US1934205A - Train line relief valve - Google Patents

Description

Nov. 7, 1933. G. E. OAKLEY ET AL 1,934,205

TRAIN LINE RELIEF VALVE Filed Nov. 8, 1929 l l A I 'i` B r P E l G H M F L l A 64' F|G4 S B 'NvzRfOa/ff@ BY 0a/g Cf/yay ATTORNEY Patented Nov. 7, 1933 UNITED STATESl PATENT OFFICE TRAIN Lnvc .RELrEF VALVEV George E.Oakley and Louis C. Hyatt, Albany, N. Y., assignors to Consolidated Car-Heating Compa-nya Inc., Albany, N. Y., Va corporation of New York Application Novemberl 8, 19729. Serial No. 405,713

' 6 Claims. (Cl. 23S- 56) For a detailed description of the present form of our invention, reference may be had to the following specification and to the accompanying drawing forming apart thereof, wherein Fig. l shows a train line provided with vour valve;

Fig.. 2 is a sideA elevation of a nipple carrying our device;

Fig. 3 is a plan of the same, and

Fig. 4 is a vertical transverse section thereof.

Our invention relates to a device for keeping the train line of a railway steam system free at all times of water or other condensate.

In such a system, the sections of train pipe on each of the several cars are coupled end to end, theY section onthe forward car being coupled to the steamsupply pipe on the locomotive. The section on the rear car is provided at its rear end with an end cock that can be closed or opened manually. On the several cars branch pipes lead from the train line to heating radiators on the respective cars. Heretofore in practical train operation it has been the customary practice to clear the train line of condensate by opening the aforesaid end cock at the rear of the train and blowing steam from the locomotive through the entire length of the train line and into the atmosphere at the rear. That will expel the condensed water contained in the train line out into the atmosphere at the rear of the train. When the train line has thus been cleared the end cock is closed except that at times a small crack is left in that valve through which a little steam bleeds from the train line continuously. No other means are now in practical use to clean out the condensate from the train line and it is necessary in cold weather to keep watch of the line and open the aforesaid rear end cock periodically to blow out the condensate by live steam, as above described. Moreover, lin the types of installations now in general use, the connecting sections of train line betwen adjacent cars hang down in flexible loops, the coupler itself being at the bottom of each loop. This loop is necessary u in order to permit the required play of each car with respect to its neighboring car. In the operation of such installations, unless the train line is constantly watched in severe weather and the condensate blown out of it periodically as aforesaid, the condensate in the depending loops may freeze and block the train line. Even if the train pipe is not blocked by freezing, the rapid accumulation of condensate in the several connecting loops tends to reduce the free area therein through which the steam may pass from ear t car. That clogging condition grows between the succeeding blow-off operations and adds materially to the` pressure needed for forcing steam through the train line. It may be noted that in modern practical installations the radiating pipes on the several cars, which have always been provided with traps to drain off the condensate, are at a higher level than the train line and the aforesaid loops therein. Hence the ordinary trap has no draining effect on the train line which has heretofore had to be blown out manually as we have explained.

It is our purpose to provide an automatic relief valve or trap which is formed as a part of the train-line pipe itself .and maytherefore be applied at the low point of the dip in said line formed by the flexible connecting loops between cars, and may swing freely with said loop in such movements as the loop may have in the relative play of .the cars on curves and longitudinally. Moreover, this valve is heat-controlled and responsive in its closure to the liveseam temperature, rather than the temperature of the condensate. Thereby it is not dependent onthe steam pressure, nor on the accumulation of a denite amount of condensate, to bring it' into'action. As soon as the live steam comes in contact withit, the valve closesand only when the temperature falls lower, as by the formation ofa film of condensate, will it open. Thus the condensate is rbeing constantly drawn off as fast as it forms, while the steam itself, although it is the causative agent, does not escape. In its construction the valvek carries its thermostatic element in a segregating enclosure to which it is secured and with which it may be removedor applied. Into this enclosure the steam has access through a passage that-may be opened .or closed from outside the casing, while out of this enclosure the valve opens into the atmosphere. Thus the steam can escape into the atmosphere only bypassing over the practically segregated thermostatic element which thereupon closes the valve and stops the outflow. The device also operates while the steam pressure is on and, by closing from the outside` the passageway for the steam into saidfvalve enclosure, the thermostatic element may be removed or` replaced while the device is in position and the steam'is still owing in the train/line. By placing our Valve in the nipple, it is no only at the lowest point of each train-line loop, but permits the use of any of the different forms of couplers that are usable with the one standard nipple. The nipples and couplers form a short section of the train line.

