US127153A - Improvement in steam pumping-engines - Google Patents

Description

3Sheets--Sheei1.. GEORGE H. & CHARLES P. DEANE. Improvement in-Steam-Pumping Engine. No, 127,153, Patented May 28,1872.

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Improvement in Steam-Pumping Engine. N0 127,153. Patented May 28,1872.

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GEORGE H. DEANE AND CHARLES P. DEANE, OF SPRINGFIELD, MASS.

IMPROVEMENT IN STEAM PUMPING-ENGINES.

Specification forming part of Letters Patent No. 127,153, dated May 28, 1872; antedated May24, 1872.

To all whom "it may concern:

Be it known that we, GEORGE H. DEANE and CHARLES P. DEANE, of Springfield, in the State of Massachusetts, have invented certain new and useful Improvements in Steam Pumpin g-Engines; and we hereby declare that the following is a full and correct dcscription of the same, reference being had to the accompanyin g drawing, in which- Figure 1, Sheet 1, is a side elevation of the pumping-engine, important parts being shown in section. Fig. 2, Sheet 2, is a similar elevation, showing the reversed or discharge side of the pump. Figs. 3, 4, and 5, Sheet 3, are side, end, and top views, showing the cut-off and secondary valves and secondary piston, and their connections with the moving leverin modified relative positions and arrangement. Fig. 6, Sheet 1, shows the form and position of the openings of the main ports into the cylinder in Figs. 1 and 2. Fig. 7, Sheet 1, is atop view, showing a plan of the seats of the main and cut-off valves, Fig. l; and also showing the valves'themselves, and their relations to each other. and to the seats. Fig. 8, Sheet 1, is a cross section of the seats and of the cutoff valve seen in Fig. 7 showing the manner in which the ports are connected below the seats. Fig. 9, Sheet 3, shows a modified form of the cutoff valve and seat, and arrangement of same with the main valve and seat. Figs. 10 and able connecting-rod seen in Fig. 3. Fig. 12, Sheet 3, is a transverse vertical section of the pump at the line was, Fig.'l3. Fig. 13, Sheet 3, is a horizontal sectional view of the pump, showing the relations of the parts. Fig. 14, Sheet 3, is a sketch of the detachable hinge-valve, showing the construction and arrangement of its attached pivots with their bearin gs or sock ets. Fig. 15, Sheet 3, shows the hinge-valve with canvas face, and its arrangement in respect to the seat. Figs. 16 and 17, Sheet 3, show a round valve with canvas face. Fig. 18, Sheet 3, shows in section around valve composed of several pieces of thick canvas stitched together. Fig. 19, Sheet 3, shows the valve so constructed that the cloth or other material of the face may be easily changed.

1 Our invention consists in an improved arran gement and combination, herein described,

of the steam-valves and secondary piston with the connections thereto from the main piston of a steam pumpingengine, whereby the use of a continuously-moved secondary valve .is made more convenient and practicable; and further consists in so controlling, by means of cut-offs, the steam passing into and out of the main cylinder as to cause a temporary retardation or pause in the movement of the main piston and pump-piston connected therewith, when near and at the end of one and beginnin g of another stroke, whereby the pumpvalves are allowed to fall to their seatsbefore any considerable recession or falling back of the water can take place; and thus the serious concussion and strain (when the weight ofthe water or the resisting pressure is great) resulting from such recession, and the sudden arrest thereof by the closing of the valves,are mainly, if not wholly, avoided, while the damaging effects often resulting from the main piston striking its cylinder-heads when moving at a high speed. are incidentally, by the same means, prevented; and our invention further consists in thecombination herein described, with a steam-piston and pump-piston, of a cutoff so arranged as'to act as an automatic stopmotion,wherebythepumping-engineis brought instantly to rest or to a slow movement upon the loss of its load and further consists in an improved arrangement of the suction and discharge-valves, relativelyto each other and to the water-cylinder and passages to and from the same, whereby, the suction-valves being placed higher than the discharge-valves, and the passages from the former opening into the upper part of the cylinder, and the passages to. the discharge-valves opening out of the lower part of the cylinder, a free, unimpeded, and mainly-descending course is provided for any obstructing objects, not too large to enter the pump, that may be brought to it through the suction-pipe, so that in pumping water from the hold of a ship, or from mines or other places where stones, nails, pieces of wood or coal, or other obstructing objects are raised with the water, the vexation and delay occasioned by the frequent necessity of opening and clearing the pump are avoided, as such objects will ordinarily pass through without lodgment and be dischargedwith the water; and our invention further consists in an improved construction and arrangement of detachab lecovers and cover-holders for the handopenings in the pump, whereby the valves are easily reached for examination; and also in an improved mode of connecting hinge-valves to the body of the pump, so as to admit-got quick and easy detachment.

