US1666388A - Attachment to locomotive - Google Patents

Description

April I7, 1928. P. B. KAMEDISH ATTACHMENT TO LOCOMOTIVE 5 Sheets-Sheet l Filed Dec. l0, 1921 kurs April 17; 192s.

P. B. KAMEDISH ATTACHMENT TO LOCOMOTIVE Filed Dc. '1 0, 1921 5 Sheets-Sheet 2 Imm-0R f. B. Kamedl-ob Av1-YS April 17, 1928.

' P. B. KAMEDxsH ATTACHMENT TO LOCOMOTIVE Filed Dec. 1o` 192.1. 5 sheetsfsneet 3 Imnwn Apri! i?, 192s.

\ 1,666,388 P. KAMEISH ATTACHMENZ' TO LOCOMOTIVE Filed Dec. l0, 1,921, 5 Sheets-Sheet 4 April 17, 192s.

1,666,388 F. B. KAMEDISH ATTACHMENT To LOCOMOTIVE- Filed Dec. 10, 1921 5 Sheets-Sheet 5 mary Patented Apr. 17, 1928.

UNITED -STATES .PATENT OFFICE.

PETER BENJAMIN KAMEDISH, OF WINNIPEG, MANITOBA, CANADA, ASSIGNOR OF ONE- THIRD TO SAMUEL THOMAS STARR- AND ONE-THIRD TO CHARLES HENRY FOR- RESTER, SR., BOTH F WINNIPEG, MANITOBA, CANADA.

ATTACHMENT TO LOCOMOTIVE.

Application led December 10, 1921.

The invention relates to improvements in attachmentsl to locomotives and the objects of the invention are to provide an automatic drifting attachment for a locomotive that will be put into commission to supply steam for lubricating the engine cylinders instantly upon the closing of the engine throttle and during the time that the engine is drifting and arranged such that it will automatically shut itself olf when the engine comes to a stop; to provide a drifting attachment that, when the engine throttle is open, will autoinatically reset itself for the above-mentioned operation; to provide an attachment constructed so that it will itself be lubricated by exhaust steam admitted from the engine cylinder and so that all condensation can drain therefrom; to construct the appliance such that the steam supplied for lubricating purposes in drifting is directly proportionatc to the speed of the drifting engine; to provide a construction which will positively prevent the possibility of an excessively charged engine cylinder due to leakage or other escape of live steam into the cylinder when the throttle is in the closed position and finally to utilize the trapped live steam in the cylinders, valves and steam passages to operate the relief valve when the engine stops.

`With the above principal and other minor objects in view, which will become more apparent as the description proceeds, the invention consists essentially in the arrangement and construction of parts hereinafter more particularly describedV and later pointed out in the appended claims, reference being had to the accompanying drawings in which Y Fig. 1 is a side view of the forward part of my attachment as applied on a locomotive.

Fig. 2 is an interior view of the cab looking forwardly and showing the parts associated with the throttle lever.

Fig. 3 is a plan view of the parts appearing in Figure 2.v

Fig. 4 is an enlarged vertical sectional Serial No. 521,418.

view at H Fig. 3 andlooking -towards the left.

Fig. 5 is an enlarged detailed vertical sectional view through a number of the various valves employed and parts associated therewith.

Fig. 6 is an enlarged detailed front view of the steam cut-olil valve, a portion of the governor cylinder and the air cut-off valve.

Fig. 7 is a vertical sectional view at 7-7 Figure 5.

Fig. 8 is a vertical sectional view at 8-8 Figure 5.

Fig. 9 is a vertical sectional view at 9-9 F igurc 5.

Fig. 10 is a vertical sectional view at lll-10 Figure 5.

ig. 11 is an enlarged detailed longitudinal sectional view through the steam supply valve.

Fig. 12 is a horizontal sectional view at 12-12 Figure 11..

Fig. 13 is an enlarged detailed side view of the air controlling valve located within the calo.

Fig. 14 is a vertical sectional view longitudinally through the air controlling valve, the section being taken at 1li-14 Fig. 13.

Fig. 15 is a vertical sectional view at 15-15 Figure 14.

