US3144813A - Reciprocating engine - Google Patents

Description

'of repairs or renewals.

United States Patent 3,144,813 RECIPROCATING ENGINE Abraham G. Bastiaanse, 162 Main St., Unionviile, Conn. Original application July 5, 1956, Ser. No. 596,091, now Patent No. 3,049,089, dated Aug. 14, 1962. Divided and this application Mar. 5, 1962, Ser. No. 177,559 4 Claims. (Cl. 91-329) This application is a division of my copending application Serial No. 596,091, filed July 5, 1956, now U.S. Patent No. 3,049,089, for Marine Propulsion System and Engine.

A chief object of this invention is provision of a novel engine or pump. Another and allied object is to make available for any appropriate purpose a novel and simplified tWo-cylindered engine or pump, operated by steam or other expansive gas, which supplies sharp power strokes in alternate directions in almost instantaneous succession.

The engine or pump of this invention may be used in supplying propulsive impulses to the diaphragms in the marine propulsion system described in my US. Patent No. 3,049,089.

I can make use of either one engine for all diaphragms or one engine for paired diaphragms, preferably one upon one side and the other upon the other side of the ship, or I may use one engine for each diaphragm, in each case preferably fed from a common source of steam or other expansive gas. In these preferred forms utilizing a plurality of units, there is no idle stroke of any engine, since each reciprocation furnishes power impulses to the closed circuit. If I use a plurality of engines, one, if it causes difficulty, can be replaced while the others continue to drive the ship. This replacement is possible because of their extreme simplicity. I can place my engine very low in the ship so that it requires a minimum of space thereby increasing cargo carrying capacity. Also, in a small ship, the boiler can be placed on deck, since the connection between it and its engine(s) is by steam line. Since the only connection between each engine and the propulsion units driven thereby is tubing I have great freedom for positioning each part, as is among the objects of my invention. Preferably all control of the force applied to a ship using my system is through the propulsive units, the engine operating in one direction only and at a uniform output of force, at least if I use a plurality of propulsion units.

The engine which I provide is particularly applicable to this purpose because its reciprocation is almost instantaneous. A power stroke in one direction is succeeded within a very short interval with a power stroke in the other direction. Also it has the great advantage of a minimum number of parts and minimum likelihood of need My novel engine can be used for other purposes and other sources of power can be used in my closed propulsion circuit.

Other objects, advantages and characteristics of this invention will be clear from the above generalized portion of this specification, the detailed description which follows, the subjoined claims and the accompanying drawings. Although I am showing only preferred forms of my invention for purposes of illustration it will be understood that changes can readily be made without departing from the scope of my broader claims or the spirit of my invention.

In the drawings:

FIGURE 1 is a horizontal central section partly broken away showing my novel engine of a type particularly well vadapted to drive my propulsion units although its usefulness is not limited thereto.

FIGURES 2 to 5 are partial sections illustrating different operating positions of my engine.

FIGURE 2 shows the engine in normal running oper- 3,144,813 Patented Aug. 18, 1964 ation with the parts oppositely disposed from the showing of FIGURE 1.

FIGURE 3, showing all control valves open, illustrates two possible positions; either the engine starting in reverse with the first resumed power-stroke of the engine in the same direction as the stroke prior to the stopped position illustrated by FIGURE 2; or alternatively in operating position intermediate that of FIGURES 9 and 10.

FIGURE 4 shows the parts disposed as when an exhaust control valve is closed thereby stopping the engine but ready for movement of this control valve preparatory to future operation.

FIGURE 5 corresponds to FIGURES 1 and 2 but shows a three-way control valve shutting off the in-put to the cylinder open to the atmosphere thereby allowing free wheeling, or operation of the pistons by backpressure as distinct from power in-put.

As perhaps will best be seen from a consideration of FIGURE 1 my engine 41 consists essentially of an exterior tubular body 151 with ends plates 153 and 155 encompassing two cylinders 157 and 159 with a piston 161 in the first mentioned and a piston 163 in the second mentioned. These pistons are rigid with a central axial shaft 165.

