US2137551A - Motor - Google Patents

Description

Nov. 22, 1938. w. P. VALENTINE MOTOR Filed Oct. 21, 1935 5 Sheets-Sheet 1 Nov. 22, 1938. w. P. VALENTINE 5 MOTOR Filed Oct. 21, 1935 5 Sheets-Sheet 2 Nov. 22, 1938.. w. P. VALENTINE 2,137,551

' MOTOR v Filed Oot. 21, 1935 5 Sheets-Sheet 5 Nov. 22, 1938.

W. P. VALENTINE 2,137,551

MOTOR Filed Oct. 21, 1935 5 Sheets-Sheet 4 Nov. 22, 1938. w. P. VALENTINE 2,137,551

MOTOR Filed Oct. 21, 1935 5 Sheets-Sheet 5 Patented Nov. 22 1938 UNITED STATES PATENT OFFICE MOTOR vama Application October 21, 1935, Serial No. 45,991

17 Claims.

The present invention relates to a method and apparatus for securing substantially synchronous step by step operation of preferably duplicate engines, generally analogous to the operations of the engines of a duplex pump.

A purpose of the invention is to provide a novel method and apparatus of the character indicated that will be at once inexpensive and effective and Well suited to the needs of manufacture and of service.

A further purpose is to synchronize two engines by control of the exhaust of each by the other.

A further purpose is to use the engines of a pair of the character indicated alternately at corresponding portions of their strokes, each to reversely adjust the exhaust of the other, each adjustment tending to somewhat slow the adjusting engine or/and to accelerate the other engine which, in turn, reacts similarly on the first.

A further purpose is to slow down each engine at the completion of each stroke of its valve mechanism by suitably throttling the engine exhaust.

A further purpose is to use each stroke of valve mechanism of one engine to additionally open the exhaust of another engine to be kept in step With the first.

A further purpose is to provide a complete release of the engines from their mutually reactive control.

Further purposes will appear in the specification and in the claims.

I have elected to illustrate my invention in one only of its many forms, selecting a form however that is at once practical and effective in operation and which well illustrates the principles involved.

Figure 1 is a fragmentary sectional plan, in part diagrammatic,illustrating a pair of engines cooperatively connected for operation in accord with a desirable form of my invention.

Figures 2 and 2a are sectional perspectives of details of Figure 1.

Figures 3, i, 5 and 6 are sectional views showing different critical positions, of structure corresponding generally with that of Figure 1, but lacking the detail of that view and intended to be chiefly diagrammatic.

Like numerals refer to like parts in all figures.

Describing in illustration and not in limitation and referring to the drawings:-

Par s of two engines of the character indicated paired and suitably duplicate except that their corresponding operating parts are not simultaneouly. in their same positions, are shown in Figure 1. Their cylinders appear at l and II mounted upon a suitable base l2.

' Steam from a steam supply line l3, (shown diagrammatically) reachesthe main valve steam chests |4, through main throttle valves I6, I! and reaches suitable or usual pilot valve steam chests l8; l9 through- valves 20, 2|.

The pilot valve pistons are shown at 22, 23, 22', 23', cjontrollin g steam inlet and exhaust passages 24, 25, 26,12l'by which steam is conducted to and exhausted from the main valve. In the main valve are'pistonsiZB, 29, 28, 29, by which slide Valve 3!] or 30* is shifted to control inletand exhaust to and fromthe main cylinders through the ports 3|, 32, 3|, 32" with exhaust through passages 33, 33; controlled by hand-operated valves 34, 34', to a control cylinder 35 in which operates a control valve 35. The control valve 36 is open at one end to the exhaust pipe 31 and may be partly closed at the other endor open but is there attached to a valve stem 38 operating through a suitable stufiing box.

The pilot valves are connected through stems 39, 39' shown as adjustable for length at 4|], and intermediate levers 4|, 42, with main piston rods 43, 43, of the respective engines, so that each engine as its piston 44 or 45 approaches an end of a stroke effects its oWn reversal by shifting the corresponding pilot valve, which, in turn, reverses the steam admission and steam exhaust connections at opposite ends of the main valve chests I4 and|5.'

As thus far described the operation is in many respects 5 similar to that disclosed in United States Patent 933,952 to Bird, with which construction there are other similarities in the present case along with marked differences.