Fig. 16 is a horizontal sectional view at 16-16 Figure 13. Y

Fig. 17 is a vertical sectional view at 17-17 Fig. 16 and looking in the direction of the applied arrow.

Fig. 18 is a sectional view at 17-17 Fig. 16 and looking in the opposite direction to the applied arrow.

Fig. 19 is a. vertical sectional view at l9-19 Figure 16.

Fig. 20 is an enlarged detailed vertical sectional view through the air cut-off valve.

Fig. 21 is a vertical sectional view longitudinally through the air controlling valve as it appears in Fig. 14', but with the said valve in the closed position.

Fig. 22 is a view similar to Fig. 6 with the head and associated parts in the position occupiedwvhen they close the lower end of the overlying tube.

Fig. 23 is a vertical sectional view similar to Fig. 16 with'the rotary valve changed in position to show the passage 45 connected with the air pressure, and the pipe 282 connected with the exhaust 17.

In the drawings like characters of reference indicate corresponding parts in the several figures.

1 represents the boiler shell of a locomotive, 2 the steam dome, 3 the smoke stack, 4; the smoke boX, 5 one of the steam chests containing the valve 6, 7 the dry steam pipe having the rear end connected to the usual superheater header 8 and the forward end connected with the steam chest containing the engine valves.

In this connection I might remark thatwhilst I have only shown one of the engine valves there is in reality an engine valve at either side of the boiler, such controlling the passage of the live steam to the main steam cylinders. The end of the boiler eX- tends into the cab 9 and within the cab is the usual horizontally disposed pivotally mounted throttle lever 10 to which is con-- nected the throttle rod 11 controlling the passage of live steam from the dome to the stand pipe. The throttle lever is fitted with the customary hand latch 12 and detent 13, the detent operating over a fixed quadrant 14 carried by an angle bracket 15 permanently secured to the end of the boiler. A main reservoir air supply pipe 16 enters the cab.

The above parts are all of ordinary construction and form no part of this invention and for this reason it is considered unnecessary to enter into a more detailed description of the same. In describing my invention I will first refer to the parts in a general way and then describe them in detail..

An air controlling valve indicated generally'by the reference numeral 18 is permanently mounted on the bracket and presents an operating lever 18 which is connected through an operating link 182 with the throttle lever so that when the throttle lever is shifted the air supply valve is actuated. A steam supply valve 19 is mounted on the dome and is connected by means of a short steam pipe 19 with the interior of the dome and by an air pipe 192 to the air controlling valve 18. A steam cut-off valve 20 is located at the forward side of the boiler and connects through a short pipe 20 with a T-elbow 202 and the elbow is connected by means of the steam pipe 20X with the steam supply valve 19. An intercepting valve 21 is introduced in a steam pipe 22 leading from theA steam cut-off valve and connected with the stand pipe. Associated with the intercepting valve I have an intercepting valve piston 21', the details of which will be later described and in the pipe 22 I introduce a T-elbow 2 2 which is connected by means of a steam pipe 23 to a double check valve 23. A steam pipe 232 connects the double check valve with the steam chest A steam pipe 23X connects the T-elbow 2OL with the double check valve. Adjoining thesteam cut-off valve I locate a governing cylinder 21 which controls the movement of the steam cut-ofi" valve lever 25 and directly above. the governing cylinder I mount an air cut-oil' valve 26 which is permanently supported by a bracket 26 carried by the forward end of the steam cut-oif valve. This bracket also supports the governor cylinder. The air cutoff valve is inserted in an air pipe 27 leading from the intercepting valve piston 21 to the air controlling valve in the cab. A further air pipe 28 leads from the intercepting valve piston 21 to the air controlling valve 18 within the cab. A steam pipe 29 connects the stand pipe with the governing cylinder 24 and an esca-pe pipe 30 leads from the steam pipe 20X to the smoke stack.

