US790294A - Train-pipe valve. - Google Patents

Description

No. 790,294. PATENTED MAY 23,1905.

E. H. GOLD. TRAIN PIPE VALVE.

APPLIUATION FILED APR. 29, 1903.

4BHEETS-BHEET l, 4

PATENTED MAY 23, 1905.

4 BHnETS-SHBET 2.

APR. 29, 1903.

E. H. GOLD.

TRAIN PIPE VALVE.

APPLIOATION FILED No. 790,294. I I PATENTED MAY 23, 19.05, .E. H. GOLD. TRAIN PIPE VALVE.

APPLICATION FILED APR. 29, 1903.

4 SHEETS-SHEET 3 PATENTED MAY 23, 1905.

E. H. GOLD.

TRAIN PIPE VALVE. Y APPLQIOATION FILED APR. 29, 1903.

4 SHEETS-SHEET 4.

.a detail of the disk or main valve.

' UNITED STATES- Patented May 23, I905.

EGBERT H. GOLD, OF SHELBY, INDIANA.

TRAlN-PIPE VALVE.

SPECIFICATION forming part of Letters Patent No. 790,284, dated May 23, 1905.

Application filed April 29, 1903. Serial No. 154,775.

To aZZ whom it may concern:

Be it known that I, EGBERT H. GOLD, a citizen of the United States, residing at Shelby. in the county of Lake and State of Indiana, have invented certain new and useful Improvements in Train-Pipe Valves, of which the following is a specification.

My invention relates to improvements in valves which while adapted for use in various situations are particularly adapted for use as end valves on train-pipes used to convey steam and are especially adapted for use in what may be termed duplex valves--that is, valves comprising a main valve controlling the flow of the body of steam or other fluid to the pipe and a supplemental or bleeding valve which will permit a flow from the pipe when the main valve is closed andwhich may be operated simultaneously with or independently of the main valve.

One object of my invention is to provide such a duplex valve which shall be simple and strong in construction, which shall automatically clear itself of obstructions, and which shall be positive in operation.

Another object of my invention is to provide a car-heating system with a reliable and durable valve of the kind described provided with means for operating it from various parts of the platform between the cars while the train is in motion.

These and such other objects as may hereinafter appear are attained by the devices shown in the accompanying drawings, in which Figure 1 is aplan View of one form of my improved valve. Fig. 2 is a sectional plan view. Fig. 3 is a side elevation. Fig. 4:. is a vertical section through my valve. Fig. 5 is an en larged detail of one form of device for operating the valve from the platform. Fig. 6 is Fig. 7 is a detail of the disk or main valve operating arm. Fig. 8 is a detail of the platform-plate. Fig. 9 is a detail showing the mounting of parts of the operating device upon the platform. i Fig. 10 is a side elevation of another form of my improved valve. Fig. 11 is a vertical section through Fig. 10. Fig 12 is an end view of the valve shown in Figs. 10

5 and 11. Fig. 13 is a sectional view through Fig. 12, and Fig. 14 is an end view of a car fitted with the valve shown in the preceding four figures and with attachments for oper' ating the same from the steps of the car.

Like letters of reference indicate the same parts in the several figures of the drawings.

Referring by letter to the accompanying drawings, A is the valve-casing provided with a valve-chamber'B, having a recess therein at at one side of the main line of travel of the steam-current from the inlet-port O to the outlet-port D and provided with a main-valve seat E. The inlet-port O connects with the train-pipe F, and the outlet-port D connects with the flexible coupling between the cars. This is the preferred mounting of the valve.

Extending across one side of the valvechamber B is a spindle G, which is rotatively mounted in the valve structure. One end of the spindle Gr projects through the casing A and a stuffing-box H. Non-rotatively mounted upon the spindle G is the valve arm or hinge I, which is preferably secured to the spindle G by a screw '5, thereby serving to hold the spindle G in its position Within the valve-casing. This result is further attained by the engagement between the spindle G and the stufiing-box I-I.

