US197035A - Improvement in reciprocating engines - Google Patents

Description

3 Sheets-Sheet 1.

J. N. KAUPHOLZ. Reciprocating Engine. No. 197,035. Patented Nov. 13,1877.-

% Marin I ATTORNEY N.FE TERS, FHOTO-LITHOGRAPHER WASHINGTON. n c.

3 Sheets-Sheet 2.

J. N. KAUFHOLZ. Reciprocating Engine.

Patented Nov. 13, 1877.

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3 Sheets-Sheet 3.

J. N. KAUFHOLZ. Reciprocating Engine.

WITNESSES INVENTOR 4% yvm zm/ ulaww W w WM' ATTORNEY N. PETERS PHOTGLITMOGRAPHER, WASHINGTON. D C

NITED STATES PATENT QFFIGE.

JOHN N. KAUFHOLZ, OF GH ATTANOOGA, TENNESSEE.

IMPROVEMENT IN RECIPROCATING ENGINES.

- Specification forming part of Letters Patent No. 197,035, dated November 13, 1877 application filed November 6, 1877.

To all whom it may concern Be it known that I, JOHN N- KAUFHOLZ, of Chattanooga, in the county of Hamilton and State of Tennessee, have invented certain new and useful Improvements in Steam-Engines; and I do hereby declare the following to be a full,clear,and exact description oftheinvention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanyingdrawings, which form part of this specification.

My invention relates to an improvement in steam-engines. Y

The object of this invention is to provide a steam engine of such construction that the cylinder or barrel may be revolved between the cylinder heads, and thereby enable the relative positions of the cylinder and piston to be readily changed, in order that the unequal wear of the piston-due to its weight resting upon the lower portion of the cylinder-may be provided for by turning the cylinder, and thus causing the lower portion of the piston to wear on difierent portions of the cylinder, and thus preserve the latter in its true cylindrical bore.

Again, a further object of this inventioh'is to so construct and arrange the several parts of an engine that the cylinder-heads, cylinderbarrel, and steam chest may be removably secured to each other by means of the guiderods of the engine.

My invention consists, first, in a steam-engine, the combination, with independent and detachable cylinder-heads and steam-chest, of a cylinder-barrel, the latter constructed and arranged to be revolved between the cylinderheads, to change the relative positions of the piston and cylinder-barrel, whereby the une-' qual wear of the piston on the cylinder-due to its weightmay be evenly distributed on all portions of the cylinder-barrel, and thus preserve the latter in its true cylindrical form.

My invention further consists in the combination, with independent cylinder-heads, each of which is provided with projecting annular seats, of flanges of an independent cylinderbarrel and guide-rods, for securing the cylinder-barrels between the cylinder-heads in any desired position.

My invention further consists in the combination, with independent cylinder-heads, each of which is provided with annular seats or flanges, having seats or ledges on their inner surfaces, of an independent cylinder or barrel, the latter being secured between the cylinderheads in an adjustable manner by means of the guide-rods, which latter extend through the cylinder-heads, and serve tov secure the same in place.

My invention further consists in the combination, with an independent cylinder or barrel, of independent cylinder-heads constructed with annular flanges or seats for retaining the cylinder against lateral displacement, each of said flanges having a ledge or seat formed on its inner surface to constitute a seat for the ends of the cylinder, and thereby permit the pislton to travel the entire length of said cyl- 1n er.

My invention further consists in the combination, with a cylinder or barrel, of removable steam-chest and cylinder-heads, the latter provided with steam-passages leading to the ends of the cylinder, and guide rods extending through the cylinderheads, and serving to secure the same in place.

My invention further consists in the several details of construction .and arrangement of parts, as will more fully appear from the following description and claims;

In the accompanying drawings, Figure 1 is a side elevation of my improved steam-engine. Fig. 2 is a vertical section of Fig. 1. Fig. 3 shows the engine with the cylinder removed therefrom. Fig. 4 is a detached view of the cylinder. Fig. 5 is a plan view of one of the cylinder-heads. Fig. 6 is a detached view of the cross-head. Fig. 7 is an enlarged view of one of the journal-bearings of the crank-shaft. Fig. 8 is a longitudinal vertical section through the valve-seat. Fig. 9 is a cross-section of the same. Fig. 10 is a plan view of the steamchest and valve therein, and Fig. 11 is avertical section of the steam-chest cap.