The air controlling valve 18 herein before referred to embodies in its construction a slide valve 31. and a rotary valve 32. The slide valve 3l operates in an air chamber 33 and is carried by a slidably mounted valve rod 31 suitably mounted in bearings provided at the ends of the valve chamber, it being observed that the ends of-the rod project beyond the bearings. One face of the valve is provided with a spaning valve slot 31X and the valve is adapted to operate over an exhaust port 34 and a port 35 connecting the pipe 192 with the air chamber 33. The arrangement ofthe valve is such that when shifted in one direction it opens the port 35 and when shifted in the other direction connects the port with the exhaust port 34.

The rear end of the pipe 28 is fitted with a T-elbow 28 and branches at the elbow and one of the branches indicated at 28X conimunicates with the chamber 33 whilst the other branch 282 connects with the rotary valve casing 36 hereinafter more fully described.

The air controlling valve is supported from the bracket 15 by a twoarmed bracket 37 and these arms support comparatively small cylinders 38 and 39 which contain pistons 410 and 41, the pistons being provided with extending stems 40 and 41 respectively which are axially aligned with the valve rod 31 and have their inner ends butting the ends of the said rod.

The pipe 27 herein before mentioned conimunicates with the cylinder 39, the arrangement being such that air admitted by way of the pipe 27 acts on the piston L11 and moves it in a direction which will shift the slide valve t0 the left (see Figure 14.) An auxilbmv, one branch 172 connecting with the outer end of the cylinder 38 whilst the other K-branch 17x communicates with the rotary valve casing as later described.

The construction is such that air when applied from the pipe 16 through the air supply valve 18 to the pipe 172 operates to shift the piston 40 to the right and bring it and the slide valve to the position shoivn in Fig. 14 and also lills the auxiliary air reservoir through the pipe 17. An emergency lever 42 is attached to the valve rod to permit the rod to be operated by hand in event of the boiler steam pressure becoming too lou7 due to some defect in the locomotive.

The bracketl 37 supports the rotary valve casing 36 which is located direct-ly beneath the slide Valve chamber. This casing con tains the rotary valve 32 herein before mentioned, said rotary valve being attached in any suitable manner to the valve shaft 43 and rotating therewith. To the valve shaft the lever 18' is secured.

In the present instance thc outer face of the rotary valve is shown as supplied with a rib 32 slidably received Within a complementary groove 43 formed in a head 43X located at the inner end and formed as part of the shaft 43. An air distributing chamber 36 is reserved in the rotary valve casing at the front of the valve and it communi- Cates directly with the main resevoir air supply pipe 16. The valve is supplied at diametrically opposite points with an air port 44a passing completely therethrough and a facial radially disposed slot 441 and with a further set of diametrically opposing through slots or ports 44C and 44'l which are shifted in advance of the former port and slot and are of. considerable length and made concentric to the axis of the valve.

The slot 44d goes completely through the valve, Whilst the slot 44C only goes partially througlrthe same.

In the normal or closed position of t-he throttle lever, which it will be observed is directly connected by the operating link 182 to the valve lever 18', the slotI 44b is adapted to connect through a passage 45 in the back of the casing the branch pipe 17X with an exhaust opening 45 provided in the Wall of the valve casing and the branch 282 of the pipe 28 is adapted to be connected through a passage 46 provided in the casing with the port 44a of the valve. In the shifted position of the throttle lever the exhaust opening 45 is cut off by the slot 44b passing avvay from it and the passage 45 is brought into communication With the distributing chamber 36 through the slot 44d, and the port 44 is cut olf and the branch pipe 282 is brought directly into communicatien with an exhaust passage 47 in the casing through the slot 44C. y

According t-he the above arrangement it Will be obvious that this distributing valve provides a means directly controlled by the manipulation of the throttle lever for admitting compressed air fom the main air reservoir pipe alternately to either the branch pipe 17X or the branch pipe 282 and for exhausting alternately from these pipes.

It is here explained also that when the throttle is closed the pipes 172 and 1T both exhaust through the air valve by Way of the passage 45. This compara-tively large voli ume of exhausting air slows down the rate of exhaust from the cylinder 38 so that the slide valve cannot shift under the pressure of the air in the pipe 27 until the valve 63, later mentioned, has seated.

