US1894789A - Throttle - Google Patents

Description

Jan. 17, 1933. c. RINGEL ET AL 1,894,789

THROTTLE 5 Sheets-Sheet 1 Filed June 6, 1931 INVENTOR BY Q ATTORNEY Jan. 17, 1933. QRINGEL ET AL 1,894,789

THROTTLE Filed June 6, 1951 5 Sheets-Sheet 2 INVENTOR ATTORN EY Jan. 17, 1933. c. RINGEL ET AL THROTTLE Filed June 6, 1931 5 Sheets-Sheet 3 Jan. 17, 1933. c. RINGEL. ET AL THROTTLE Filed June 6, 1931 5 Sheets-Sheet 4 INVENTORS BY Q/ZQQ ATTORNEY Patented Jan. 17, 1933 N ures PATENT OFFICE.

CHARLES RINGEL, OF NORTH HAWTHORNE, NEW- JERSEY, AND WILLIAM K. CARTER,

OE BROOKLYN, NEW YORK, ASSIGNORS TO AMERICAN THRQTTLE COMPANY,

OF NEW YORK, N. Y.

THROTTLE Application filedJune 6; 1931. Serial No. 542,574.

This invention relates to high pressure double pressure locomotives thatis, locomotives of the type having a boiler section for generating steam at relatively very high pressure to be used in a high pressure cylinder or turbine, anda boiler section for generating steam of lower pressure for use, either by itself or mingled with the exhaust from the high pressure engine, in; a low pressure cylinder or cylinders; and relates more specifically to throttles for controlling the steam flow to the engines.

In accordance with an increasingly common practice the. throttles in locomotives equipped with the usual fire-tube-su-perheaters are placed in suitably shaped chambers cast integrally with the superhea'terheader housing, and in our invention we followthis practice. It is the object of the invention to provide an arrangement whereby such a combined superheater-throttle housing can conveniently be used in such high pressuredouble'pressure locomotives.

The invention is illustrated in the drawings accompanying the presentspecification. In these drawings,-Fig-. 1 shows a fragmentary front view of a loco'motiveequipped with our invention, portions being'sectioned and others being omitted; Fig. 2 is a central longitudinal section of the smoke-box end of the locomotive shown in Fig. 1; Fig. 3 is an enlarged top View with portions shown in sectionof the combined header and throttles lines 4-4 and 5-5 of Fig. 8; Figs. 6, to 14 are figures to aid in explaining the sequence in which the throttles operate.

As briefly mentioned above, this invention relates to high pressure-double pressure locomotives. A locomotive of this type is shown in U. S; Patent 1,663,910, granted onMarch 27, 1928 to O. H. Hartman. In the form shown in this patent, the high pressure steam which may be of the order of 900 or 1000 pounds per square inch is indirectly generated. The particular locomotive in connec. tion with which I illustrate my invention is of this type but as will be clear from what is said in the following specification, this is not at all essential. The high pressure steam might, if preferred, be just like the low pressure steam, or it might be generated indirectly in some other manner.

Referring now to the drawings, the high pressure steam, no matter how generated, is delivered to nozzle 1 of the header 2. The low pressure steam is delivered to the header through the nozzle 3. The headerv itself fol chamber 9 by the partition 10 so that the high pressure and low pressure steams do not mingle. The high pressure steam flows from the subsidiary headers or fingers 5 through the connections 11 11 to the short transverse chamber 12. Its flow from this short transverse chamber 12 to the single high pressure steam pipe 13 is controlled bya plurality of throttles 14. The low pressure steam after it has been superheated and delivered to the subsidiary headers or fingers -55 flows by means of the connections 15-15 to the short transverse chamber 16. From here it flows to the two connections 1717 to the steam pipes 1818, its flow being controlled by means of the plurality of valves or throttles 1919.

The particular locomotive shown in the illustration has one central high pressure engine at 20 and two low pressure engines arranged at the two sides of the frames at 2121. The high pressure steam flowing through steam pipe 13 is delivered to the high pressure engine at 20 and after it has done work expansivelyin the high pressure engine is conveyed away through the twoeX- haust pipes 22-22. These pipes 22-22 de liver the exhaust, which is slightly above the pressure of the steam in the steam pipes 18?18, to the mixing devices 23.23 where generated directly 50 the the two steams mingle and flow on together through the pipes 18-18 to the low pressure engines 21-%1. The exhaust from the two low pressure engines leaves in the usual way through the nozzle 24 and stack 25.