A represents the bed of the engine, and B the standards upon which the engine is supported. 0 represents guide-rods. These rods are supported at each end within the Greekcross bearings D. The dependent arms aof bearings D are constructed with screw-threaded sockets, to receive the threaded bolts formed on the upper ends of the several standards B. The upper portion of bearings D aredivided by a longitudinal slit, b, and through the upper arm 0 of each of said bearings 1) extends an adjusting-bolt, d, which is provided with a tension and also a set nut.

From the above it will be observed that the bearings D are firmly seated on standards B, and the guide-rods C securely held in place within the adjustable Greek-cross bearings D.

E E are cylinder-heads, and F is the cylinder, which parts are held together in the following manner: Cylinder-heads E E are provided with holes e, located diametrically opposite each other, through which extend the ends of guide-rods C, the latter having shoulders f formed thereon, to serve as seats for the inner head E.

Each cylinder-head is constructed with an annular flange or seat, F, within which the end of the cylinder fits snugly, and is thereby prevented from lateral displacement. Flanges F are formed with ledges or seats f, (preferably of less thickness than that of the cylinder,) whereby the extreme ends of the latter are 'keptfiom direct contact with the inner surfaces of the cylinder-heads, in order that the piston may make a complete stroke through the cylinder and cause an even wear throughout its entire length.

As the ledges f, against which rest the ends of the cylinder, do not extend out flush with the interior surface of said cylinder, the piston is prevented from coming in contact with said ledges, although the cylinder may have been worn away to a considerable extent.

g is the valve-seat. G is the steam-induction port, and G the exhaust-passage. Instead of conducting the steam through passage G', which is located beneath the steamchest, said passage may be formed in the cap or cover; yet it is preferable to construct the steam-passages in the manner illustrated, as it then allows a governor to be attached to the cap without inconvenience from a steam-pipe entering therein. The seat 9 is bolted through its ends to the cylinder-heads E E. Seat 9 is provided with the steam-ports h h and intermediate exhaust-port k Steam passages 'i 1" lead from ports h h through the seat 9, where they connect with steam-passagesjj formed in the cylinder-heads. The steam-passages jj in the cylinder-heads extend below the juncture of the cylinder and cylinder-heads, to conduct the steam into opposite-ends of the cylinder. When the cylinder, cylinder-heads, and steam-chest are firmly secured in place by nuts 70 on the ends of the guide-rods, the steam-passages above mentioned make tight joints, and steam is conveyed directly into the ends of the cylinder through the independent cylinder-heads.

This arrangement of parts enables the cylinder to be revolved and secured in different positions to obviate the wear of the piston on any one particular portion of the same. This result is accomplished as follows: After the engine has been running for a considerable length of time, the lower portion of the cylinder will have received greater wear than any other portion of the same, which excess of wear is due to the weight of the piston resting on the bottom of the cylinder. In order to prevent such undue wear on any particular portion of the cylinder, the bolts employed to secure the steam-chest to the cylinder-heads are first removed. Then the nuts attached to the ends of the guide-rods are loosened, and the cylinder is then free to be turned to any desired position to cause the piston to rest on a comparatively unworn portion of the cylinder. The nuts are then tightened, the steam-chest replaced and secured in position, when the engine is again ready for use. This adjustment is very readily made, and the engine can be thus kept in perfect working order without any serious delay, ordidinarily necessitated by the boring out of the cylinder.

The seat 9 is constructed with a raised annular flange, l, which extends above the surface of the valve-seat, and within which is seated the steam-chest I, the latter being held in place by means of the bolts J, which extend through the seat, the steam-chest, and the cap J. The steam-chest is preferably constructed in the manner shown, the central portion K having an opening in the form of a Greek cross, which constitutes sufficient space for the free operation of the valve and induction of steam to the valve, and also affording sufiicient bearing for the bolts J.

it will be observed that the steam-chest has a ground joint around the several bolts, extending vertically through the same, which thus serves to prevent the leakage of steam past such fastening-bolts.

