US363085A - robinson - Google Patents

Description

(No Model.) 5 Sheets-Sheet 1.

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' Patented May 17, 1887.

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S. ROBINSON.

ENGINE.

No. 363,085. Patented May 17, 1887.

(No Model.)

s. ROBINSON.

ENGINE.

Patented May 17, 1887.

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SAMUEL ROBINSON, OF VEST BROMlVIOH, COUNTY OF STAFFORD, ENGLAND.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 363,085, dated May 1'7, 188?.

Application filed November 17. 1885. Serial No. 183,134 (No model.) Patented in England November 7, 1884, No. 14,714; in France September 3. 1885, No. 170,993; in Belgium September 24, 1885, No. 70,299, and in Germany October 3, 1885, No. 35,G74.

To all whom it may concern:

Be it known that I, SAMUEL ROBINSON, a

subject of the Queen of Great Britain, residing at West Bromwich, in the county of Stafford, England, have invented certain new and use' ful Improvements in Engines Actuated by Steam, Air, or Gas, (for which an English patent has been granted, No. 14,714, of the year 1884,) of which the following is a specification.

This invention relates to improvements in the class of engines which have an internal cylinder acting as the piston of an external cylinder, and the piston of the internal cylinder fixed to the end of the external cylinder. In the class of engines referred to the external cylinder and the piston of the internal are fixed rigidly in position, and the internal cylinder only is capable of an endwise movement. 1

Now, according to my invention the eXternal cylinder is mounted in slides, so as to be capable of an endwise movement, and such cylinder and the piston of the internal cylin der, which is fixed thereto, are so connected with the revolving or moving parts of the engine as to move in an opposite and end wise direction to the internal cylinder, and thus the advantage of the employment of the class of engine referred to is secured, together with the advantage of having the superior mechanical effect as in a pair of engines coupled.

My invention has also for its object improvements in the valves, ports, valve-gearing, and other details of the class of engines referred to.

My invention is illustrated by the drawings herewith, of which Figures and 2 are drawn to half the scale of the remaining figures.

Like letters of reference occurring upon two or more of the views designate corresponding parts.

Fig. 1 is a plan of an engine constructed ac cording to my invention, said engine being shown as mounted in the frame of a locomotive, although it is, of course, applicable generally to any purpose for which an engine is required. Fig. 1 is a detached View of the rods at the right-hand end of Fig. 1, and which are broken away in said figure. Fig. 2 is a side elevation of the engine shown in Fig. 1,

with the outside frame and two of the wheels removed. Fig. 2is a detached view of the rod h, which is broken away in Fig. 2.. Fig. 3 is a transverse section through the exterior cylinder and steam-chest, and Fig. 4 is a longitudinal section on line w 00 in Fig. 3. Fig. 5 is a detached plan of the inner cylinder and valve, and Fig. 6 is a plan of the steam-chest with the lid and valve removed. Fig. 7 shows the upper end of the steam-pipe, illustrating the swiveling of same, as will be hereinafter described. Figs. 8, 9, and 10 illustrate the valve-gear on a large scale. This mechanism will be hereinafter described.

A is the exterior motive-power cylinder, capable of an endwise motion in slides BB.

0 O are blocks projecting from the sides of the cylinder and fitting within the slides B B, so as to be capable of sliding endwise therein.

a a are rods fixed to lugs on the front end of the cylinder A, and also to the cross-heads b I), connected, by means of cross-head pins or godgoons, with blocks capable of an endwise movement in slide-bars c c c c.

D is a driving-axle, having the wheels D D keyed on the ends thereof, and having cranks b b set to throw together.

B B are connecting-rods connecting the cross-heads I) b with the cranks b b.

A is the interior cylinder, capable of moving endwise within the cylinder A and acting as the piston thereto. A section through the center of the cylinder A is shown by big. 3, for convenience of illustration, as though such cylinder were in its mid-position with the cylinder A.