The steam supply valve 19 comprises an air cylinder 48 communicating with the pipe 19'; connected to the valve 18 and containing a piston 49 operating in the cylinder and carried by a slidably mounted spindle 49. the end of which projects into the valve casing 50 and carries the steam valve 51 operating on the valve seat 51. Thevalve is normally held seated by the pressure of the boiler steam and remains so till disturbed by the pressure of the air acting on the piston 49, which action is later described. lVhen the valve 51 is closed steam cannot pass from the dome to the pipe 20X. Obviously if air be admitted to the cylinder 48 the piston therein would lbe shifted to the left asin Figure 11 and the valve 51 will be opened and held open to permit the free passage of live steam from the dome to the pipe 20". The steam cut-off valve 20 is now described in detail. It comprises a cylindrical casing 52 having one side closed and the other side open and communicating with the short pipe 20 and the lower part thereof connecting directly with the pipe 22 herein before referred to. Vithin the casing I place a stationarycylindrical shell 53 fitted with a plurality ot diametrically opposing slots or steam passages 53, the shell forming with the casing an annular chamber 54 which opens the pipe 22. Within the shell I mount rotatably a cylindrical valve 55 having the stem 55 thereof passing rot-atably through the closed end of the casing and carrying the lever 25. The valve 55 is .formed with a plurality of equi-spaced longitudinally extending steam passages 56 which are in direct communication through the open end of the casing with the short pipe 20 and consequently the pipe 20X, and slot like ports 56 are formed in theI face of the valve, such being designed to be brought into and out of registration With the steam passages 53 in the manipulation of the valve 55.

According to the above description it will be apparent that when the latter valve is closed, that is when the ports and steam passages are out of registration, there Will bono direct passage of steam from the pipe 2Ox to the pipe 22 and thaty when the valve is open thestevun canv freely pass 'from the pipe 2OX to pipe 22 b v way of the annular chamh )r Provision is made so that one can adjust the lever 525 on the spindle 55 but as the details of this are of .little conseipience l. have not considered it necessary to describe them herein.

The. governor cylinder 2lcontains a piston 57 provided with a vertically disposed stein 58 which extends througgjh the upper end of the cylinder and terminates in a circumferentially slottedextcrior head 59, the slot of the head receiving a pin t3() extending from the free end of the lever spring 6l is mounted on thestem 58 and actsv 'to force down the piston 57. lt will; here be observed that the pipe Q9 leads om the hoz;- toin end of the governor cylinder tothe dry pipe so that the piston 57 directly under the influence ofthe pier-:sure of the steam in the dry pipe.

rl`he air cut-ofi1 valve 2G which is interposed in the pipe 27 presents a valve seat (32 eroe;-

iup; the interior of the 'valve casing` and itY `contan'is a vertically slidahle valve 'o3 held normally seated on the seat by a pressure spring 64s located above the valve. It hollow or tubular stein (i5 passes downwardly slidably through the said valve oasinp;`r theI lower end of the tube communicating; uuderrertain conditions with atmosphere and rnder other conditions being closed by the head :'39 of the stein 58. At the upper end of the stein there is an escape opening` 6G which in the closed position of the valve connects the rear-going part of the pipe 27 with the open centre of the stern in which position it is shown in Figure 20. By referrii're` to this ligure it Will be obvious that when the air cut-ott valve 26 unseats there is a through connec tion by Way of the air cut-oil valve between the intercepting` valve cylinder 2l. and the interior of the cylinder 39 but here I wish to point out that at this` time the lower end ot' the tubular stem G5 is closed by contact with the head 59. Fiu'thcr, l might mention that when the valve (33 is seated -any air in the end of the pipe 27 leading to the cylinder 39 canexhaust byvivay of the opening (3G and through the lower end of the tubular stein as the head 59 in the loweringr of the piston 57 passes awayfroin' the stein 65.