The cap J is constructed with a depending annular flange, which fits over the steamchest I.

From the above it will be observed that the several parts of the steam-chest are all adapted to be turned up in an ordinary lathe, and hence can be manufactured at a small initial cost, while every precaution is made for tight joints and durability of structure.

Another important feature of my invention relates to the guide-rods G, which serve a triple purpose: First, they together constitute the engine-frame; second, they serve the purpose of ordinary guides; third, the guiderods serve to secure the cylinder and cylinderheads together, in such a manner that the cylinder may be readily adjusted or removed, as may be desired.

Upon the ends of the guide-rod adjacent to the crank-shaft are secured the Greekcross bearings K, the arms at of said bearings being constructed with screw-threaded sockets which fit the correspondingly-threaded ends of the guide-rods. The ends of arms m are seated against the bearings attached to the standards, and hence prevent the movement of the guide-rods in one direction, while bearing to be adjusted to compensate for wear, by means of the adjusting -bolts' L, which latter pass vertically through the arms a, and are secured at their lower ends to the engine-bed; The upper ends of bolts L are screw-threaded, and are provided with tension and set nuts 0' of above and below the bearing, whereby an even tension may be imparted to the upper and lower sectionsof the bearings.

M represents the'cross-head, the bearings N of which consist of Greek-cross bearings, the outer arms 1) 'of'which are divided by longitudinal slits p and bolts 9 extend through the'same, for the purpose of contracting the bearings when worn. The inner arms P of bearings N serve as bearings for the shaft P to which latter issecured the end of the piston-rod P the s'ame having a screw-threaded end, which is inserted in a screw-threaded socket formed in said shaft P One end of the connecting-rod Q is attached to the crankshaft, in the ordinary manner, while the other end is threaded and seemed within thethreaded socket q of the Greek-cross bearing Q, which is supported on shaft P between bearings N." Bearing Q is divided on one side by a longitudinal slit, to allow the same'to be contracted by an adjusting-bolt when necessary to take up for wear.

The valve-gearing is constructed and arranged as follows: It is an eccentric, attached to the crank-shaft, and R is the-eccentricstrap. 1" represents the eccentric-rod, one end of which is attached to eccentric strap R, while the other end of said rod connects with the crank r of rock-shaft a, which latter is journaled in bearings on arms attached to the cylinder-head. Rock-shaft r is provided with an arm, S, to the upper end of which is pivoted the valve-stem. All the several connections between the different parts of the valvegearing are preferably made by means of Greek-cross bearings of the same construction as those hereinbefore referred to. T represents the fly-wheel, the driving-pulley being removed from the opposite end of the crankshaft, in order to illustrate the journal-bearings. The several bearings may have plugs t, of any desired configuration, inserted in their outer arms, for the purposes of dust-guards and ornamentation, if so desired.

It is evident that many slight changes in construction and additional features might be resorted to without departing from the spirit of my invention.

In order to prevent the too rapid radiation of heat from the steam-cylinder, the same may be jacketed in the ordinary manner, or preferably the following method may be employed: The cylinder-heads may be provided with a narrow groove extending around the cylinder, and the ends of a Russia sheet-iron or other thin sheet-metal cylinder may be secured therein, said cylinder being of sufficient size to constitute an annular space around the steam-cylinder. This space may be left free, or it may be filled with any desired non-conducting substance, and thus allow the cylinder and jacket to be revolved when it is desired to alter the position of the steam-cylinder. 'Again, the guide-rods may be of any desired shape in cross'section, and still allow of the employmentof the Greek-cross bearings on the cross-head. The seat of the steam-chest, instead of resting upon the upper portions of the cylinder-heads, may be constructed to fit snugly between the same. In such an event, the steam-passages in the cylinder-heads will extend from the inner sides of the heads, and connect with the passages leading toward the cylinder. Again, instead of using bolts to adjust the Greek-cross bearings, the adjustable arms may be provided withtapering screwthreads, and correspondingly-tapered screwthreaded caps be fitted to such arms, for the purposes of adjustment. In cases where either a bolt or cap cannot be employed, an adjustable band and set-screw may be placed on the free arm of the bearing, and the same result secured thereby.

