US1032339A - Hydraulic-valve apparatus. - Google Patents

Description

E. S. MATTHEWS.

HYDRAULIC VALVE APPARATUS.

APPLIGATION FILED 00T. z2, 190s.

1,032,339. Y Patented July 9, 1912.

2 SHEETS-SHEET 1.

COLUMBIA PLANOGRAPM co..wAsumm'0N. D. c.

E. S. MATTHEWS.

HYDRAULIC VALVE APPARATUS.

APPLIOATION FILED 00T. 22, 1908.

1,082.339. Patented July 9,1912.

2 SHEETS-SHEET 2.

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@wit/memes z/- @3% COLUMBIA PLANounAPH cq.. WASHINGTON. D. c.

TNTTED STATE@ PATENT @FFTEE EDWIN S. MATTHEWS, OF NEW YOIK, N. TO OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION 0F NEW JERSEY.

HYDRAULIC-VALVE APPARATUS.

incassa.

Specification of Letters Patent.

Patented JnlyQ, 1912.

Application filed October 22, 1908. Serial No. 458,981.

To all fui/0m if may conce/m Be it known that I, EDWIN S. MATTHEWS, a citizen of the United States, residing in New York, in the count-y of New York and State of New York, have invented a new and useful mprovement in lIydra-ulic-Valve Apparatus, of which the following is a specilication.

My invention relates to hydraulic valves, and more particularly to three-way valves adapted for use in connection with elevators of the vertical ram or plunger type. lVith this type of elevator, when, during the ascent of the car, the main valve is closed too quickly, the plunger has a tendency to bound or leave the water, causing an injurious shock and jar to the apparatus and discomfort to the passengers.

One of thc objects of the present invention is to overcome this tendency by the provision of means whereby that movement of the main valve which stops the upward motion of the plunger may be regulated to take place at a speed which is automatically limited and which may be varied without alfecting any of the other' movements of the valve. In the form of the invention herein shown, in addition to the usual speed controls the speed of the valve is controlled by devices effective during one movement thereof which restrict the discharge from the unbalanced chamber of the motor cylinder, and which do not operate during any of the other movements of the valve.

A further object of the invention is to provide an improved system of connection between the main valve, the pilot valve and the operating lever thereof, for securing simplicity of construction, avoidance of lost motion and certainty and e'liiciency in operation.

()ther objects of the invention will appeal' hereinafter, the novel combinations of elements being set forth in the appended claims.

Referring to the accompanying drawings, Figure 1 represents a top plan view of my improved valve mechanism, partly in horizontal section; Fig. 2 is a side elevation, partly in section; Fig. 3 is an end elevation as viewed from the left of Fig. 2; Fig. 4t is a diagrannnatic view of a plunger elevator system to which my invention is applied; Fig. 5 is a detail View of a throttling plug;

and Fig. G is a fragmentary view showing certain modifications.

In order to illustrate a practical applicau tion of the invention, I have shown in Fig. 4 a general view of an elevator system with which my improved valve mechanism is used. The elevator car C is carried by a plunger B which works up and down in the cylinder A, the latter being connected through the to-and-from pipe 11 and main valve M to the fluid pressure supply and exhaust. An automatic stop valve l) which may be of any suitable construct-ion, as, for