The double check valve comprises a casing 67 having' one side communicating with the pipe 23K. the other side connecting with the pipe 28 and the bottom opening' to the pipe 282. `Within the casing' l locatea stationary sleeve 68 which forms with the easing an interior annular' chamber 69. The sleeve is supplied with a plurality of equispaced slots 68 Which form connections betv/eenV the interior ofthe sleeve and the chamber. lVithin the sleeve I locate'what might be termed a double :check Valve coinprising an outer valve 70 slidahly mounted in the sleeve and an inner valve 71 carried by the outer valve. The outer valve is provided with a circumferential channel 682 adapted to register with the slots G8 and at equi-spaced intervals I forni facial slots 68x in the outer valve which forni escape pases between the channel 38: and the pipe 28". The valve 7l is adapted to close against the valve seat 72 provideifl on the outer valve and the stem 7l ofthe inner valve projects through the outer valve,"a clearance space being reserved to permit of the passage of steam when the inner valve is open. It is explained that the. small check valve 7l'is provided to permit the exhaust steam, when the throttle is open, to 'iioiv past it to the pipe titl' and Yparts cennrcted therewith, thereby lubricating; such parts and keeping the saine from freezing in cold Weather. rlhe stem ot the valve 7 is iittedwith a piu 72" which prevents the said valve from` closing the passage to the pipe 28N when both the valve 70 and 7l are shifted to the left under the pressure of the entrapped steam. as later eX- Yplaiuef'l.

The iutercepting valve 2l which is interposed in the pipe 22 below the steam cut olf valve presents an interiorvertically disposed dividing' valve seat 7 3 which presents a central circular valve openingfel which slidably receives the cylindrical skirt 7 5 of the valve 75. lt will oe observed that the diameter of the said valve is somewhat less than the interior diameter of the rising so that an annular escape passageY 76 is reserved between the outer edge of the valve and the casing` when the said valve is open. The skirt of the valve is provided with a plurality of slots 77. l

The stein 78 of the valve 75 is slidahly mounted in the side of the casing and has ythe end projected therebeyond and titted `with a head 79 adapted to make a steam tight joint in the cylinder 80 later described.

rlhe intercepting'valve 21 comprises a cylinder 80 associated with the intercepting valve and within the latter cylinder an air operating' piston 81 is slidably mounted, which piston is adapted under the pressure of the air from the pipe 28 to move to the left and hold the valve 75 unseated during the interval the locomotive is drifting and during the interval the locomotive is standing still With the throttle closed. YWhen the valve 75 closes, the stein thereof shifts the pistou 8l to the right thereby resetting it. Any leakage past the stein 78 or piston 8l is free to escape through the opening 82 when the head isv unseated.

The above completes the description of the parts butin order that the invention may be llt) more thoroughly understood I will now describe the manner Vin which it operates, assuming initially that the locomotive is working, that is to say it is running under steam, and latterly that the throttle is closed and that the locomotive is drifting.

In the working condition ofthe locomotive the throttle is open and live steam is being supplied in the usual manner through the dry pipe 7 to the main engine valves and cylinders` The valve 51 is closed and there is no live steam in the pipe 20X. Air is also being admitted from the main air supply pipe 16 to the chamber 36 and through the port 44d and passage 45, to the branch pipe 17t with the result that the auxiliary air res-V ervoir (not shown) is charged through the pipe 17 and the cylinder 38 is charged through the branch pipe 17 2. The intercepting valve is held closed by the pressure of the steam in the main steam passages of the engine. The piston 57 of the governor cylinder is up, being held up by the pressure of the live steam passing through the pipe 29 from the dry steam pipe 7, and consequently the head 59 is engaged with, closes, and holds up the hollow stem 65, such resulting inthe valve 63 being held open. In the working condition of the locomotive, the pressure of the exhaust steam from the cylinders will force the valve 71 of the double check valve open so that exhaust steam can get by to lubricate and heat the parts. At this time however, the valve 63 is inactive as there is no air pressure in the air pipes 27 and 28, such pipe being open to atmosphere.

As the air in the pipe 27 has escaped past the open valve 63 and through the air passage 80X provided by longitudinally slotting the outer end of the cylinder 80, into the pipe 28 and from the pipe 28 and pipe 222 to the port 46 where it reaches the slot 44 which is in direct communication with the exhaust passage 47. Due also to the lever connection between the governor cylinder and the steam cut-off valve, the lever being at this time up, the steam cut-ol' valve is practically closed, just sufficient passage or leakage being permitted to allow exhaust steam to work back up through the pipes 232, 23 and 23X the valve 20 and pipes 202 and 20X to escape pipe 30. This lubricates the parts and prevents freezing in winter time.

