Improvements in and relating to Valves for Steam Engines, Pumps, and the like.
Year: 1896

page_text: Date of Application, 28th July, 1896 -Accepted, 12th Sept., 1895
[Communicated from abroad by HENRY ROLAND FAY, of No. 101 Union Park
Street, in the City of B ston, County of Suffolk, and State of Massachusetts,
United States of America, Locomotive Engineer.]
Improvements in and relating to Valves for Steam Engines, Pumps,
and the like.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent
Agents, 45 Southampton Buildings, in the County of Middlesex, do hereby
declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
My invention relates to engine valves for engines, pumps, and the like, and it is
especially adapted for use upon locomotives.
It has for its object the relieving of back pressure within the cylinder of an.
engine particularly when as in a locomotive the back pressure is (usually) con-
siderable, for the reason that the exhaust is used as a means of producing the
necessary draft in the fire box.
port
The invention consists principally in a steam engine cylinder provided with main,
and auxiliary exhaust ports and a valve for directing the exhaust to the main
and for controlling the auxiliary exhaust port without interference with the
regular exhaust.
In the drawings, my invention is shown, as applied to an 18 by 22 locomotive
cylinder, the valve of which is provided with an outside lap of of an inch-line
and line inside, and in this construction and arrangement of the cylinder and valve
my device is designed to operate in the following manuer :-When steam admission
takes place on the back end of the cylinder, the auxiliary exhaust opens from.
exhaust cavities to atmosphere through auxiliary exhaust pipe, the admission port:
on the front end of the cylinder operating as an exhaust port (the valve being line
and line inside) having opened to an extent equal to the outside lap of the valve,
at the time the auxiliary exhaust commenced to open. That is to say-the outside
lap of the valve being in this case inches, the front end admission port operating.
as an exhaust port will be opened inches at the time of the commencing of the
opening of the auxiliary exhaust port. On the front end of the cylinder, on the
return stroke of the piston, the auxiliary exhaust closes when steam adinission cut
off takes place on the back end of the cylinder, at which time, the admission port
on the front end of the cylinder operating as an exhaust port is open inches and
the valve is travelling in the direction of exhaust closure. Therefore the auxiliary.
exhaust port opens after the commencing of the regular or main exhaust and closes.
before the closing of the regular exhaust.
When the auxiliary exhaust port is in the shield or balance plate, the width of
the auxiliary exhaust port packing strip will be twice the outside lap of the valve
plus the width of the auxiliary exhaust port in shield, or inches times 2 equals
12 inches, plus inch, equals 2 inches which is the width of the auxiliary exhaust
port valve or strip.
The amount of exhaust steam passing from the exhaust cavities into the
atmosphere may be made (if desired) variable at the pleasure of the engineer, by
the placing of a valve or cock in the auxiliary exhaust port pipe which is designed
to be operated by the engineer.
.

page_text: companying drawings
Figures 1, 2, 3, 4, 5, and 6 illustrate the adaptation of my invention to a
locomotive cylinder provided with a balanced D valve of the Richardson type.
Figure 1 is a vertical central sectional view of the upper halt of a locomotive
cylinder. In this view the piston and valve are shown in their approximately
correct relative positions directly after the admission of steam, as indicated by an
arrow, into the back end of the cylinder, the direction of travel of both piston and
valve being indicated by means of arrows. The path of the exhaust from the
front end of the cylinder into the exhaust cavity of the valve and from thence in
two directions, into the regular exhaust port and cavity and into the auxiliary
exhaust port, is shown by means of arrows.
.
Figure 2 is a full plan of the valve.
Figure 3 is an inverted plan of a portion of the shield or balance plate showing
the auxiliary exhaust port.
Figure 4 is a plan of the valve seat on the cylinder.
Figure 5 is an inverted plan of the valve.
Figure 6 is a cross ceutral sectional view of the cylinder, shown in Figure 1, the
valve being placed in its central position upon the valve seat.
Figures 7, 8, 9 and 10 illustrate the application of my device to a locomotive
cylinder provided with a plain unbalanced D valve.
Figure 7 is a vertical central sectional view of the upper half of a locomotive
cylinder. In this view the piston and valve are shown in their approximately
correct relative positions directly after the admission of steam, as indicated by an
arrow, into the back end of the cylinder, the direction of travel of both piston and
valve being indicated by means of arrows. The path of the exhaust from the
front end of the cylinder into the exhaust cavity of the valve and from thence in
two directions, into the regular exhaust port and cavity and into the auxiliary
exhaust port is shown by means of arrows.
.
Figure 8 is a plan of the valve seat on the cylinder showing the construction of
the auxiliary exhaust port in valve seat and cylinder.
Figure 9 is an inverted plan of the valve, and
Figure 10 is a cross sectional view of Figure 7 on section line A. B.
The locomotive cylinder is provided with the following, all of which are of
ordinary construction and arrangement :-Back head 15; front head 16; piston 17;
and piston rod 18.
The following is a description of my invention as applied to a locomotive cylinder
provided with a balanced valve as illustrated by Figures 1 to 6 inclusive:-The
cylinder 19 is provided with the following which are all of the ordinary construction
and arrangement: Back admission port 20; inain or regular exhaust port 21; front
admission port 22; valve seat 23; and steam chest 24. The D valve 25 of the
Richardson open top type is provided with the usual balance strips 26, and the
valve rod 27. The valve is provided with the usual amount of outside and inside
lap and with the exhaust cavity 28, within which is the auxiliary exhaust port
trough or bridge 29 which is an integral part of the valve and it is designed to
receive the auxiliary exhaust port valve or strip 30 which is kept in its position in
contact with the shield 31 by means of the spring 32.
The steam-chest cover 33 of the cylinder is provided with the shield or balance
late 31, and the auxiliary exhaust port pipe 34, and the auxiliary exhaust regulating
cock 35. This cock is provided with the lever 36 and the rod 37 and it is designed
to be operated by the engineer in a manner similar to the operating of the usual
cylinder cocks. The shield is provided with the auxiliary exhaust port 38 through
which the auxiliary exhaust may pass into the auxiliary exhaust cavity 39 which
is steam tight as far as direct steam pressure is concerned and then into the
atmosphere, through the auxiliary exhaust port pipe 34 which is designed to be
run outside or inside the smoke stack as a matter of convenience. The auxiliary
exhaust ort valve is provided with the shallow groove 40 which is designed to

