US164809A - Improvement in pneumatic engines - Google Patents

Description

2 Sheets--Sheet LM". cNuLLY.v Pnaumatic-Engine.

UNITED STATES PATENT OFErcE.

PETER M. coNoLEY, or sT. Louis, Missoula.

IMPROVEMENT IN PNEUMATIC ENGINES.

Spccicationjforming part of Letters Patent No. l 621,809, dated June 22, 1875; application filed February 6, 1873.

To all whom it may concern:

Be it known that I, PETER lILCoNoLLY, ot' the city and county of St. Louis, and State of Missouri, have invented a certain improved Pneumatic Engine, of which the following is a specication:

The general object of this invention is the formation of V,an improved pneumatic engine, which can be profitably employed in the propulsion of marine vessels, 'or as a general impeller `of, stationary machinery. To accom-l plish this invention atmospheric air is utilized as its common motor, by virtue of its natural force, to destroy or supply a vacuum or void.

This invention consists in the combination of the parts with the engine, by means whereof' the power of atmospheric air is applied as a motor, by the indirect operationof an auxiliary Well-known power, and, all of which will now more fully appear.

4Of the drawings, Figure 1, Sheet 1, is a perspective view of the engine, showing it in its entirety and operative condition. Fig. 2, Sheet 2, is a top plan of engine without the adjuncts of air-vessels, pumps, crank, and cam-connections. Fig. 3 is a sectional elevation with line w- .fr of Fig. 2, but showing' exhaust-chamber in section. Fig. 4 is a section through cylinder on line :r1 m1 of Fig. 2. Fig. 5 is a detail plan of valve-seats. Fig. 6 isa detail transverse section .on line x2 of Fig. 2.

The general constructive design of this invention is similar to that of the ordinary steamengine.

Ais the cylinder; B, the piston; B1, the piston-rod. The piston-rod connects, by T- head operating on the slides B2, with a pitman, B3, which operates the crank ofthe main driving-shaft B4, as ordinary.

As an auxiliary power a small steamen gine is used to operate air-pnmps. The steam-engine is properly connected to a crank-shaft, A', which in turn operates the respective airpumps O C', and these in turn are directly connected to chambers or vessels D D', as illustrated in Fig. 1. The design of the pump C is to create and maintain a vacuum in the vessel D, and hence said vessel is termed hereafter vacuum-vessel."` The design of the pump C' is to exhaust the vessel D', and this will hereafter be termed exhaust-vessel.'7 It must not be understood that the air in the engine, and when exhausted from it, passes into the vacnum-vessel D. On the contrary, the exhaust is made into the eXhaust-vesselD by connections from it to cylinder and valves controlling said connections, as will hereafter appear. In order, therefore, to establish connections from cylinder with the vacuum-vessel D, this I do as follows: The cylinder is provided with the air-ports e al to, admit air to either end thereof, said ports, therefore, communicating from cylinder-space to valveseat. (See Fig. 4L.) Also, the cylinder is provided with a vacuum-port, a?. (See Fig. 4.) ln connection with said port a pipe, E, connects to vacuum-vessel D. Further, a valve and its operating parts are provided to establish and control said connection with cylinder. Therefore, F represents this valve. This, by its cored hollow, covers two ports-viz, vacuum-port a2 and one of the air-portsforming a passage, a3, between. (See Fig. 4.)

The vacuum-valve F is operated by a fullstroke cam, El, connected by a cam-rod, c, to an arm, c1, on the end` of the roclcshaft E2. (See Fig. l.) A further arm, e2, on rock-shaft connects With the valve-rod F', tothe end of which the vaeuunrvalve F is properly securedy by nuts ff'. When, therefore, by the action of the cam E1,the vacuum-valveF is operated to cover either of the air ports a al, a connection is established from engine with the vacuum-vessel D. Itis necessary to iirst exhaust the -air from either end of cylinder before the connection 4aforesaid with the vacuum-vessel D is made. Hence the parts in connection with the air-pumps C' and exhaust-vessel D', before described, to produce exhaust from cylinder, are as follows:

The cylinder A is provided with a side-ex4 haust chamber, G, Fig. 3. This chamber Gr has exhaustports g g1, each communicating from valve-seat, and being positioned in direct line With air-ports a al. (See Fig. 3.) Fun ther, an exhaust-pipe, G', communicating with both exhaust-ports g g1, vconnect-s with the eXhanstvesselD'. i

To control the exhaust-ports, the following valve-gear and rigging is provided and arranged: To control the air-port c and exhaustport g, an air-valve, H, is provided similarly,

to control the air-port al and exhaust-port g1, an air-valve, H', is provided. The valves H H are of the slide-valve variety, having their bodies hollowed, but constructed each to have a tail, h h', forlning said valves L-shaped. (See Fig. 2.) Each of the valves H H have imparted to them their required shifting-movenient by the forward and return sliding action of the T-head of piston. Hence two levers,I l', are arranged, each formed with a stationary or adjustable catch and inclined plane, as at M1, against which the T-head acts until its passage releases and drops said levers. The levers I l are guided inaction by the respective brackets i2 i3 near each end of the slides, and, further, said brackets serve to unship, by their plane, said levers after their performed motions. The levers I I have theircenter of motion in the middle of stroke of engine, being, therefore, pivoted at i4 i5 to a movable arm, J, which in turn is pivoted at j to a proper standard. The movable arm J is also operated by a connectin g-rod, J ',which in turn connects with a socket-arm, jl. The socketarm jl is adjustably secured to a sleeve or female-shaft, jz, which turns independently on the rock-shaft E2. (See Fig. 6.) A further socketarm, js, attached to the female-shaft f2, (see Fig. 6,) connects by valve-rod K to the valves H H. The valves H H are loosely secured by nuts to the threaded end of valve-rod K, so as to allow said valvethe play of the distance of an air-port, and thus avoid all jar or undue operation of said valves.

Having described the valve-gear and rigring controlling the action of the air-valves H H', the operation of said parts is as follows: When the piston arrives near end of its forward stroke, the action of the T-head engaging the catch z' of the lever I throws same sufficiently forward, which movement is imparted to the valve H, so that same is shifted to close the open port a. The valve H thus covering air-port a and exhaust-port g a connection is established, by virtue of the passage g2 between and through said exhaust-port, with exhaust-vessel D', and thus the air in cylinder is allowed freely to be exhausted by the action of the air-pump U. At the same time the bracket i2 unships the lever I-the same being raised by the passing T-head on the plane of said bracket. On the return stroke of piston this operation of valve-rigging and opposite air-valve H is similarly effected, viz: The action of the T-head against the catch i2 of the lever I throws same sufficiently back, which movement is imparted to the valve H, so that same is shifted to close the open port a. The valve H in this position covering ports al and exhaust g1, a communication is made by the passage g3, between and through said exhaust-port, with exhaust air-vessel D', and thus the air in opposite end of cylinder is exhausted. At the same time the lever I is unshipped to allow the necessary escapement to take place. The air from either end of engine that has been used is sufficiently exhausted into exhaust-vessel; and said exhaust, being thus cut oif from returning into engine, a vacuum or void results in either end of cylinder, which permits me to establish from cylinder the vacuum connection with vacuum-vessel without danger of destroying the vacuity. This being the case, the vacuity in either end of cylinder, together with the already-existir) g vacuum in the vacuum-vessel, forms the essential basis of the power of my air-engine. Further, it will be noted that the vacuum-vessel D, in consequence of the air giving the power being excluded from it, the air-pump C exhausting it can be small, and, in comparison to that of v the cylinder, say one sixth the area and one third of its stroke. The exhaust-vessel D receiving the air used, and in consequence of all communication -being cut off between the cylinder for seven-eighths of the stroke, the air-pum p C' can also be smallsay one-third the area of cylinder and onethird of its stroke. Further, as the pump can be run rapidly to exhaust by the use of a small steam-engine, (indicated in Fig. 1,) both combined, their areas being fifty per cent. under that of the air-engine, and their stroke one third, the vacuum in cylinder being strong and uniform, the Yair in the exhaustchamber at first, after exhaustion from cylinder, nearly balancing that 0f the external air, little power is therefore required to move the piston of the pump discharging it.