Loosely mounted upon the arm I is the main valve J. The main valve J is provided with a bridge ,7', so proportioned that the arm I will have free play between the under face of the bridge and the upper face of the valve J. The bridge j is provided with a perforation in its upper face, and the arm I is provided with a pin K, which is inserted in the perforation j in the bridge 7' and is screwed into or otherwise attached to the arm I, the upwardly-projecting portion of the pin.

K playing freely through the perforation y".

In the preferred construction of 'my valve the bridge ,7' is provided at or adjacent to its outer end with a guideway L, within which freely slides the stem of the bleeding-valve M. The bleeding-valve M is provided adjacent to its lower end with a reduced portion m,thereby providing shoulders upon the bleeding-valve M immediately above and below the reduced portion on. The arm I is provided at its outer end with a portion cl,which surrounds the reduced portion m of the bleeding-valve M and engages the shoulders on the bleedingvalve above and below the reduced portion, the parts being so assembled as to have a sufficiently free play for the purposes desired.

Extending through the main valve is a bleeding-port a. a

The operation of my valve as so constructed is as follows: Assuming that pressure is in the train-pipe and that the valves are closed, the.

initial movement of the handle 0 in a direction to rotate the spindle G will first lift the arm I and the portion 2" of the arm engaging the upper shoulder on the bleeding-valve M it will lift the bleeding-valve from the bleeding-port a, and so a slight vent will be afforded, through which any water of condensation may escape and through which a slight amount of steam will escape. Owing to the comparatively slight surface exposed to steam-pressureand owing also to the balancing of the pressure applied on opposite sides of the arm I and; of the valve-stem and owing also in some degree to the friction between the stem G and; the part of the structure within which it is mounted, the steam-pressure will not suffiee to. close the bleeding-valve, and consequently it will remain open indefinitely, affording a constant bleeding which will take care of the water of condensation as it is formed and yet will not permit a wasteful loss of steam. The continued movement of the arm 0 will bring the valve-arm I into engagementwith the bridge 7', and so will lift the main valve J If when moving the operating-arm O merely for the purpose of opening the bleeding-valve the arm 0 is carried farther than is necessary to open the bleedingvalve, but not far enough to move the main valve to its wide open position, the steam-pressure uponthe upper surface of the main valve will immediately close the main valve as soon as the arm 0 is released, but will not close the bleeding-valve, whichwill then remain open as desired. If it be desired to open the main valve toits extreme position, it will be moved into the position shown in dotted lines, in which the main valve is substantially within the recess at one side of the valve-chamber and out of the line of travel from the port G to the port D. Consequently when the valve is wide open no part of the valve structure affords any obstruction to the free flow of steam or other fluid through the valve-casing. If when intending to close the valve the operator shall only partially move the valve to closed position, he will nevertheless bring it within the line of travel of the steam-current, and the pressure of the current will promptly bring the main valve to closed position. So, also,

if the valve be opened for bleeding purposes when steam is first admitted to the train-pipe and if the main. valve be inadvertently left partially open when the train starts and while the pressure in the train-pipe is low, neverthelcss as soon as the pressure in the trainpipe has risen to anywhere near its normal pressure the increased pressure and current of the steam passing through the valve will close the main valve, and so the accidental waste of steam which would otherwise result from leaving the end valve too wide open will be automatically avoided.

When using these valves in train-pipes, it is often found that foreign substances such as pieces of hose-couplings, &c.*lind their way into the bleeding-port and obstruct and pack into the same and often under the combined influences of heat and pressure become so solidified and packed in as to completely obstruct the bleeding-port. It will be observed that with my structure, and especially where the bleeding-valve is made as shown in the drawings, the bleeding-port will be positively and mechanically cleared of obstructions every time the valve is closed, so that any obstruction of the bleeding-port can be only temporary. It will also be observed that with the parts arranged as shown a sulliciently-wide range of movement is afforded for the bleeding-valve, and the bleeding-valve is so mounted that although its operatingarm moves in the are of a circle the bleedingvalve moves vertically with reference to the main valve, and so will be brought accurately tov its seat in the bleeding-port.