example, that shown in the patent to Venn, No. 685,231, dated October' 22, 1901, is preferably employed to automatically cut oif the fluid supply and exhaust when the car reaches its limits of travel in ease the main valve is not operated. The casing of the main valve is composed of a plurality of packed sections, as 2, 3, a and 5, and is provided with an interior lining G, having the ports 7 and 9 and the passage S communik eating respectively with the exhaust pipe 10, supply pipe l2, and the to-and-from pipe 11. In order to render the parts interchangeable and to permit simplifying the piping, the sections 2, 3, 4. and 5 can be independently adjusted angularly with respect to each other, thereby enabling the valve to be set up according to the disposition of the piping, thus economizing space. For example, in Fig. 4, the section 3 is rotated through an angle of 900 from the position shown in the other figures. The end sections 2 and 5 carry heads 13 and la, respectively, the head la closing the outer end of the motor cylinder 15, and the head 13 having a. stuifing box 13 through which the valve stem 16 passes. Mounted on the valve stem 1G are the controlling pistons or valves 17 and 1S and the motor piston 19, the latter having preferably twice the area of the pistons 17 and 1S. The pilot valve P comprises a casing 2O having heads 27 and 2S, and is provided with a supply passage 21 and exhaust passages 22 and 23. rThe valve stem carries the double controlling piston or valve 25 operating over the port 2) and the balancing piston 2G. rlhe port 29 is in real ity a to-and-from passage leading from the pilot valve to the rear end of the motor cylinder 15. ln order to make the pilot valve interchangeable, it is detachably mounted and carried on one section of the main valve casing, and preferably on the section containing the motor cylinder. The pilotvalve casing 2O and the motor cylinder casing 5 are provided with faced surfaces which can be bolted together, as at 30, in such manner that the respective parts of the passage 29 will register. Mounted on the head 13 are a pair of arms 32, carrying bearings 33 in which is mounted a yoke shaft 34. The arms 35 of the yoke have bearings in which an arm or lever 37 is pivoted intermediate its ends at 36. The upper end of the lever 37 is pivoted at 38 to the pilot valve stem 24, and the lower end is pivoted to the main valve stem 16 at 39. The lever 37 is preferably constructed in two telescoping sections 37a and 37b so as to permit the variation in the length of the lever required for different positions of the main and pilot valve stems without loose pivot connections. The shaft 34 is rocked to actuate the pilot valve by means of an operating lever 69, to which the controllei1 ropes 40 or other connect-ions are attached. As shown in Fig. .4, these controller ropes extend vertically through or by the car in position to be operated from it, as shown by a twin wheel hand lever device, or in any well known manner, to control the movements of the car.

I will now describe the specific means by which it is possible to operate a three-way valve in such a. manner that during one of its four motions its speed is entirely independent of the speed during the remaining motions, so that a car may, for instance, be started upward and started and stopped downward at suitable predetermined rates of change of speed, and stopped during its upward travel at an independent and different rate of change in the speed. So far as I am aware, this result has not heretofore been obtained, nor has it been proposed to regulate any one of the four motions of a three-way valve, independently of the other three, by means of permanent adjustments appliedl to the valve itself:

As applied to hydraulic elevators of the direct plunger type, my invention has especial value, since it has been recognized that an ascending car cannot be stopped as quickly as when descending, because of the tendency of the plunger to bound or leave the water, and with my improvements the rate of stopping is controlled independently of the operator by permanent adjustments on the main valve itself. It thus becomes impossible for the operator in the car to manipulate the controlling device in such a manner as to cause bounding after the regulating devices have once been set.

As illustrated herein, my invention is applied to a valve in which the motor cylinder 15 of the main valve is disposed adjacent to the supply port, and betweenthefsupply pipe 12 and the motor cylinder 15 provide controlling means effective during one motion of the valve, to restrict its speed, which do not operate during the remaining three motions.

Mounted on the bustle 45 of section 4 of the main valve and preferably cast therein, is a valve chamber 46 having two port-s 47 and 48, the port 47 being controlled by the check valve 49 which opens from the supply to the chamber 46, which latter communicates by the passage 50 with the front end of the motor cylinder. The port 48 is partially closed by a screw plug 51 (Fig. 5) provided with grooves 51 to permit a flow of fluid, the screw plug being adjustable to restrict the How to any desired degree. A threaded bushing 48 of brass or other suitable material is preferably employed to prevent eX- cessive corrosion. The valve chamber 46 is provided with a cover 52 which can be removed to permit access to the check valve 49 and the slotted throttling plug 51.