As shown in FIGURE 1 this shaft is extended in each direc-tion to form integral power-transmitting connections 167 and 169 respectively. Either or both of these connections can be attached to any mechanism, such for example as a generator, which it is desired to operate by the surplus power of the device. They also illustrate how my engine may be used as such, without detriment to my marine propulsion device, for which it was primarily developed. Extension 169 is shown as operating an injector. Paired openings 171 and 173 respectively disposed at each end of the engine can be connected to the piping of my closed circuit which operates my propulsion units.

A characteristic element of my device is my central inner cylindrical valving member 175 which for convenience I call a hammer. This member, which is freely movable upon shaft 165, oscillates within an annular cylindrical opening or groove 177 formed in a central cylindrical valving member 178 which in turn oscillates freely within a fixed central cylindrical block or sleeve 179 extending inwardly from and rigid with the cylindrical casing 151 at the center thereof. This inner valving member terminates at each end in annular extensions 181 and 183 respectively which by engagement with cooperating annular grooves 185 and 187 (see FIGURE 4) respectively formed in the adjacent and parallel edges of the fixed cylindrical structure limit the oscillation of the inner valving member 'therewithin, and also furnish a cushion.

Each side of the inner valving hammer is formed with a block 189 and 191 respectively, each having a central cushion 193 and 195 respectively to reduce noise and shock. Attached to the inner wall of piston 161 is an actuating block 197 and to the inner wall of piston 163 an actuating block 198.

Assuming the engine to be fed by steam as distinct from other gas, such as compressed air or an explosive gas, a boiler 201, indicated diagrammatically, is connected by a main pipe 203 to a fixed intake lead 205 in the central portion of the cylindrical casing and serving cylinder 157 and to an intake lead 207 serving cylinder 159. This main steam in-put is controlled by a main one-way regulator valve 209, which does not permit movement of steam except from the boiler, and a threeway valve 211, important to the mode of aeration of my engine notably to provide what I term free wheeling only when used for general purposes but not necessary to my system of control when my engine is employed for the special purposes herein described. This steam input 265 joins an opening 213 in the central block 179. Branch 207 joins another intake opening 219 in this block. Ports 215 and 221 in the oscillating outer valving member 178 respectively alternatively coincide with these openings to supply steam to cylinders 157 and 159, in turn, as later explained.

Exhaust steam or other gas passes to a condenser indicated as 235 through a main pipe 237 controlled by an out-put valve 239, again not necessary to the control of my propulsion system. A branch 24-1 of this pipe 237 is attached to an outlet port 24-3, in the fixed central block 179, which through a port 245 in the cylindrical oscillating valve 178 is alignable with the interior of cylinder 157. Another branch 249 from pipe 237 through a port 251 in the central block is alignablc with port 253 in the oscillating valving member through which cylinder 159 is exhaustable. Through a pipe 267 condensed steam is pumped through an injector 269 operated by shaft 169 and back through a pipe 271 to the boiler 201.

The operation of my engine is as simple as is its structure. The oscillating hammer valving member 175 forms the necessary partition between cylinders 157 and 159. Its unique function is to make certain and very rapid each change in direction of stroke of the engine. Note that pistons 161 and 163 are rigid through the shaft 165. sa uatueAour pnzmumop uouduosap fiurmono; em u shown in FIGURE 1 will be considered equivalent to leftward movement as shown in FIGURES 2-5 and vice versa. As pistons 161 and 163 reach the ends of their common strokes, upward as shown in FIGURE 1, piston 163 following engagement with oscillating central valving member 178 has brought the outlet port 245 of cylinder 157 in line with outlet branch 241 and blocks the connection between outlet ports 251 and 253 and branch 249. At the same time inlet ports 213 and 215 are blocked but the inlet ports 219 and 221 are aligned. Thereupon as steam enters the upward side of piston 163 that piston and likewise piston 161 are moved rapidly downwardly. The steam or other gas remaining in cylinder 157 is forced into the condenser. Thus the parts of my engine are quickly moved to the operating position shown in FIGURE 2 which corresponds to that of FIGURE 1 but with the parts reversed and ready for reciprocation in the opposite directions. What has happened between the positions of FIGURES 1 and 2 can be seen from FIGURE 3, although its primary purpose is to illustrate another position.