The end of the spindle G, which projects through the valve-casing, engages the yoke portion of a combined yoke and collar l The collar portion of this device surrounds an annular shoulder U on the outside of the valve-casing A and afl'ords strength and stability to the valve-operating mechanism. The yoke portion extends over the stuliing-hox and engages the extreme end of the spindle (1, to which it is secured by a lock-nut This combined yoke and collar is provided with the hand-lever O and may also be provided with the operating-arm. R for connection with a platform-opcrating attachment, consisting of a bell crank lever the long or vertical arm of which, S, extends upwardly to the car-platform and the short or horizontal arm of which, T, extends beneath the platform and is pivotally connected with a rod (,1, which is pivotally connected at its opposite end with the arm R. The vertical arm S extends through a platform-plate V, which is attached tothe upper faceof the car-platform. Mounted upon the upright arm S is a collar NV, which is secured thereto by a lock-nut w in such a manner as to engage the platformplate V, and so support the bell-crank lever in position. This collar W may be provided with a pointer '10, arranged to cooperate with the words Open and Shut upon the upper face of the platform-plate V to indicate from the platform when the valve is in open and when in closed position. The bell-crank lever may be operated so as to open or close cars which is accessible from the steps.

thereof.

To yieldingly hold the valvein its open position, I provide the lock-pin Y, mounted within a suitable recess in the yoke P and held in frictional engagement with theannular shoulder on the valve-casing by a suitable spring Z. The projecting end of the pin Y may, if desired, engage a pocket in the annular shoulder when the valve is in extreme open position.

In Figs. 10 to 14, both inclusive, I have shown a variation in the construction of my valve and its operating attachments. ringto Fig. 11, it will be seen that I have so formed the pin K at its lower end that it serves the double purpose of being a guidepin. for the operating-arm I and of beinga bleeding-valve for opening and closing the bleeding-port N, thus" somewhat simplifying the construction, but not therebyattaining the vertical relation between the main valve and the bleeding-valve whichis, attained by the structure previously described. The other changes in the structure shown in Figs. 10 to 14, inclusive,relate to adapting the device to be operated from a different part of the carplatfor mto wit, from the steps, or rather from a point between the ends of adjacent To attain this result, the arm R extends in line with the spindle Gr instead of at an angle thereto, and the valve is so mounted that the arm 0. operates in a vertical instead of in a horizontal plane. Connected with the arm R is a rod G, which extends rotatively through a bracket 9, attached to the end of the car and is connected beyond the bracket g with an operating arm or lever g.

For the purpose of supporting my valve upon the car-body and at the same time providing for longitudinal expansion and con traction of the train-pipe I provide a sleeve a, which has preferably non-rotative engagement with the exterior of the valve, but within which the valve is longitudinally slidable to accommodate itself to longitudinal expansion and" contraction of the train pipe. This sleeve (0 is supported upon the car by an arm or brace a or by any other suitable means.

While I haVe eferred to and shown the main valve providedv with a bridge engaging the main-valVe-operating arm, it willbe understood that, broadly considered, it is only necessary for that part of my invention which relates to the cooperation between the main valve and the bleeding-valve that there shall be any suitable lost-motion connection between the main valve and the valve-operating ing my valve in such a manner that the-main Refer 7 close said bleeding-port.

valve shall carry all of the bleedingvalve mechanism it will readily be seen that many of the advantages which in-here in my invention may be attained by a structure in which the bleeding valve or port is located at one side of the main valve instead of in the main valve itself, so long as the relative mounting between the main-valve-operating mechanism and the bleeding-valve is maintained, whereby bothvalves may be operated with the same external operating means.