Steam-engines constructed in accordance with my invention possess many advantages not found in engines of ordinary make. But few parts are necessary, and every part of the engine can be readily renewed at small cost. The cylinder can be quickly adjusted to distribute the wear of the piston equally on all portions of the cylinder. The piston can be readily repacked by simply removing the cylinder, which operation necessitates but the removal of the nuts on the ends of the guide-rods. All the difierent bearings of the engine can be kept tight by adjusting the nuts of the adjustable bolts. The bearings may be babbited, and,'when unduly worn, are easily and cheaply replaced by duplicate bearings.

The guiderods, while they serve the ordinary functions as guides for the cross-head, also serve as supports for the bearings of the crank-shaft, and, again, serve to connect the cylinder and its heads in such a manner that they may be quickly separated, when desired.

I make no claim in this application to the Greek-cross bearings per so, as I reserve the right to make a broad claim to the same in a separate application filed as of even date herewith; but,

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. A steam-engine provided with a plain cylinder, which is adapted to be revolved between the cylinder-heads, and adjusted in any desired position, said cylinder-heads being secured by guide-rods which extend the entire length of the engine, substantially as set forth.

2. The combination, with independent cylinder-heads and steam-chest, of a plain cylinder, the latter being secured in any desired position by means of the guide-rods, substantially as set forth.

3. The combination of an independent steam chest and cylinder with cylinder-heads, the

latter constructed with projecting annularseats or flanges, for receiving the ends of said cylinder, and guide-rods extending the entire length of the engine, and securing the cylinder and cylinder-heads in place, substantially as set forth.

4. The combination of an independent steam chest and cylinder with cylinder-heads, the latter constructed with projecting annular seats or flanges, having a seat or ledge formed on their inner surfaces, to allow the piston to make a complete stroke through the entire length of the cylinder, substantially as set forth.

5. The combination, with guide-rods extending the entire length of the engine, of independent steam-chcst, cylinder, and cylinderheads, the latter provided with steam passages to conduct steam from the steam-chest to the ends of the cylinder, substantially as set forth.

6. The combination, with the valve-seat constructed with a raised annular flange, of a cylindrical steam-chest and chest-cap, the several parts being secured together by bolts extending through the seat, chest, and cap, substantially as set forth.

7. An engine provided with guide rods, which serve to support the bearings for the crank-shaft at one end, and the opposite ends to connect the cylinder-heads, substantially as described.

8. The combination, with guide-rods which extend the entire length of the engine and secure the cylinder-heads in place, of a crosshead, provided with Greekcross bearings, substantially as set forth.

9. The combination, with guide-rods which extend the entire length of the engine and secure the cylinder and cylinder-heads in place, of a cross-head, consisting of a shaft j ournaled in adjustable Greek-cross bearings, substantially as set forth.

10. The combination, with guide-rods which extend the entire length of the engine and secure the cylinder and cylinder-heads in place, of a cross-head, consisting of a shaft journaled in adjustable Greek-cross bearings, and the connecting-rod secured to a Greek-cross bear: ing sleeved on said cross-head shaft, substantially as set forth.

11. The combination, with guide-rods constructed with shoulders to form seats for one cylinder-head, of removable cylinder, cylinderheads, and steam-chest, substantially as set forth.

12. The combination, with guide rods extending the entire length of the engine, of standards for supporting said rods, and the crank-shaft journaled in Greek-cross bearings, which latter are seated again st said standards, substantially as set forth.

In testimony that I claim the foregoing I have hereunto set my hand this 6th day of November, 1877.

JOHN N. KAUFHOLZ.

Witnesses:

F. O. MCGLEARL. A. W. BRIGHT.

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