Referring to the drawings generally, F F are pistonrods passing from the front end of the cylinder A through packingboxes in the front end of the cylinder A. These rods are fixed at their outer ends to the crossliead F, which is connected by means of a crosshead, pin, or gudgeon with slide-blocks capable of moving endwise in the slide-bars c 0'. These slidebars are of sufficient width to allow of the two sets of slide-blocks sliding therein to pass one another.

G is a crank in the middle of the axle D, and this crank is set at an angle of about one hundred and fifty degrees with the cranks b b.

G is a connectin -rod connectin the crosshead E with the crank G.

' piston-rod H and out through a packing-box,

H, on the end thereof, and thus no packing is required in the back end of the cylinder A for the passage of the rod E therethrough. This piston-rod Eis connected at its outer end to a crosshead, h, which is itself connected by means of rods h h to the back end of the cylinder A.

Jis an ordinarythree-port slide-valve within the steam-chest J.

a. a are the ordinary ports from the chest J to the ends of the cylinder A.-

L is a slide-valve having a port, L, in its under face, as shown.

Fig. 5 is a detached plan of the cylinder A and valve L. A valve-face is formed upon the cylinder A, as shown, and d d are ports therefrom out through the front and back end of the cylinder A, respectively, so as to communicate between such valve-face and the opposite ends of. the cylinder A, and d d are steam-ports running parallel to the ports d d, but pass into the ends of the interior of the cylinder A, instead of passing out through the ends. Referring to Fig. 5, in which these ports are shown by broken lines only, it will be seen that the ports (1 d are on one side of cover each of the ports d d alternately without uncovering the ports d d.

M is a steam-pipe communicating by means of a passage, N, with the steam-chest J, and also with the steam-jacket K K around the cylinder A; and N is an exhaustpipe, with which the exhaust port b communicates through the medium of the passage N. The steam-passage is contracted in width as it enters the steam-jacketK K, (see Fig. 4,) so that the ends of the cylinder A will not pass over it in working.

The engine may be worked alternatively as a high-pressure engine or as a compound en- 1H6. g For the sake of convenience, I will describe the operation of the cylinders, piston, and valves first when the engine is working high pressure.

The valves J and Lare shown in their approximate position due to the relative position of the cylinders A and A. The cylinder A is in its backward position, as will be seen on reference' to Figs. 1 and 2; but the cylinder A is not in its extreme forward position, be-

cause the crank G is not exactly opposite to the cranks O G, and therefore the forward end of the cylinder A will come slightly nearer to the inner front end of the cylinderA as the cylinder A completes its forward stroke. At this point--that is, when the .front end of the cylinder A and the front end of the cylinder A are nearest to one another-the valve J will commence to open and admit steam through one of the passages a into the front end of the cylinder A, driving such cylinder forward in the direction indicated by the arrow 9 and driving the cylinder A backward in the direction of the arrow 9. The steam from the other end of the cylinder A will exhaust through the other passage a and through the hollow of thevalve J into the port b thence through the passage N into the exhaust-pipe N, and thence into the atmosphere or condenser, as the case may be. Simultaneously with this operation of the valve J the valve L will admit steam through one of the passages d into the back end.of the cylinder A,

driving the piston E in the'direction of thesteam flowing from the boiler into such end.

of the cylinder A passes and mixes with the steam in the front end of cylinder A. There is thus, of course, an equilibrium of pressure, or practically so, in the front end of the cylinder A. and in the front end of the cylinder A during the stroke of such cylinders in the directions described. Upon a reversal of the strokes of the cylinders and piston, respectively, the reverse action of the valves takes place, and the steam enters from the chest J into the back end of the'cylinder A, and from the steam-jacket K K into the front end of the of the cylinder A is practically in equilibrium with the steam flowing from the boiler into the back end of the cylinder A.

I will now describe the operation of the cylinders, piston, and valves when the engine is working compound.

