US806929A - Combined throttle-valve and stop-valve. - Google Patents

Description

PATENTED' DEC. 12, 1905 G. R. SMITH. COMBINED THROTTLE VALVE AND STOP VALVE.

APPLICATION FILED APB. 25.1905.

2 SHEETS-SHEET 1.

PATENTED DEC. 12, 1905.

G. R. SMITH. COMBINED THROTTLE VALVE A'ND STOP VALVE.

APPLICATION FILED APB. 25.1905.

2 SHEETS-SHEET 2.

A @w u UNITED STATES PATENT OFFICE.

GEORGE B. SMITH, OF NORFOLK, VIRGINIA, ASSIGNOR OF ONEHALF TO JOSEPH E. BOWEN, OF NORFOLK, VIRGINIA.

COMBINED THROTTLE-VALVE AND STOP-VALVE.

Specification of Letters Patent.

Patented Dec. 12, 1905.

Application filed April 25, 1905. Serial No. 257,356.

To wZZ whom, it Huey concern:

Be it known that I, GEORGE E. SMITH, a citizen of the United States, residing at Norfolk, in the county of Norfolk and State of Virginia, have invented new and useful Improvements in a Combined Throttle-Valve and Stop-Valve, of which the following is a specification.

This invention relates to steam-boilers, and especially to those of the locomotive type. Its object is to provide an improved means for controlling the flow of steam from the boiler into the pipe which supplies the cylinders of the engine.

Although the device is applicable to various kinds of boilers, I shall, for the. sake of simplicity, describe it in its application to a locomotive.

The throttle-valve of a locomotive is usually mounted on the upper end of an upright extension of the dry-pipe in a dome rising above the top of the boiler. The valve is operated by rods and levers which are located inside the dome and boiler and are connected through a stuiiing-box with the throttle-valve lever in the cab. The result is that these parts frequentlybecome corroded and rustyand clogged with mud and scale, so that in a large locomotive it requires a great deal of strength to operate them. Moreover, they are diificult to get at for repair, and it is of course necessary to blow off steam from the boiler before this can be done. The loss of time thus occasioned is serious, especially where there are many engines to keep in order. Furthermore, the modern locomotive has a number of attachments that require steam, and these are usually fed by connections tapped through the boiler-shell, making a large number of points where joints must be kept tight and where there is danger of accidentally knocking oif a pipe and permitting an escape of steam. My invention aims to avoid all these troubles and many others also, as will appear from the following description.

It consists, in brief, of a combined stop and throttle valve mounted in a casing attached to the outside of the dome, where all parts are readily accessible and where connections can be easily made for the air-pump and other steam-operated attachments.

In the accompanying drawings, Figure 1 is a sectional elevation of a portion of a locomotive, showing my improvements. Fig. 2 is a rear elevation. Fig. 3 is a vertical section of the valve, and Fig. 4 is a horizontal section thereof. f

The steam-dome 1 rises from the boiler 2 near the cab 3, and in one side of it, preferably at the back, is cut a hole or holes to admit two necks at 5, projecting from a casing 6, which is secured to the outside of the dome by a steam tight joint. In this casing is mounted the throttlevalve and also, by preference, a stop-valve,.both controllable from the cab by separate levers and rods. When both valves are used, the upper neck 4 admits steam to the stop-valve and the lower neck 5 conveys the steam from the throttle-valve to the dry-pipe 7, the two valves being located in separate chambers in the casing, which can be put in communication by operating said valves. By means of a short pipe 7 steam is taken from the upper part of the dome, where it is driest. The necks enable the pipes 7 7 to be attached by ground joints or with soft packing. In either case they can be made and tested from inside the'dome.

The preferred form of construction is shown in Figs. 3 and 4, where it is seen that the casing has three chambers 8, 9, and 10, formed by suitable partitions 11, '12, and 13, which are stifiened by suitable ribs 14. The neck 4 communicates with the chamber 8 and the neck 5 with the chamber 10. In the partitions 11 and 13 are openings serving, respectively, as valve-seats for the stop-valve and the throttle-valve. These are preferably of the balanced type, as shown, having two valve-disks 15 15, connected by a spool 16 16, all mounted on a stem 17 17. The stop-valve controls the flow of steam from the chamber 8 to the chamber 9, and the throttle-valve controls the flow of steam from the chamber 9 to the chamber 10. The stems 17 17 pass out through stufiing boxes 18 on bonnets 19, secured over openings in one end of the casing, and are provided with suitable heads 20 for the attachment of the operating mechanism. Thispreferablycomprisesrock-shafts journaled concentrically in a bracket on the casing and provided with rock-arms 21, car rylng wrlst-pins engaging with slots in said? as to be readily handled. A screw-plug 26 I is inserted in the casing in line with the stem of the throttle-Valve for a purpose hereinafter set forth. One or more suitable apertures 27 are formed in the casing for the attachment of the air-pump, injector, &c. These apertures open into the intermediate chamber 9.

