US1015993A - Steam-engine. - Google Patents

Description

E. W. CONKELL.

STEAM ENGINE.

APPLIOATION FILED FEB. a, 1911.

v1,015,993, Patented 13411.30, 1912.

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E. W. GONKELL.

' STEAM ENGINE.

APPLICATION FILED PEB. 8, 1911.

1,01 5,993-, Patented Jan. 30, 191-2.

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STEAM ENGINE.

APPLICATION FILED FEB. 8, 1911. 1,015,993. Patented Ja11.30, 1912.

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my? WIW UNITED STATES FATEN'I FFICE.

ELIAS W. CONKELL, 0F CANTON, OHIO, ASSIGNOR OF ONE-FOURTH TO JACOB J. HEIN AND ONE-FOURTH TO WILLIAM A. HAMMERLY, BOTH OF CANTON, OHIO.

STEAM-ENGINE Application filed February 8, 1911.

To all whom it may concern Be it known that I, ELIAS W. CONKELL, a citizen of the United States, residing at Canton, in the county of Stark and State of Ohio, have invented a new and useful Steam- Fngine, of which the following is a specification.

My invention relates to improvements in steam engines adapted for the operation of pumps and the like, although my invention may be embodied in steam engines for other purposes.

More specifically the invention refers to steam engines in which a balanced, steam actuated valve is employed for the control of the, ports of the cylinder.

The objects of my invention are to generally improve steam engines of the character mentioned, to provide a steam engine of few and simple parts in which the amount of energy required to actuate the valves is reduced to a minimum, a main, steam balanced cylinder port controlling valve being controlled in its movements by an auxiliary valve directly mechanically actuated by the piston in its movements.

A further important object of the invention is to provide a steam engine of the simplex type readily adapted to be used with a second similar engine, the two engines being connected in such watT as to produce a duplex steam engine of improved design.

These objects together with other objectsl which will be readily apparent to those skilled in the art I attain by the construction illustrated in the accompanying drawings, although my invention may be embodied in other forms, the construction illustrated being chosen by way of example.

In the drawings Figure 1 is a longitudinal vertical sectional view of a steam engine embodying my invention as used in connection with a water end for pumping, the water end being broken away, and the piston in the cylinder illustrated in position as itis after it has just started on its forward stroke. Fig. 2 is a similar view illustrating the piston at a point near the forward limit of its stroke. Fig. 8 is a similar view showing the piston on its backward stroke. Fig. 4 is-a horizontal section on the line 4 4 of Fig. 3. Fig. 5 is a vertical section on the line 5 5 of Fig. 3. Fig. 6 is a horizontal sectional View through two steam engines made in accordance with my invention and Specification of Letters Patent.

Patented Jan. 30, 1912.

Serial No. 607,254.

Taking up, in the first place, a description of the simplex type of engine the numeral 1 indicates a cylinder provided with the rear head 2 and the front head 3 of the usual construction. At the rear end of the cylinder l and on the upper side thereof is the port 4 while at the front end of said cylinder and at the upper side is the port 5. More detailed description of said ports will hereinafter be given. Midway between the ends of the cylinder 1 andon the upper side thereof is the auxiliary exhaust port 6 for the main, steam balanced, cylinder port controlling valve hereinafter more fully explained. Adjacent the port 6 and longitudinally spaced therefrom, one on each side, are the auxiliary ports 7 and 8, also for the main controlling valve, the said ports 6, 7 and 8 having nothing to do directly with the control of steam inlet or outlet for the cylinder l, but only being used for actuating the main balanced valve.

Within the cylinder 1 is arranged a piston provided with two longitudinally spaced heads, the rear head 9 and the front head 10 both connected to the piston rod l1 which extends through the front head -3 which is provided with a stuffing box 12 of any usual construction. The piston rod 11 extends forward from the head 3 and may be connected to the operative mechanism of the pump end 13, or any other device which it is desired to actuate by said piston rod.