The levers 4|, 42 are pivoted upon or about the axes of pins 46, 46 which are carried by fixed brackets 41 mounted in any suitable way, as by rods-48.

At their outer ends, those farther from the pivots, the lever arms 4| and 42 are forked at 49 to engage at variant lever lengthswith rollers 55 and 5| supported from brackets 52 of general crosshead type, which are clamped or otherwise attached to piston rods 43 and 43. It has not been considered necessary to show any guides for the crosshead, which will be used or not according to the need.

At their inner ends levers 4| and 42 carry rollers, 53 and 54 which engage with limiting contacts 55 and 56, movable with pilot valve piston rods 39, 39 so that the pilot valve piston rods are moved forward and backward by engagement of the rollers at 53, 54 with the contacts 55 and 55. Pins 4-5, 46', or any other suitable guides, may support the walls of slots 51 and thus support the contacts 55 and 56. Stems 58, 59 of the main valves are pivotally connected with any desirable play to opposite ends of a lever 68 whose middle point is pivotally connected through the rod 6! with the control valve 36.

One important difference from the Bird Patent No. 933,952 referred to above, lies in the character and point of operation in the sequence of operation of the control valve used. In the present form the control valve operates upon the exhausts of the cylinders successively so as to permit comparatively free exhaust and hence comparatively free operation of the one engine cylinder while the other engine cylinder is slowed up by restricting its exhaust and then reversing this I condition to restrict the exhaust of the firstmentioned cylinder while permitting comparatively free exhaust of the second cylinder, with corresponding operation of its engine.

The exhaust takes place from the respective engine cylinders l0 and II through the control valve, passing through its cylindrical outer shell by ports 63 and 64 which register in different positions of the control valve with relatively free valve port 65 and restricted valve port 66 respectively, when this valve is in the position shown in Figures 1 and 3 at the extreme right; with restricted valve port 61 and relatively free valve port 68, respectively, when the control valve is in its central position, as in Figures 4 and 6, and with relatively free valve port 69 and restricted valve port 10, respectively, when the control valve is in its extreme left hand position.

In Figures 3, 4, Sand 6 I have shown in a much more diagrammatic form the various positions of the engine pistons, pilot valves, main valves and control valves in engines l0 and II to explain the operation of the engines. Inthese figures the pilot valves are shown at 22 23 controlling steam admission and exhaust to and from main valve pistons 28 29 The slide valves 31! are thus shifted to provide inlet and exhaust from the engine cylinders l0, H having pistons 44, Steam passages are shown at 25', 21, 31 32 and 33 Hand-operated cut off valves, one for each exhaust, are shown at 34 The control valve 36 is shifted by rod 38' and the pilot valves are shifted by rods 39 controlled by levers 4|, 42 set in operation by piston rods 43 The levers4 I 42 are pivoted at 46 about pins supported at 48'. These levers are swung by engagement of their forked ends 49 with pins 50', 5| carried by the piston rods. The noses 53, 54 of the lever engage with limiting walls 55, 55' to shift the pilot valves, the spacing between these walls providing lost motion between these shifting movements.

The control valve 36 is-substantially identical with that shown in Figure 1 and the various ports from it as well as into it have therefore been given the same reference characters, as in Figure 1, but with primes.

There is a slight difference at the back of the valve 36' as compared with valve 36. The back of valve36 is wholly open and the rod 38' is attached to the walls of the valve, which walls serve as ears. I

In both of the control valves, ports II have been shown as located in opposite sides of the valve spaced 90 with respect to the ports 65-10, 6540. In connection with this, turning mechanism has been shown here (and also in Figure 1) at T2 operated through a handle '13, whereby the rod 38 can be turned a quarter turn with respect to the position of the lever 30, displacing the ports 65-10, 6510, and substituting in front of the ports 63 and 64, 63 and 64' these ports H, with the result that exhaust through ports 63 and 64, 63' and 34' takes place freely whatever the longitudinal position of the control valve 36 or 36. This permits both engines to operate freely and independently.

Separate exhaust from the pilot valve cylinders is shown in Figure 1 through pipes 16, shown diagrammatically in the other figures at 16.

The usual packing and sealing devices for the several rods and heads are intended to be used as indicated. The lining for the control valve cylinder 35, Figure 1, permits greater accuracy in finishing the cylinder.