Mounted on the piston 18 is a sleeve or ring 54 of such construction as to nearly close the port 9 from communication between the supply pipe and the unbalanced chamber of the motor cylinder when the main valve is in central position. This sleeve is somewhat shorter than the port 9, the purpose of which construction will be pointed out hereinafter.

The operation of my invention will be understood from the following description. The valve mechanism is shown with the various parts in the positions assumed when the elevator car is at rest, communication between the plunger cylinder A and the supply and exhaust being cut on' by the valves 18 and 17, respectively. The pilot valve Q5 also cuts ott communication with the motor cylinder 15 by way of the passage 29, and prevents any movement of the main valve pistons. To start the car downwardly, the controlling lever on the car is moved to the right (F ig. 4), rotating the yoke shaft 34 and thereby swinging to the left (Fig. Q.) the lever 37 on its pivot 39 as a fulcrum. This movement of the lever 37 carries the piston rod 24 (F ig. 2) and the pilot valve 25 to the left and connects the inlet 21 with the passage 29, so that pressure is supplied behind the motor piston 19 on its right-hand side (F ig. 2). Then, since the pressure on the front or opposite side of the piston 19 is partially balanced by the pressure opposing it behind the valve 18, the pressure behind the motor piston 19 will move the piston rod 16, with the valves 17 and 18, forward and thereby open the port 7 and establish communication between the exhaust and the toand-from pipe 11. The car now moves downwardly, the weight of the car and plunger forcing the water in the cylinder A out through the to-and-from pipe 1l and ports 8 and 7 and passage 10 to the exhaust. As the main valve rod 1G moves forward, it swings the lever 37 about the pivot 3G as a fulcrum and moves the rod 241 back until the pilot valve 25 closes the passage 29 and the motor piston is brought to rest in a position depending on the extent the shaft 84 has been rotated by the operating rope. To stop the car, the lever 40 is moved back to center to rotate the shaft 34 back to its normal position, and thereby moves the pilot valve rod 24 and valve 25 to the right. This opens the passage 29 to the exhaust 22, so that the motor piston can operate to move the parts back to the posit-ion shown on the drawings and bring the car to rest. To start t-he car on its upward travel, the car lever 40 is moved to the left to swing the lower end of the yoke to the right and move the pilot valve 25 to the right so as to connect the motor cylinder with the exhaust. The unbalanced pressure in front of the motor piston 19 now operates to move the valve stem 16 and the valves 17 and 18 to the right, thereby connecting the cylinder A wit-h the pressure supply by way of the port 9 so that the car will be lifted. The movement of the main valve stem 16 to the right swings the lever 87 about the pivot 8G and brings the pilot valve 25 back to central position to close the passage 29 when the valve 18 has moved to the right an extent proportional to the extentof operation of the lever 40. It will be noted that during the movement of the valve 18 to the right, except at the start, the sleeve 54 carried by said valve c'uts ott direct communication between the pressure supply and the unbalanced side of the motor cylinder. A passage is open, however, by way ot the valve chamber 45, ports 47, 48, and the passage 50. The check valve 49 permits an unrestricted flow of the pressure Huid to the unbalanced side of the motor cylinder, so that there is no throttling of the fluid to retard the operation of the main valve. To stop the car on its upward travel, the car lever 40 is moved back to center, swinging the yoke back to a vertical position and moving the pilot valve 25 to the lett.. This opens the passage 29 to the supply and moves the motor piston 19 from its position in the right-hand end of the cylinder to a central position. At the beginning of this motion, as the sleeve 54e at this time closes the port 9 and cuts off direct communication between the supply port and the unbalanced side of the motor cylinder, the water in frontof the motor piston is compelled to escape through the passage 50. The check valve 49 closes the port 47 so that all the water has to escape through the throttle port 48, and the speed of the motor piston is therefore restricted and dependent upon the rate of flow through the port 48,19 This may be adjusted by means of the plug 51. The movement of the motor piston to central position restores the main and pilot valves to noi'- mal position and brings the car to rest.

