US369923A - Compound single-acting steam-engine - Google Patents

Description

(No Modem 4 sheets-sheet .1. R; CREUZBAUR. COMPOUND SINGLE ACTING STEAM ENGINE. N o. 369,923. Patented Sept. 13, 1887. 1:"'1 52.1-

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PatentdvSept. 13, 1887-.

A TTOR/VEY N4 PETERS. Fhalo-Lthugrzpher, Washington. IIC.

(No Model.) 4 Sheets-Sheet 3.

R. CREUZBAUR. GOMBOUND SINGLE ACTING STEAMv ENGINE.

No. 369,923. Patented Sept. 13, 1887. F i g- 5- N. Pmzs. mm-umgrspher, wishing", n. cv

(No Model.) 44 sheets-sheet 4.

R. CRBUZBAUR. GoMPoUNE SINGLEAGTING STEAM ENGINE.

No. 369,923. Patented Sept. 13, 1887. FiE 7 Flgi- N. paens. Phnwumognpnr. washington. o. c.

ROBERT CREUZBAUR, OF BROOKLYN, NEW YORK.

COMPOUND SINGLE-ACTlNG STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 369,923, dated September 13, 1887.

Application tiled November 18, 1886. Serial No. 219,242. (No model.)

To a/ZZ whom it may concern:

Be it known that 1, ROBERT CREUZBAUR, a citizen of the United States, and a resident of Brooklyn, Kings county, New York, have invented certain Improvements in Compound Single-Acting SteanlEngines ArrangedTandem, of which the following is a specification. My present invention is a complement to a series of improvements in engines of this class embodied in my several pending applications for patent bearing the serial numbers 171,412, 171,413, 193,001, 193,721, and 207,309, to which reference is made for a detailed description ot' the construction and operation of this class of engines not set forth and claimed herein.

My present improvement consists in, first, connecting the high-pressure piston on its nonworking side withA the working side -of the intermediate piston by means of a pair of rods arranged on opposite sides of an axially-arranged valve-casing; second, in an engine having three pistons, the coupling of the intermediate piston with the high-pressure piston by rods extending downward from thenon-Working side of said highpressure piston, whereby steam that may leak through the top of the intermediatecylinder around said rods will be utilized in acting on the intermediate piston and during the exhaust upon thelow-pressure piston; third, a cushioirchamber under one of the working-pistons, in which aconstant cycle of pressures is automatically maintained by connecting said chamber at proper times with a body of an elastic fluid of approximately constant and uniform tension; fourth, the inlet for the superheated boiler-steam into the steam-jacket, so arranged that the unequal expension caused thereby will be approximately neutralized or balanced on opposite sides by employing two or more oppositely-arranged inlets for said steam, and,tifth, the arrangement whereby the low-pressure piston is cushioned, which is effected by entrapping more or less of its exhaust-steam. I attain these ends by the construction and arrangement of the engine as illustrated in the accompanying drawings, wherein- Figures l to 4 show my invention as applied to a three-cylinder compound condensing engine, and Figs. `5 to 8 show certain features of my invention as applied to a two-cylindcr compound nonfcondensing engine. Fig. 1 is prix arvertical axial section of a th ree-cylinder condensing-engine constructed according to my invention, the plane of the section being taken longitudinally through the crank-shaft. Fig. 2 is a similar section, taken at right angles to Fig. 1, and showing some ofthe central parts in elevation. Fig. 3 is a fragmentary horizontal section taken in the plane indicated by line 3 3 in Fig. 1. Fig. 4 is a fragmentary horizontal section taken in the plane indicated by line 4 4in Fig. 1. Figs. 5 and 6 are sections, respectively, like Figs. 1 and 21, of at-wocylinder noncoudensing engine constructed according to my invention. Fig. 7 is a fragmentary horizontal section on line 7 7 in Fig. 5, and Fig. 8 is a fragmentary horizontal seetion on line 8 8 in Fig. 6.

In the condensing-engine illustrated in Figs. 1 to 4 no exhaust-valve for the low-pressure cylinder is provided, the entrapped low-press ure steam being employed as a cushion for the piston in its upstroke. A chamber under the high-pressure cylinder serves as a receiver for the exhaust from said cylinder. A charnber under the intermediate piston serves as a cushionehamber upon the elastic medium in which the two lesser pistons and their attachments are cushioned. This cushion-chamber is kept at an approximately5constant cycle of pressures by an opening into the crankshaft chamber, which opening is uncovered `during the time the piston stands at the end of its u pstroke.

Referring to Figs. 1 to 4, l will now describe the construction of this engine.

Let A represent the base of the engine, B the shell or casing forming the crank-shaft chamber, and O the crank-shaft, which has bearings in said casing.

D is the lowfpressure cylinder, and D its bottoni plate, in which is an aperture, D, whereby the connection is made with the condenser.

D3 is the lowpressure piston.

d d are exhaustports in the walls of the lowpressure cylinder, distributed around its entire circumference and opening into an annular passage, d', which is traversed by ties at intervals for strength. The passage d opens into the chamber d below the piston. l/Vhen the piston is at the end of down or out stroke, it uncovers ports d d momentarily, as seen in IOO Figs. 1 and 2. The lowpressure cylinder is mounted on the base A, as clearly shown.

