US349898A - pendleton - Google Patents

Description

2 Sheets Sheet 1.

(No Model.)

J. H. PENDLETON.

VALVE GEAR.

No. 849,898. Patented Sept. 28, 1886.

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(No Model.) l 2 Sheets-Sheet 2. J. H. PENDLETON.

VALVE GEAR.

N0. 349,898. Patented Sept. 28, 1886.

E K Se r .5 tu 5 #N te n Nirnn STATES JOHN H. PENDLETON, OF BROOKLYN, ASSIGNOR TO IIIMSELF, AND CORNELIUS TIERS AND ALEXANDER H. TIERS, BOTH OF NEV YORK, N. Y.

VALVE-GEAR.

SPECIFICATION forming part of Letters Patent No. 349,898, dated September 28, 1886.

Application filed January 9, 1886. Serial No. 188,066.

To all whom it may concern:

Be it known that I, JOHN H. PENDLETON, of Brooklyn, in the county of Kings and State of New York, have invented an Improvement in Valve-Gears for Steam-Engines, of which the following is a specification.

The object of this invention is to connect two engine-cylinders and their valves in such a manner as to be mutually dependent upon each other for causing the engines to move in harmony, either with or without connectingrods, cranks, and a shaft, so that one engine will be about half the stroke in advance of the other engine, and one piston will be near the middle of the cylinder while the other is 1in ishing the stroke, the parts being constructed so that the engines can be run in either direction and the valves operated to cut off the steam sooner or later in the stroke of each piston.

My improvement is also available with a single engine as a means for cutting oit` the steam and accelerating and retarding the movements of the valve.

By accomplishing the aforesaid objects I am enabled to run two engine-cylinders in the proper relation one to the other, to economize the use of the steam, and to insure the uniformity of action, especially in direct pumping-engines, and to vary the stroke of the valve and eut-off action according to the power required in the engine.

In the drawings, Figure l is an elevation of the links and connections and a section of the cylinder, valve-chest, and valve of the first engine; and Fig. 2 is a diagram representing the parts of the second engine and the relative positions of the parts of the first engine by dotted lines. Fig. 3 is a plan View of the rods and connections to the valve-rods, and Fig. 4 illustrates the manner of connecting the links in a locomotive.

A represents the piston, B the piston-rod, and C the cross-head.

H is an ordinary slide-valve, the interior measurement of which corresponds to the distance between the ports 1 and 2, so that the eX- haust by the port 3 is opened from either the port 1 or 2 by a slight movement of the Valve in either direction from a central position;

(No model.)

but the faces of the valve are wider than the respective ports l or 2, so as to allow for cutting off the steam and working eXpansively, in the manner usual with steam-eugiues- From the cross-head C a link, D, extends to the lever E upon the rock-shaft F, and from the upper end of this lever E a connecting-rod, G, passes to the valve-rod lever I, which lever I is pivoted to and rocks upon the outer end of the valve-rod K. The rock-shaft F passes 6o over to the opposite engine and receives the variable link-lever L. The parts of the second engine correspond to those of the first, as before described, and the rock-shaft F of the second engine receives upon one end the lever Eof the second engine, and upon the other end the variable lever-link L of the rst engine, and from the Variable lever-link L is a connecting-rod, M, to the lower end of the valverod lever I. It will now be understood that 7o the rock-shaft F receives a motion from the cross-head C of the first engine, and that the roclrshaft F receives a motion from the vcross-head C of the second engine, and that the lever E of the first engine, acting through the link G upon the long end of the valverod lever I, gives to the valve H a slower motion than that which is given by the connecting-rod M, and the said lever I would simply swing on its pivot and the valve 8o Would not be moved at allwere it not for the connecting-rod M,that extends from the lower end of the valve-rod lever I to the variable link-lever L. If the pivot-bolt 4 of this connecting-rod M were connected at the center of the rock-shaft F, said link M would remain stationary, and the joint 5 at the other end Would simply form a pivot for the valve-rod lever I, and the valve H would only receive motion from its own engine through the link 9o D, lever E, connecting-rod G, and valve-rod lever I, and in this position each engine would operate separately, and neither one would act to regulate the other, and the proportion of the parts is such that the valve II would receive such a slight motion as to barely uncover the end of the steam-ports and then immediately cut off the steam.

Although the pivot-bolt 4t is intended to be adjustable upon the variable link-lever L, so loo Bearing in mind the foregoing statements,