It will be seen from the above that means is provided for automatically regulating the speed with which the main valve can be moved to cut 01T the pressure supply during the upward travel of the car, and that independently of the other operations oi' the main valve or the action of the operator; thus controlling the retardation 0i' the upward stop of the car. For all other motions of the main valve, the speeds will be the same, or as may be determined by regulation ofthe pilot valves in both directions, because at the time t-he main supply has unrestricted access to the unbalanced side of the motor cylinder, either through bOth ports 4:7, -l-S, or directly through port 9.

As before noted, the sleeve 5i is made somewhat shorter than the port 9. This provides a direct passage between the unbalanced side o the motor cylinder' and supply pipe when the main valve is near its central position, so that as the valve moves to the left from such position the fluid can escape freely from the unbalanced side ot the motor cylinder. To understand the full purpose of this construction, it must be noted that as the main valve moves from its extreme right-hand position toward the center the escape of fluid from the unbalanced side ot' the motor cylinder is restricted and the speed of the valve limited as before explained, and also that the piston valve 18 cuts ott the supply from the plunger cylinder before the central position is reached. Now, it is desirable that the movement ot the main valve while the car is at rest, that is, the tinal movement of the valve toward the center and also its initial movement to the left of the center betere it has opened to the discharge, or its movement while passing over its lap, should be made as quickly as possible so that the car may be quickly started downward, it desired. The sleeve 51 is therefore made orl such length that as the valve 18 reaches a position to cut ott' the supply, the port 9 is opened to the motor cylinder, and a quick movement of the main valve toward the left is permitted, instead of its movement being retarded by the escape of water from the motor cylinder being limited to what could pass through the restricted port 48. This permits a quick startingof the ear downward, as little time is required for the movement of the valve which takes place over its lap while the car vis at rest, and at all times avoids delay in the operation of the car which is necessarily idle and stationary while the controlling valve is passing over its lap.

1n Fig. 6 I have shown a modified construction in which the sleeve 54 carried by the valve 18 is long enough to entirely cover the port 9, but is provided with openings 55 which serve the same purpose as having the sleeve somewhat shortened as in Fig. 1. The sleeve 54 is preferably extended to the end of the lining 6 or slightly beyond when the valve is in central position, and if desired leather or other packing may be placed between the lining and sleeve. It should be noted, however, that it is unnecessary to have a close iit between the sleeve 54 or 54 and the lining 6, as the port 4S may be suiiiciently restricted to compensate for any escape of fluid between the sleeve and the lining while the main valve is being moved to out off the pressure supply. ln some cases the sleeve 54 may be made loose enough so that the restricted port 48 may be dispensed with entirely. The sleeve 54 will then act simply to retard the escape of fluid from the unbalanced side of the cylinder as the main valve moves from the right toward its central position, and thereby limit the speed with which the supply is cut oft1 from the elevator cylinder. Fig. 6 also shows a modified arrangement for restricting the flow from the unbalanced side of the motor cylinder while the main valve is cutting o the pressure supply. A by-pass 60 in this case connects the motor cylinder 15 directly with the supply pipe 12, and is restricted to any desired extent by an adjustable screw plug 61. This restricted passage 60 obviously serves the same purpose as the port 48. In Fig. 6 is also shown an adjustable screw plug 62 :for restricting the passage 50 more or less, as desired. This will have the effect of retarding the motor piston in its movement from the center toward the right-hand end of the cylinder, and thus prevent a too sudden acceleration oi' the car in starting upwardly. The restriction of the passage 50 will not have any appreciable effect on the speed of the valve in stopping the car when used in connection with the restricted port 4S, as said port will in any event be more restricted than the passage 50. Of course, with the use of both plugs 6l and G2, the passages 50 and 60 may each be reduced to any desired extent independently of' the operation of the other. The screw plug 62 may be used if desired to restrict the passage 50 in Fig. 1 in the same manner as shown and described in connection with Fig. 6.

