Year: 1889

page_text: Systems.
I, EDWARD ETHEL GOLD, President of the Gold Car Heating Company, corner
Frankfort and Cliff Streets, New York, in the State of New York, United States
of America, Manufacturer, 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: —
This invention relates to valves in the nature of steam traps or drainage or
relief valves applicable to steam heating systems and designed especially for
use with the steam heating pipes of railway cars or carriages, for heating them
by steam taken from the boiler of locomotive engines, or from other source of
steam external to the car itself.
In the heating of railway cars by steam it is necessary to provide some means
for getting rid of the water of condensation in the pipes in order both to clear
the pipes for the admission of fresh steam and to prevent injury to the pipes
by the freezing of the water. In some systems hand drainage valves are
employed to be opened by an attendant to let off the water, but these are objec-
tionable because of the liability of water being left in the pipes by the forgetful-
ness of the attendant, and also because the water is only discharged at infrequent
intervals. In the Gold system of car heating (well known in America) the steam
pipes are provided with thermostatic traps which remain closed by the expansion
of an elastic vessel so long as this vessel is heated by the presence of steam in
the pipes, and open automatically by the contraction of the vessel when the
pipes are cooled and the steam is condensed. This thermostatic trap, being
arranged at the lowest point of the steam pipe, acts thus automatically to drain
out the water of condensation from time to time. Such thermostatic traps,
however, are subject to the objection that the vacuum sometimes created in the
pipe by reason of the condensation of the steam is at times sufficient to hold the
thermostatic trap valve closed by suction, thereby retaining the water of con-
densation in the pipe, where it may freeze. My present invention is designed in
part to overcome this difficulty, and it provides a means of either dispensing
entirely with thermostatic valves, or of so constructing the thermostatic expan-
sion device that its action shall not be defeated by the formation of a vacuum
in the pipes.
To this end according to my present invention, I provide the system of steam
heating pipes or vessels with drainage or relief valves situated at the lowest
points in the coupling heads by which the pipes of one car are carried or con-
nected to the next, and at other suitable points in the system, which valves aro
constructed to open inwardly, and are provided each with a spring or other
equivalent tension device (such as a weight) acting to unseat or open the valve
but having a tension insufficient to resist the steam pressure normally employed
in the pipe or vessel, so that while the steam pressure continues the valve is
held closed, but upon the cessation of the steam pressure and before the forma-

page_text: tion of a vacuum, the valve will be automatically opened and will permit the
water of condensation which has accumulated above it to escape. My invention
provides also several accessory features in connection with such drainage or
relief valves. One of such features consists of an impact disk arranged in the
path of the steam which is blowing out through the valve, and connected to
the valve so that the pressure of the steam upon it causes it to exert a pull upon
the valve tending to seat the latter. Another of such features consists of a
screw or equivalent device by means of which the valve may at any time be
forced to its seat and thereby rendered inactive, as sometimes becomes desirable.
As a further accessory to the automatic valve, and in order to ensure that it
shall close when the steam is turned on, and even with a less pressure of steam
than would be sufficient to overcome the tension of its spring, I provide a
thermostatic expansion vessel or device arranged within the steam pipe or
chamber and so connected to the valve that when it expands by the heat of
the steam it will force the valve to its seat.
Figure 1 of the accompanying drawings is a side elevation on a reduced scale,
of the flexible hose and coupling for connecting together the steam heating
pipes of two adjoining cars of a railway train.
Fig. 2 is a vertical longitudinal mid-section of one of the coupling heads or
bowls on a larger scale, and showing one form of my invention applied thereto.
Fig. 3 is an elevation of the construction of valve shown in Fig. 2 removed
from the coupling.
Fig. 4 is a similar section to Fig. 2, showing however, a modified construction
of coupling head and trap valve.
Fig. 5 is a similar section of the coupling head showing another form of my
invention and the one which I have most generally adopted in practice.
Fig. 6 is a side elevation of parts of the valve shown in Fig. 5, detached.