. To enable'others skilled in the art to make and use our improvements, we will now describe the construction and operation of our improved pumping-engine.

Referring to Fig. 1 of the drawing, A is the main piston of the engine; B, its cylinder; and

' movement, While, during the greater part of its movement, which is a continuous one, its ports arewholly closed. 2 z are chambers in valve G, and y y recesses in its seat, whereby the ports d and e are alternately supplied with steam; and connected with the exhaust. a a are the'main-cylinder ports, controlled by the mainvalve. b b are ports supplying steam to the'main valve, which steam is received through passages below the seat, communicating with the chest by port-s controlled by the cutoff valve D. main valve, communicating with the exhaustpipe through a passage below the seat and ports connected and controlled by the cut-off valveD. d and e are the ports of the secondary cylinder F, controlled by the valve Gr. f is the exhaust-port of valve G. X is the steamchest, X communicating therewith. g g are rods connecting valve G with lever J, which is pivoted at z to the support K, attached firmly to the frame of the engine. The rods 9 may be one rod if the lever J be slotted at the joint h. k k are rods, or may be one rod, connecting the cut-off valve with lever J. m m are collars on rod It, to strike the connection a, and thereby move contingently the piston E j if, and whenever, it fails to be moved with suflicient promptness by the operation of its valve G, as described in a patent heretofore granted to Charles P. Deane. The connection n is attached to piston E, and receives into its lower part a stem from the top of the main valve 0, while the rod 7.; works freely through an opening in the connection and in the stem of the valve. I is the connection from the lever J to the piston-rod H, which rod connects the main piston A with the pump-piston L. M is the pump-cylinder; Y Y, the chest of the suction-valves and z 2, Fig. 2, the chest of the discharge-valves. f r y The engine,'of course, may be constructed and used without the cut-01f valve D by arranging the main ports from the chest in the ordinary way; and in such case the rod 75 will have only the function of moving contingentc is the exhaust-port of the ly, as stated, the piston E; and this, if preferred, may be effected by placing cylinder F lower down and attaching rod 7a to the end of piston E, the rod being slotted at its joint with the lever, so that the piston will be moved by it only as moved by the collars m m; the slot in the rod serving as an equivalent for the collars. But where this contingent movement, as wellas the cut-oil, is dispensed with, the engine may be substantially as shown in Fig. 2, gheet 2; and the arrangement of lever J with the connection-rods may be otherwise varied to suit any different relative position of thevalves that may be preferred. For instance, if the valve 'G be placed at the side of the chest X, Fig. 1, its rod may be jointed to an arm projecting from the side of lever J far,

enough to receive it; or, if the valve G be arranged in two parts, one on each side of cylin der F, then its movement, and also the contingent movement of piston E, may be effected by the rods 9 and lever J, in the manner shown in Figs. 3 and 5, Sheet 3.

When a heavy column of water is being raised to a considerable height, or again st considerable pressure, by an engine moving at a moderate speed, and the direction of movement of the water-piston is suddenly changed, there is a recession or falling back of the water through the valves until the latter are closed; and this recession being suddenly'arrested by the valves when closed, a concussion or shock is thereby produced, which is detrimental to the engine and otherwise objectionable; and if, as is generally the case, the water just drawn into the cylinder does not entirely fill it, there will be no considerable resistance to the piston at the beginning of its return stroke, and it will therefore be moved by the main piston 'at a greatly-accelerated speed until it meets the full resistance of the inclosed water, when it will be suddenly checked, causing an additional concussion simultaneously with that above mentioned.

To prevent these concussions we effect, by cut-offs, a temporary retardation or pause in' the movement of the piston when near and at the end of one and beginning of another stroke, whereby the valv'es are allowed to close quietly r upon the reversion of the en gine, and without an y considerable recession of the water through them, and the piston is moved at the beginning of its return stroke without the jerk or accelerated speed referred to.