The above are the existing conditions when the throttle is open. On closing the throttle, that is upon pushing -it forwardly to its limit the locomotive comes to the drifting position and the following operations occur.

The closing movement of the throttle lever operatesthe rotary valve 32 through the link 18'2 and lever 18 and brings the said rotary valve into the position as shown best in Figures 16, 17 and 18 which is the closed position of thevalve. The air from the main air supply pipe 16 passes through the port 44a to the pipe 28 and through this pipe to the intercepting valve piston but at this time does not move the piston 81 to the left (see Fig. 5) as the air pressure is not high enough to overcome the steam pressure against the valve 75 ,which is at this time closed. Simultaneously the air passes through the branch pipe 28x past the slide valve 31 to the pipe 192 through which itV passes to the steam supply valve 19 where it acts on the piston 49 which it forces over to open the steam valve 51. When this voccurs live steam passes through the pipe 20x to the elbow 202 where it branches and passes through the short pipe 20 to the steam cut-off valve 20 and through the pipe 23x to the double check valve 23. The closing of the throttle causes a quick drop in the pressure of the steam in the dry pipe 7 and this lreleases through the pipe 29 the piston 57 which is forced down by the action of the spring 61.` As the piston 57 drops the head 59 moves down and effects through the lever 25the turning of the valve 55 to fully open position, thereby permitting of the passage of steam from the dome directly through the steam cut-off valve to the pipes 22 and 23.

As the head 59 moves down the valve 63 is seated by the spring 64 and cuts off air pressure to the pipe 27 and allows whatever pressure is in the pipe 27 to exhaust through the opening 66 and stem 65. This prevents any air pressure being in the pipe 27 which would move the valve 31 to the position which would allow the valve 19 to close 'and consequently shut off drifting steam* during the a drifting period. Prior, however, to the opening of the valve 55 the pressure in the dry pipe 7 quickly reduces the controlling back pressure on the face of the valve 75 by way of the opening 76 with the result that the valve 75 opens under the action of the previously built up pressure in the pipe 22 and the air pressure acting on the piston 81. It is here explained that the pressure built up in the pipe 22 is due to leakage space permitted past the valve 55. The valve 75 accordingly opens Without having to wait, so to speak, until the pressure in the dry pipe has dropped quite low due to the movement of the engine pistons. Upon the steam cut-off valve 20 and the intercepting valve 21 being both open drifting steam is supplied directly from the dome through the pipe .20l and the pipe 22 to the dry pipe and to the engine valves and cylinders. There is also a quantity of steam paing by way of the pipe 30 to the smoke stack which aids in raising and reducing black smoke.

the same to the right and positively cuts olf any passage of steam through the pipe 23 to the pipe 22. When the double check valve 71 is closed a small amount of steam is permitted to pass through the slots 68X,

' channels 682 and slots G8 to the pipe 232 and about in the following way.

f As the piston displacement becomes gradually-less due to the decrease. of speed, steam pressure gradually builds up in the. dry pipe 7 and reacts through thel )ine 29 on the &) i l piston 57 of the governor cylinder, raising it. In connection with the building up of theV steam pressure in the dry pipe it is explained that the pipe 2OX is designed to supply steam to the engine cylinders in sullicient quantities such that for all driftiz'ig speeds of the engine said engine will exhaust less steam than such supply through the said pipe 2OX and on this account there will be a gradual building up of the steam in the dry pipe during the drifting period. The gradual rising of the said piston swings the arm 25 upwardly and gradually closes the valve 55,*the closing of such valve being in direct proportion to the gradual rise of the steam pressure in the stand pipe, this latter being due to the gradual decrease of piston displacement. lShould the engine be shut off at slovv speed and due to drifting downhill for instance, the piston displacement I becomes greater, pressure under piston 57 Would drop, resulting in the gradual open ing of the valve 55.