Fig. 7 is a horizontal section cut in the plane of the line 7-7 in Fig. 5.
Fig. 8 is a general view on a small scale showing a portion of a railway car
of the American type fitted with one system of steam heating pipes to which my
present invention is applicable, the view being a longitudinal mid-section of the
car, and the heater or stove being shown in mid-section to expose the coil within it.
Fig. 9 is an elevation of the combined automatic trap and blow off valve
at the terminal of the branch steam pipe within the car.
Fig. 10 is a plan thereof.
Fig. 11 is a vertical mid-section thereof the view looking in the direction
of the arrow 11 in Fig. 10. And
Fig. 12 is a fragmentary elevation of the interior parts in Fig. 11 removed.
Although my invention is applicable to other systems of steam heating and to
other means for heating railway cars or carriages, I will proceed to describe it
with reference to the particular system shown in Fig. 8, wherein steam taken
from the locomotive engine circulates through the entire train by means of
main steam pipes on the several cars coupled together between the cars to form
one continuous pipe. Within each car is arranged a water or other liquid heat-
ing and radiating circuit, or heat storage radiator consisting of vessels containing
water or other medium, such circuit or vessels being arranged to be heated by
the main steam pipe or by branches therefrom.
Referring to Fig. 8, A designates the main steam pipe passing through the
car and connected at each end to a flexible hose B, to the other end of which is
attached one head or bowl D of a hose coupling C, as shown more in detail in
Fig. 1. The main pipes A A of two adjoining cars are coupled together through
the medium of their flexible hose B and the coupling C. Other means of
coupling the two pipes together may be employed, the use of the flexible hose
not being essential, but this construction is preferred for the reason that it
brings the coupling C at a low level so that the water of condensation will
drain into it. The main steam pipe A extends through the car from end to
end, preferably above the floor, and being preferably divided into two branches

page_text: ab
extending along opposite sides of the car and reuniting at the ends thereof. A
branch steam pipe a leads from the main pipe and extends into a stove or heater
easing M, being coiled therein with another pipe m of larger size. The pipe
is placed within the pipe m and the two are bent together in a coil, which is then
fitted into the stove, the upper end of the inner pipe being connected to the
remaining portion of the branch a through the medium of a valve a¹, which
controls the passage of steam into this coil, while the lower end of the inner
pipe of the coil is joined to a pipe a², which leads to the combined trap and
blow off valve P, shown in detail in Figs. 9 to 12. The outer pipe m of the
combined coil has its ends connected to the pipes of a liquid radiating circuit GG,
which extends through the car and is provided with an expansion box gl in the
manner well known.
The operation of the particular system thus described is as follows:-The
car being coupled in the train and steam from the locomotive being admitted
through its main pipe A, the valve a¹ is opened admitting this steam into the
compound coil. The heat from the inner pipe of this coil is thus communicated
to the liquid (usually water, brine, or glycerine) in the annular space between
the two pipes of the coil, so that the latter becoming heated is caused to circulate
upwardly through the coil and through the pipe G into the expansion box and
downwardly through the other pipe of the circuit G, thence through this pipe,
which is extended usually along the floor of the car, and becoming cooled by
radiation returns to the lower end of the compound coil and again circulates
upwardly therethrough, being again heated by the inner steam pipe a. As the
steam in this inner pipe gives up its heat it is condensed and the water of con-
dénsation flows into the pipe a and accumulates therein until the attendant
opens the blow off valve P and blows it out, or until the valve a¹ is closed,
whereupon by condensation the pressure in the coil a and pipe a² is relieved
and the valve P opens automatically and drains out the water of condensation.
I will now describe the construction of my invention shown in Figs. 2 and 3,
wherein the trap valve is applied. to the coupling.