If desired, the check valve 49 may be arranged to open toward the supply port 9, so that the main valve will open the supply slowly and close at the ordinary speed.

I wish not to be limited to the exact constructions herein set forth, as the construction may be widely varied by those skilled in the art without departing from the principle of the invention. am well aware that in prior patents a quick-opening and slow-closing main valve has been produced by permitting a free flow of fluid through the pilot or auxiliary valve to open and start in either direction and to restrict the flow through the pilot valve in the stopping operation, whether the elevator is moving up or down; but my invention is distinct from that, in that I do not change the port area through the pilot valve in either direction, whether for opening or closing the main valve, but permit said pilot valve and its to-and-rom passage to operate freely and in the same manner in both directions, while, according to my invention, the water communication to the motor is automatically controlled independently of the pilot valve and its passages so as to assist or speed the operation of the motor in o-ne direction and retard or restrict it in the other direction, for it will be seen by reference to Fig. 1 of the drawings that when the piston 19 of the motor is moving to the right and the pilot valve is open to permit this movement, the movement is assisted and accelerated by an unrestricted passage from the main source of supply to the left-hand side of the piston through the ports and through the check valve, but when the piston is being forced in the other direction, that is to the left, by the fluid coming from the pilot valve through the passage 29, the water pressure will close the check valve 49 and leave only a restricted passage for the escape of fluid to the left of the piston for a large portion of its travel, thus retarding the movement of the piston and of the main valve which it 1 operates at this time.

l/Vhat I claim as new and desire to secure by Letters Patent of the United States is 1. IThe combination with a valve port and a controlling piston therefor, of a motor cylinder and piston for actuating said valve piston, means for controlling and operating said motor, a source of fluid pressure supply, an additional to-and-from controlling passage connecting said motor cylinder and said source of supply, and means for restricting the flow thro-ugh said controlling passage in one direction.

2. The combination with a valve port and a controlling valve therefor, of a motor cylinder and piston for actuating said valve, means connected to the motor cylinder on one side of its piston for operating and controlling the motor, a source of iluid pressure supply, a passage connecting the motor cylinder at the other side of its piston to said source of supply and means in said latter passage for restricting the flow in one direction.

3. rlhe combination of a three-way valve, a motor, means for operating and controlling the motor to open and close the valve in either direction, and means for retarding the movement of the motor in one of the opening or closing movements of the valve without affecting the remaining three movements, said means being directly acted upon by and controlling the liquid circulating through said valve.

4. The combination with a valve port, of a valve controlling said port, a motor comprising a cylinder and piston, means for operating the motor, said port being ncrmally in communication with the motor cylinder, an auxiliary restricted passage connecting said motor cylinder and said port, and means for automatically closing communication between the motor cylinder and said port except through said auxiliary passage, whereby the speed of the valve is controlled by said passage.

5. The combination with a valve port, of a valve controlling said port, a motor comprising a cylinder and piston, means for operating the motor, said port normally. opening to one side of the motor cylinder, an auxiliary passage between the motor cylinder and said port, means in said passage for varying the flow in opposite directions, and means :tor automatically closing communication between the motor cylinder and said port, except through said auxiliary passage, whenever the piston is moved to open said port.

6. The combination with a threeway valve, of a motor cylinder and piston, means for controlling the motor, a normally open unrestricted communication between the pressure supply and one side of the motor cylinder, an auxiliary passage between the pressure supply and the motor cylinder, and means for automatically preventing communication between the motor cylinder and said supply except through said auxiliary passage during the opening and closing of the valve in one direction.

7 The combination with a three-way valve, of a motor cylinder and piston, means for actuating and controlling the motor, a normally open unrestricted communication between the pressure supply and one side of the motor cylinder, means for restricting the flow in said passage in one direction, and means for automatically preventing com munication between the motor cylinder and said supply except through said auxiliary passage during the opening and closing of said valve in one direction.