When the engine comes to a stop or the engine pistons are inert there is a quick building up of steam pressure in the pipe 22 and the dry pipe 7 such being due to the leakage of steam allowed past the valve 55 which has not been fully closed. Upon this -steam pressure becoming stronger than the combined pressure of the air at and on top of the air cut-oft valve 26 and its spring, the piston 57 rises further and lifts the air cutoE valve 63 from its seat 62, thereby permitting air to pass freely through the pipe 27 and reach the air controlling valve 18 at the cylinder 39. Here the air which is from the main reservoir pushes the piston 41 inwardly and brings the slide valve 31 into a position such that the pipe 192 is spanned by the slot 31x and can exhaust to atmosphere through the` port 34. As soon as the pipe- 192 exhausts the steamvpressure acts on the steam area of the valve 51 to seat the valve 51 and shut ed the live steam supply from the dome Vto the pipe 20". The steam remaining in thepipe 2()x after the latter valve is closed escapes through the pipe to the smokestack as Well as through thepipe 23x, double check valve 23, and pipe 232 to the exhaust passages.

I Wish here to explain that when the air pressure acts on the piston 41 as above described there is only atmospheric pressure in the branch pipe 17 2 for tne reason that when the throttle Was initially' closed the ports 45 and 45 were spanned by the slot 441 and the pipe 17x which communicates With that 172` is accordingly open to atmosphere and the air pressure behind the piston and in the auxiliary reservoir 17 will be atmospheric, having escaped through the ports and 45.

Reverting now to the conditions subsequent to the engine coming to a stop. After the engine has stopped and steam has been shut oil'. at the valve 51 there is steam trapped between the steam cut-off valve 2t) and the engine pistons. The steam escaping from the pipe 2OX through the pipe 30 to the stack reduces the pressure in the pipe 23X and permits the large volume of live steam trapped between the steam cut-oil' valve and engine pistons to act on the double check valve and open it quickly to allow the said trapped steam to escape freely through the pipe 232 to the exhaust passages. Here it is explained that the pressure of the trapped steam shifts the outer valve to the left and opens the slots 68 as Well as opens the valve 71thereby allowing the trapped steam .to quickly escape, a small quantity thereofgoing past the valve 71 to the pipes23x, 20X and 30 and to the stach and the major` part thereof going through the slots 68 of the valve 7 Oto the pipe 232 Where it escapes through the exhaust pas-V sages. lt is further explained that when the engine is drifting, the live steam pressure in pipes 20", `2()2 and 23X operates to close the valve 71 and shift the valve 70 to the right far enough to partially open the slots 68 and thereby permits suihcient live steam to pass through the pipeV tothe exhaust passages in order to stop the haci; suction in the cylinders which is brought about by the fact that the engine is drifting. Further, the closing of the valve 70 prevents live steam getting into the pipe 23 and interferring With the volume of the steam admitted to the pipe 22 byvvay of the valve 20.

The valve 75 remains open duringthe.

the'ports 4 6 and 47 are bridged by the slrf 44c Which allows the air pressure in the will shift to the closed position under thel pressure of'thefsteam in the pipe 22.

What I claim as my invention is:

l. In a drifting attachment to locomotives, the combination with the locomotive cylinders, lthe throttle and the live steam pipe leading to the cylinders from the throttle,'of a steam supply valve in direct coinmunication with the boiler, means for unseatiiig the valve coincident with the closing of the throttle, anormally closed steam cut-off valve connected with the steam supply valve, a double check valve, a pipe connection between the double check valve and the steam cut-oli' valve, a steam pipe connection between the double check valve and the cylinder exhaust passages, a steam pipe connection between the double checlr valve and the live steam pipe, a pipe connection between the steam cut-olf valve and the live steam pipe, and means whereby a reduction of pressure in the live steam pipe effects the opening of the steam cut-off valve.