In operation, starting with the parts in the position shown in Figures'l and 3: piston 44 or 44 is shown at an intermediate point in the engine cylinder ID or ID and has just moved there from the left-hand end in the illustration. This cylinder in advance of the piston (at the right of the piston) has comparatively free exhaust through the ports 53 and 65, the control valve being at its extreme right-hand position and both ends of the lever occupying their extreme right-hand positions.

The piston 45 or 45' is at its extreme left-hand position and movement to theright is restricted by the fact that exhaust from the right end of this cylinder through the passages 32, 33' is restricted because of the small size of the port 66.

Under these conditions the piston 45 or 45' moves but slowly to the right whereas the piston 44 or 44' completes its stroke at a much higher rate. With completion of the stroke of pistons 44 or 44 lever 4| or 4| is shifted with corresponding movement of the pilot valve controlling thecorresponding cylinder. This throws the pilot valve to the left, allowing steam inlet to the righthand end of the main valve for cylinder In or ID. Meantime piston 45 or 45 has been .1:

slowly moving to the right. The parts thus come into the position seen in Figure 4 in which piston 44 is at the extreme right hand, the piston main valve for cylinder [0' has been thrown to the left carrying slide valve 30 to the left and piston 45 is at an intermediate point in its stroke which may or may not be the middle of the stroke as shown.

Shift of the main valve for cylinder ID as in Figure 4 not only admits steam to the right hand end of the piston 44 or 44 but at the same time shifts the end 60' of the lever 60 through the movementof rod 58 or 58'.

The lever GOshifts about the end as a pivot with the result that the middle of the lever at 60 is shifted to half the distance, rod 38 or 38 is moved to the left and the control valve 36 or 36 is drawn to the left to its middle position where port 61 or 61' now restricts exhaust from the cylinder 10 or l0.

The same movement of the piston which brings port 61 into restricting position in front of port 63 brings port 68 in front of port 64 so that engine II or H can exhaust more freely, allowing piston 45 or 45' to move to the right.

The coincident shifts of piston, valves. and lever which takeplace as piston 44 or 44 reaches the right hand end of its stroke are shown as having been accomplished in Figure 4.

Withcontinuation of the movement of piston It a (Til- 45 or 45' to the right-permitted by the larger exhaust opening 68 or 68'-piston 45 or 45' comes to the right hand end of the cylinder I l or II causing the pilot valve for cylinder l l or I l' to shift to the left, which admits steam to the corresponding main valve at the right hand end in the figures, causing this piston valve to move to the left. Movement of this piston valve, through rod 59 or 59 shifts the end at 60 of the lever 60 to the left, causing a further movement of the control valve 36 or 36 to the left, to its extreme left hand position.

Meantime, the main piston 44 or 44 in cylinder Ill begins its movement to the left and the parts assume momentarily much the positions seen in Figure 5, where exhaust from cylinder 10 or ID is comparatively free and exhaust from cylinder II or II is seriously restricted.

With movement of the piston, or 44' from the position of Figure toward the left hand,

end of the cylinder and consequent shifting of the main valve pistons to the right, the end at 60' of the rod 60 is drawn to the right, the control valve is brought back to the middle of its stroke and piston 45 or 45' is started on its stroke to the left. This position is shown in Figure 6.

When the piston 45 or 45' completes its stroke to the left the pistons of the main valve are returned to the right hand position shown in Figures 1 and 3, the lever 60 is thrown to its position of Figures 1 and 3 and the control valve is thrown all the way to the right so that the parts again occupy the position at which the cycle started, as seen in Figures 1 and Figure 3.

When it is desired to operate one engine only the corresponding valve 34 or 34' may be closed wholly to shut off the exhaust from the corresponding engine cylinder.

It will be evident that a quarter turn of the control valve for the special ports and a selective use of the valves 34, 34' make it possible torun either engine alone on free exhaust or to run both engines at the same time on free exhaust. When it is desired to run one engine freely and independently, without running the other engine, the stoppage of the other engine can be efiected alternatively by closing the main intake or shutting 01f the exhaust of the engine to be shut down before it reaches the port II. The valves 34, 34, 34 afford convenient means for this purpose.

It will be evident that the circumferential shift of the control valve to present ports 65-10 or 55'-'Hl' alternatively to ports H may be provided with a detent Tl which will engage from one part with the other in full stroke position to hold the parts reliably againstaccidental shifting to intermediate position.

