US1831404A - Locomotive cylinder cock - Google Patents

Description

Nov. 10, 1931. A. R. AYERS 1,831,404

LOCbMOTI Y E CYLINDER COCK Filed Feb; 8, 1924 4 Sheets-Sheet 1 lzzz/ezzr Nov. '10, 1931; A. R. AYERS 1,831,404

LOCOMOTIVE CYLINDER COCK Filed Feb. 8, 1924 4 Sheets-Sheet '2 Nov. 10, 1931.

A. R. AYERS LOCOMOTIVE CYLINDER COCK 4 Sheets-Sheet 5 Filed Feb. 8, 192

I a I g I Nov. 10, 1931..

A. R. AYERS LOCOMOTIVE CYLINDER COCK Filed Feb. 8, 1924 4 Sheets-Sheet 4 Jude/ 5071 Patented Nov. 10, 1931 UNITED, STATES PATENT OFFICE AUGUSTINE RIDE'NOUR AYERS, 0F CLEVELAND, OHIO, ASSIGNOR TO THE OKADEE COM- PANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS LocoMo'rI'vn cYLInnER coci:

Application filed February s, 1924. semi No. 691,537.

This invention relates broadly to fluid pressteam engines, and especially to an improved automatic cylinder cock for draining thev condensation from the cylinders of such engines.

For the purpose merely of illustration of one employment of this invention, it is illus trated and described as employed on the cylinders of a steam engine, which is employed as a booster or auxiliary engine on a railway steam locomotive intended to be cut in and out semi-automatically when desired for added power, and while this invention finds especial utility in its employment in connection with boosters, it will be appreciated that it also finds a wide field of utility for other purposes.

Those familiar with the booster engine for steam locomotives will appreciate the difliculty encountered in the past in properly draining the cylinders of the booster engine due to at least two reasons, namely, the location of the engine on the trailing wheels of a Pacific, Atlantic or other type of locomotive having steam through a long steam connection, and secondly, the position which the cylinder cocks themselves must assume, rendering it difiicult, due to lack of clearance, to apply rods, levers, and other similar mech anisms t0 the apparatus for operating the cylinder cocks. Furthermore, due to the general practiceof employment of the booster engine for starting and up to speeds of ten or twelve miles per hour, these boosters are idle much of the time which increases the possibilities of a large degree of condensation taking place, requiring also that the cylinder cocks be at least semi-automatic in operation. The factthat the booster is at least semiautomatic requires that the cylinder cocks be also semi-automatic in order that the booster may operate and may not be vitiated by failure of operation of the cylinder cocks.

' The principal objects and advantages which characterize this invention reside in the provision of an improved cylinder drain cock including improved means for operat ing' the valve thereof; the provision of an improved automatic drain cock for engine cylinders; the provision of an improved time sure operated devlces, more partlcularly to controlled drain cock for engine cylinders; the provision ofimproved means for closing the drain cocks of a'cylinder after the lapse of a predetermined interval of time; the provision of an improved cylinder drain cock including an improved fluid pressure operated means for actuating the valve of said drain cook; the provisionof an improved automatic cylinder drain cock which includes as a unit, a valve, and fluid pressure operated means, whereby the device may be attached to a. cylinder as an operative unit; the provision'of an improved combined drain cock and fluid pressure operated means therefor characterized by the feature of shortening the distance between the cylinder and the outlet of the drain cock, and the provision of .a combined drain cock and fluid pressure 0perated means therefor for engine cylinders characterized by compactness, durability, and simplicity thereby facilitating installation and upkeep of the device. I

This invention is further characterized by the provision, in combination with a steam engine, and automatic controlling means therefor, of an improved cylinder drain cock and valve, and time controlled fluid pressure operated means for automatically closing said valve after the engine has started; the provision ofan improved drain cock and valve in which the valve is adapted to be opened by steam pressure and closed automatically by air or other auxiliary fluid under pressure; and the provision, in combination, with a steam engine, of an improved drain cock and valve which operates to automatically close by fluid pressure after the engine has run a predetermined lengthof time.