Thus constructed, and its parts arranged as described and shown, the combined operation of my improved engine is as follows: The steam-engine being set in motion to work the pumps, and the necessary vacuum and exhaust having taken place, thenceforward the engine proper works automatically. Now, supposing the engine or its piston being at half-stroke in its forward motion, the air-port a is open to admit air, and the vacuum-valve F covers the vacuum-port a2, and air-port al having established vacuum connection with the forward end of cylinder, Fig. 4. Thus there exists on one side of piston head a void or vacuum which the admitted air, in its tendency t0 establish an equilibrium in vacuum vessel, and, by its power to destroy the said vacuum, causes the piston to travel its required forward stroke. At the same time the exhausted air in exhaustvessel D ,is prevented from returning by the fact that the valves H H have their tails' h h' covering exhaust-ports g g1. Near the completion of the forward stroke of piston, by the motion derived from the action of the T-head, the air-valve'H is shifted up against the v acuum-valve F, so as to close the open ports a and establish closed connections with the exhaust-port g, from thence with exhaust-vessel D, into which sufficient air from the cylinder is exhausted. The vacuum-valve F remains unmoved, so as to keep outside air from entering into and destroying the vacuity in vacuumvessel D. At the periody ofpiston beginning its return-stroke, (the valve H having been unshipped,) and by the mo- 164,909 i y e ,tion derived from the action of the cam, the

vacuum-valve F displaces" the air-valve H, so that its tail h covers the exhaust-port g, the tail h of H' remaining over port g1, thus shutting out the exhaust. At the same time the vacuum-valve F covers air-port a, and vacuumport t2 establishes vacuum communication with vessel D, and in doing so uncovers the air-port a1 to outside air, Which, by its power, propels the piston to make its/full back-stroke. When the piston has traveled near its full back-stroke by the motion derived from T-head acting againstthe lever I', the air-valve H' is shifted to close the open port al, and establishes closed connections from said port through exhaustport g1 with the exhaust-vessel. Thus sufficient exhaust from other end of cylinder is effected. The vacuum-valve F here again remains stationary to prevent air from outside destroying the created vacuum. The exhaust eti'ected, and the valve H being unshipped at the period for the reversal of piston, and by the motion derived from the action of the cam, the vacuum-valve F displaces said valve H', so that its tail h' covers the exhaust-port g1, the tail h of valve H remaining in position, thus again excluding the return of exhaust.

At the same time the vacuum-valve F covers air-porta1 and vacuum-port a2, to establish communication with vessel D, and, in doing so, uncovers the air-port a to outside air,which by its power produces the same result accomplished at the other end of cylinder.

By the aforesaid combined operation of all parts there is practically achieved, rst, the immediate establishment of a vacuum or void alternately in cylinder ends, at the same time that the outside air is admitted, which, by its power, propels the piston to travel its respective strokes, thus imparting to same a continuous motion like unto the use of steam; secondly, the conveyance of the exhaust-air out of either end of cylinder alternately into an exhaust-vessel, and the prevention ofreturn of said exhaust; thirdly, a simplified arrangement of valve-gear and rigging to e'ect a perfect distribution of air in the en gine, admitting, exhausting, shutting ofi', and closing at the proper period; fourthly, the reverse operation here achieved to that of steam -power, the power in this engine being introduced at a period in which it would escape if it Was a steam engine, and further Working under valves instead of top, and requiring no inclosure around or over the valve-seat, as the power of the atmosphere suhoiently retains said valves in their seat or position; lastly, the manifold advantages of this invention are readily apparent.

1. An improved pneumatic engine, consisting Ot' the cylinder A, having ports t a1 a2 g g1, valves F H H', operated in the manner herein shown and described.

2. The vacuum-vessel D, exhaust-vessel D', pumps C C', in combination with an auxiliary motor, substantially as and for the purpose set forth. l

In testimony'whereof I have hereunto set my hand. i

PETER M. CONOLLY. Vitnesses: i

WILLIAM W. HERTHEL, JN0. GoUsLAND.

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