollow stem of the plunger, and provided with a pin at its upper end resting in bearings on the plungerhead directly below the plunger-cap, substantially as described.

4. The combination with an engine-valve chest, of distribution-valves therein comprising a main slide-valve and a cut-off valve riding on the back of the main valve, a central diaphragm and plunger in the valvechest cover, both subject to valve-chest pressure, for movement outward at right angles to the valve travel, and connections from said plunger to the main valve comprising a link carried by the plunger and working through a slot in the cut-off-valve casting, and trussbars centrally connected to the lower end of said link and having their opposite ends connected to the main valve, substantially as and for the purposes set forth.

5. In an engine, the combination with the valve-chest, of the main valve composed of the sections c united by the bridge-bars c3,

so disposed as to afford the central opening c4, the cut-off valve comprising the sections b connected by the bridge-bars b disposed to afford the central opening o r slot h2, the diaphragm glo, in the chest-coveigphaving secured thereto the plunger-stem g2 and the plungercap g8, with said plunger stem working through the chest-cover as a guide and said cap g8 working through the cover of the diaphragm-casing, and with both the diaphragm and the plunger subject to valve-chest pressure, the link g carried by the hollow plunger-stem g2 and the truss-bars e9 connecting, at their central portions, with the lower end of said link and having their opposite ends connected to the lug c7, rising from the corners of the main-valve casting, and with said link g working between the bridge-bars b of the cut-off:l valve, all substantially as and for the purposes set forth.

In testimony whereof I aftix my signature in presence of two witnesses.

ROBT. I-IARDIE. [L s.] Vitnesses HUGH RosE, E. G. OSTERMANN.