While I have shown certain modifications or alternative forms of "my invention, it will be understood that Ido not limit my claim of novelty to the forms shown.

.80 I do not here claim the valve structure A which is generally shown and claimed in my I copending application, Serial No. 60,370, nor the subject-matter of my Patents Nos. 771,777 and 7 81,720, which were issued upon applications copending herewith.

I claim 1. A valve eomprisinga main valve, a bleeding-port, an operating-arm having a lost-motion connection with said valve, and a bleeding-valve loosely engaging said arm, but arranged to be operated thereby to open and V 2. The combination with a main steam-pipe of a car-heating system, of a valve comprising a main valve, a bleeding-port, an operatingarm havingalost-motion connection with said valve, a bleeding-valve loosely engaging and arranged to 'be operated by said arm to open and close said bleeding-port, and means separate from and located above said arm for guiding said bleeding-valve.

3. A valve comprising a main valve. provided with a bridge, a bleeding-valve, an operating-arm arranged to play between said valve and said bridge, said bridge being provided with a guideway, a bleedingwalve mounted in said guideway, and means upon said arm and upon said bleeding-valve arranged to coengage so that said bleeding-valve may be operated by the movement of said arm.

4. The combination with the train-pipe of a car-heating system, of an end valve comprising a main valve provided with a bridge in the form of a strap, an operating-arm arranged to play between the upper surface of the main valve' and the under surface of the bridge, a bleeding-port, a bleeding-valve arranged to be actuated by said arm to openand close said bleeding-port, and external means for operating said arm. 7

5. A valve comprising a main valve provided with a bridge in the form'of a strap, a

bleeding-port, an operating-arm arranged to play between said bridge and the upper s'ur-' face of the main valve, guidingmeans arranged to play within a guideway provided therefor, all so arranged that said guiding means, said bridge and said arm shall cooperate to hold the arm in operative engagement with said valve; a bleeding-port, and a bleeding-valve arranged to be operated by said arm to open and close said bleeding-port.

6. In a valve, the combination with the valve-casing, of a main valve, a spindle extending into said casing at one side of the valve-chamber, said spindle also extending externally of said valve-casing, operative connections between said spindle and said main valve, and valve-operating means comprising a yoke provided with a collar engaging an annular shoulder on the outside of the valvecasing, said yoke also extending above said collar and engaging the projecting end of said spindle, and means for operating said yoke to turn said spindle.

7. In a valve, the combination with a valvecasing provided with an external annular shoulder, of a stem or spindle extending into thevalve-ehamber, a main valve arranged to be operated by the rotation of said spindle, and external operating means comprising a yoke bearing upon said annular shoulder and engaging the projecting end of said spindle, and means for operating said valve from the platform of the car, said means comprisinga rotatable shaft projecting above and below the car-platform, and provided with an arm extending at an angle to the main body of the shaft, an arm connected with said yoke,a link connecting the arm on said yoke with the arm on said shaft,and an operating-handle mounted upon, or adjacent to, the upper end of said shaft.

8. In a car-heating system, the combination with a car, of a steam-supply pipe carried beneath the car, a valve mounted upon said steam-pipe, and a hanger supported by the car and comprising a sleeve having non-rotative engagement with a portion of the valve steam-pipe structure, said structure being longitudinally movable within said sleeve.

9. The combination with a valve,of a val vehanger comprising a sleeve having non-rotative engagement with a portion of the valvecasing, said sleeve and said valve being longitudinally movable with relation to each other.

10. In a car-heating system, the combination with a car, of a train-pipe extending longitudinally beneath the car, a valve carried by said train-pipe, and a hanger supported by the ear and comprising a sleeve having a non-rotatable, but longitudinally movable, engagement with a portion of the structure, substantially as described.

EGBERT H. GOLD.

\Vitnesses:

O. R. BARNETT, F. H. DRURY.

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