The steam is admitted to the cylinder A exactly as when the engine is working highpressure, and the exhaust from the cylinder A expands into the opposite ends of the cylinder A alternately, and at the completion of a stroke, during which such expansion acts, the expanded steam is exhausted through one of the ports a into the port 1)., andv thence through the'passage N into the exhaust-pipe N, and thence into the atmosphere or condenser. In this case the stroke of the valve J is reduced by the gearing hereinafter. described, so that though the ports aa are alternately placed in communication with the port b they are not placed in communication cylinder A, and the steam from the back end with the steam-chest J, and thus no steam is admitted to the cylinder A, except the expanding steam-from the cylinder A.

On referring to Figs. 1 and 2 it will be seen that the movement of the cylinder A and piston E(which have been described as connected together) operates the two connecting-rods B B and gives motion to the drivingaxle 1) through the medium of the cranks I) b, and also that the movement of the interior cylinner, A, operates the connecting-rod G, and thus gives motion to thedriving-axle Dthrough the medium of the crank G.

I will now describe the means by which the valves J and L are operated. i is the spindle for the valve J ,and is carried forward through a guide, 0, (see Figs. 1 and 2,) which is fixed to the upperpair of rods, a a, and moves therefore with the cylinder A. t" is the spindle for the valve L, andj isa tube fixed into the back end ofthe cylinder A, and passing out through a packing, j, at the back end of the cylinder A. P is a cross-head capable of sliding longitudinally within guides p p on the packingbox H. This packing-box slides upon rods h h, by which it is steadied. The tube j passes through a packing-box, 7c, in the cross-head P, and clearance is torined in the cross-head to allow for longitudinal movementof such crosshead alongthe tubej. The spindlez" is screwed into a nut, g, at the back of an angle-piece, 1", which is fixed to the back of the valve L. and the spindle t" passes through the tube j, and its end is screwed through a plate, 7c,which is fixed to the back end of the cross-head P. By means of this screwed plate kany desired adjustment of the valveL in relation to the crosshead P may be given; as the screwed plate may be disconnected from the cross-head and screwed upon the valve-spindle i, inward or outward, to give the desired adjustment, and is then fixed again to the cross-head P by means of the screw shown, (see Fig. 4,) or in any convenient manner. R is a rod connected to an arm, P, of the cross-head P, and passes through a guide, R, Figs. 1 and 2,11earthe back end of the cylinder A, and also through the guide 0.

Referring to Figs. 8, 9, and 10, Fig. 8 is a side elevation of the gearing for actuating the valve L. Fig. 9 is a plan thereof, and Fig. 10 is an edge view of the standard and link hereinafter described. The parts in these views which correspond to the parts on Sheets 1 and 2aresimilarlylettered, thus: Bis the rod from the cross-head P of the valve spindle t". F F are the rods from the front end of the cylinder A. G is the middle connecting-rod, and F the cross-head to which it is connected. The parts corresponding to those shown by Figs. 1 and 2 are represented as in the same relative position. S is an arm upon the connectingrod G. T is a standard fixed to the upper rod, F, by means of a cotter, Z, or any conveir ient means. U is a slotted link carried upon a stud, Z, projecting from the face of the standard T. S is a plain link connecting the top end of the arm S with the slotted link U, so

that as the arm S vibrates with the vibration of the rod G the slotted link U will be vibrated by means of the plain link S. U U 'are a pair of plain links connecting a cross-head, T, upon the end of the valve-rod R, with a slider in the slotted link U, so that as the slotted link U is vibrated the rod R, and consequently the valve-spindle i, is moved longitudinally and the valve L thereby actuated. m is a reversinglever by which, through the medium of the rod m, the links U U are raised and lowered, so as to raise and lower the slider within the slotted link U. Thelever m is carried upon a stud, a, projecting from the upper end of the standard T. The upper part of the standard T is shown broken in its height, and so is also the rod m, as the stud a should be higher than shown, so that the lever 'm may clear the link U as it vibrates in working. a is a quadranthaving nntchesin the edge thereof, by which the lever 'HllS-hEld in any desired position. The action of the valve is reversed by moving the slider from one end of the slotted link U to the other end.