8. The combination with a three-way valve, of a motor cylinder and piston, means for operating and controlling the motor, a normally open unrestricted communication between the pressure supply and one end of the motor cylinder, an auxiliary passage between the pressure supply and the motor cylinder, and means operated by the movement of said motor for automatically preventing communication between said motor cylinder and said supply except through said auxiliary passage during the opening and closing of said valve in one direction.

9. The combination with a three-way valve, ot' a motor cylinder and piston, a motor-controlling means, a normally open unrestricted communication between the pressure supply and the adjacent end of the motor cylinder, an auxiliary passage between the pressure supply and the motor cylinder, provided with means for restricting the flow in one direction, and means for ,automatically cutting 0H communication between the pressure supply and said end of the motor cylinder except through said auxiliary passage, when said valve is moved toward and away from one side of the center.

10. The4 combination with a three-way valve, of a motor cylinder and piston, means for controlling the motor, a portI in said valve normally open to admit supply pressure to one end of the motor cylinder, an auxiliary passage independent of said port between the supply and said end of the motor cylinder, and means for automatically closing said port to confine the supply and discharge to and from said end of the motor cylinder to said auxiliary passage whenever the three-way valve is opened and closed by movement toward and from o-ne side of its normal position.

1l. The combination with a three-way valve, of a motor cylinder and piston, means for controlling the motor, a port in said valve normally open to admit supply pressure to one end of the motor cylinder, an auxiliary passage independent of said port between the supply and said end of the motor cylinder, means for restricting the `flow in one direction through said passage, and means for automatically closing said port to confine the supply and discharge to and from said end of the motor cylinder to said auxiliary passage whenever thevthree* way valve is opened and closed by movement toward and from one side of its normal position.

12. The combination with a three-way valve, of a motor comprising a cylinder and piston for actuating the valve, controlling means for the motor, a port for admitting actuating pressure to one end of the motor cylinder, an auxiliary passage independent of said port between the supply and said end of the motor cylinder, and means carried by the valve stem for closing said port during certain movements of the valve.

13. The combination with a three-way valve having supply and discharge ports, and an intermediate toandfrom port, of a motor cylinder and piston at the supply end of the valve and normally open to the supply through the supply port, an auxiliary passage from the supply to the motor cylinder independent of the supply port, and means for closing communication to said motor cylinder except through said auxiliary passage when the supply port is in communication with said intermediate port.

14. The combination with a three-way valve, of a motor comprising a cylinder and operable to open and close the valve in either direction, means for controlling the motor, a normally open communication between the supply and one side of the motor cylinder through a plurality ot' passages, and means operative while the valve is on one side of its central position for restricting the effective number of said. passages during the movement of the valve in one direction.

15. The combination with a three-way valve, of a motor comprising a cylinder and piston, a communicating passage between the Huid pressure supply and motor cylinder and extending through the valve chamber, and means independent of the motor operative during one movement of said valve to restrict said passage, said means permitting a free flow of iiuid through said passage during another movement of the valve.

16. The combination with a three-way valve, of a motor for operating said valve and comprising a cylinder and piston, a plurality of passages establishing communication between the motor cylinder and a source of fluid pressure supply through the valve chamber, an automatic check-valve in one ot said passages and operable independently of said motor, and means for throttling the flow of fluid through the other of said passages.

17. In valve mechanism, the combination with a valve cylinder having supply and discharge ports and an intermediate port, of controlling pistons for the supply and discharge ports, a mot-or cylinder and piston, means for operating and controlling the motor to move said controlling pistons in opposite directions from their normal positions, said motor cylinder being normally in communication with the pressure supply through said supply port, a communicating passage between the supply and motor cylinder independent of the supply port, and means for cutting oit the communication with the motor cylinder through the supply port when said controlling pistons.

passage Jforming a permanentlv open connection between the motor cylinder and said source of supply, means for restricting the flow through said controlling passage in one direct-ion and additional means for restricting the liow in the opposite direction.