Forthe purpose of holding the heads 9 and 10 in proper relative position and t0 increase-the stability of the piston structure brace rods yextend between said heads and are fastened thereto. rlhe preferable arrangement of said brace rods is illustrated in the drawings, Fig. 5 most clearly showing the positions of the various rods. In said Fig. 5 it will be noted that the rods 14 and 15 are at the bottom side of the cylinder and the rods 16 and 17 at the top. The rods 16 and 17 are spaced from each other, are

parallel, and have oppositely disposed 't'aoes arranged substantially in planes radial with reference to the bore ot the cylinder, This construction is clearly illustrated in Fig. Arranged between the rods 1G and 17 is the D valve 1S the outer side walls oit which are arranged in planes radial with reference to the bore of the cylinder so as to contorni to the said oppositelv disposed taces oi the rods 16 and 1T, and which valve is held in engagement with the top wall ot the cylinder by means ot the said rods 16 and 1'? while permitted to slide loi'igitrulinally with reterenre to said rods and with reference to said wall. Said valve is et such size as to extend over and inter-connect the port (5 with either one or the other ot the ports 7 and S for the purpose which will presently be explained.

It should be noted that the valve 18 is provided at each end with a lug 10 adapted to be engaged by the heads ot the piston tor the purpose ot slidably moving said valve, as will hereinafter appear. For the purpose ot conducting live steam to the engine the pipe Q0 is provided, which is connected to the steam chest 91, upon which is mounted the main valve casing the steam chest 21 and said casing being preferably cast integrally as illustrated iu the drawings. in the steam chest.- 21 is a longitudinally disposed cored out live steam passage into which the steam is admitted trom the said pipe Q0. '.llhe passage 211 permanently connects the interior ot the cylinder 1 between the piston heads and 10 with the live steam supply within the passage 23 so that at all times steam pressure is maintained between said piston heads while having no eiliect upon said heads, as the space between said heads remains uniftu'n'i at all times. ghe main valve casing is provided with a longitudinally disposed bored valve cylinder provided at each end with a stationary head 2G screwed into said cylinder, or otherwise mechanically connected. At the two ends o1 the cored out passage ports 27 and 2S, to the rear and to the front of the center of the cylinder' 25 are provided, which ports are adapted, when uncovered, to conduct live steam Yfrom the passage 23 into said cylinder Q5. in the steam chest Q1 are also provided the main steam passages 29 and 80, which are longitudinally disposed, the rear passage 29 being connected with the rear port in the cylinder 1 and the front passage 30 being connected with the front port 5 in said cylinder. it the opposite ends ot the passages and 30 the ports 31 and 32 connect said passages with the interior of the valve cylinder Extending through the body ot the casing constituting the steam chest and through that portion thereof which separates the passage 23 from the passages 29 and 30 are the auxiliary passages 353 and. 311:, the passage 33 connecting the port S with the rear end ot the valve cylinder and the passage 3stconnecting the port 7 with the front end ot said cylinder 25.