The reversinglever is shown, for convenience, in the position indicated. Inalocomotive it would of course be placed in the most convenient position for the driver.

A similar arrangement of valve-gearing to that just described may be employed for actuating the valve J, in which case, of course, the reduced stroke of the valve, necessary when the engine is working compound, is readily provided for by moving the slider toward the center of the link U.

In employing the gearing for the valve J, a slotted link (corresponding to the link U) is operated from an arm (corresponding to the arm S) upon one of the outer connectingrods, preferably the rod B, and a standard (corresponding to the standard T) is'carried from the upper rod, a, adjacent to such connectingrod. The valve J is thus operated from an arm upon the connecting-rod B just in the manner that the valve L is operated from an arm upon the connecting-rod G. 4

If it is not desired to reverse the engine, the gearing may of course be considerably sim plified, especially in the caseof the high-press ure valve, and also in the case of the valve of the exterior cylinder, when such cylinder is employed to work high pressure only or compound only, as in each of such cases the link S may be connected directly with the valverod or through the medium of a plain rocking lever, according to which direction of rotation the engine is to run, as will be readily under stood.

The gearing illustrated by Figs. 8, 9, and 10 is omitted from Figs. 1 and 2 for the sake of avoiding unnecessary complication.

The engine may be started to work highpressurein both cylinders, if desired. and then altered to work compound as soon as the sufficient speed has been attained.

The steam and exhaust pipes connected with the steamchest J are jointed to allow of the movement of the cylinder. Referring to the steam branch M, Fig. 3, it will be seen that it is connected by means of apacking, forming a, swivel joint with a vertical steam pipe, M The upper end of this pipe M is shown in section in Fig. 7, where it is connected with a pipe, M by means of a packing,which allows of the .pipe M sliding somewhat along pipe M The upper end of the pipe M is connected with a fixed pipe, M, by means of a packing, forming a swivel-joint, and thus the swiveling and endwise movement resulting from the vibration of the pipe M is allowed for. The pipe M is held securely against the tendency of the steam-pressure to force up the pipe M The exhaust branch N may be similarly connected up, or either or both of the branches may be connected by means of a plain horizontal pipe sliding through a packing on the end of a fixed pipe.

The steam chest J is shown to be at an angle with the vertical line in the cross-section, for convenience of arranging the centers of the valve-rods and gearing; but the chest may of course be placed on the vertical center, if preferred, in which case the arrangement of the gearing must be modified accordingly.

The two cylinders of the engine above described, movingin the main in opposite directions to one another, give abetter balance in the working of the engine than when a single cylinder only is moving in the opposite direct-ion to a single piston.

The valve-gearing above described dispenses with the use of eccentrics, and the consequent friction and wear and tear arising therefrom, and has the advantage of acting very quickly in opening and closing the valves, and effects these operations in themost advantageous position of the stroke.

An engine constructed and operating in the manner described is very compact, is economical in working, and distributes the power advantageously upon the crank-shaft.

I have described my improvements in their application to a'steam'englne; but they are applicable also to engines worked by air or gas under pressure.

I am well aware thatit is not new in engines to arrange one cylinder within another, the inner cylinder serving as a piston for the outer cylinder; that it is not new to connect the inner cylinder with the outer cylinder; that it is not new to utilize the annular space between the two cylinders as a jacket, and that it is not new to work engines with their cylinders arranged in this manner as compound engines. Therefore I do not claim these constructions and mode of working. My engi-ne,howevcr, differs materially in its construction and operation from allsuch, so far as I am aware.

Having thus stated the nature of my invention, and particularly described the manner of performing the same, I declare that what I claim is- 1. An engine to be actuated by steam, air,

or gas, having an'internal cylinder mounted in the manner of a piston, and having a piston in the said internal cylinder, the said internal cylinder being coupled to the working parts of the engine, the external cylinder mounted in guides and free to play in same longitudinally, and coupled also to the working parts of the engine, and the piston of the internal cylinder connected to the external cylinder, said cylinders being arranged to move in opposite directions,substantially as set forth.