2. In a drifting attachment to locomotives, the combination with the locomotive cylinders, the throttle and the live steam pipe leading to the cylinders from the tlirottle, of a steam supply valve in directcommunication with the boiler of the locoinotive, means for uiiseating the 'valve coincident with the closing of the throttle, a normally closed steam cut-olf valve directly connected with the steam supply valve, a pressure operated double check valve directly connected with the steam cut-off valve and with the live steam pipe, a steam pipe connection between the double check valve and the cylinder exhaust passages, a pipe connection between the steam cutoff valve and the live steam pipe and means to open the steam cut-off valve upon a reduction of pressure occurring in the live steam pipe.

3. In a drifting attachment to locomotives, the combination with the locomotive cylinders, the throttle and the live steam pipe leading to the cylinders from the throttle, of a steam supply valve `in direct communication with the boiler, means for unseating the valve coincident withthe closing of the throttle, a normally closed steam cut-off valve, a governor cylinder, an operating connection between the governor cylinder and the steam cut-off valve, a steam pipe connection between the steam cut-off valve and the steam supply valve, a pressure operated double check valve, a. steam pipe connection between the steam cut-off valve and the double-check lvalve, a steam pipe connection between the double check valve and the live steam pipe, a steam pipe connection between the double check valve and the cylinder exhaust passages, and a steam pipe connection betweenV the governor cylinder and the live steam pipe whereby a reduction inthe pressure of the steam in the live steam pipe effects the opening of the steam cut-off valve through the operating connection between the governor cylinder and the steam cut-off valve.

l. In a drifting. attachment to locomotives, the combinationwitli the locomotive cylinders, the throttle and the live steam pipe leading to the cylinder from the throt-" tle, of a steam supply valve iii direct ,comniunication with the boiler, means for un` seating the valve coincident with the closing of the throttle, a normally closed steam cut-oil' valve, a governor cylinder, an operating connection between the governor cyliii-` der and the steam cut-off valve, a steam pipe connection between the steam cutoff valve and the steam supply valve, a pressureV operated double check valve, a steam pipe connection between the double check valve and the steam cut-oill valve and between the double check valve and the live steam pipe, a steam pipe connection between the double check valve and the cylinder exhaust passages and a steam pipe connection between the governor cylinder and the live steam pipe whereby a reduction in the pressure of the steam in the live steam pipe effects the opening of the steam cut-oil` valve and controls the extentof the opening thereof directly in proportion to the reduction of the pressure.

5. In a drifting attachment to locomotives, the combination with the locomotive cylinders, the live steam pipe leading to the cylinders, the throttle and a service air pipe, of a normally closed steam supply valve in direct communication with the boiler, an air controlling valve connected with the air service pipe and with the steam supply valve, a connection between the air controlling valve and the throttle whereby air is admitted through the air controlling valve to the steam supply valve coincident with the closing of the throttle, means associated with the steam supply valve whereby the admitted air unseats the steam supply valve, a normally closed steam cut-off valve, a governor cylinder, an operating connection between the governor cylinder and the steam supply valve, a steam pipe connection between tlie steam cut-olf valve and the steam supply valve, a pressure operated Vdouble check valve, a steam pipe connection between the double check valve and the steam cut-ofip valve, a steam pipe connection between tlie double check valve and the live steam pipe, a steam pipe connection between the double check valve and the cylinder eX- liaust passages and a steam pipe connection between the governor cylinder and the live steam pipe whereby a reduction in the pres-V sure of the steam in the live steam pipe effects the opening of the steam cutoff valve.

6. In a drifting attachment to locomotives, the combination with the locomotive cylinders, the throttle and the live steam latter steam pipe and Vthe cylinder exhaust l0 pipe leading to the cylinders from the throtpassages, a steam pipe connection between tle7 of a steam supply valve in direct comthe steam cut-olf valve and the live steam munication with the boiler', means oiun-` pipe and means whereby a reduction of seating the Valve coincident with the closing pressure in the live vsteam pipe effects the of the throttle, a normally closed steam cutopening of the steam cut-ofin valve. 15 off Valve, a steam pipe connection between Signed at lVinnipeg, this 1st defyY of the steam supply valve and the steam cut-oit N ovember7 19521. l

Valve, a steam pipe connection between the 'PETER BENJAMIN KAMEDISH.

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