In view of my invention and disclosure, varia-.

tions and modifications to meet individual whim or particular need will doubtless become evident to others skilled in the art to obtain part or all of the benefits of my invention without copying the structure shown, and I, therefore, claim all such in so far as they fall within the reasonable spirit and scope of my invention.

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

l. The method of operating two engines having separate cylinders, pistons, inlet and outlet passages and operating valves, and maintaining each at the average speed of the other, which consists in restricting the exhaust for the next stroke in each cylinder in agreement with the engines, each engine having its individual operating equipment, which consists in reversely adjusting the freedoms of exhaust of the respective engines in timing with the successive engine strokes and toward the completions thereof, each adjustment tending to lessen the speed of the engine in which the adjustment is made and to increase the speed of the other engine.

3. The method of maintaining substantial synchronism between the operations of a pair of engines, each engine having its individual operating equipment, including an exhaust and a valve adapted to determine the engine strokes, which consists in momentarily slowing down each engine at the completions of the strokes of its valve by throttling the engine exhaust.

4. The method of maintaining substantial synchronism between the operations of a pair of engines, each engine having its individual operating equipment, including an exhaust and a valve adapted to determine the engine strokes,

1 which. consists in additionally temporarily opening the exhaust of the one engine near the end of the stroke of the determining valve of the other engine in order to cause temporary relative increase of speed of the second engine with respect to the first.v

5. The method of maintaining two engines in substantial step, each engine having its individual operating equipment, which consists in adjusting the exhausts of each near the end of the stroke of the other somewhat throttling the exhaust of the engine just completing the stroke and additionally pening the exhaust of ,the other. Y

6. The method of operating two steam engines in relative step, each engine having its individual operating equipment including pistons and exhaust ports, which consists in decreasing the speed of each engine as it completes its stroke by restricting its exhaust and concurrently increasing the speed of the other by relatively freeing its exhaust.

7. The method-of maintaining two engines in substantial step which consists in regulating the exhaust of each according to the position of the piston in theother, reducing the speed of one while increasing the speed of the other, first upon one engine and then upon the other engine and -S0 on.

8. A pair of engines having inlets, exhausts, operating valves, pilot valves and means for altering the resistance to exhaust at a point beyond the normal engine exhaust, and connections between a movable part of each engine and the controlling valve of the same engine, adapting the shifts of the respective valves to eifect reverse changes in the exhaust pressures of one of the engines, each shift tending to increase the exhaust pressure of the engine making the shift and to decrease the exhaust pressure of the other engine.

9. -A pair of engines having inlet and exhaust ports and supplemental adjustable exhaust ports and operating valves, pilot valves and connections between a movable part of each engine and the controlling valve of the same engine, adapting the shifts of the respective valves to the engine having the valve making. the adjustment, and to additionally open the exhaust port of the other engine.

10. In a multiple cylinder unit, a pair of cylinders, pistons and piston rods for the respective cylinders, walls forming inlet and exhaust passages to and from the said cylinders, a main valve for each of said cylinders, a pilot valve and fluid connections for each main valve, an exhaust control valve common to the two cylinders, connections between the main valve operating mechanisms and the control valve and connections between the respective piston rods and the pilot valves, whereby the operation of the main valve by the pilot valve for each stroke of one cylinder shifts the control valve part of its stroke in one-direction and operation of the main valve by the pilot valve of the other cylinder by movement of the piston rod of said cylinder completes movement of the control valve in said direction.

11. Multiple engine cylinders, pistons and piston rods for the cylinders, main valves and'walls forming inlet and exhaust passages for the cylinders, pilot valves for the main valves, a control valve having ports restricting the discharge from one cylinder and providing fuller discharge in the other cylinder with different positions of the control valve, interconnection between the main valves and control valve whereby the con trol valve is moved due to shift of the main valves and means for operating the pilot valves by reason of movement of the pistons, to shift the control valve position after each operation of a piston in one cylinder a direction such that the control valve restricts subsequent exhaust from that cylinder and facilitates exhaust from the other cylinder.