The foregoingand such other objects and advantages as may appear or be pointed out as this description proceeds are attained in a structural embodiment of this invention il-' lustrated in the accompanying drawings, in which,

' Figure 1 is a plan view of the cylinder cock of this invention;

Figures 2 and 3 are longitudinal sectional views taken on the lines 2-2 of Figure 3,

cock arrangement, and controlling means;

and

ternative form of this invention. 7 I

' Referringm'oreparticularlytothe drawings and first generally to FiguresS and 7 v I have,-

as previously explained, illustrated my invention as employed in connection with the cylinders 5 of a booster engine, generally desig nated 6, and arranged, as will be more particularly described hereinafter, for driving the trailing wheels 7 of the steam locomotive illustrated in Figure 6. The locomotiveshown is of that type'known as the 2-8-2 Mikado, including the pony or pilot wheels 8, driving wheels 9 and trailing wheels 7.

The device of this invention is shown generally as applied to the;cylinder 5 as indicated at 10 inFigures 6 and 7. v

Referring now more particularly to Figures 1 to 5, both inclusive, I provide a cylindercock whichincludes generally a casing 11 which is adapted to be attached to the bottom of the cylinders of the booster engine 6 near the opposite ends of the cylinder by the provision oi an externally threaded pipe 12 which is formed integrally with the casing 11 and is provided with a passageway 13 which communicates with a chamber 1 1 within the casing 11.

From an inspection of Figure 4: it will be observed that the longitudinal vertical axis of the pipe 1.2 is disposed to one side ofand approximating at a right angle to the longitudinal aiiis of the'casing 11 so t-hat when the cylinder cock is applied to the cylinder as will be seen in Figure 6, sutlicient clearance will be provided between the cylinder cock and the top of the rail 5a. This arrangement prevents damageto the cylinder cock or to the cylinder of the booster engine caused by obstac-les'striking th'ecylin'der cocks when the locomotive is in motion. Another advantage of this arrangement is that it brings the outlet of the cylinder cock close to the outlet from the cylinderand thus eliminates too large a pocket at either end ofthe cylinder. Under ordinary conditions in a large engine or in the main engine of a steam. locomotive this distance would notbe of as great importance as it is in connection with the smaller, cylinders of the booster engine, and for these reasons I have laid particular stress Figure 8 is a fragmentary View of an al haust chamber 22, which latter exhausts to atmosphere through a passageway 23. The

valve seat member 21 is in threaded engagement with the internal surface of the a.nnu-- lar wall-17a of the cap 17 as at24= and said valve seat memberis further extended as at 27 and is provided with notches 28 by the provision of which a tool may be inserted for applying and removing the'valve seat from the cap 17 when repairs are required.

The valve seat member 21 is provided with an, annular valve seat 26, of such area that the valve 30, in engaging with such seat 26 will elfectively close the opening, but cannot stick on its seat due'to adhesion or friction.

The annular wall 17a of the cap 17 is provided with a series of radial ports'29 so that the'entrance of steam from the passageway 14 into the interior of the cap will be facilitated and so that the pressure thus imposed on the ball valve 30 in the chamber 22 will be evenly distributed. This arrangement of the ports 29 also expedites the ejection of conden'sation from the cylinder and its passageways 14 and 16. i

' At the opposite end of the casingI provide a means for closing the valve 30 and for preventing opening of the valve, if desired. This means includes a'pressure operated element such as the piston 31 slidable in an extension of the casing 11 which I shall term a cylinder and designate 32, said pistonopen, ating in a chamber 33 formed by the wall of thecylinder 32 and a transverse partition 34. The piston 31 is provided with the valve actuating member such as a stud 35, having a reduced portion 36 which is affixed to the piston 31, said stud 35 sliding in an axial opening 35a formed in the partition 34, an annular enlargement 37 serving to guide said stud'35, and also form a stop for thepiston when moved to the left, as viewed in Figure 2. The chamber 33, between the partition 34 and piston 31 is permanently in communication with atmosphere through the openings 38;; r i, r i

f The piston 31 is adapted to reciprocate in the chamber 33 and at one end of its stroke, under the tension of the spring 39, abuts the closing plug 40, which latter is provided with aseries of abutments 410a annularly. arranged which engages the piston when moved to the right. The plug 40 has a chamber 41, and said plug threads into the open endof the cylinder 32 as at 42. The surfaces of the piston and the abutments 37 and 400; are ground so as to form-fi uid tight contact.

By grinding projecting end of abutment 37 and by causing same to project beyond peripheral wall of portion 11, the piston forms a fluid tight-seat which preve-nts'steam and oil from blowing into the air cylinder, and as the peripheral edges of the piston do not contact with either of the end. walls of the cylinder the closing of the piston ring grooves by impact is prevented.

The wall" of the chamber 41 is provided with ribs 43 and the inner peripheral edge of the wall of said chamber is provided withan annular cut away portion which forms the abutment a and affords an annular pas-- sageway 44, whichin turn communicates with an inlet 45 for fluid under pressure, said inlet having enlarged threaded portions 46 one of which may be plugged and the'other connected with a conduit leading from a source of fluid under pressure. The provision of two inlets 46 avoids using right and lefthanded drain cocks. It will be observed that the annular recess 44 and the ribs 43 permit fluid under pressure entering at 45 to get back of the piston and move same to the left against thetension of the spring 39, as viewed in,Figure 2, and thus act upon the ball valve 30. a

I The arrangement of the abutments 37 and 40a, is such that the piston contactsinside the area of the piston rings, so that closing of the ring grooves due to impact thereon is prevented. a

- It-willbe observed from an inspection of Figures 2, 8, and 4 that the ball valve, when in the neutral position, that is, off its seat 26, is so disposedwith relation to the opening or outlet 23 that it cannot interrupt flow through said outlet, the ball gravitating to the bottom of the chamber 22 as best seen in Figure 3. The extension 27 of the valve seat, as will be observed in Figure 3, affords a riser or inclined plane along which the ball may travel when engaged with the stud 35 so that there is no possibility of the ball becoming jammed in the bottom of the chamber 22. The curvature of'the extension 27 is such that the ball cannot seat thereon.

The arrangement of the ballrela-tive to its seat and relative to the piston 31 and stud 35 is such that when fluid under pressure is admitted to the engine cylinder the ball valve being open, condensation in the cylinders will immediately beblown out through the cylinder cock. If manually operated, the engineman then admits fluid under pressure behind the piston 3'1,'after a desired interval has elapsed, and by maintaining the pressure keeps the valve closed. This arrangement of the parts as related to the booster engine and control mechanism illustrated in Figures '1 6 and 7 will now be described.

As seen in Figure 7 a conduit 47which con ducts fluid under pressure is connected to the inlets 45 of each of the cylinder cocks, there being two cylinder cocks provided foreach of the cylindersof the booster engine, but as only one cylinder is shown in the drawings, and as the other cylinder is identicallycon struct-ed, a description of but one will suflice.

It will be appreciated by those skilled in the art that the booster engine is used only a smallpart of the time that the locomotive is in actual road service under ordinary conditions, that is, the booster engine is only used atlow speeds when additional-.tractive effort is desired such as when it is desired to ascend heavy grades or when starting a train, and furthermore a booster engine is not designed to, and preferably does not drift, so that it is not necessary in the cylinder cock to provide means for preventing the entrance of air, dust or other foreign matter into the cylinders when the engine'is not in use and the locomotive is in motion. Of course, if desired, the valve 30 may be seated manually, but in the system to which the cylinder cocks are here applied this is not desirable because of the fact that the automatic functioning of the device would be hampered. However, provision is made, as will presently appear, for testing the booster engine in the roundhouse.

In the booster'engine and system of control therefor illustrated in Figures 6 and 7,

the casing 48 of the booster engine is suspendmit of this displacement of the engine for repairs.

The piston rod 54 is provided with a cross head 55'connected to a driving rod 56 which operates a counterbalanced crank 57vto im part rotation to the pinion 58 mounted in suitable hearings .on a rocking frame 59 within thebooster engine casing 48. The pinion 58 engages with an idler pinion 60' mounted on'a shaft 61 and the frame 59 is, as will hereinafter appear, adapted tobe rocked in order to bring the pinion 60 into meshing engagement with a gear 6% fixedly mounted on the medial portion of the axle 50a. For shifting'the pinion 60, the frame 59 is oscillated by the provision of a cylinder 62, which has a chamber 63 communicating with a source of fluid pressure by means of a duct I 64 in the stationary part 65, and a conduit 66 with which said duct communicates. JThe nected to the stationary part 65, and a duct 68 is provided in the part 65 and is placed in communication with the chamber 63 when the cylinder is raised in response to fluid pressure admitted to the conduit 66. The duct 68 communicates with the conduit 69 for a purpose which will presently appear. The upward movement of the cylinder acts against the tension of the spring 70 to move the rocker frame 59 about its axis 59a and thus bring the idler pinion 60 into meshing engagement with the axle 50a through the medium of the gear 62a.

The elements ust described are all carried by the trailing truck of the locomotive and do not as to detail form any indispensable part of my invention but are disclosed mainly for the purpose of exemplifying one employment of my invention.

In Figure 7 a part of a locomotive boiler is shown and includes the steam dome 71 in which the conventional throttle valve 72 is mounted and connected with the dry-pipe 73, which leads to the main engines of the locomotive. On one side of the steam dome there is provided a pilot valve casing 7 4 connected by a constricted conduit 75 with the dry-pipe 73. A movable member 76 is arranged as a piston for sliding movement in the pilot valve casing and it serves to operate a valve member 77 which is interposed in the conduit 69, the conduit entering the casing of the pilot valve adjacent the valve 77 and being in communication with the annular recesses 78 and 79 when the valve 77 is actuated. The conduit 69 is continued at 6901 and is connected by a tap 79 with a cylinder 80 in which a piston 81 operates. The piston 81 is connected by a rod 82, lever 83 and link 84 to the main throttle valve 85 of the booster engine 5. The valve 85 is mounted in a casing 86, one side of said casing being connected at 87 with the steam dome 71 and the other side of said casing being connected at 88 to the engine.

The conduit 69a is further extended beyond the cylinder 80 as at 69?) and has interposed therein a three way valve 89 and a check valve 90, provided with a bleed opening 90a. The valve 89 is manually operable to conduct fluid under pressure from conduit 69b to manually actuated piston 31 of the cylinder cock.

The conduit 69?) enters the timing tank 91 through a constricted opening 92 and the conduit 47 enters the opposite end of said tank through a similar constricted opening 93. y

The mechanism for actuating the booster engine, is semi-automatic, that is, the actual admission of steam to the engine steam chest is not controlled directly by the engine-man, but is controlled automatically aswill hereinafter appear.

In the. cab of the locomotive there is mounted a lever 94, which may be the ordinary reverse lever for the main engines, having a latch 95. for engagement with a quadrant 96, and when said lever is moved to the right as viewed in Figure 7 the inner end 97 of the lever 98 is raised in order to depress the, outer end 99 of said lever to actuate the valve 100 and permit fluid under pressure to flow from the conduit 101 tothe conduit 102. A valve 101a is normally open to atmosphere as will presently appear. he conduit 102 is connected to the conduit 66 through a valve 103 and a tap 104 from the conduit 102 extends to a cylinder 105 having a piston 106 which is connected to the booster engine starting throttle valve 107, said valve 107 controlling the flow of steam through a by-pass 108 around the main throttle valve 85 of the-booster'engine.

An alternative arrangement of the timing tank 91 is shown in Figure 8, wherein the tank 91a is interposed in a conduit 92a which leads directly from the conduit 102 to the conduit 4:7, and has a check valve 90b therein. This arrangement may be employed where it is desired that the tank 91 operate to operate the booster engine, moves the lever 9a to the right as seen in Figure 7 which actuates the lever 98 to open the valve 100 to admit air under pressure to the conduit 102. This imposes a pressure on the piston 106 and opens the valve 107 thereby admitting a small amount of steam through the bypass 108 to the steam line 88 of the booster engine and thus starts the engine turning over slowly.

At the same time air under pressure passes down the conduit 66 and actuates the cylinder 62 to bring the idler gear 60 into engagement with the gear 62a and to maintain such engagement. The slow movement of the engine at this time facilitates this meshing of the gears.

As soon as the cylinder 62 reaches the limits of its upward movement, in other Words, as soon as the idler gear is fully in mesh with the axle gear. and not before, air flows from the chamber '63 to the duct 68, thence to the con duit 69.

Of course, it will be appreciated that the booster engine is never, except in extraordinary circumstances, used alone and as the main throttle of the locomotive is open, the

' her 7 4 of said valve. This will place the conpilot valve 77 will be opened as soon as a predetermined pressure is developed in the chamtank 91 through a restrictedopening in the check valve 90. \Vhen this pressure reaches a predetermined maximum, the piston 31 in each of the cylinder cocks is moved to the left as viewed from the aspect of Figures 2 and 3 against the tension of the spring 39 and thereby moves the ball onto the seat 26 and closes the cylinder cock. It will be observed 7 by those skilled in the art that the pressure throughout the system in the conduits 102, 66, 69, 69a, 69b and 47 is maintained constant because as long as the valve 100 is open the cylinder 62 will be maintained elevated, and as long as the main engine throttle 7 2 is open the conduits 69 and 69a will be in communication and pressure maintained therein.

One of the important features of apparatus of this kind is to open and close automatically but, due to the possible accumulation of large amounts of water condensation during the interval that the booster stands idle, the cylinder cocks must be held open for a predetermined length of time after the admission of steam.

