US358845A - Steam engine - Google Patents

Description

4 Sheets-Sheet 2.

(No Model.)

B. OREUZBAUR.

STEAM ENGINE.-

No. 358,845. Patented Mar. 8, 1887.

X l N V E N TO R WITN ESS ES g r m By hz's Attorneys,

N. PETERS, Phalwuiho n har. Wnshmglnm D. C.

(No Model.) 4 Sheets Sheet 3. R. GREUZBAUR.

STEAM ENGINE.

Patented Mar. 8, 1887.

INVENTOR WITNESSES H mans. PholwLlthvgmphen Wnshinglnn u. c

(No Model.) 4 sheets -Sheet 4.

R GREUZ BAUR.

STEAM ENGINE.

No..358,845. Patent ed Mar. 8, 1887 WlTNESSES: INVENTOR:

gm 5767/ By his Attorneys,

NA r-ncns. Photo-Lnhognphor. Waahingtnn, n. :4

UNITED TATES PATENT Fries.

ROBERT OREUZBAUB, OF BROOKLYN, NEW YORK.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 358,845, dated March 8, 1887.

Application filed July 13, 1885. Renewed July 27, 1886. Serial No. 209,204. (No model.)

To aZZ whom it may concern:

Be it known that I, RoBER'r CREUZBAUR, a citizen of the United States, and a resident of Brooklyn, Kings county, New York, have invented certain Improvements in Steam-Engines, of which the following is a specification.

My invention relates to the class of engines known as single-acting, and wherein steam and similar expansible fluids are employed to act on and move the piston or pistons.

The objects of my improvements are, first, to provide the engines with two cylinders placed endwise, with their pistons and attachments adapted to move in opposite directions, and so weighted that their momenta will balance each other, and thus prevent shocks upon the base of the engine; second, to so arrange the conmeeting-rods that the momenta of their crankpin ends will balance and neutralize each other;

third,to provide the engine with a valve placed centrally over and partly within the high-pressure cylinder with steam-passages opening centrally into the cylinders, thereby shortening the steam-channels and avoiding the side action and, crossstrains caused by the usual one-sided delivery and impact of the steam; fourth, to pass the major part of the exhaust-steam from the low-pressure cylinder directly through its sides, thus preventing the cooling effect of the exhaust-steam on the valve and steam-channels; fifth, to maintain a constant strain in one direction when condensing by exhausting the low-pressure cylinder into a chamber opposite to the Working side of its piston and separated from the crank-shaft chamber.

My invention will be fully described hereinafter, and its novel features carefully defined in the claims.

In the drawings, which serve to illustrate my invention, Figures 1 and 2 are side elevations of my improved engine, taken from points of view at right angles to each other. Fig. 3 is a vertical section taken through the axis of the crank-shaft, as indicated by line 3 3 in Fig. 2. Fig. 4is a vertical section taken substantially on line 4 4 in Fig. 3-that is to say, a part of the high-pressure cylinder is in elevation. Fig. 5is ahorizontal section taken on line 5 5 in Fig. 3. Fig. 6 is a horizontal section taken on line 6 6 in Fig. 3. Fig. 7 is a fragmentary horizontal section taken on line 7 7 in Fig. 4. Fig. 8 is a horizontal section taken on line 8 8 in Fig. 4. and designed to illustrate the arrangement of the non-conduct iug covering on the high-pressure cylinder. Fig. 9 is a fragmentary sectional view taken on line 9 9 in Fig. 6, and showing one of the valves. This valve will be hereinafter described. Fig. 10 is a fragmentary sectional view taken in the plane indicated by line 10 10 in Fig. 5. This view will be hereinafter explained. Fig. 11 is a section through the valve-eccentric, taken on line 11 11 in Fig. 3. Fig. 12 is a diagram showing the distribution of the steam.

H is the base or bed plate containing the eX- haust-chamber h, provided with an exhaustoutlet, If.

I is the low pressure cylinder, properly flanged and bolted down upon the bed-plate H. Between the flange on the cylinder and the bed-plate is interposed suitable non-conducting or heat-intercepting material, Z. Above the piston-bore of cylinder I, and formed with the latter, is a steam jacket and reservoir, i for live steam, which connects with the steamgenerator by a passage, i.