it will now be apparent that when the piston A of the first engine approaches the end of its stroke and is moving slowly the lever E will be inclined in one direction, as in Fig. 1, to its greatest extent, and by the link G and valve-rod lever I will have moved the valve H as far as the lever E is capable of acting to open the steam-port 2, and that as soon as the piston A commences to return areverse movement of the parts will be given that would tend to close said port 2; but in consequence of the piston A' of the second engine, Fig. 2, being' at this time in the middle of its stroke, the rock-shaft F is being moved rapidly by the lever E' and link D', and thevariablelinklever L of the first engine now acts through the link M to open the valve H rapidly to the full amount desired, and the extent of motion will depend upon the distance of the pivot 4 from the center of the rock-shaft F'. The two engines are now moving in thesame direction; but the link G is going one way and the link M the other way, and the motion that is given to the valve arises from the difference in the lengths of the two ends of the valve-rod lever Ik, and as the piston A of the second engine commences to and moves slowly toward the end of its stroke and finally stops, the pivot 5 of the rst engine becomes quiescent, and the piston A and cross-head C of the first engine, acting through the. link D, lever E, link G, and valve-rod lever I, cut oft' the steam by closing the port 2. By the time the pistonA of thelirstengine completesits stroke and the lever E is inclined in the opposite direction, and bythe link G and lever I have moved the valve H and just opened the port 1, the piston A' of the second engine is near the middle of its stroke, and it is moving the most rapidly,and it acts, through the rock-shaft F', variable link-lever L, and connecting-rod M, to open the port 1 of the rst engine rapidly while the piston A of the'tirst engine is moving in the opposite direction, and when it has nearly reached the center of its motion its lrapid movement cuts off the steam fromits own port 1, and at this time the piston A' of the second engine is yalmost quiescent, and the rapid movement of `the piston A also causes the steam to be admitted rapidly to the second engine by the motion given from the rockshaft F, through the variable lever L', link M', lever L,and rod K', to the valve H of the second engine. By this arrangement the rapid movement of one engine at the middle portion of its stroke causes the valve of the other or second engine to open rapidly for lettingin the steam, and the said valve of the second engine is moved rapidly to effect the cut-off by its own piston at the time that it is near the middle of the stroke, and one engine controls the motion of the other to such an extent that they will move in harmony, the same as if united by ashaft with cranks at right angles to each other, and it is to be understood that a shaft, Q, cranks R R' at right angles to each other, and connecting-rods S S', can be made use of with thev valve-motion-aforesaid, if desired; but they are not necessary. The mctions given to the valve H' of the second engine by the connection to its own cross head C' and to the variable link-lever L' upon the `rock-shaft F are the counterparts of those heretofore described as given to the valve and parts of the first engine; and Ifurther remark that the pivot pin or bolt 4 may be changed from time t0 time, 'as required, nearer to or farther from the axis of the cross-shaft, according to the quantity of steam to be admitted to the cylinders previous to being cut oft, the cut-o acting the soonest when the pivotbolt 4 is nearest to the axis of the rock-shaft F or F', and the reverse when placed -farther away. If the links M and M' are connected to the variable link-levers L and L by the pivot-bolts 4 at opposite sides of the rock-shafts F F to those shown, the engines will move in the opposite directions, and the crank-shaft and cranks, if made use of, will be revolved the other way. Should it be desired to slot the Variable lever-links L L', the pivot-bolts 4 may be upon blocks sliding within such slotted variable link-levers, similanto the slotted links employed in locomotives; and in Fig.'4 I have shown thereversing-shaft 'I,with the connecting-rod T', that is to pass to the reversing-lever in the cab, and the crank-arms U U' and rods V V' connect to the respective links M M', so as to raise and lower them and the pivot-blocks in the slotted lever-links L L. The reversing-shaft T may ,be above the locomotiveboilerV W, as shown. If the shaft F' is made as a tube, the shaft Fmay pass through the same,.the links and rods being changed to the proper length, the levers E and L' on the solid shaft F coming outside the levers E' L upon the tubular shaft.

When the present improvements are used with a` single engine, it is necessaryto employ a crank and shaft, and place the eccentric in advance of the crank about ninety degrees, and to connect this eccentric with thevariable lever-link L, as shown by dotted lines, Fig. 1, so that this lever-link L receives from the eccentric the same movement that it receives from the cross-head of the second engine through the shaft F', lever E', and con-- necting rod or link D'. When this is done, the movements before described will be given to the valve of the one engine, and the point of cut-off can be varied and the relative accel- IOO IIO

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erated and retarded movements before described are imparted to the valve of the one engine.

I do not claim a valve-gear in which two engines are caused to run in harmony, the valve of each engine being partially controlled by the other as the link-rocker of one engine has been moved by a shaft and lever-connection to the cross-head of the other engine. In this case two rocker-shafts and two cross-lever shafts became necessary. In my improvements I am able to simplify the construction and lessen the cost, because I only require two shafts instead of four, each shaft having a lever-connection at one end and a link-connection at the other end.`

I claim as my invention- 1. The combination, with two engine-cylinders, their valves and pistons, of the rockshafts FF', levers E E', and links D D', for connecting the rock-shafts to the respective cross-heads, the links G G', valve-rod levers I I', connecting-rods M M', and the link-levers L L', substantially as specified, thelinlr-levers L L' being on opposite ends of the respective shafts F F', and the levers E E on the other ends of such shafts, substantially as set forth.

2. The combination, with the valves, valverods, lever and link connections, of the two cross-shafts F F', having upon their opposite ends the lever-links, and the cross-shaft I, lever-arms U U', passing off in opposite directions from the crossshaft, and the connectingrods to the respective link-connections, substantially as specified, for raising one link-connection and depressing the other in reversing the engine, substantially as specified.

Signed by me this 6th day of January, A. D. 1886.

J. H. PENDLETON.

Vitnesses:

GEO. T. PINCKNEY, VALLACE L. SERRELL.

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