12. A pair of separate engine cylinders, pistons and piston rods for the cylinders, main valves and pilot valves controlling inlet and discharge of steam to and from the respective cylinders, connections between parts movable with the pistons and the pilot valves whereby the pilot valves are controlled in position by the movement of the pistons, exhaust control mechanism for restricting or facilitating exhaust from the several engines alternately and connections between the main valves of the cylinders and said exhaust control mechanism whereby the exhaust control mechanism restricts exhaust from each cylinder after it has made its stroke :1 until the opposite cylinder has moved and substantially permits enlarged exhaust from said cylinder.

13. In a multiple engine, a pair of engine cylinders, pistons and piston rods therefor, main valves controlling inlet and exhaust passages to and from said cylinders, pilot valves for said main valves, a valve for additional control of the exhaust from said cylinders, having ports providing, in each of its positions, for relatively free exhaust from one of said cylinders and relative restriction of exhaust from the other of said cylinders, alternating the control valves successive positions as to the exhaust from which cylinder is restricted, lever means movable at its ends with the main valves and movable at an intermediate point with the control valve Whereby the position of the control valve is determined by the positions of the main valves, to successively vary the position of the control valve and alternately restrict exhaust from the two cylinders and connections from the respective piston rods to the pilot valves whereby'the pilot valves and by them the main valves are shifted withmovementof the piston rods for the same engine cylinder.

14. In a multiple engine, a pair of cylinders, pistons and piston rods therefor, main valves controlling inlet and exhaust passages to and from said cylinders, pilot valves for said main valves, a control valve for the exhaust from said cylinders having ports providing in each of its positions for relatively free exhaust from one of said cylinders and relative restriction of exhaust from the other of said cylinders, alterhating its successive positions as to the cylinder from which exhaust is restricted, lever means movable at its ends with the main valves and at an intermediate point with the control valve whereby the position of the control valve is determined by the positions of the main valves to successively vary the position of the control valve and alternately restrict exhaust from the two cylinders, connections from the piston rods to the pilot valves whereby the pilot valves and by them the main valves are shifted with movement of the piston rods of the same engine and separate valve means for closing off the exhaust of each of the cylinders at will.

15. In a multiple engine, a pair of cylinders, pistons and piston rods therefor, main valves for inlet and exhaust passages to and from said cylinders, pilot valves for said main valves, a control valve for the exhaust from said cylinders having ports providing in each of its positions for relatively free exhaust from one of said cylinders and relative restriction of exhaust from the other of said cylinders, alternating its successive positions as to the cylinder from which exhaust is restricted, lever means movable at its ends with the main valves and at an intermediate point with the control valve, whereby the position of the control valve is determined by the positons of the main valves to successively vary the position of the control valve and alternately restrict exhaust from the two cylinders, connections from the piston rods to the pilot valves whereby the pilot valves and by them the main valves are shifted with movement of the piston rods of the same engine, means for separately shifting the control valve and additional ports in the control valve whereby both cylinders may exhaust freely through the control valve in all positions of the control valve.

16. In a multiple engine, a pair of cylinders, pistons and piston rods therefor, main valves controlling inlet and exhaust passages to and from said cylinders, pilot valves for said main valves, a control valve for the exhaust from said cylinders having ports providing in each of its positions for relatively free exhaust from one of said cylinders and relative restriction of exhaust from the other of said cylinders, alternating its successive positions as to the cylinder from which exhaust is restricted, lever means movable at its ends with the main valves and at an intermediate point with the control valve, whereby the position of the control valve is determined by the positions of the main valves to successively vary the position of the control valve and alternately restrict exhaust from the two cylinders, connections from the piston rods to the pilot valves whereby the pilot valves and by them the main valves are shifted with movement of the pistonrods of the same engine,

means for separately shifting the control valve, additional ports in the control Valve whereby both cylinders may exhaust freely through the control valve in all positions of the control valve, and separate valve means for closing oif the exhaust of each of the cylinders at will.

17. A pair of engines having inlets, exhausts, operating valves and means for altering the resistance to exhaust at a point beyond the normal is engine exhaust and connections between the valves adapting the shifts of the respective valves to efiect reverse changes in the exhaust pressures in one of the engines, each shift tending to increase the exhaust pressure of the engine making the shift and to decrease the exhaust pressure of the other engine, in combination with means for selectively eliminating the alteration of resistance to exhaust at the point beyond the normal engine exhaust.

WARREN P. VALENTINE. l0

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