As one means of effecting this retardation or pause, we arrange the ports a and a of the main cylinder in such manner, substantially as shown, that the main piston will act as a cutoff for the purpose, and when near the end of its stroke will pass over and close the greater part of the port, and thus retard the movement by nearly closing the :exhaust, and by leaving only a small opening for steam to move the piston back on its return stroke until the port is again fully opened. A convenient andeffective form of port for the purpose is shown? in Fig. 6, Sheet 1; the piston passing wholly over the main opening, and leaving only the opening through the narrow channel in the used. i

As another means of effecting the retardation, as described, and better adapted for engines of large size, we construct a cut-off valve, and arrange the same with the main valve in such manner as to control and nearly cut oft the supply and exhaust of steam to and from the cylinder, by cutting off or reducing the steam and exhaust passages leading to and from the main valve, when the piston is near and at the end of one and beginning of another stroke. This arrangement will be understood by reference to Figs. 7 and 8, Sheet 1, which show, in plan and section, the seats of the main and cut-oft valves, the valves themselves being also shown, and their relations to each other and to the seats. 0 is the main valve and seat; D, the cut-01f valve and seat. The cut-oil valve is shown in two parts, connected at the ends; but the parts are exactly alike, and operate simultaneously and to the same effect; and the same valve is shown in one piece, and placed at the side of the chest, in Fig. 3, Sheet 3. In the main seat 0 is the exhaust-port, which communicates with the exhaust-pipe through a passage below the seats to the cut-off port 2a,.and thence through the chamber to in valve D and the exhaust-port c to the exhaust-pipe. a a are the main ports, leading directly to thecylinder. b b are connected by passages below the seats with the cut-01f ports t t, which communicate with the chest under the control of the valve D, which also controls the ports a and v. s s are openings in the top of valve D for the free admission of steam. Extending from either end of these main openings will be seen very narrow openings, so that the valve can never wholly cut off steam; and a narrow channel in the seat connects ports u and '0, so that the exhaust cannot be wholly cut off. w is a closed chamber in valve D, to connect ports a and o.

It will be seen that the valve D, being (as shown in Fig. 1) near the end of its movement, has very nearly closed the ports t t and the port a, and thus nearly cut 011' the supply of steam to and the exhaust from the main valve 0, so that whatever may be the position of the latter, the engine can operate only at a very slow speed until valve D has finished its forward movement and moved a certain distance back to uncover the ports; and it will also be seen that if the valve be carried to the opposite end of its movement the same effect will be produced, while during the greater part of the whole movement in either direction it will produceno efiect, the passages to and from the main valve being left entirely open by it;

and the change from the full tothe reduced speed, and vice versa, will not be violent but easy, since the movement of valve D bylever J will be relatively slow and its operation gradual; and it will readily be seen that the construction of the valve, and its relative arrange ment with the lever and in respect tothe movement of the secondary valve G, may be varied so as to make the change of speed more or less gradual, or to begin or end sooner or later in the stroke, as may be required by the special conditions under which the engine is. to be used.

If preferred, the cut-ofi' valve may in a similar manner be arranged with the main valve so as to control the steam passing to the cylinder after it has passed the main valve, as shown in Fig. 9, Sheet 3, where the main valve 0 (which is of the kind known as the B-valve) and its seat are arranged in the ordinary way; but the main ports a a, instead of passing as usual directly to the cylinder, connect, by a passage below the seats, with ports rr, which are connected, by chambers 'w w in the cut-off valve R, with ports 0 0, which communicate directly with the main cylinder. Thus it will be seen that substantially the same effect will be produced by this arrangement as by that above described and shown in Fig. 7, Sheet 1.

If desired, in order to prevent any possible tendency of the cut-01f valves to rise from their seats, theymay bemade in a cylindrical form and inclosed in a small cylinder, in a manner that will be readily understood.

The cutofl valve may, if desired, be arranged with the lever J in such manner as to be easily detached when not required, and as easily reconnected, while the engine is in motion. A convenient arrangement for this is shown in Fig. 3, Sheet 3, where the pivot-holes in the ends of rod is areopen on the lowerside, and the rod is kept to its bearings by the spring b. Variations of this arrangement are shown in Figs. 10 and 11, Sheet 3. It will be seen that by slightly raising that end of the rod which takes hold of the lever, when the latter is moving to the right, that end will be instantly relieved, and the rod may then be swung down and the other end as quickly disengaged; and if another rod be provided, differing from the one shown where it connects with the lever, as indicated by dotted lines, the same may be substituted, when required, and the effect will be seen to be that the cut-ofi will be wholly inoperative while the engine is moving at a working speed but if, by reason of the loss of its load, the speed is unduly acelerated, and the length of the stroke thereby increased, the cut-ofl' will be moved to the right so as to instantly bring and hold the engine to a very slow movement; or it may thus be brought to a full stop, if thenarrow openings at the ends of the main openings as, Fig. 7, Sheet '3, in the valve D be dispensed with, as they may be if the cut-off for either purpose is connected only after the engine is brought to its work. But where the cut-off is desired tobe used ex I of the suction-valves and z the chest of the discharge-valves--will show the clear,unimpeded, and descending course provided for any 0bstructing object that may enter the pump.