The volume of the tank 91 and the size of opening a in check valve 90, also the tension spring 39 are so proportioned that the desired interval of time will elapse before the pressure in tank 91 builds up sufficiently to move piston 31 against the tension of spring 39 and force the ball 30 to its seat, thereby closing the cylinder cocks. I

The function of check valve 90, with restricted opening 90a through it, is to restrict the flow of air into tank 91 during the operation of opening the cylinder cocks and to provide a large opening through the operation of the check valve when it is desired to release the cylinder cocks.

It will be understood that the system is semi-automatic as to its first operation and entirely automatic as to the other operations performed. For instance, the lever 94, being the reverse lever for the main engines of the locomotive and as is common practice when starting or on heavy grades the reverse lever Willbe moved to its forward position, which automatically brings the roller 96a under the adjacent end of the lever 98, theevalve li00 will be immediately operated as: previously explained; .In normalposition when theapparatus is at rest thefvalve 101a connected to the valve establishes communication of'theconduit 102 with atmosphere so that all the parts 'returnto:their normal nactive positions. Thus, when the enginemen notches back after getting up the speed 0 1 forany other reason moves the reverse lever *94 rearwardly it releasesthe lever-98 and per-v mits the-valve .100 to beiclosed and the Valve lOlato be opened. This will automatically release the pressure on thecylinder 62, disengage the pinion 60, close the starting-throttle 107 and throttle 85 and thus stop the booster engine In orderto prevent the air pressure in the conduit 69a from becoming pocketed therein and thus preventing the closing ofthe throttle 85. and openingof the-cylinder cocks 10, the pilot valve is arranged so that in one of itspositio'ns, that.is,-the position shownin F-igureff, said valve is incommunication with atmosphere throughan opening 7 6a, in the casing 74. When air is exhausted from conduit 66 and the cylinder'62, by valverlOla, air

is exhaustedrfrom passageway 69, 69a and cylinder 80, and'timing reservoir91 through checkvalve 9J0.- ThisallowslspringSl to close booster throttle valve 85,'and further allows springs 89 in the cylinder cocks to force piston rod 85 away from balls 30 allowing balls to fall away from seats 26,thereby opening the drain passages from thesteam iylin-v ders.f r Having thus described myginvention and illustrated its use, what Icla-im as IlBW'fil'ld desire to secure; by Letters Patent is r 1. In a device of the character described, a. casing having means for connecting the interior thereof to a container for fluid under pressure, said casingflhaving anloutlet port and a horizontal valve seat adjacent to said port, a ball valve suspended in said casing between said outlet port and said valve seat, the valve seat having an extension angularly related to said seat to form a curved riser for guiding said ball onto the valve seat, a

partition in said casing and a cylinder strucr,

ture on one sideof said partition,a piston operative in said cylinder and having an extended rodportion for engagement with said ball, and spring means for maintaining said piston and rod structure away from said ball. 7

2. In a device of the character described, a casing adapted to be connected with the drain port of a cylinder and divided substantially intermediate its ends by a partition into a valve chamber having an outlet and a fluid pressure cylinder, a piston operable in said cylinder and having a piston rod extending through said partition into said valve chamher, a ball valve in said chamber in the path oi movement of said 'rod for'closing said outlet, a valve seat in said chamber removable in a direction away from said partition and having a peripherally curved portion forming a riser for said valve, and a retaining member arranged in said chamber and supporting and carrying said valve seat.

3. In a cylinder cook, a casing having a partition dividing same into a valve cham er having an outlet and a piston chamber, said valve chamber having a passageway for connection to an engine 0 linder, a piston operable in said piston c amber having a rod extending through said partition into said valve chamber, a valve in said valve chamber in the path of movement of said piston rod, a removable valve seat in said valve chamber to close said passageway, and a removable closing cap which serves to retain said valve seat in position and forms in part the passageway to the engine cylinder.

4. In a cylinder cook, a casing havin a partition dividing same into a valve cham er having an outlet and a piston chamber, said valve chamber having a passageway for connection to an engine cylinder, a piston operable in said piston chamber having a rod extending through said partition into said valve chamber, a valve in said valve chamber in the path of movement of said piston rod, a spring tending to move said piston to permit said valve to open in response to steam pres sure in said cylinder when said steam pressure and spring tension exceed the fluid pressure imposed on said piston, a removable valve seat in said valve chamber to close said passageway, and a removable closing cap which serves to retain said valve seat in position i and forms in part the passageway to the engine cylinder.

In testimony whereof I have hereunto signed my name.

AUGUSTINE RIDENOURAYERS.

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