US118503A - Improvement in revolving-cylinder engines - Google Patents

Description

9 L5M. V axe/2.

im 1. ALLoN'As. & WILLIAM lBAUMAN.

Steaml Engine.

No. 118,503. Patented Aug. 29,1871.

UNITED STATES PATENT OFFICE.

IMPROVEMENT IN REVOLVlNG-CVLINDER ENGINES.

Specication forming part of Letters Patent No. 118,503, dated August 29, 1871.

To all whom it may concern:

Be it known that we, JOSEPH ALLONAS and WILLIAM BAUMAN, both of Manseld, county of Richland, State of Ohio, have invented certain new and useful Improvements in Revolving-CyL inder Engines, of which the following is a full, clear, and exact description, reference being had to the accompanying' drawing making part of this specification, in which- Figure lis a perspective view of our improved engine with a portion of the inclosing-shell or drum broken away. Fig. 2 is a vertical section taken longitudinally of the axis upon which it is mounted. Fig. 3 is a transverse section on line w y, Fig. 2. Fig. 4 is a detached view of the collar in which the induction and eduction-ports or ways are formed and Fig. 5 is one of the supporting-standards. v

Similar letters of reference denote corresponding parts in all the figures.

The invention relates to that class of steamengines ordinarily known as revolving-cylinder engines; and consists in certain novel features of construction and arrangement, which will be fullyv explained hereinafter.

In the drawing, A A1 A2 is a shell or drum, 011e head, A2, of which is removable at will, and is secured to the body A and the stationary head by means of bolts a or equivalent devices. B Bl are stub-axles or shafts upon which the drum is mounted in standards C C', these standards being secured to a bedplate, D, or other suitable foundation. Axle B is rigidly attached centrally to the drum and turns with it. Shaft B is not attached to the drum, but is held fast in standard C by a set-screw, c, and, projecting through the head A2, serves as a support for that side of the drum. The inner end of shaft B is provided with a crank-arm, b, for a purpose which will soon be explained. E is a steam-cylinder, similar in its construction to those in general use in reciprocating or oscillating engines, and arranged centrally within the drum. El is a piston, working' in cylinder E. E2 is a piston-rod; e5, a stuifing-box; e4, a cross-head; and e2, a pitman, connected at one end with cross-head e4, and at the other with crank-arm b. e e1 are steam-ways or throats in each end of the cylinder. (See Fig. 2.) F F are ways which the cross-head traverses, said ways being supported upon posts F', they being in turn secured to the inner face of head A1 by suitable devices. Cylinder E is formed in one piece with or rigidly attached to a plate, Gr, by means of which it (the cylinder) is secured to the drum, and for the purpose of effectually maintaining said cylinder in proper position, we provide plate G or the cylinder with a boss or hub, g, which iits into a corresponding recess in head A1, as shown in Fig. 2, care being taken to so locate the cylinder that its center shall be coincident with the axis of shafts B B". H is the valve, circular in form, and attached to the head '.A, with its center of rotation coincident with that of the drum and cylinder. The valve is provided with two steam-ways or throats, h 71/, placed diametrically opposite to each other, and connect with and forming continuations of throats e el, their outer openings being on the periphery of the valve. In Fig. 2 the shaft B is represented as being made in one piece with valve H, but in practice we may prefer to make the valve separate and run the shaft through it. I is the valve-collar, shown detached in Fig. 4. It is provided with an induction-pipe, I1, and an eductionpipe, I2. These pipes communicate respectively with an induction-port, il, and an ednction-port, i2, form ed in the inner side of the collar. Inductionport il and its connection with pipe I1 are plainly shown in Fig. 4, both of the ports and pipes being shown in section in Fig. 3. Collar I is divided at its lower side and united by means of screw i, which engages with lugs formed upon the collar, thereby making the collar adjustable. rIhe ports do not extend entirely around the interior of the ring, but are divided by blanks, as shown plainly at i3, Fig. 4, the blank at one side (in this instance at the top) being equal in length to the length of the throats -in the valve; but, when preferred, the blank i3 at the opposite side may be made of greater length in order that it may act as a cut-off, as will be explained. rIhe. collar is provided upon each side with grooves i5 for the reception of a suitable packing to make the joints steam-tight. (See Fig. 2.) K is a plate or cap covering the outer face of valve H and overlapping collar I for the purpose of securing the collar in place, the cap being fastened to the valve by screws. L is a yoke-piece or bracket mounted upon standard B, and provid ed with two inwardly-proj ectin g spurs, l, which engage with sockets i in collar I and prevent it (the collar) om turning with the drum when the engine is in motion. M, Fig. 2, is a counterpoise, placed in the shell to counterbalance the Weight of the ways F F.

In the drawing, the engine is shown in two positions. In Fig. 3 it is shown on a dead-center, and it will bel seen by an inspection of the drawing that the mouth of throat e L is fully covered by the blank between the ports in the collar.

If, now, the drum be moved in the direction indicated by the arrow in Figs. l and 3 steam will be admitted to the cylinder at the front or stuffing-box end, and as the piston is driven backward a rotary motionds imparted to the Ydrum through pitman e2, as will be readily understood by reference to the drawing. At the same time that steam is given to the front end of the cylinder, throat e1 lL is presented to eduction-port i2, so that the air or steam contained in the cylinder may escape, the exhaust taking place until throat el h is covered by blank 114, the position of the parts now being just the reverse of that shown in Fig. 3, when a slight advance of the engine will admit steam through throat e1 h to the rear end of the cylinder, and thus complete the revolution of the drum. The length of the eduction-port is such that exhaust takes plac during the entire stroke of the piston in either direction, but the induction-port is somewhat shorter, the blank at the lower side of collar. I being the longer, (as has been stated above,) so that the engine takes steam only during a portion of the stroke, using the expansive force of the steam during the remainder.

It will be evident that the point at which steam is admitted through the valve I must remain uniform as regards the rotation of the drum, but that the point at which the engine passes its dead-center may be varied by changing the position of crank-arm b,- therefore, thepoint at which the steam is made effective upon the piston, or, in other words, the lead,7 may be regulated at will, and, at the same time, the point at which the steam is cut off is determined.

Having now described our invention, what we claim as new, and desire to secure by Letters Patent, is-

l. In combination with the drum, the cylinder E, arranged centrally within the drum and secured thereto by means of plate G and hub or boss g, substantially as described.

2. The combination of the revolving drum, the shafts B B', cylinder E, crank-arm b, and connecting devices, substantially as described.

3. In combination with the drum and cylinder, the circular valve H, collar I provided with ports l i2, and the bracket L, substantially as described.

In testimony whereof we have hereunto set our hands this 12th day of May, 1871.

JOSEPH ALLONAS.

Witnesses: WILLIAM BAUMAN.

V. GUTZWILER, Jr., R. P. McCRoRY.

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