Each coupling head or bowl D is formed as usual with a short cylindrical
chamber, and in or beneath this chamber is placed my improved trap or drainage
valve, which as a whole is designated by the letter E. This trap is shown
removed in Fig 3. It is constructed with a valve seat c, which is screwed into
a boss formed on the under side of the coupling head, and has a flange d which
comes against the boss with an intervening packing. Through the seat is
formed an outlet opening e. The valve F is mounted on a valve stem f which
is suitably guided and receives the upward tension of a spiral spring g, which
tends to lift the valve F off from its seat. When the steam pressure is turned
on it forces the valve down against the tension of the spring and closes the outlet.
The valve-seat c is formed at the lowest point in the coupling-head when the
latter is in the position normally assumed by it in use, in order that all the
water of condensation may be drained out when the valve is opened. The
valve F is preferably provided with a packing-ring of Jenkins' composition
in order to cushion in yielding manner against the seat and make a tight con-
nection. In the preferred construction the valve-stem is guided by means of
a tubular frame or standard i forming part of the valve-seat c. A washer j
is dropped into this tubular frame or standard and rests against a ledge or
shoulder . A spring g rests upon this washer and a nut is screwed upon the
stem f and receives the upward tension of the spring, this tension being adjustable
by screwing the nut up or down on the stem. The valve-stem is guided at its
lower end by the central hole in the washer and at its upper portion by the
nut which has wings or arms projecting from it and terminating against the
inner walls of the standard i. The washer j forms a stop for limiting the upward
movement of the valve F, the upper side of which abuts against the lower side
of the washer, as shown in Fig. 2. When the valve is lifted the water of con-
densation flows out through openings qy in the standard above the valve-seat. c.

page_text: Just above the upper end of the valve-stem f is arranged a thermostatic
expansion device H. The particular species of this device which is here shown
consists of a vessel or chamber, some portion of which, preferably the lower
side, or the whole vessel, is sufficiently elastic to expand under the tension of
an internal pressure, and in this vessel is placed a quantity of liquid which
volatilizes at a temperature below that of steam, such for instance as alcohol.
When steam is turned on it heats the liquid in the vessel H and expands the
latter. The vessel H is so arranged that when it thus expands it will come in
contact with the upper end of the valve-stem f and exert a downward pressure
thereagainst, thereby forcing the valve F down to its seat in case it has not yet
been seated by the direct pressure of the steam. To accomplish this result it
is important that the vessel H shall be constructed to expand to an extent at
least equal to the lift of the valve F, and that it shall stand at the proper height
relatively to the valve-stem I. The latter requisite is effected by any suitable
adjusting devices, preferably adjusting screws which may be set once for all
to the proper position. The screws s s in Fig 2 are provided for this purpose,
as by screwing them up or down the thermo-expansive vessel H will be brought
to a higher or lower position.
The vessel H is fastened to the lower end of a screw I, which turns in female
threads in a cap J which closes the opening in the top of the coupling-head D
through which the vessel H is inserted therein. A stuffing-box t is provided
to pack the screw I against leakage. The screw I is provided with a T-head I¹
at its upper end, or with a hand-wheel, or with a squared end that may be
engaged by a wrench, or is constructed in any manner so that it may be turned
in order to move the thermo-expansion vessel H up or down. The screws ss
form merely stops to limit the upward movement of the vessel H, which
ordinarily is lifted by the screw I until it is in firm contact with these stops,
at which time it should be in proper adjustment relatively to the valve-stem f,
so that when the vessel is expanded by heat it will press down the valve-stein
and seat the valve.
The function of the thermo-expansion device H is to insure the seating of the
valve in case it should not be properly seated by the steam pressure. This
might occur in consequence of corrosion of the working parts of the valve E,
or in consequence of any obstruction such as sediment which might find its way
beneath the valve F; or it might occur in consequence of the steam pressure
being for the time less than the normal pressure. In either case upon steam
being turned on the vessel H will be heated and will expand with sufficient force
to press the valve to its seat.