ln the steam chest 21, on the opposite side from that into which the pipe 2O enters is arranged the general exhaust passage from which the pipe 36 carries the exhaust steam into the atmosphere or a condenser or the lil'e, as may be preferred. The exhaust port (3 in the cylinder 1 is connected with the exhaust imssage as is also theI exhaust port 35 in the valve cylinder lVithin the valve cylinder is arranged a balanced piston valve which is provided with tour heads indicated by the numerals 37, 3S, 39 and 40 respectively, it'rom rear to trent. It will be noted from an inspection of the drawings thatthe said heads are siisaced from each other substantially equal. distances and that the cylinder Q5 is longer than the entire piston valve by an extent substantially equal to the distance between any two heads of the valve. llVhen the valve is in its extreme forward position, as illustrated in Fig. 1 the port 31 will be connected with the port 2T peri'nitting live steam to pass trom the passage Q3 through the spa-ce between the heads 37 and 38, through the port 31 into the passage Q9 and ,thence into the rear end of the cylinder 1 behind the rear piston head 9. This will cause the piston within the cylinder 1 to move forward, the exhaust steam from in 'front of the piston head 1() exhausting` through the port 5, the passage 30, the port 3:2, the space between the heads 38 and 89, the exhaust port -il-1 and the general exhaust passage 35, and thence out through the pipe 3G. Tt-Vhen the piston has moved forward until it has attained the position. illustrated in Fig. 2 the rear head 9 will come into engagement with. the D valve 18, which, by the further tor- Yard movement oit the piston will. be slidably moved into the position illustrated in Fig. 3, connect-ing the ports G and 8 and unc r vering the port T. Live steam Aunder pressure being constantly maintained between the heads 9 and 10, said steam will enter through the port i' into the auxiliary passage 34, and thence into the valve cylinder 25 in trent of the head 40 of the piston val ve. rEhe piston valve will thus be immediately moved backward into the piston illustrated in Fig. 3, the steam back of the head 3T exhausting through the auxiliary passage and the port 3, through the valve 18, and thence out through the exhaust passage and exhaust pipe 3G. As soon as the piston valve has been thus moved to its rear position as illustrated in Fig. 3 steam will be admitted trom the passage 23, the port 28, the space between the heads 39 and e0, the port 82, the passage 30 and the port 2 determined limits.

5 into the cylinder 1 in front ot the piston head 10, thus causing the piston within the cylinder 1 to move backwardly, the steam back of the head 9 exhausting through the port 4, the passage 29, the port 31, the space between the heads 38 and 39 and the exhaust port 41 into the general exhaust passage 35 and ont through the pipe 36. As the piston within the cylinder 1 nears the end of its rear stroke the head 10 comes into engagement with the valve 18 and slidably moves said valve backward so as to connect the ports 6 and 7 and uncover the port 8, as illustrated in Fig. 1. In this position live steam will be admitted from between the heads 9 and 10 through the port 8 and the auxiliary passage 33 into the rear end ot the cylinder back of the head 37, thus driving the piston valve forwardly into the position illustrated in Fig. 1, the steam in front of the head exhausting through the auxiliary7 passage 34, the port 7, the valve 18 and the port 6 into the passage 85 and thence out through the exhaust pipe 36. Then the piston valve is thus disposed at the front end of the cylinder 25 live steam will be admitted into the cylinder 1 behind the piston head 9 which will be driven forward, as hereinbetore described, thus comple-ting a cycle of operation.

Attention should be called to the tact that it is desirable to limit the possible movement of the valve 18 by some suitable means so that it may not move beyond its pre- For this purpose I employ a limiting pin 42 which extends through the wall of the cylinder 1 and has its inner end extending into the hollow of said valve 18, thus preventing the valve from moving too far either `forwardly or backwardly. The valve 18 is relatively small and requires but little force to move it. It is positive in operation and is ,so directly actuated by the piston heads as to insure absolutely accurate timing after the engine has been once constructed and set up. The piston valve, as will be readily understood, is balanced and requires very little force to move it. The live steaniunder pressure acting against the heads 37 and 40 in the ends of the cylinder 25 actuates said piston valve both positively and quickly. In fact the piston valve is almost instantaneous in its movements. By an inspection of the drawings it will be noted that the cylinder wall adjacent the ports 4 and 5 is cut away slightly substantially to the heads Q and 3 to permit the steam to enter the cylinder between the head thereof and the head of the piston at either end. With theses facts in mind it will be readily understood that the device operates in a posi tive and satisfactory manner without any undue valve friction and with the minimum loss of energy within the device itself.