19. The combination with a valve and valve port, of a motor cylinder and piston, said port opening to the motor cylinder for certain positions of the valve, an auxiliary passage between the motor cylinder and said port, means for reducing the area of said passage at one point and thereby restricting the flow of fluid through said passage in one direction, independent means for reducing said passage at another point and thereby restricting the flow in the reverse direction, and a device for rendering said iirstnamed restricting means ineffective while the fluid is flowing in said reverse direction.

20. The combination with a main valve and valve stem, of aA pilot valve and valve stem, a telescoping lever connect-ing said stems, and lmeans for operating the lever.

21. The combination with a main valve and valve stem, of a pilot valve and valve stem, an extensible arm or lever connecting said stems, and an operating lever connected ,1

to said arm intermediate its ends.

22. The combination with a main valve 23. The combination with a main valve` and valve stem, of a pilot valve and valve stem, said valve stems being substantially parallel, an extensible arm connected at its ends to the valve stems, and an operating lever connected to said arm at an intermediate point in the arm.

24. The combination with a main valve and valve stem, of a pilot valve and valve stem, an extensible arm pivoted at its opposite ends to the valve stems, a rock-shaft in alinement with one of said pivots, a rockarm on the rock-shaft and pivoted to said extensible arm, and means for operating the rock-shaft.

25. The combination with a main valve and valve stem, of a pilot valve and valve stem, an extensible arm pivoted to the valve stems, arock-shaft, a yoke carried thereby and pivoted to said arm, and means for operating the rock-shaft.

26. The combination with a main valve and valve stem, of a pilot valve and valve stem, said valve stems being substantially parallel, an extensible arm piotally connected to the valve stems, and an operating lever connected to said arm, said parts being so related that the valve stems will remain substantially parallel during the4 movement of the extensible arm aboutI the main valve stem as a i'ulcrum.

27. The combination with a main valve and valve stem, of a pilot valve and valve stem, said valve stems being,` substantially parallel, an extensible arm pivoted at its ends to the valve stems, and an operating lever having its pivotal axis perpendicular to the plane of the valve stems and having one of its arms pivoted between the valve stems to said extensible arm.

` Q8. rllhe combination with a main and a pilot valve and valve stems therefor. the valve stems being substantially parallel, of an extensible arm comprising slidable or telescoping parts pivoted respectively to the valve stems, a lever having its pivotal axis perpendicular to the plane of the valve stems and in a plane of the pilot valve stem, and a pivotal connection between an arm of said lever and the part of said extensible arm connected to the pilot valve stem, said connection being so located as to effect substantially the variations in the length of the extensible arm necessary to maintain the valve stems parallel during relative longitudinal movement ot' the valve stems.

29. The combination with a pilot valve, a main valve, a source of fluid supply, a motor for actuating said main valve, and automatic means independent ot the pilot valve and its passages and between the motor and source of supply for admitting free flow to the motor in one direction and restricted liow in the other direction.

30. The combination with a pilot valve, a main valve, a source of Huid supply, a motor for actuating said main valve, a passage within the main valve casing to the motor, and automatic means in said passage for admitting` free flow to the motor in one direct-ion and restricted flow in the other direction.

31. The combination of a pilot valve, a main valve, a source of fluid supply, a motor for actuating said main valve, a passage connecting' said source of supply and motor independently of the pilot valve, a check valve opening in the directionl of the motor and controlling,` said passage, and means permitting a restricted flow of fluid in the opposite movement of the motor.

32. The combination with a pilot valve, a main valve, a motor for actuating said main valve, a passage between the main valve and the motor, and a check valve in such passage opening' freely in one direction of the movement of the motor and closing` in the opposite direction of such movement, and means to permit a slow escape of liquid during said movement of the motor while the check valve is closed. v

In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses.

EDVVN S. MATTHEVS.

lVitnesses JOHN F. RULE, W. H. BRADY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.

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