It is desirable at times to be able to close manually any automatically operated
valve of this character, either in consequence of the valve becoming inoperative
through derangement, or when the apparatus is to work under unusual con-
ditions, as for example in case the cars are to be heated by exhaust steam instead
of by live steam. When it is desired to thus close the valve the screw I is
screwed down, thereby lowering the vessel H against the valve-stem f and
pressing the valve down to its seat. In order to prevent a careless train hand
from injuring the vessel H by screwing down the screw I too hard, a block or
buffer u may be placed inside the vessel, being fastened to the end of the screw I
and extending down nearly to the flexible diaphragm forming the bottom of
the vessel, in order that when the parts are screwed down so firmly that this
diaphragm is pressed upwardly by the end of the valve-stem f, it shall be rein-
forced against the lower end of the block u. When it is desired to restore the
valve to its normal condition the screw I is to be screwed up until stopped by
the abutment of the vessel H against the stop-screw s. The upper side of the
vessel H may be made of thick material in order to resist the strain which may
be occasioned by screwing up the screw I too forcibly.
My present invention combines the advantages of a thermostatic trap with those
of a trap operating solely by the pressure of the steam. The disadvantage of a
thermostatic trap that the existence of a vacuum within the pipes will prevent its
opening, is overcome in this construction, since the expansion vessel H does not

page_text: come directly against the valve seat, and consequently suction has no power to
retain the valve closed. The vessel H is surrounded on all sides by the fluid
medium within the coupling-head and consequently is balanced in so far as any
tendency exists to move it bodily toward or from the valve-seat. The only ten-
dency of a vacuum would be to expand the vessel H, but as a vacuum only occurs
at a low temperature the contractile tendency of the vessel will be greater than the
expansive tendency due to the vacuum around it, and hence it will not remain
expanded and will not act to retain valve closed and prevent the escape of the
water of condensation.
My invention also combines the advantages of an automatic and a manually
operated drainage-valve or cock, in that it may be instantaneously converted
from one to the other.
My invention may be modified in various ways without departing from its
essential features. For example the means for manually closing the valve may
be omitted in any case where it is considered that an automatic valve can be relied
upon, and the thermostatic device for ensuring the closing of the valve may be
omitted whenever high steam pressures are to be used exclusively. The construc-
tion of the valve itself may be varied in many ways, and the retractile device by
which it is given a tendency to open may be either a spring or a weight, or any
equivalent thereof.
Fig. 4 shows a modification which is distinguished chiefly by the omission of the
screw I for manually closing the valve, and by the omission of the screw-stops s s
for adjusting the height of the thermo-expansive vessel H. This vessel is dropped
into a recess in the top of the coupling-head D), and rests on a ledge or flange v.
If it requires adjustment up or down this is accomplished by inserting a washer w
of greater or less thickness beneath it. The cap J is screwed in above the vessel H
to close the top of the chamber which it occupies. In order that steam may be
admitted to all sides of the vessel H, a chamber or space is formed above it and
around it and steam chambers a are formed to admit the steam to the surround-
ing space. The valve F is shown in this view as being formed with a conical
face fitting against a coned-seat. In other respects the construction is the
same as that first described.
Figs. 5, 6 and 7 show another construction of valve applied to the coupling head
and which differs in some respects from that already described. The trap-valve
is in a chamber or shell applied beneath the coupling head, so that the valve is
entirely exterior to the coupling, and the thermo-expansion vessel H and screw
stem I in the previous constructions are entirely removed. This construction of
valve is applicable when a high steam pressure is used, and is the construction
which has been most generally applied. The shell forming the valve chamber is
made in two pieces K and L, the former of which has at its upper side a threaded
neck which screws into an opening formed in the lower side of the coupling
head D, and the latter of which screws into the open bottom of the former. The
valve seat c is formed at the top of the lower section L of the shell, and the outlet
opening e extends thence downwardly through the section L. forming a large
chamber therein, as shown in Fig. 5, and communicating with three holes el at
the bottom. From the bottom portion of the section L and concentrically within
this chamber there projects upwardly a guide p, which extends up to a point
somewhat below the seat. This guide has holes formed through it at its upper
and lower ends for the free passage of the valve stem f, while its exterior is made
conical so that its larger lower portion forms a guide for holding concentrically in
place the bottom end of the spiral spring g. The valve F is of disk shape faced on
its under side with a ring h of yielding material, which when the valve is closed
comes against the seat c and which is held in place by a disk screwed into the
valve on a thread formed on the stem f. In this disk is an annular groove r
into which the upper end of the spring genters, and by which it is held concen-
trically in position. The valve F is formed on its upper side with lugs 'jjat
intervals which limit the opening movement of the valve by striking against
the roof of the chamber within the shell K. When the section L of the valve
shell is unscrewed all the parts of the valve come with it, as shown in Fig. 6.

page_text: On the stem beneath the shell is mounted an impact disk Q, which is held
on by a ring g, or otherwise. This impact disk or plate is of such size as to inter-
cept the jets of steam escaping through the openings e¹ e as indicated by the
arrows in Fig. 5, so that when steam is turned on and blows through the open
valve, the impact of these jets against the disk will exert a downward pressure
upon it. But since the disk is connected to the valve through the medium of the
stem this downward pressure is communicated to the valve and acts to pull it
downwardly against the tension of the spring g. In addition the current of
steam flowing through the neck of the shell K against the flap top of the
valve F also tends to press it down. When the combined pressures due to the
impact of these jets against the valve and the disc Q become sufficient to over-
come the tension of the spring g the valve closes. The result of the use of the
impact plate Q is to cause the valve to close under a much lower steam pressure
than would be required to close the valve without this disk. The same result
could be accomplished by employing a weaker spring g, but this is disadvan-
tageous because this spring must be strong enough to lift the valve against the
weight of a superincumbent column of water of condensation. The desirability
of constructing the valves to close with a low steam pressure will be apparent
when it is considered that when steam is first turned on to the heating pipes of a
long train all the traps of which are open, it has free escape through these valves
and consequently no considerable pressure can be attained until the valves have
been closed.
I will now describe the combined trap and blow off valve shown in Figs. 9 to 12.
Its normal action as a steam trap is the same as that of the trap valves thus far
described, and it has means for forcing the valve down upon its seat substantially
the same as that described with reference to Figs. 1 and 2. In addition thereto
it is provided with means for forcibly lifting the valve from its seat and holding
open in order that the steam may blow through.
it
"
The end of the pipe a² (Fig. 8) is screwed into the lateral arm of a shell R, as
shown in Fig. 11. This shell is similar to that of an angle globe valve. In its
lower arm is fastened a drainage pipe b which passes down through the floor of
the car and opens beneath the latter. The shell R has a screw cap J closing its
upper side, and through this screw cap works a threaded stem or rod I, the threads
on which engage female threads in the cap J, after the manner well known in
globe valves. The stem I is turned by a crank handle I', which can be turned
through an arc of about 270°, as indicated in the plan view, Fig. 10. In Figs. 9
and 10 this handle is shown in the position marked "Closed," and in Fig. 10 it is
shown in dotted lines as turned thence 90° to the position marked "Set," and
also as turned 180° further to the position marked " Open." In Fig. 11 it is
shown in full lines in the "Set" position, and in dotted lines in the "Open
position. When the handle is in the "Set" position the valve is set to act as an
automatic steam trap. The valve F is then free to be pressed down by the steam
pressure into contact with the seat c, or, if the steam pressure is relieved, to be
pressed up by its spring until stopped by contact with the bottom end of the
stem I, it being shown in this position in Fig. 11. The valve F is formed with
two upwardly projecting arms cl which support a ring or boss (Fig. 12) through
which the stem I freely passes. On the portion of the stem beneath this boss is
fixed a collar having a flange ¹ and the spring g is confined between this flange
and the boss The valve F has a stem f projecting downwardly from it and
guided in a guide p¹ formed in the shell R. Preferably this stem f is extended
down through the tube b¹ and has fixed on its lower end, just beneath the bottom
of the tube, an impact plate Q, the function of which is the same as already
described with reference to Figs. 5 and 6.
By turning the handle I' from the "Set" position to the "Closed" position the
screw stem I is run down sufficiently so that its lower end presses the valve F
down tight against its seat, thus closing the valve absolutely and rendering it
inoperative as a trap.
When it is desired to blow out the water of condensation by steam pressure, or
to blow off steam through the branch heating pipe a in order to quickly heat up the

page_text: 37
radiator, the handle I is turned from the "Set" position around to the "Open
position, thereby screwing up the stem I and lifting the valve F with it until this
valve is lifted too high to seat itself. If the valve should be already seated it
would be forcibly lifted by the contact of the shoulder with the under side of
the boss d, and while the valve remains in the "Open" position the valve F
remains elevated with its boss d' clamped between the under surface of the cap J
and this shoulder n. Upon swinging the handle back to the "Set" position the
valve ceases to be a blow off valve and becomes again a trap valve.
It is to be understood that although I have described my present invention with
special reference to its applicability to the system of railway car heating shown
in Fig. 8, it is nevertheless applicable to other systems of heating, several of
which are already known in the art. The portion of my invention which relates
to the construction of steam traps applied to the couplings of the steam pipes may
be applied to any system of car heating by steam wherein the steam is transmitted
from a source exterior to the car through a pipe coupled to the pipe A on the car.
This part of my invention is not limited to the particular type of coupling shown,
nor to any coupling requiring a flexible hose between the coupling head and the
rigid pipe on the car. I have not herein particularly described the mechanical
construction of the particular type of pipe coupling C to which I have shown my
invention as applied, but it is the well known Gold coupling, the two heads or
bowls of which fit together laterally, each being formed with an angular trunnion
arm embracing the opposite head and with inclined or wedging surfaces acting
against said trunnion arm, so that as the two heads are turned on each other in
the dropping of the coupling and hose into their usual drooped or sagging posi-
tion, as shown in Fig. 1, the seating faces of the two heads are forced tightly
together. Those who desire a more particular description of the mechanical con-
struction of this type of coupling may refer to my United States patent No.
392,424, dated November 6, 1888.
That part of my invention which pertains to trap valves not applied to a coup-
ling, and especially that part which pertains to the combined blow off and trap
valve P, is not limited in its application to the steam heating systems of railway
cars or carriages, but is applicable also to steam heating systems for houses or
apartments.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is: -
1. The combination with a steam-pipe coupling for the steam heating pipes of
a railway car, of an automatic trap applied to the coupling-head, consisting of a
valve opening inwardly with the seat arranged to drain the liquid from the
normally lowest portion of said head, and a tension device arranged to exert a
pressure against said valve tending to open it, but insufficient to resist the normal
steam pressure within the pipes, substantially as described with reference to
Figs. 1 to 7 of the drawings.
2. The combination with a steam pipe hose coupling for the steam heating
pipes of a railway car, of a steam trap applied beneath the coupling-head, con-
sisting of a chamber communicating with the normally lowest part thereof, a
valve-seat formed at the outlet from said chamber, a valve within said chamber
opening inwardly, adapted to close against said seat, and provided with stops to
limit its opening movement, and a spring tending to open it, but of insufficient
tension to resist the normal steam pressure within the pipes, substantially as
described with reference especially to Figs. 5, 6 and 7.
3. The combination with a steam pipe hose coupling for the steam heating
pipes of a railway car, of a steam trap applied beneath the coupling-head, con-
sisting of a chamber communicating with the normally lowest part thereof, a
valve-seat formed at the outlet from said chamber, a valve within said chamber
opening inwardly, adapted to close against said seat, and formed with a stem
projecting beneath it, a spiral spring arranged beneath it, and pressing upwardly
against it with a tension sufficient to open it but insufficient to resist the normal

page_text: steam pressure within the pipes, and a guide projecting upwardly beneath said
valve-seat, receiving the valve-stem within it, and holding the spring upon its
exterior, substantially as described with reference to Figs. 5, 6 and 7.
4. The combination with a steam heating system, of an automatic trap con-
sisting of a drainage valve connected with the steam heating pipe or vessel, and
opening inwardly, and a tension device arranged to exert a pressure against said
valve tending to open it, but insufficient to resist the normal steam pressure in
said pipe or vessel, whereby said valve is closed when steam is turned on, and
opens automatically when the steam pressure ceases, and an impact plate arranged
in the path of the issuing steam and connected to said valve, whereby the pressure
of the issuing steam against said plate tends to seat said valve, substantially as
described with reference to Figs. 5, 6, and 11.
5. The combination with a steam heating system of an automatic trap con-
sisting of a drainage valve connected with the steam heating pipe or vessel and
opening inwardly, and a tension device arranged to exert a pressure.against said
valve, tending to open it, but insufficient to resist the normal steam pressure in
said pipe or vessel, and a screw arranged when turned to force said valve to its
seat, whereby the automatic operation of the valve may be prevented at will,
substantially as described with reference to Figs. 1 and 2, and Figs. 9 to 12
inclusive.
6. The combination with a steam pipe or vessel, of an automatic trap consisting
of a valve seat, a tubular standard borne by said seat, a valve opening inwardly,
a valve-stem within said standard, a transverse partition in said standard form-
ing a stop for limiting the opening movement of the valve, a spring tending to
open the valve reinforced against said partition, and an adjusting nut screwing
on the valve-stem and receiving the tension of said spring, whereby the latter
may be adjusted, substantially as described with reference to Figs. 2, 3 and 4.
7. A hose-coupling head formed with a circular opening in its upper side, a
cap closing said opening, a thermo-expansion vessel within the chamber of the
coupling-head, means for vertically adjusting said vessel, and an automatic trap
within the chamber of the coupling-head consisting of a seat at the normally
lower side thereof, a valve opening inwardly and arranged relatively to said
thermo-expansion vessel so that the expansion of the latter will force it to its
seat, and a tension device arranged to exert a pressure tending to open said
valve, substantially as described with reference to Figs. 2 and 4.
8. An automatic trap consisting of a valve opening inwardly and a tension
device tending to open said valve, combined with a thermo-expansion device
arranged relatively to said trap so that upon its expansion by heat its movement
shall be communicated to and shall close said valve, an adjustable stop to limit
the movement of said expansion device away from said valve, and a screw con-
nected to said thermo-expansion device and adapted to move the latter toward
or from the valve, whereby by turning said screw the valve may be forced to its
seat, substantially as described with reference to Fig. 2.
9. A combined steam trap and blow-off valve for a steam-heating system, con-
sisting of a shell or casing, a valve opening inwardly, a spring tending to lift
said valve from its seat and having a tension insufficient to resist the normal
steam pressure, whereby said valve seats itself when steam is turned on, and
automatically opens and discharges the water of condensation after steam is
turned off, and a screw-stem working through said shell and engaging said valve,
and adapted when screwed up to draw the valve away from its seat and prevent
its being seated by the steam pressure, thereby permitting steam to blow through,
substantially as described with reference to Figs. 9 to 12.
10. A combined steam trap and blow-off valve for a steam-heating system con-
sisting of a shell or casing, a valve opening inwardly, a spring tending to lift
said valve from its seat and having a tension insufficient to resist the normal
steam pressure, whereby said valve seats itself when steam is turned on, and
automatically opens and discharges the water of condensation after steam is
turned off, a screw-stem working through said shell and a handle for turning

page_text: said stem, the said shell provided with marks for indicating three distinct posi-
tions of said handle and stem, corresponding to open, closed and set positions of
said valve, and said stem connected to said valve and adapted when screwed up
to the "open" position to draw said valve away from its seat, when screwed
down to the "closed" position to press said valve against its seat, and when in an
intermediate or set" position to leave said valve free to open or close auto-
matically by the variations of the steam pressure, substantially as described
with reference to Figs. 9 to 12.
<
1111
T
1000
EDWARD ETHEL GOLD.
J. C. Mewburn,
55 & 56, Chancery Lane, London,
Patent Agent.