page_text: permit the escape of the water of steam condensation within the auxiliary exhaust
port pipe.
The operation of my invention, referring particularly to Figure 1, is 'as follows:
When steam admission takes place into the back end of the cylinder, and, when, as
shown in the drawings, this admission of steam takes place before the piston has
completed its stroke, 'in which case this admission is usually called spreadmission of
steam, then the auxiliary exhaust port commences to open and at this point in the
travel of the valve, it will be observed that the front admission port is nearly
opened, and is doing nearly its full capacity duty in permitting the passage of 'the
exhaust steam from the front end of the cylinder into the regular exhaust port
and cavity. When the back admission port is about half open, then the auxiliary
exhaust port will be wide open, at which time the actual area of opening of the
auxiliary exhaust port will be about equal to the area of the regular exhaust pipe
tip as usually constructed at'its top, thereby giving an exhaust efficiency of about
double as compared with the common type of engines. The auxiliary exhaust
port will not close until steam admission cut-off, from, the back end of the cylinder,
takes place. This valve operates in all particulars in a like manner for each end
of the cylinder, or for the complete cycle of préadmission, admission, cut off, exhaust
opening and closure.
It is obvious that, if the exhaust opening is doubled in area, the back pressure,
will be greatly lowered or reduced.
One very important feature of my invention is that the, auxiliary exhaust port
does not open until after the initial regular exhaust has substantially, taken, place,
the result of this is that the initial regular exhaust, which 'is practically sufficient
for draft purposes, is not interfered with, while the back pressure which in most
locomotives, under certain running conditions is extremely excessive, is greatly
reduced.
The following is a description of my device as applied to a locomotive cylinder
provided with a plain unbalanced (or balanced if desired) closed top D valve as
illustrated by Figures 7 to 10 inclusive :-The cylinder 41 is provided with the
back admission port 42; main or regular exhaust port 43; front admission port 44;
auxiliary exhaust port 45; and valve seat 46. The D valve 47 is provided with
the same amount of outside and inside lap'as valve 25, the valve rod 48, and the
exhaust cavity 49 within which is located, as an integral part of the valve the
auxiliary exhaust port valve 50 which is designed to operate the auxiliary 'exhališt
port. The auxiliary exhaust port valve 50 is 'strongly held to the valve 47 by
imeans 'of the ribs 51 and 52:
The auxiliary exhaust port 45 is designed as shown in order that the exhaust
steam may be piped off to the atmosphere in a manner similar to that shown in
Figures 1 to 6. The auxiliary exhaust port pipe, which, is not shown, connects
with the auxiliary exhaust port at any convenient point and extends into the
atmosphere.
follows:
The operation of the device, referring particularly to Figure 7 is as
When steam admission takes place into the back end of the cylinder through back
admission port 42 as indicated by an arrow, then, the auxiliary exhaust port 45
commences to open, and at this point in the travel of the, valve, it will be observed
that the front admission port 44 is nearly opened, and, is doing nearly its full
capacity duty in permitting the passage of the exhaust from the front end of the
cylinder into the exhaust cavity 49 and the regular exhaust port 43. When the
back admission port 42 is about half open, then the auxiliary, exhaust port 45, will
be wide open, at which time the actual area, of the full opening of the auxiliary
exhaust port will be about equal to the area of the regular exhaust pipe, tip, as
commonly constructed, at its top, thereby giving 'a total exhaust efficiency of about
double as compared with the common type of express passenger engines. The
auxiliary exhaust port 'will not close until steam admission cut-off through the back
admission port 42 takes place. The valve operates in all respects the same for
each end of the cylinder.