As previously stated the central or hammer valve 175 performs a function necessary in any reciprocating engine, that of forming a partition between the cylinders 157 and 159. Characteristic of my invention, however, is operation of this hammer to make rapid and certain each change in direction of stroke of the engine. As piston 161 is moved to the left toward the position as shown in FIGURE 2, the piston itself when it approaches but does not quite complete its extreme leftward travel makes contact with and moves the cylindrical valve 178 far enough so that the inlet ports 213 and 215 begin to admit steam and the outlet ports 251 and 253 begin to permit the steam on the opposite side to escape. This first contact in itself moves the hammer only slightly by engagement between the blocks 197 and 191. This introduction of fresh steam into the cylinder 157, however, immediately forces the hammer 175 with great velocity to the left against the leftward edges of the annular groove 177 and instantly forces or indeed knocks the main cylindrical valve 178 to its extreme leftward position. This operation takes place as the parts are moving between the positions of FIGURES 3 and 2 leftwardly as there shown. Similar results occur on the other or rightward stroke. Thus by supplementing the original movement which follows physical contact between the piston and the valving Cir member 175 my invention makes the reversal of stroke of the pistons practically speaking instantaneous. This characteristic is particularly valuable when this engine is used with my propulsive system because it applies great and almost instant force to the fluid which is being put under pressure in the propulsion units.

Also and highly important is that this coaction of the hammer and the cylindrical valve as above stated makes certain that always there will be a decided difference in effective pressure upon each side of the valve. This quick movement of the cylindrical valve enforced by the hammer precludes the possibility of a dead center.

At the instant the leftward surface of the piston 161 moves the cylindrical valve 175 to the left so that the ports 213 and 215 and 251 and 253 respectively are in alignment, the hammer not having been moved far, the effective steam pressure exerted rightwardly against the surface of piston to force it back to the leftward position is that between the outside diameter of block 191 and the inside diameter of the cylindrical valve 178. The instant, however, that the hammer 175 is moved to its extreme leftward position the full steam pressure then admitted is effective upon the entire internal diameter of the cylindrical valve between the inside diameter of the flange 181. An instant later the piston clears the periphery of the cylindrical valve entirely and the full value of the steam is applied to the entire surface of the piston. The result is a staccato stroke in one direction which has quickly followed a staccato stroke in the other direction. After the full opening of the appropriate ports, in other words, the steam pressure is always the same in total value but the surface of the piston to which it is applied differs in that before the hammer is moved to its extreme position it is limited first to the portion between the block 191 and the flange 181, and then to the center area within that flange and a moment thereafter to the surface of the piston but as the hammer is so moved the effective surface corresponds to the bore of the cylindrical valve.

From the above portion of this description and a further consideration of FIGURES 1-4, the manner in which my engine is controlled will be clear.

As is shown in FIGURES 1, 2 and 3 all control valves are open to the engine, three-way or free wheeling valve 211 being aligned with the feeding conduits 203-205207. Consequently the previously described quick reciprocation of the pistons continues. When it is desired to stop the engine or to change its direction of movement (as is not necessary when it is applied to my propulsion system) the main exhaust valve 239 is moved to the closed position shown in FIGURE 4, thus retaining within each cylinder the steam which is therein by preventing escape from the leftward side of piston 161 as illustrated in that figure, thus immobilizing both pistons. During this stoppage the steam which is introduced to conduits 213-215 moves the hammer valve 175 to the completely leftward position. The foregoing description is of course upon the assumption that the valve 239 is closed with the piston 161 instead of the piston 163 at its inward extremity of movement.

If thereafter valve 239 is opened the engine starts again but in the reverse direction because then the opening of valve 239 permits the exhaustion of cylinder 159 and movement of both pistons rightwardly as seen in the drawings. FIGURE 3 illustrates this operation (with movement to the right) as well as the position of the parts as piston 161 moves leftwardly as reversal has been so carried out.

When an operator desires to start the engine in the same direction as before, the valve 239 being closed, he opens it for a moment long enough for the hammer valve 175 to be moved to the opposite position from that it then occupies and then again closes and opens the valve thus starting regular operation in the same direction as before the valve was originally closed and the engine stopped.

When an operator desires my engine to idle, the valve 211 is positioned as in FIGURE 5. Thus the in-put 203 is shut off but the cylinders as they are moved from without the engine are in communication with the atmosphere and can oscillate freely. If I use my engine for a locomotive, for example, and wish it to free-wheel when the steam in-put is closed the pistons could not move except for this valving arrangement.