K is the piston of thelow-pressure cylinder, which is usually made hollow to intercept the heat, and is provided with any suitable packing, K. This piston is provided with a stem, K, whereby it is rigidly secured to a yoke, K said yoke being rigidly secured at its ends to sliding rods Kflwhioh play longitudinally with piston K in truly-formed bores or hearings in the wall of the cylinder I, as clearly shown in Figs. 3 and 6. 1n the upper ends of rods K* are rotatively journaled wrist-pins L, to which are coupled connecting-rods Z, which may be constructed in any way. I usually construct each rod of two fiat bars, (see Fig. 3,) coupled to the wrist-pins at one end, and compelling the said pins to oscillate by reason of a stud, P, which secures an arm, i on the wrist-pin to one of the bars of the rod 6. The upper ends of the bars are riveted to the lower halfof the crank-pin sleeves i.

A is the crank-shaft.

A are the crank-pins, to which the piston K is connected.

A are the crank-pins, to which the piston p of the high-pressure cylinder is coupled, and

A are the fly wheels or pulleys on the shaft A. This shaft is journaled at B in the exterior casing, V, of the engine, which is flanged and bolted firmly down to the cylinder I,with non conducting material V interposed between its flange and the flange on the cylinder.

In order to form guides for the squared heads of the sliding rods K, I bolt to the top of cylinder I angle-piecesN N, as best seen in Fig. 10. These prevent cross-strains on the rods, as will be well understood.

In order to be able to use a long'connectingrod, Z, I usually form recesses O in the top of cylinder I to receive the heads of rods K, as

- Any number of these ports 1 may be employed,

as indicated in Fig. 7 ,where sixteen are shown. 1? is the high-pressure cylinder, which is flanged and bolted onto the top of cylinder I,

' and preferably axially aligned with the latter.

10 is the piston of the cylinder 1?. This piston with its attachments is made to substantially equal in weight the piston K and its attachments, so that the momentum acquired in the upward movement of one will neutralize the momentum acquired by the simultaneous downward movement of the other, and vice versa. The upper ends of their respective connecting-rods, where they connect with the crank-pins on the shaft, are also made to balance each other for a like reason. To the piston pare rigidly'secured wrist-pinspito which are coupled the connecting-rodsp. The wristpins 19 and the bosses of the rods p play in slot-s 10 formed in the walls of the cylinder P, as clearly seen in Fig. 4, where this part ofthe cylinder is seen in elevation.

Q is the valve, which is tubular, and plays through the piston 12 and through the top of cylinder I. This valve has a stem, 2, which plays through a stuffing-box, 3, in the top of cylinder I, and is keyed to a head, 4, which is coupled by a wrist-pin, 5, to the yoke or strap T of an eccentric, a, on the main shaft. The

eccentric is substantially balanced by knobs a, and is driven by crank-shaft knobs u and a, one serving to drive it for forward gear and the other for backward gear, in the usual way. The upper end of valve Q, which plays in the ported upper end of cylinder P, is open.

g is the valve-chamber, and q an exhaust passage or chamber, which connects by passage q, Fig. 4, with the exhaustchamber h in the bed-plate.

q is the steam-chest or live-steam chamber, which is supplied through inlet i, jacket '6, and passage 2.- (Seen in Fig. 4.) As represented in Fig. 3, the live steam is passing from chamber q, through the annular chamber g in the valve, through port q, into the upper end of cylinder P. At the same time the exhaustports 1 1 in cylinder I are uncovered bypiston K, and the exhaust-steam escapes in the main this way; but the remainder or a portion of the exhaust from cylinder I after ports 1 l are closed escapes through the tubular valve and into q through ports q, passing thence through passage Q3 to the exhaust-chamber h. The pistons now change positions, moving toward each other. The valve moves upward, the exhaust-ports are closed, the valve-port g is brought into coincidence with cylinder-port q", and the steam in cylinder P, which has driven down piston 19, flows through ports q and cf and the cavity of the valve into cylinder 1 and drives down piston K. When the ports (1 and g are brought into coincidence, the live-steam port (1 in cylinder P is closed and the admission of live steam cut off.

WVhen the engine is to be reversed, live steam is admitted to cylinder I above piston K by means of the valve seen in- Fig. 9, and at the same time the exhaust is cut off by a valve, It. I will describe these valves.