The manner in which the hinge-valves N and O are connected with the body of the pump so as to be easily detached is shown in Fig. 14, Sheet 3. Pivots projecting from the arms of the valve work in bearings q q attached to the body of the pump, and the valve is detached by simply turning back the holdingscrew 1), (reached from the outside,) and by then moving the valve sufficiently to the left to relieve the pivots from their bearings.

The construction and arrangement of the detachable cover and holder P, Fig. 1, will be obvious from the drawing. The holder is pivoted to the body of the pump, and by turning back the screw at the top, by means of the hand-levers shown, the cover is removed, the holder turned away, and free access gained to the, valves.

The operation of the improved pumping-engine will now be seen to be as follows: Referring to Fig. 1, Sheet 1, the main piston A is moving to the left by virtue of steam passing through valve 0 and port a, the opposite end of cylinder B exhausting through poi-ta and valve G. The piston, being near the end of its stroke, has nearly passed over the main opening of port a, and has been gradually retarded thereby, and will continue to move slowly through the remainder of the stroke, by reason of the narrowness of the exhaust. When at the end of its stroke the piston, by means of connection I, lever J, and rod g, will have carried valve G into position to move its piston E to the left, whereby the main valve (3 will be moved so as to reverse its piston A by admitting steam to cylinder B through port a and exhausting through port a; and it will be seen that while lever J is moving rod 1 to the right it is also moving rod is to the left in such manner that it" piston E fails to move promptly under the operation of its valve Gr it will be moved mechanically by means of collar m and connection a. The main piston, when reversed as described, will move to the right at a moderate but increasing speed until it has wholly uncovered the port a, so that the pump-piston L, being connected with piston A,

will, when at and near theend of the first and beginningof the second stroke, be controlled as and for the purpose described; and when the piston arrives near 'to and at the end of the second and beginning of another stroke it will be again and in like manner controlled, and piston A will then have carried valve G to the opposite end of its movement, whereby piston E will-have been again reversed, and so brought back, with the main valve, to the positions shown. It will also be observed that the rod kin its movement will carry with it the cut-off valve D, whereby the retardation, and its purpose as described, will be more effectuall y accomplished, especially in the larger engines, than by the described arrangement of the ports a a, which arrangement maybe dispensed with where the cut-off valve is used.

Having thus fully described our invention, what we claim, and desire to secure by Letters Patent, is

1. The combination of a secondary piston, E, connected with a main valve, 0, without intervening stuffing-boxes, and a secondary valve, Gr, constructed for a continuous movement, and admitting steam alternately to 0p posite' ends of said piston, with a rod, g, attached directly to said valve G, and moved continuously by the main piston, by means of a lever, J, connected with the piston-rod between the steam-cylinder and the pump, substantially as described.

2. The combination of the secondary piston E, rod k, and collars m with a lever, J, moved by the main piston, the combination being substantially as and for the purpose described.

3. The combination of the secondary valve G and rod 9 and a secondary piston, E, and rod is with a lever, J, moved by the main piston, substantially as described.

4. The main steam-ports a and a, constructed and arranged in respect to the stroke of the piston substantially as described, in combination with a steam-piston and valves and a double-acting pump piston and valves, substantially as and for the purpose set forth.

5. The cut-off valve D or R, constructed and arranged with its ports and passages and with the main valve 0 and its seat, substantially as and for the purpose described.

6. In-combination with a steam piston and valves and a pump piston and valves, a cutoff valve, D or B, so arranged as to bring the pumping-engine to rest or to a slow movement upon the loss of its work, the combination and arrangement being substantially as described.

7. The combination of a cut-off valve, D or It, constructed and arranged for the purpose or purposes described, with a rod, k, and lever J moved by the main piston, substantially as described.

8. The detachable connecting-rod k and its spring or springs l, constructed and arranged with the lever J in the manner and for the purpose described.

9. The arrangement of the suction-valves N and passages and the discharge-valves O and passages with the pump-cylinder M, the suction-valves being at or near the upper part spect to the pivot-bearings so as to be disenand the discharge-valves at or near the lower part of the cylinder, substantially as and for the purpose set forth.

10. The pivoted or swing-holder P, in combination with a hand-hole and its outside cover, substantially as described.

11. A pump-valve, Fig. 14, having two or more stems with projecting pivots attached to the stems and arranged as described in regaged therefrom by moving the valve to one side, substantially as set forth.

Springfield, Massachusetts, J uly 15,1871. GEO. H. DEANE.

CHARLES P. DEANE.

Witnesses:

R. F. HYDE, A. L. SoULE.

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