My regulator valve 209, above described, which is unidirectional in that it does not permit steam to reenter the boiler, can be operated to control the volume thereof reaching my engine. A pressure control valve may be introduced between this regulator valve and the boiler.

With the addition of conventional pressure and, if desired, automatic volume controls, one basic size of engine can be applied to numerous operations with different power requirements thus facilitating interchangeability. Due to the small number of working parts, ruggedness, and simplicity of design my engine is highly reliable and adequate shaft horse power is obtainable at much less than the present cost. Note that the propulsive gas power, such as steam or air, which is directly applied to the piston operates my equivalent of a slide valve and my novel hammer disk, thus eliminating a large number of working parts with their expense of construction and operation and, most important, loss of power.

My engine is peculiarly adapted for the present invention because it applies power impulses in almost instantaneous succession and also has the above characteristics. Any source of power which will give such impulses can be employed. My engine can be used for many other similar purposes and without modification as a recriprocating pump.

I claim:

1. In a reciprocating engine, two aligned cylinders, a piston operating within each of said cylinders, a shaft rigidly connecting said pistons, an oscillatable main valve having a central cylindrical opening and carrying ports alternatively alignable with inlet and outlet ports fixed to the engine which upon the operation of said valve closes inlet ports to the first of said cylinders and opens outlet ports to the second of said cylinders and vice versa, mounting for said main valve centrally disposed between and aligned with said cylinders, a central oscillating hammer valving disc forming a partition between said cylinders and freely longitudinally movable upon said rigid shaft connecting said pistons, cooperating formations by which said disc is mounted Within said central cylindrical opening of said main valve for movement therewith and relatively thereto along a longitudinal axis, the sides of said disc being disposed at right angles to its axis of longitudinal movement and the width of said disc being relatively less than the length of the cylindrical opening within which it is mounted, and formations upon the sides of said main valve engageable by each of said pistons during the latter portion of its stroke theretowards thereby first engaging and slightly moving said main cylindrical valve thereby starting the oscillation of said valve and admitting steam to the side of said hammer valving disc relatively adjacent said piston which has engaged said main valve and moving it with relatively great speed against one of said cooperative formations thus immediately completing the movement of said central valving member and causing immediate reciprocation of said engine.

2. A valving mechanism for use in a reciprocating engine, said engine having two aligned cylinders, a piston for each of said cylinders, a shaft rigidly connecting said pistons; a source of steam being provided; said valving mechanism comprising, in combination, a central fixed block with a central internal longitudinal and cylindrical opening between said cylinders, inlet and outlet ports in said central block, a main cylindrical valve oscillatable within the cylindrical opening of said block and having inlet and outlet ports alignable with said inlet and outlet ports of said central block, said main valve having a cylindrical internal opening upon a longitudinal axis with an annular opening or groove in the longitudinally central portion thereof, an oscillating hammer valving disc movably mounted upon said shaft with its flat side normal to the longitudinal axis of said shaft and its periphery within said groove and oscillatable therewithin between the respective edges thereof, the Width of said disc being materially less than the length of said groove, movement of each of said pistons toward the central block shortly before the completion of its stroke engaging the adjacent edge of said main valve and bringing ports of said central block and of said main valve into alignment thereby starting the operation of said main valve, said valving disc then being disposed at the side of its groove relatively adjacent the piston which is then moving to- Ward said central block and the admission of the steam immediately impelling said hammer or oscillating valving disc toward the relatively distant edge of said groove with relatively great velocity whereby upon its engagement therewith it augments the movement given to said main valve by said piston and quickly completes the valving operation and the reciprocation of said engine.