Referring to the drawing, R in Fig. l, represents a train line shown herein as having three inter-car connecting loops S. At the bottom of each loop are a pair of couplers T, each screwed on an adjacent nipple A. As appears in the plan Fig. 3, there is cast on one side of, the nipple a small cylindrical; valve casing l?.` Seated inside this casing, but spaced therefrom, is a sleeve B. A passage I leads from the interior of the nipple A to the interior of casing P. Diametrically opiposite passage I is a passage N Which leads from the interior of casing P to the interior of sleeve B. The said sleeve formstheenclosure which contains and segregates thev thermo-responsive element C and in the bottom offsleeve orenclosure B is the valve seat E which opens downward from said enclosure to theatmosphere. The said.

element C consists of a sealed' corrugated tube containing a suitable liquid which, at a given: temperature, evaporates and creates an expanding gas-pressure in the element causing it to elongate. The element, atY is upper end, issecured to a plate M which is seated on an interior. shoulder of sleeve BV and secured inplace thereon by a screw-plug F. In the Wall of the casing isV a second screw-plug L, which, when screwed in from outside the casing will enter'and close the passage N, the entrance to the sleeve B. Thereby at any time the steam4 maybecut4 oi from the sleeve or segregating enclosurev and from the element C therein. Then, by unscrewing thel top plug F, the plate M and the element C carried thereby cank be'removed from sleeve B. AllV of these manipulationslcanbe carried out while the steam is still flowing in the train pipe and a new or repaired thermal" element C substituted for' the one removed. This is agreat convenience and resultsv from the inclusion of theelement C in the compartment formed bythe sleeve B which 40 is accessible from outsideof the casing-andV from which the drip is delivered, While it can also be shut offv from' thecasing by the plug L which is also manipulatedfromA outside the casing. A

. dowel pin H- is interposed between the sleeve B andthe casingl to insure that the passage N will come in line-With plug L. 'I-he sl'eeve Bis secured in'the casing by thebottom'nut G. y

By virtueof our invention the train line is automatically kept clear of' condensate at all times. Sincethe thermal element isset to close the valve at live-steam temperature, any lesser temperature willl und the' valveopen, so that the slightest accumulation of condensate will, by lowl ering the temperature of the element automatically, drop out or be forced1 out bythe steamf pressure. Whatever condensate there may `be in the train pipe, includingv anythat'may'falltherein` from the radiators, will naturally gravitate into the connection loops andi there be subjected to this automatic andv loca-'1:' expelling action. This obviates the need` for constant observation of the train line and manualmanipulation ofthe rear-end valve of the-train to blow out through that valvel the condensate inthe train pipe. A

ii train pipe which is thus kept clear of water The thermal element can be repaired or renewed while steam is still in the steam-pipe and the thermal valve chamber disconnected at will by manipulation external to the train-line. While the location of our device on the nipple is preferred, for the reason statedmvel may also locate it on thecoup'ler.` In either case, itwillbe at each of the low points of the line and the expulsion of the condensate will take place locally at each of; these points in contrast to the mode heretofore followed of expelling it at the rear end of the train.

What weV claim asVA new and desire to secure by VVIletters Patent` is:

l.. A relief. valve,l of the character described comprising a train-line coupler member provided with a casing communicating with the interior thereof, va tubular member in said casing removablev therefrom and communicating with the interior thereof, a thermally responsive element in said' tubular member and.- secured" thereto an outilow valve member controlled' by' said thermally responsive element andl controlling: the communication between they interior: of the4 tubular memberand the atmosphere, and. means for closing the communication between said tubular memberV andV said casingso'- that; the thermally responsive member may be repaired while-steam is flowing through the coupler;

2; A relief valve of the character: described comprising a train-line coupler'member provided with a casing communicating..v with the" interior thereof, a tubular member located` within' said casing and communicating vwith thef interior thereof, said tubular member projecting at both ends into the atmosphere through the: casing Wall, a cover for one end: off said` tubular. member, and a thermally responsive'. element mounted in said tubular member and controlling the opening in the other end thereof..

3. A relief valve. ofv the character described comprising a train-line coupler memberprovided with a casing communicating with the interior thereof, a tubular member.' within. said; casing communicating with the interior: of. ther casing andlv opening into the atmosphere through the casing wall, a thermally responsive element supported within said tubular member and. removable ltherefrom throughan end' thereof, and a cover for the opening through, which said thermally responsive element is` removable, saidy element controlling the outflow from thev coupler member to the atmosphere.

4. A relief valve of the character described comprising a train-line coupler member provided With an external casing communicating with the interior thereof, a thermally responsive element within said casing', a tubularv member within the casing enclosing said thermallyv responsive element, said tubular memberv having open ends at its top and bottom projecting into the atmosphere through the casing Wall, a cover for the top opening serving' to. secure the; said thermally responsive element. in place, and a valve for the bottom opening controlled` by said thermally responsive element.

' 5. A relief valve of the character described comprising a train-line coupler,v member, a tubular member constructed and arranged to provide a thermostat chamber havingV a: normally open inlet communicatingwith said coupler.- member so that the chamber and the coupler member are always in open communicationI while. the valve is' in operation, said tubular memberf also havingA an outlet discharging to the atmosphere,

with a casing communicating with the interior thereof, an internal tubular member located Within said casing and having an opening to the Aatmosphere and an inlet opening from the casing, thermally responsive means controlling the communication between the tubular member and the atmosphere, and manually operable means for closing said inlet so that the thermally responsive means Will be accessible for repairs While steam is flowing through the coupler, said means being operable from the outside of the casing.

GEORGE E. OAKLEY.- LOUIS C. HYATT.

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