Referring to Fig. 9, M is a valve which controls a port inthe upper part of cylinder I, which port connects the bore of said cylinder with the jacket i The stem m? of this valve passes through a stuffing-box on the cylinder and is coupled to a lever, M, which is fulcrumed in a lug or branch, m, as shown. The valve is held to its seat normally by a spring,

m". The valve R is a plug-valve (see Fig. 4)

with a crossport for the passage of the steam. On the outer end of the plug is fixed an op crating-handle, r. \Vhere a condenser is used, the exhaust-passage may be permanently closed and the exhaust be efl'ected entirely through the ports 1 1 in cylinder I. The valve shown in Fig. 9 serves ordinarily as an automatic relief-valve for the escape of water of condensation or water carried over into the cylinder I by priming. It also serves to increase the pressure at starting by supplying the low-pressure cylinder with live steam.

In the upper end of cylinder 1?, as seen at the-left in Fig. 4, is an automatic relief-valve, S, which controls a port opening from cylinder 1? into steam-passage i. This valve relieves cylinder 1? of water of condensation or water collected in the cylinder from any cause.

In mounting the casingV upon the cylinder I, I prefer to allow metal to rest upon metal all around, so as to produce a rigid structure and a true bearing, and I therefore place the non-conducting material only under the projecting flange.

The cap Y of the casing V may, if desired, be removed at any time or be omitted entirely. This cap, it employed, should have removable plates to provide access to the shaft for oiling the bearings; and similar cap-covered apertures may he provided in the casing V Wherever desired for the same purpose. I have not deemed it necessaryv to show these, as they IIO are well known and form no part of my invention.

X represents in general non conducting material to prevent radiation, and 00 metal bands to secure this material in place. In Fig. 8 is shown the form this material takes when placed around cylinder P.

It will be seen that in my engine the strains are all equalized substantially. For example, the lateral strain on the shaft is null, or nearly so, as the strain put upon it by one engine is neutralized by that of the other.

I am aware that it is not new to admit the steam axially or centrally to engines, nor to exhaust it through ports arranged in the walls of the cylinder and controlled by the piston. I am also aware that means have been pro vided in compound engines for admitting live steam to the low-pressure-engine cylinder. I do not, therefore, broadly claim these features.

Having thus described my invention, I claim-- 1. An engine composed of two single-acting engines, wherein the two engine-cylinders, of different capacity and each open at one end, are arranged end to end and have their pistons coupled to cranks arranged oppositely on the common crank-shaft, whereby the pistons move in opposite directions simultaneously, as set forth.

2. An engine composed of a high-pressure and a low-pressure single-acting engine, with their pistons coupled to oppositely-arranged crank-pins on a common crank-shaft, and said engine provided with a tubular valve axially arranged in a bore in the two cylinders and in the piston of the high-pressure engine, substantially as set forth.

3. In an engine, the combination, with the crank-shaft provided with oppositely-arranged crank-pins for the two single-acting engines, of the low-pressure-engine cylinder, its piston, the connecting-rods that couple said piston to two of the crank-pins, the high-pressure-engine cylinder mounted on and arranged end to end with the low-pressure-engine cylinder, provided with steam passages and ports, substantially as described, its piston, the connecting-rods that couple said piston to the crank-pins, the valve-operating eccentric, and the tubular valve arranged centrally in the engines and provided, substantially as described, with a port and passage for delivering the exhaust-steam from the l1igh-pressure to the low-pressure engine cylinder, substantially as set forth.

4. An engine composed of a high-pressure and a low-pressure single-acting engine with their pistons coupled to oppositely-arranged crank-pins on a common shaft, and said engine provided with a tubular centrally-arranged valve to control the delivery of the exhauststeam from the cylinder of the high-pressure engine to the cylinder of the low-pressure engine, and the cylinder of the low-pressure engine provided with ports controlled. by its piston for the escape of the exhaust-steam to set forth.

5. An engine composed of a high-pressure and a low-pressure single-acting engine placed end to end, with their pistons coupled to oppositely-arranged crank'pins on a common crank-shaft, and said engine provided with an axially-arranged valve driven from an eccentric on the main crank-shaft, said valve connecting, by a passage formed in its body, the working ends of the two cylinders, substantially as set forth.