As hereinbefore stated two of my invented engines may be inter-connected in such way as to produce a duplex steam engine of improved design. In Figs. 6, 7 and 8 the arrangement and inter-connection of two ot my simplex engines to produce a duplex engine are shown. In said figures one of the two engines going to malte up the duplex engine is designated A while the other is designated B. In constructing a duplex engine the two simplex engines A and B each constructed in all of its parts similarly to the simplex engine hereinbetore described, are arranged side by side with their axes parallel and their piston rods extending forwardly in the same direction. The essential requirement for producing duplex action by the two engines is then merely to Vmake such interconnections between the two engines and their parts that the D valve actuated by the piston heads in each engine will control the steam supply for actuating the piston valve on the other engine. To accomplish this result I arrange in each steam chest two small valves 43a, 44'L and 43h, 44b by which the ports 7 and 8 in each engine may be cut oit from connection with their auxiliarly passages 38 and 34, thus shutting off connection between each cylinder and the piston valve cylinder mounted upon it. To accomplish the cross or inter-connection between the piston valve cylinder on each side and the D valve in the engine on the other side the ducts 45, 46, 47 and 48 are provided. The said ducts may be made of pipes as shown in the drawings, or otherwise, the pipes shown in the drawings being one of the possible forms of construction. The duct 45 is connected at one end with the port 7 of the engine B and at the other end with the rear end ot the piston valve cylinder on engine A. The duct 46 is connected at one end with the port-8 of engine A and at the other end with the rear end of the piston valve cylinder on engine B. The duct 47 is connected at one end with the port 7 ot engine A and at the other end with the front end of the piston valve cylinder on engine B. The duct 48 is connected at one end with the port 8 of engine B and at the other end with the front end of the piston valve cylinder on engine A. On each of the ducts 45,l 46, 47 and 48 a valve 49 is provided whereby the passage through said duct may be closed. The two engines and their inter-connections being arranged as `iust described and the valves 43a, 44a, 43h, 44h closed and the valves 49 open the D valve 18 in each engine will control the supply of steam Jfor actuating the piston valve on the other engine as will be readily understood by those skilled in the art, whereupon duplex operation of the two simplex engines will be produced. Should it be desired at any time to operate only one of the engines or to operate the two engines as a pair of simplex engines the valves 1-9 may be closed and the valves 43a, 44a, 43h, ll) open, whereupon steain inter-Conner:tion between the` two engines will be out oit and appropriate Connections established in each engine to Cause it to operate a siinplet engine, as will be readily understood by those skilled in the art in view of the description hereinbefore given as to the structure and operation ot the siinpleX engine illustrated in Figs. l to 5 inclusive.

I claim:-

In a device of the character described two engines arranged side by side, each engine having a cylinder, a spaced-headed piston in said cylinder, said Cylinder prorided with ports `for Conducting piston-actuating steam into and Jfreni said Cylinder, said Cylinder also provided with auxiliary ports intermediate the heads ot said piston, a steani-aetuated piston-valve on the outside of said cylinder, said piston-valve connected with the said ports in said Cylinder by niain steam-conducting passages, said piston-valve adapted to Control the piston-actuating steain supply to and 'from said cylinder through said inain passages, means for Conducting steain under pressure into said Cylinder between the spaced heads of the piston, an auxiliary valre located wholly within said cylinder between the spaced heads of said piston and adapted to be bodily inoved by the spaced heads oit said piston to open and close said auxiliary ports in said Cylinder to Control the steani supply troni. between said spaced heads through said auxiliary ports, said auxiliary ports and said piston-valve conneeted by auxiliary steain-eoinflnoting passages, means for connecting the steam-actuated pistonwalve oit each engine with the auxiliary ports in the cylinder of the other engine by supplemental, auxiliary steameondueting passages, ineans for opening and closing said auxiliary steam-conducting passages, and ineans i'or opening and Closing said siulpleinental, auxiliary steani eondueting` passages. i

in testimony that I elaini the above, l have hereunto subseribed iny naine in the presence of two witnesses.

ELIAS lll. CONKELL.

lVitnessos WILLIAM H. MILLER, InnNn LUTZ.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents. Washington, D. C4.

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