The operation of my invention is as follows: When steam is raised, it fills the chamber 8 through the pipe 7, so'that when the stop-valve is opened wide dry steam is admitted to the intermediate chamber 9. This steam is at once available for the air-pump and other steam attachments. When the engine is to be startec Lthe throttle-valve is opened gradually, and the flow of steam through the dry-pipe is regulated thereby in the usual manner. At the end of the run, when the locomotive is taken to the roundhouse, the stop-valve can be closed, cutting off live steam from the chambers 9 and 10 and also from the dry-pipe, so that without blowing otf steam from the boiler it is possible totake off the bonnet l9 and inspect the throttlevalve and remove it for regrinding or otherwise repairing it, if necessary. Since the operating mechanism is all outside of the boiler, it is not subject to corrosion or clogging, so that the engine can be handled with far less labor on the part of the runner. After-the engine has been set up the throttle-valve and dry-pipe can be tested'by hydraulic pressure independently of the boiler test, so that a man can examine the dry-pipe from one end to the other and be sure that it is all right.

In case the operating mechanism of the throttle-valve should get out of order the valve can be forced ofl its seat by means of the screw-plug 26 and held open thereby. The stop-valve can then be used as athrottlevalve by means of its operating mechanism, thus saving delays in trafiic.

The valves can be arranged in any position that is most desirable, though I prefer to place them with their stems horizontal, as shown in the drawings.

Having thus described my invention, what I claim is 1. The combination with a boiler having a steam-dome, of a casing secured to the outside of said dome and communicating therewith, a pipe leading from said casing, a hand-operated stop-valve controlling'theadmission of steam to said casing, and a valve controlling the admission of steam from the casing to the pipe.

2. The combination with a boiler having a steam-dome, of a casing secured to the outside of said dome and containing three chambers, one of which communicates with said dome, a Valve controlling the passage of steam from said chamber to the next, and a valve controlling the flow of steam from the second to thethird chamber.

3. The combination with a boiler having a steam-dome, of a casing secured to the outside of said dome and containing three chambers, one of which communicates with said dome, a valve controlling the passage of steam from said chamber to the next, and a valve controlling the flow of steam from the second to the third chamber, said Valves being provided with operating mechanism passing through the walls of said casing.

a The combination with a boiler having a steam-dome, of a casing secu red to the outside of said dome and containing three chambers, one of which communicates with said dome, a valve controlling the flow of steam from said chamber to the intermediate chamber, a valve controlling the flow of steam from the intermediate chamber to the third, a dry-pipe leading from said third chamber, and separate means for operating said valves from outside the casing.

5. The combination with a locomotive-boiler provided with a steam-dome and a dry-pipe, of a throttle-valve and a stop-valve both located outside of said dome, and both controlling the passage of steam from said dome to the dry-pipe.

6. In a locomotive, the combination with the steam-dome, of a casing secured to the outside thereof, a stopvalve and a throttle-valve mounted in said casing, and separate operating mechanism leading back to the cab outside of the boiler.

7. In a locomotive, the combination with the steam-dome and dry-pipe, of a stop-valve and a throttle-valve both controlling the flow of steam to the dry-pipe and separate means for operating said valves by hand.

8. In a locomotive, the combination with the steam-dome and the dry-pipe, of a stop-valve and a throttle-valve both controlling the flow of steam to the dry-pipe, and means for holding the throttle-valve permanently open in case of accident to its operating mechanism.

9. Inalocomotive, the combination with the steam-dome, of a casing secured to the outside thereof, a stop-valve and athrottle-valve both located in said casing, operating mechanism located outside the boiler, and means for forcing open the throttle-valve in case of accident to its operating mechanism.

10. .In a locomotive, the combination with the steam-dome, of a casing secured to the outside thereof, a stop-valve and a throttlevalve both located in said casing, operating mechanism for each valve located outside the boiler, and a screw-plug passing through the wall of the casing in line with the stem of the throttle-valve.

11. In a locomotive, the combination with the steam-dome, of a casing for the throttlevalve secured to the outside of said dome and having two necks projecting into said dome. i In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

G. B. SMITH. WVitnesses:

GEO. P. WHITTLESEY, FRANCIS S. MAGUIRE,

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