page_text: One important feature of the device is that the auxiliary exhaust port is not
opened until that portion of the regular exhaust, which is requisite for draft
purposes, has taken place.
In order to be more explicit relative to the double exhaust efficiency previously
mentioned, I make the following statement:The drawings are scale reproductions
of an 18 by 22 inch cylinder (as previously stated) of a standard express passenger
engine of a well known type in use upon a well and favourably known railroad.
This locomotive is provided with a double tip exhaust, one tip for each cylinder.
The inside diameter of cach tip 'at the top is three inches; the area for regular
exhaust purposes being therefore about 7 square inches. The area of the auxiliary
exhaust port as shown in the drawings is about 7 square inches, which added to the
7 square inch area of the regular exhaust, gives a total port or outlet area for
exhaust of about 14 square inches which area is about double the area of the
exhaust tip, thereby giving an approximately double exhaust opening and
efficiency..
In locomotives having defective or deficient draft or steaming qualities, by the
use of my invention, a smaller tip could be used, thereby acquiring draft and
steaming qualities and at the same time. reducing to quite an extent the back
pressure.
The auxiliary exhaust port valve may be provided with whatever outside lap
may be thought desirable to best adapt my invention to any style of engine
cylinder. And this auxiliary exhaust port may be contained within the regular
exhaust port whenever the regular exhaust port is sufficiently widened, as shown
in Figures 78. and 10; to receive the auxiliary exhaust port without materially
contracting the regular exhaust port.
My invention can be readily applied to almost any style of valve of the flat or
piston, balanced or unbalanced type by making such adaptations as-may-be
needful.
1
It is obvious that a great many modification's of my invention will. necessarily
have to be made in order to make the best adaptation to produce the results sought
to be obtained, as hereinbefore fully set forth."
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated' to me by
my, foreign correspondent, I declare that what I claim is :-
1. In a steam engine the combination of a steam cylinder provided with main
and auxiliary exhaust ports, and a valve for directing the exhaust to the main
port and for controlling the auxiliary port without interference with the regular
'exhaust.
.:
2. In a steam engine, the combination of a steam cylinder provided with main
and auxiliary exhaust ports, and a valve directing the exhaust steam to the main
exhaust and intermittently opening and closing the auxiliary exhaust port while
the main exhaust port is open.
3. In a steam engine, the combination of a steam cylinder provided with main
and auxiliary exhaust ports, and a main valve for directing the exhaust to the
main exhaust port said main valve carrying an auxiliary valve carried and operated
by the main valve for controlling the auxiliary port without interference with the
regular exhaust.
4: In a steam engine, the combination of a steam cylinder provided with main
and auxiliary exhaust ports; a valve for directing the exhaust to the main port and
for controlling the auxiliary port without interference with the regular exhaust,
and an auxiliary exhaust pipe connected with the exhaust port.
5. In a steam engine, the combination of a steam cylinder provided with main
and auxiliary exhaust ports, a valve for directing the exhaust to the main port and
for controlling the auxiliary port without interference with the regular exhaust,
and an auxiliary exhaust pipe connected with the exhaust port, and provided with
an auxiliary regulating cock.

page_text: 6. In a steam engine, the combination of a steum cylinder, provided with a valve-
seat, and admission and main exhaust ports connecting said valve seat with the
interior of the cylinder, a steam chest mounted on said cylinder and surrounding.
said valve seat, the cover of said steam chest being provided with a balance plate
having an auxiliary exhaust port and a slide valve operating between said valve-
seat and balance plate for directing the exhaust to the main exhaust port and for
controlling the auxiliary port without interference with the regular exhaust.
7. In a steam engine, the combination of a cylinder having main and auxiliary
exhaust ports, a valve for directing the exhaust to the main port and for controlling
the auxiliary port, an auxiliary exhaust pipe connected with the auxiliary exhaust.
port, and a regulating cock for said auxiliary exhaust pipe.
Dated this 28th day of July 1896.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant..