Improvements in the Working Valves of Hydraulic Machinery.
Year: 1896

page_text: Date of Application, 2nd June, 1896-Accepted, 11th July, 1896
COMPLETE SPECIFICATION.
Improvements in the Working Valves of Hydraulic Machinery.
I, KENNERLEY BRYAN, of Flushing, in the County of Queens, State of New
York, United States of America, Civil Engineer, do hereby declare the nature of
my 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 improvements in hydraulic valves.
The first object of the invention is to provide an operating valve in combination
with the motor cylinder arranged and equipped to automatically control the power,
that is, the volume of water consumed by the motor cylinder. In this respect my
invention provides that when the motor is running under half its load or less, only
one half the required volume of water shall be taken from the pressure main; but
that when the motor is running under a load greater than one half its maximum
load the whole volume of water required shall be taken from the pressure main,
and that this increase or decrease of the volume of water taken from the main
shall be effected automatically by the operating valve under the influence of the
load. I may also apply the same principle so that the minimum consumption of
power shall take place when the elevator is operating under a load which is
some other proportion of the maximum load than one half; the proportion of the
power consumed to the maximum power having been varied accordingly.
The second object of the invention is to connect the operating valve in the
preferred manner with a pilot valve so equipped and arranged so as to aid in
automatically controlling the operating valve.
Fig. 1 is a vertical section of a motor cylinder, operating and pilot valves. The
parts are shown in the position of rest.
Fig. 2 is a vertical section of the operating and pilot valves in the positions
assumed for lifting the elevator car with half load or less; and
Fig. 3 a vertical section of the same valves in the position assumed for lifting
the elevator car with load in excess of one half the maximum load.
Fig. 4 is a vertical section of the operating and pilot valves in the position
assumed for allowing the elevator car to descend.
Fig. 5 is a vertical section of the pilot valve, and parts of the operating valve,
showing the pilot valve in position to stop the car on the up motion.
Fig. 6 is a vertical section of the same parts as in Fig. 5, but the pilot valve is
in the position for starting the car on the up motion.
Fig. 7 is a vertical section of the same parts as Fig. 5, but the pilot valve is in
the position for starting the car on the down motion.
Fig. 8 is a detail on an enlarged scale of the guide yoke and links at the upper
end of the operating valve piston rod. The solid lines show the parts in the
position of Fig. 2, and the dotted lines show the parts in the position of Fig. 3.
Fig. 9 is a view of the same parts but on a plane perpendicular to that of Fig. 8,
the parts being in the position of Fig. 2.
Fig. 10 is a broken vertical section on the line x-x of Fig. 12 and showing a
joint in said casing, a broken portion of the hollow rod S, the fixed packings R R*
through which the rod S works, and the bridge 17 which aids in holding the
packings in place.
Fig. 11 is a view of the same parts on the line y-y of Fig. 12 perpendicular to
that of Fig. 10, and showing the joint through the port.
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page_text: Figs. 13, 14 are vertical sections of the operating valve with the pilot valve
internally arranged.
A is the motor cylinder, B the piston, C the plunger of one half the area of
piston B, and working through the stuffing box D; U an annular space, between
plunger C and cylinder A.
E, F, J is the casing of the main operating valve, the area of the part J being
one half that of part F.
Said operating valve consists of differential pistons G, H, (the area of piston H
being double that of piston G,) combined as a component part with any suitable
device for controlling the connections of the cylinder A, and said pistons G and H
being the means for moving such device. The pistons K, L, M, are connected
with the differential pistons, G H, by the hollow rod T. In the drawings, casings E
and F are separated by heads E' and E2.
Channels ef respectively connect the working and piston rod ends of cylinder A
with the operating valve; g being a check valve ou the branch pipe fi and opening
upward, h a pipe connecting the working end of cylinder A with the operating
valve below piston H, i a check valve in pipe h, opening toward the operating
valve, a check valve in hollow rod T opening upward; ka pipe from the
brauch f¹ to the operating valve. 1 and 2 are holes opening into hollow rod T,
a is the exhaust pipe having branches to the ports b, c; b c being by-passes.
d is a port connecting with the pressure main not shown.
W is a guide yoke on top of casing J and closed by the stop block u; W₁ a
curved extension connecting with W, and shaped on an arc of a circle struck from
the point r, (Fig. 2) as a centre. wo is a guide surface to direct the roller t into w¹.
WW3 stuffing boxes through which the valve rod works.
ttare links jointed at t, where there is an anti-friction roll t, as shown, rod T¹
being jointed to links t at t. 1 is a pipe always open from above piston G to the
pressure main.
N is a pilot valve casing, O P and Q pistons therein; O and P being connected
by the solid rod S', and P and Q by the hollow rod S. 4, 5, and 6, being holes in
said hollow rod S, m n are pipes connecting the pilot valve with the operating
valve, respectively above and below piston H. R is a fixed packing in the pilot
valve casing N, making a water tight joint with the hollow rod S.
oq are exhaust
connections respectively near the top and bottom of the pilot valve; o'g' being
by-passes, p is a connection from the pressure main to the pilot valve.
s is a link connecting rod S with lever V at V, said lever V1 being fulcrumed
at s to the rack X, which is moved by the pinion X', said pinion being operated
from the elevator car in any usual manner. Said lever V is connected at r with
the link t'.
The operation is as follows:
First, to raise the car when containing half the maximum load or less.
Suppose the apparatus in the position of rest, Fig. 1, pistons K L M cutting off
the channels ef from communication with the main pressure port d and exhaust
ports bc, and the pilot valve cutting off the pipes m n from communication with
the pressure connection p and exhaust connections o q. Now the operator raises
the pistons PQ to the position of Fig. 6, opening communication from the pipe p
by way of holes 4, 5, 6, in the rod S, through pipe n to the operating valve below
piston H, and opening communication from above the piston H by way of pipe m
with the exhaust connection o, thus relieving the pressure on the top of piston H.
Said piston H, being double the area of piston G, lifts all the pistons GHKLM,
until further movement is arrested by the stop block u. The pistons GHKLM
are now in the position of Fig. 2, but the lever V1 being fulcrumed at s, which
remained fixed during the motion of the pistons G H K L M, has depressed the
pistons O P Q of the pilot valve to the position of Fig. 2. Therefore the main
pressure is shut off from the unler side of piston H, but the upper side of said
piston is still in communication by pipe m with the exhaust o.
Now the main pressure passes by the branch k, check valve g, and channel e into

page_text: the working end of cylinder A. The pressure on the piston B forces it down,
raising the elevator car, while the water in the annular space U is forced out by
the channel f, up through check valve g and channel e into the working end
of the cylinder A. Thus the motor draws only one half the volume of water
above the piston B from the main the other half being drawn from the annular
space U.
Second, to raise the car with a load exceeding one half the maximum.
Suppose the various pistons of the main operating and pilot valves come to
the position of Fig. 2. Now, as soon as the pistons G H K L M reach that
position the pressure created in the working end of cylinder A by the load in
the car (and which is more than one half the maximum pressure from the main)
is transmitted through pipe h and check valve i to the under side of piston H,
the upper side thereof being in communication wiih the exhaust connection o.
Now the piston H will lift the pistons G K L M to the position of Fig. 3, the
rod T¹ breaking at the joints 't as shown (Fig. 8) and the roll running up
the guide to by reason of the guides w. During said upward movement of the
piston H, the pilot valve pistons O P Q remain stationary, because the point r
is arrested by the block U. The main pressure goes directly from pipe d, by
way of channel e, to the working end of cylinder A, the water in the annular
Thus the
space U beneath the piston B going directly to the exhaust c.
maximum main pressure is now effectively applied to raise the car.
Third, to stop the car on the up motion: The pilot pistons O, P, Q are thrown
by the operator from the position of Figs. 2 or 3 to that of Fig. 5, thus
admitting main pressure from pipe p through pipe m above the piston H, and
relieving the pressure below said piston H by connecting the pipe n through the
holes 5 and 6 of the hollow rod S with the exhaust connection g. Therefore all
the pistons GHK L M of the operating valve descend, and the pilot valve
pistons OPQ are raised, until the operating valve and the pilot valve shut off
simultaneously, bringing the apparatus to rest in the position of Fig. 1.
Fourth, to allow the car to descend: The operator moves the pilot valve
pistons O P Q from the position of Fig. 1 to that of Fig. 7, in which the main
pressure is introduced by the connection p and pipe m above the piston H, while
the under side of said piston is opened to the exhaust 9 by the pipe n and holes 4, 5,
and 6 in the rod S. Now all the pistons G H K L M descend to the position of
Fig. 4, the pilot valve pistons O P Q are shifted to the position of the same figure.
Now the working and the piston rod ends of cylinder A are connected by the
channels ef with respectively the exhaust ports b and c, and the car descends,
lifting the piston B, the water above the said piston going to the exhaust, and the
space U beneath said piston being filled by suction from the exhaust.
Fifth, to stop the car on the down motion: The operator shifts the pilot valve
pistons O P Q from the position of Fig. 4 to that of Figs. 2, 3, but the lever V1
inclining downwardly toward the rod T', because the pistons GHK L M are in
the position of Fig. 4. The upper side of piston H is now connected with the
exhaust o by pipe m. The pistons GHK L M having been momentarily in the
previous position of Fig. 4, the main pressure from pipe d went by the holes 2
and 1 and check valvej in the hollow rod T to the under side of piston H.
Therefore the pistons G H K L M rise depressing the pilot valve pistons O P Q
until both the operating and pilot valves shut off, bringing the apparatus to rest in
the position of Fig. 1.
Referring to Figs. 10, 11, and 12, the packings R R', of any suitable material,
and having a central perforation, are arranged respectively in chambers 10 and 11
in casing N, which casing is joined on the line - about midway between the
packings R R', and through the port n. Said packings are held in place by the
bridge 12 and the lugs 13 and 14 on the casing N. Said bridge 12 is constructed
with top and bottom flanges 15, 16, perforated to permit the passage of the rod S,
and with separators 17, 17. The joint in the casing N through the port n is
kept tight in any ordinary manner.

page_text: Referring to Figs. 13 and 14, which show a pilot valve arranged internally with
respect to the main operating valve, 30 is the pilot valve, formed as a tube, and
working through pistons G H and stuffing box 44 on piston G. Tube 30 is
provided with holes 31, 32, 33, 34, 35, and with a bridge 36 which prevents
communication directly through the tube. The lower end of said tube 30 is
always in communication with the main pressure by way of the tubes 37, 38, and
chamber 39, into which chambers opens the pipe 40 from the main.
Said tube 37 extends from piston H to piston K. and said tube 38 extends from
piston K through piston L and M. 41 is a tube extending from piston G to
piston H; 42 are holes in tube 37 close underneath piston H, and 43 holes in
tube 41 close underneath piston G. Said tubes 37, 38, together form a channel
by which the open lower end of pilot valve 30) is always kept in communication
with the main pressure in chamber 39; 45, 46, 47 are packings carried in tube 37
in and below piston H by the separators 4, which separators are held in place
between the cap and lugs A, (Fig. 14). Said holes 31, 32, 33, 34, 35, and the
bridge 36 in tube 30 are so placed and arranged, that when the parts are in the
position of rest the said bridge 36 is opposite to the holes 42 in tube 37,
the holes 31, 32, 33 are above packing 45, holes 34 are between packings 46
and 47, and holes 35 are below packing 47.
In the position of rest the main pressure is on the top of piston G, through
pipe l, but the underside of piston H is closed to the exhaust 48 by the packing 45,
and therefore the valve remains stationary.
To raise the car with half the maximum load or less, the tube 30 is raised by
any suitable mechanism from the car, until holes 34 are opposite holes 42 on
tube 37. Now the main pressure being constantly in tube 30 Hows through said
holes 34 and 42 to the under side of piston H, and piston H being practically
twice the area of piston G, all the pistons G H K L M rise to the position shown
in Fig. 2. Simultaneously packing 46 rises above said holes 34 and shuts off
pressure again from the underside of piston H, thus bringing the valve to rest in
the position of Fig. 2.
If a load of more than one half the maximum is introduced into the car,
corresponding pressure from the working end of cylinder A passes by the pipe A
and check valve i (Fig. 1) to the underside of piston II, and all pistons GHKLM
are thereby raised up to the position of Fig. 3. Simultaneously piston H closes
port 48 connecting with the exhaust and the valve stops.
It will be noticed that the upper site of piston 1 and underside of piston G
are at all times in communication with exhaust pipe 48, except only when the ports
are in the position of Fig. 3, as just described.
To stop the car on the up motion, the tube 30 is depressed to the rest position
(Figs. 13, 14) If the piston H is now in the position' for the car to ascend with
one half or less the maximum load, then holes 33 in tube 30 will be opposite
holes 42 in tube 37, opening communication between the underside of piston H
and the exhaust through said holes 42 in tube 37, holes 33, 32, 31 in tube 30,
holes 43 in tube 41, and port 48. Piston H and the other pistons descend until
the packing 45 shuts off communication between the holes 42 in tube 37 and
holes 33 in tube 30. The valve is then at rest in the position of Fig. 13.
If, however, piston H were in position for the car to ascend with a load in
excess of one half the maximum then tube 30, being forced downward as before,
would bring the holes 32 in the tube 30 opposite the holes 42 in tube 37, thus again
opening communication between the underside of piston H and the exhaust 48.
To cause the car to descend, the tube 30 is forced down until the holes 33 are
opposite the holes 42 in tube 37, (the previous position of the tube 30 having been
that of Figs. 13 and 14). Thus the underside of piston H is put into communication
with the exhaust, and the pressure on piston G forces all the pistons GHKLM
down until they assume the position of Fig. 4. Simultaneously the packing 45
closes communication between holes 42 in tube 37 and holes 33 in tube 30, and the
valve stops.

page_text: To stop the car on the down motion, the tube 30 is forced up until the holes 34
in tube 30 are opposite holes 42 in tube 37. Pressure is then admitted to the
underside of piston H and all the pistons G HKLM ascend, until the packing 46
closes communication between holes 42 in tube 37 and holes 34 in tube 30. The
apparatus is then at rest, with the valve in the position of Figs. 13 and 14.
While I have described my invention as applied to hydraulic elevators, it will
be evident that it is also equally applicable to all other types of hydraulic hoisting.
machinery.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. The combination with the motor of hydraulic hoisting apparatus, of supply
and exhaust channels therefrom, a main operating valve adapted to control said
channels, differential pistons connected and moving with said main operating valv
and adapted to actuate said main operating valve according to the load on the
motor, and connections between said differential pistons and the working end of
the motor and the main supply pipe.
2. In hydraulic hoisting apparatus, the combination of a main operating valve
for controlling the supply and exhaust channels of a motor, differential piston
connected and moving with said main operating valve and adapted to actuate said
main operating valve according to the load on the motor, a connection continually
open from the main pressure to one side of the smaller differential piston,
independent discharge and supply connections from said larger differential
piston, and a pilot valve controlling said independent discharge and supply
connections.
3. The combination with the motor of a hydraulic hoisting apparatus of a main
operating valve for controlling the supply and exhaust channels of the motor,
differential pistons operatively connected and moving with the main operating
valve and also operatively connected with the main pressure and the motor and
adapted to actuate said main operating valve according to the load on the motor,.
channels from the working and piston rod ends of the motor to said main operating
valve, a connection between said channels, and a check valve in said connection
adapted to open toward the working end of the motor.
4. The combination with the motor of a hydraulic hoisting apparatus, the
channels from the working and piston rod ends thereof, and main supply and
exhaust pipes, of a main operating valve adapted to control the communication
between said channels and pipes, a pilot valve operatively connected with said
main operating valve, a lever connecting the rods of said main operating and
pilot valves, links in the rod of said main operating valve, and a guide adapted to
deflect said links laterally so as to permit of additional motion of said main
operating valve, substantially as described.
5. In a hydraulic hoisting apparatus, a main operating valve comprising the
following parts, to wit: A casing, differential pistons G, H, pistons K L M
connected with said pistons G H by a rod, a hollow rod T containing orifices 1, 2,
and a check valve and extending between said pistons H and L, ports in said
casing connecting with pipes, from the motor and with main supply and exhaust
pipes, a rod T provided with links tt, a pilot valve and a lever connecting the
stem thereof with said links, and a guide adapted to deflect said links.
6. In a hydraulic hoisting apparatus and in combination with an operating valve,
a pilot valve provided with a connection from the main and exhaust ports,
connections with the operating valve, pistons O, P and Q, a hollow rod S connecting
the pistons P, Q, and holes 4, 5, 6 in said red S, substantially as described.
7. In a hydraulic hoisting apparatus and in combination with a main operating
valve, differential pistons connected and moving with said main operating valve
and adapted to automatically control the power according to the load, a pilot valve-
provided with a tubular stem, and orifices therein, a casing for said valve, and.

page_text: packings fixed in said casing and adapted to control communication between the
orifices of said tubular stem, substantially as described.
8. In a hydraulic motor, the combination of a motor cylinder, a main operating
valve controlling said motor and adapted to differentiate the power according to
the load, a channel from the working end of the cylinder to the main operating
valve, a channel from the piston rod end of said cylinder to said operating valve,
a check valve controlling the direct communication between said channels, and a
passage located between said channels and leading from below the check valve to
said main operating valve.
9. The combination with a main operating valve and a pilot valve in said
operating valve, of a continuously open channel establishing communication
between the pilot valve and the main pressure, substantially as described.
10. The combination with the main operating valve of a hydraulic apparatus,
of a pilot valve arranged and working in the main operating valve, and said pilot
and main operating valve comprising among other elements a plurality of tubular
channels one of which channels is continuously in communication with the main
pressure pipe 40, perforations in said tubular channels, and packings adapted to
vary the communications through said perforations and tubular channels.
Dated this First day of June 1896.
CRUIKSHANK & FAIRWEATHER,
Chartered Patent Agents,
62 St. Vinceut Street, Glasgow, Agents for the Applicant.