It will be noted that the short transverse chambers 12 and 16 are not alined but lie one forward of the other. In the arrangement shown, the chamber 12 lies nearer to the header 2 although this could in practice be reversed and the'chamber 16 could be placed adjacent to the header, the chamber 12 being moved forward. Each throttle 14 comprises a disk valve 26, a piston 27, a connecting stem 28 and a downwardly extending operating stem 29. The disk valve 26 controls the port 30 and the piston reciprocates in the cylindrieal aperture in the wall 31 which divides the central chamber 32 from the balancing chamber 33. An upwardly extending stem 34 reciprocating in the cavity 35 of the cap 36 serves further to guide the valve in its motion. To actuate the valves, earns 37 mounted in pairs on the shaft 38 are employed. These cams engage the upper surface 39 (see Fig. 8) to raise the valves and the lower surface 40 to ull the valves down. The two cams making up a pair lie on opposite sides of the stem 29.

The form and general arrangement of these valves is not novel and forms no part of the present invention except as it enters into the combination claimed below.

The valve described above is one of the high ressure valves as appearing in Fig. 5. An inspection of Fig. 4 will show that the parts of the low pressure valves correspond closely to those of the high pressure valves, so that no further description of them is required.

In the form of the invention used herein for illustrative purposes and shown in the drawings, there are three high pressure valves and three low pressure valves. There might of course be some other number of valves used.

In order to furnish the balancing steam for chamber 33, a balancing valve 41 is emloyed. This valve controls a passage openmg directly into the chamber 33 according to ordinary construction and shown, for exam le, in U. S. Patent No. 1.662.955.

imilarly a balancing valve 42, for the low pressure valves, controls the flow of steam into the balancing chamber 33a, Fig. 4.

When once the balancing valves have been raised and steam admitted to the common balancin chamber 33 and the common balancin amber 33a, all of the valves are substantially balanced so that they can be raised ofl' their seats without any great effort.

Each valve of course has its own pair of cams. Those for the high pressure throttles are mounted on the cam shaft 38 and the cams for the low pressure valves are mounted on the camshaft 42. The high pressure cam shaft 38 has a bearing 43 at its inner end and a second bearing44 at the other end. The low pressure cam s aft has a bearing 45 at one end and a second bearing 46 at the opposite end. The two shafts extend out through the side of the smoke-box shell (see Fig. 1) and have secured to them the two arms 47 and 48v The opposiw ends of the arms 47 and 48 are connected to the rod 49 which extends back to the cam by means of the link 50.

Figs. 6 to 14 illustrate the order in which the various valves open. The three high pressure valves are designated in Fig. 6 y the letters A B C and the three low pressure valves by the letters a b 0. Corresponding letters designate these valves in Figs. 7 to 14. The two ilot valves are designated by the letters P or the high pressure valve and p for the low pressure respectively. As the rod 49 is pulled back by the engineer, the first valve to be opened 1s the low pressure pilot valve 2. The others open successively with further motion of the cam shafts and the pilot valve p continues to open during such further motion so that at the end of the movement it will be raised by the greatest distance. The valves areillustrated in the position in which the last of the valves to be opened, namely 0, is just about to be raised. It will be noted that the cam is in contact but that this last valve has not been raised from its initial position. The small pilot valve fp has been raised farthest. as will be clear rom an inspection of the figures. The valve to be engaged next after the pilot valve p is the high pressure pilot valve P. The others are raised in the following sequence: a, A, b, B, c, O. The amounts by which they have been raised increase progressively in the order named.

While it is not essential to our invention that the valve should be raised in this precise order this sequence will be found the most satisfactory in practice.

What we claim is:

1. In a high ressure, low pressure loco- I motive, the comblnation of a steam superheater header having a compartment to which superheated high pressure steam is delivered and a second compartment to which superheated low pressure steam from a source independent of the high pressure steam is delivered, a conduit to conduct the high pressure steam to a high pressure engine, a second conduit to conduct the low pressure steam to a low pressure engine, a plurality of throttles governing each of the conduits, the throttles governing the high pressure steam being in an alined group transverse to the axis of the locomotive, the throttles governing the low pressure steam being in a second alined group transverse to the axis of the locomotive, one group being forward and to one side of the other, two'parallel cam shafts extending inward from one side of the header to operate the throttles and means to actuate such shafts in unison.

2. Apparatus in accordance with claim 1, the arrangement being such that the Valves governing the high and low pressure steam admission open in alternating order.

3. In a locomotive, a flue sheet separating the steam and Water space from the smokebox, flues extending back from the flue sheet, a superheater header arranged transversely in the upper part of the smoke-box, a partition in the header parallel to the axis of the locomotive, means to supply steam from said i steam space to one side of the partition, means to supply higher pressure steam to the other side of the partition, means, including tubular superheater elements extending into the flues, to superheat both said steams and deliver them separately back to the header, steam pipes adapted separately to convey said steams from the header, a plurality of throttles controlling the flow of the higher pressure steam, a plurality of throttles controlling the fiow of the low-pressure steam from the header, the throttles being alined in two rows one forward and to one side of the other, and tWo parallel cam-shafts extending inward from one side of the header to operate the throttles.

I CHARLES RINGEL.

WILLIAM K. CARTER.

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