3. In a reciprocating engine, two aligned cylinders, a first piston for a first of said cylinders and a second piston for a second of said cylinders, a central fixed block with a central internal longitudinal and cylindrical opening between said cylinders, two pairs of inlet and outlet ports in said central block, a first of said pairs serving said first cylinder and a second of said pairs serving said second cylinder, a main cylindrical valve oscillatable within the cylindrical opening of said block and having inlet and outlet ports respectively alignable with each of said inlet and outlet ports respectively of said central block, a source for delivering steam to said inlet ports being provided, said main valve having a cylindrical internal opening upon a longitudinal axis with an annular groove in the longitudinally central portion thereof, a shaft rigidly joining said first and second pistons, and an oscillating hammer valving disc movably mounted upon said shaft with its flat side normal to the longitudinal axis of said shaft and its periphery within said groove and reciprocable therewithin between the respective edges thereof, the width of said disc being materially less than the length of said groove, movement of the first of said pistons toward the central block shortly before the completion of its stroke engaging the adjacent edge of said main valve member and bringing into alignment the inlet port of said first inlet pair of said main valve and of said control block thereby beginning to admit steam to the relatively adjacent or inner side of said first piston and removing the outlet port of said central block from alignment with the outlet port of said first outlet pair of said main valve and bringing the ports of said second outlet pair into alignment and moving the ports of said second inlet ports out of alignment thereby beginning reciprocation of the main valve and of the pistons, the hammer or oscillating valving disc being disposed against the side of its annular groove relatively adjacent the first piston and the admission of steam immediately impelling said disc toward the relatively distant edge of said groove with relatively great velocity whereby upon its engagement therewith it augments the initial movement given to said central valving member by said first piston and quickly completes the valving operation for the reciprocation of said engine.

4. In a reciprocating engine, a cylinder, a piston for said cylinder, a fixed block with a central internal longitudinal and cylindrical opening adjacent one end of said cylinder, inlet and outlet ports in said fixed block, a main cylindrical valve oscillatable within the internal opening of said block and having inlet and outlet ports alignable with said inlet and outlet ports of said block, a source for delivery of steam to said inlet ports being provided,

said outlet ports being in alignment and said inlet ports' being out of alignment as said piston starts its movement toward said fixed block, means for moving said piston toward said block, said main valve having a cylindrical internal opening upon a longitudinal axis with an annular groove in the central portion thereof, a shaft rigid with said piston, and an oscillating hammer valving disc movably mounted upon said shaft with the flat side normal to the longitudinal axis of said shaft and its periphery Within said groove and reciprocable therewithin between the respective edges thereof, the width of said disc being materially less than the length of said groove, movement of said piston toward said block shortly before the completion of its stroke engaging the adjacent edge of said main valve and bringing into alignment an inlet port which admits steam to the relatively adjacent or inner side of said piston and bringing an outlet port of said central block out of alignment with an outlet port 8 of said main valve thereby stopping exhaustion of said cylinder, the admission of said steam immediately impelling said hammer valving disc toward the relatively distant edge of said groove with great velocity whereby A upon its engagement therewith it augments the movement given to said central valving member by said piston and quickly completes the reciprocation of said valve and said piston.

References Cited in the file of this patent UNITED STATES PATENTS

Claims (1)

1. IN A RECIPROCATING ENGINE, TWO ALIGNED CYLINDERS, A PISTON OPERATING WITHIN EACH OF SAID CYLINDERS, A SHAFT RIGIDLY CONNECTING SAID PISTONS, AN OSCILLATABLE MAIN VALVE HAVING A CENTRAL CYLINDRICAL OPENING AND CARRYING PORTS ALTERNATIVELY ALIGNABLE WITH INLET AND OUTLET PORTS FIXED TO THE ENGINE WHICH UPON THE OPERATION OF SAID VALVE CLOSES INLET PORTS TO THE FIRST OF SAID CYLINDERS AND OPENS OUTLET PORTS TO THE SECOND OF SAID CYLINDERS AND VICE VERSA, MOUNTING FOR SAID MAIN VALVE CENTRALLY DISPOSED BETWEEN AND ALIGNED WITH SAID CYLINDERS, A CENTRAL OSCILLATING HAMMER VALVING DISC FORMING A PARTITION BETWEEN SAID CYLINDERS AND FREELY LONGITUDINALLY MOVABLE UPON SAID RIGID SHAFT CONNECTING SAID PISTONS, COOPERATING FORMATIONS BY WHICH SAID DISC IS MOUNTED WITHIN SAID CENTRAL CYLINDRICAL OPENING OF SAID MAIN VALVE FOR MOVEMENT THEREWITH AND RELATIVELY THERETO ALONG A LONGITUDINAL AXIS, THE SIDES OF SAID DISC BEING DISPOSED AT RIGHT ANGLES TO ITS

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