2. The combination of the external cylinder mounted to play longitudinally in guides, the internal cylinder mounted as a piston in the external cylinder, the tubular piston-rod H, connected to the internal cylinder, the piston-rod E ofthe piston of the internal cylinder, arranged in the said tubular rod H, the cross-head h, attached to the outer end of ,rod E, and the rods h h, which connect cross-head h with the exterior cylinder, substantially as set forth.

3. The combination of the external cylinder mounted to play longitudinally in guides, the internal cylinder mounted as a piston in the external cylinder, connected to and moving with the external cylinder, the tubular piston-rod H, connected to the internal cylinder, the rod E of the piston of the internal cylinder, arranged in the said tubular rod H, the packing-box H on the rod H, which is constructed and arranged to serve as a guide for the cross-head P of the valve-rod t", and

said cross-head and valve-rod.

4. The combination, with the moving external cylinder, the internal cylinder, and the piston of the latter cylinder, of the valve of the internal cylinder, its rod t", the tubular rod j, incasing said rod 11, said rod j attached to the internal cylinder and passing out through a packing-box in the head of the external cylinder, and the cross-head of the rod t", provided with a packing-box, through which passes the outer end of rod 9'. substantially as set forth.

5. The combination, with the external and internal cylinders and the piston of the internal cylinder, said piston being connected to said external cylinder, of the valves J and L, mechanism for operating said valves, and means for varying the stroke of valve J, whereby the engine may be worked as eithera compound or a high-pressure engine, substantially as set forth.

6. The combination, with the external cylinder provided with, steam-ports a and an exhaust-port, 1), its steam-chest J, and valve J, ofthe internal cylinder, A,provided with ports d d d d, its valve L, mechanism for actuating valve L, the piston E of the internal cylinder connected to the external cylinder, and means for operating valve J to an extent sufficient to open ports a alternately to the exhaust-port b, but not to the steam-chest J, whereby the engine is operated as a compound engine, substantially as described.

7. The combination, with the external cylinder mounted in guides and capable of end- IIO' wise movement, the internal cylinder mounted as a piston in the external cylinder, and the piston of the internal cylinder connected to the external cylinder, of the crank-shaft D, provided with cranks G and O 0, set oppositely, or nearly so, the rods a, cross-heads b, and connecting-rods B B whereby the external cylinder is coupled to cranks G C, and the rods F, cross-head F, and connecting-rod G, whereby the internal cylinder is coupled to crank G, substantially as set forth.

8. In a valve-gearing for the purpose of operating a valve of an engine actuated by steam, air, or gas, and having an internal cylinder and piston operating in combination with an external cylinder, substantiallyin the manner described, the combination of an arm, S, upon a connecting-rod receiving motion direct from the cylinder carrying the valve to be operated by such gearing, with a link, S, communieating the motion from the arm S to a vibrating link, U, carried by a standard, '1, fixed to a part of the engine receiving motion direct from the cylinder carrying the valve to be operated by such gear, substantially as described and shown, and for the purpose set forth.

9. In valve-gearing for the purpose of operating the valve of an engine actuated by steam, air, or gas, and having an internal cylinder and piston operating in combination with an external cylinder, substantially in the manner described, the combination of an arm, S, upon a connectingrod receiving motion direct from the cylinder carrying the valve to be operated by such gearing, with a link, S, communicating the motion from the arm S to the valve-spindle, substantially as described and shown, and for the purpose set forth.

10. The combination, with the cylinder A, provided with two sets of ports and passages, d d and d d, arranged as described, of the valve L, controlling both of said sets of ports, that portion of said valve which controls ports (1 being narrower than that portion controllingports (1, whereby the valve may uncover alternately the ports d Without uncovering the ports d, substantially as and for the purposes set forth.

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

SAMUEL ROBINSON.-

Witnesses:

JOHN C. MEWBURN, GEORGE O. BACON.

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