6. An engine composed of two singleacting engines, wherein the two engine-cylinders, of different capacities and each open at one end, are arranged end to end, with the open end of the lesser cylinder next to the closed end of the larger cylinder, and have their pistons, of different displacement, coupled to crank-pins arranged oppositely on a common crank-shaft, whereby one piston moves toward the open end of its cylinder while the other piston is moving toward the closed end of its cylinder, substantially as set forth.

7. An engine composed of two single-acting engines with cylinders of different capacities, the pistons of the said engines being coupled to oppositely-arranged crank-pins on a common crank-shaft, whereby the pistons move in opposite directions simultaneously, and the larger cylinder of the engine being provided with exhaust ports arranged in its sides and controlled by its piston, substantially as set forth.

8. The combination, with the main crankshaft provided'with two sets of cranks, of the loW-pressure-engine cylinder I, provided with bearings for the rods K", the piston K and its stem, the yoke K secured to the pistonstem, the rods K, mounted to play in the bearings in cylinder I and coupled :at their lower ends to the yoke, the connecting-rods coupled to rod K* at their one ends and to the crank-pins in the crank-shaft at their other ends, the highpressure-engine cylinder mounted on cylinder I, its piston, the connecting rods P, which couple its piston with two of the crank-pins in the main shaft, and the steamdistribution valve driven from said main shaft, all arranged to operate substantially as set forth.

9. In an engine composed of two single-acting engines placed end to end, with pistons of different displacement whichare coupled to oppositely-arranged cranks on a common shaft, whereby the pistons move in opposite direc tions simultaneously, the cylinder of the low pressure engine provided with a port opening into its working end from the livesteam passage, and a valve controlling said port provided with an exteriorlyarranged hand-operated mechanism, whereby live steam may be admitted to said cylinder at will to give an au gmentcd im' pulse to the piston or to reverse, as set forth.

10. An engine composed of a low-pressure and a high -pressure single acting engine ing engines with cylinders of different capacities arranged endwise, and said engines provided with an elongated tubular valve which plays endwise in a valve-chamber at the end of the lesser cylinder, in a bore in the piston of the high-pressure engine, and in a bore in the closed end of the larger cylinder, the steam from the high-pressure-engine cylinder being exhausted into the low-pressure engine cylinder through the bore of said tubular valve,

substantially as set forth.

12. A compound engine comprising two cylinders, each closed at one end and open at the other end, and arranged end to end, two pistons, one in each cylinder, coupled, respectively, to cranks arranged oppositely on acommon crankshaft, and a valve which controls the ingress and egress of steam to and from said cylinder, substantially as set forth.

13. In a compound engine embodying two single acting engines with their respective pistons of different displacement, said engine having its valve-casing with the ports therein arranged in a prolongation of the high-pressure cylinder, and having a tubular valve arranged centrally, and the ports and passages in said valve and easing .constructed to pass exhaust-steam from the low-pressure-engine cylinder out through said valve, substantially as set forth.

14. The combination of the cylinder P, provided with the steam-inlet passage i ported annular steamchest 9*, ported annular exhaust-chamber g exhaust-steam passage g steam-ports g q, and g and cylindrical central bore for the valve of the tubular valve Q, provided with exterior valve-recess, g and port g the mechanism for reciprocating the valve, the piston 12, provided with a passage through which the valve plays, the ported cylinder I, its top provided with a passage through which the valve plays, the piston K, the exhaust-steam chamber h below cylinder I, and the cranks and connecting-rods,whereby the high-pressure engine exhausts through the valve into the low-pressure engine, and whereby the low-pressure engine exhaustsinto chamber h, partly through the ports in the cylinder and partly through the valve and passage 9, substantially as. described.

15. Two single -acti-ng engines with their cylinders placed end to end, their pistons movingin' opposite directions and coupled by connecting-rods to oppositely-arranged crankpins in a common crank-shaft, and the said crank-shaft journaled in a casing which incloses one cylinder, the crank-shaft, and the connecting-rods, substantially as set forth.

In witness whereof I have hereunto signed inyname in the presence of two subscribing witnesses.

ROBERT OREUZBAUR. \Vitnesses:

HENRY CONNETT, ARTHUR O. FRASER.

Images