E is the intermediate cylinder, which is mounted on the top of the low-pressure cylinder. The casing B is mounted on the top of this intermediate cylinder.

E3 is the intermediate piston, and E is the cushion-chamber below said piston. In the wall of cylinder E is an aperture or port, e, connecting chamber E with the crank-shaft chamber through an air jacket orspace, c, between the walls of cylinders D and E and the lagging or non conducting material X, arranged around these cylinders.

In Fig. 2 is shown the air-passage a through the lagging X around the high-pressure cylinder, whereby communication is effected between the air-space a and the crank shaft chamber. The intermediate piston, E3, uncovers port c momentarily at the end of its upstroke, as seen in Fig. 2, and thus reduces any undue tension in the cushion-chamber E that may have accumulated, or, rather, it preserves a uniform tension-cycle within said chamber. The crank-shaft chamber is open to the atmosphere through its unpacked joints, and the connection of chamber E therewith is equivalent to opening said chamber direct to the atmosphere, except that the air in the crankshaft chamber will be maintained at a temperature somewhat above that of the surrounding air. Y

F is the high-pressure cylinder, which is mounted on the intermediate cylinder, E, and F3 is the high-pressure piston. Apeculiarity of the high-pressure cylinder lies in its having no lateral nor upward apertures through the live-steam chamber for connecting it to its connecting-rods.

F is a receiving-chamber under the highpressure piston. The high-pressure piston F3 is connected to the intermediate piston, E3, by rods F2 F2, which pass through and play in apertures in the top of the cylinder E. The rods t snugly in these apertures; but no packing is necessarily employed. They may, however, be hushed, if desired.

The low-pressure piston D3 is connected to its crank-pins C by two piston-rods, D4 D4, which play in guides b b, formed integrally with cylinder E, and by two connecting-rods, D5 D5, coupled at their upper ends to said crank-pins and at their lower ends to said piston-rods.

The intermediate piston, E3, is connected to its crankpins C2 by two piston-rods, E4 E4, and two connecting-rods, Ef E5, coupled at their upper ends to said crank-pins and at their lower ends to said piston-rods.

The piston-rods D4 and E4 are provided with suitable stufling-boxes, c c, and their heads, where they are coupled to their respective connecting-rods, are provided with suitable guides, f f, Figs. 1 and 3, one pair of guides serving for both sets of rods in this case, although two sets may be employed.

The several cylindersD E F are surrounded,

wholly or partially, by connected steam-jackets G G G2, respectively, which form, also, a passage for the steam to the steam-inlet port of the high-pressure cylinder. In Figs. 2 and 4 I have shown these jackets or passages provided with heat-pegs g g, extending across from the exterior face of the cylinder-walls to the interior face of the outer shell of the jackets, the three parts being integral. The steam-usually superh eated steam-enters the jacket around the low-pressure cylinder and flows upward around the several cylinders to the steamchamber at the. upper part ofthe high-pressure cylinder. This feature is fully shown in my pending applications, and is not herein claimed. I have not shown the heatpegs g in Fig. l, as they form no essential or novel part of my present invention. In my present engine, however, Il provide oppositely-arranged inlets H H for the superheated boilersteam, in order to equalize the expansion of the parts caused by the heating of the same adjacent to said inlets; and I may employ more than two oppositely-arranged inlets for the steam in order to more effectually or perfectly accomplish this result. The jacket Gr2 does not entirely surround the high-pressure cylinder F, but is divided into two parts, forming broad steam-passages, as seen in Fig. 2, and these passages connect at their upper ends with or open into asteam-chamber, I, on the top of the high-pressure cylinder F on opposite sides of said chamber. The steamdis tribution is effected by the following-described mechanism:

J is a tubular valve-casing mounted in the top of the high-pressure cylinder F and depending in the axis of the same to a point near the lower edge of piston F3 when in its extreme lower position. Said piston embraces and plays over said tubular casing.

K is a similar but -larger tubular valve casing mounted in the top of the intermediate cylinder, E, and in the top of the low-pressure cylinder D, and extending through the axis of cylinder E. This casing opens at its upper end into the receiving-chamber F under the high-pressure piston F3, and opens at its lower end into thelow-pressure cylinder D above `its piston D3.

L is a valve-operating eccentric on shaft C, and L is the eccentricstrap. This strap is coupled to a cross-head, M, which plays in cross-head guides M', mounted on the highpressure cylinder. To cross-head M is rigidly attached a valve-stem, N, which passes through a stuffing-box, h, and down into the tubular valve-casings J and K.

On the valve-stem Nare adj ustably mounted two piston-valves, O and P, which control the distribution of the steam. The'valve O controls ports l, which admit steam from cham- IOO receiving-chamber F. The valve P controls ports 3 in casing K, which allow the passage of steam from receiving-chamber F to the working end of cylinder E, and the passage of the exhaust-steam from this cylinder through said casing K to the low-pressure cylinder D.

Q is a tube or pipe for supplying a lubricant to the boiler-steam in chamber I. Risa drainage-pipe for draining the cushion-chamber E, and S is a pipe for draining the connected steam-jackets G G G. The cranks to which the pistons E3 and F3 are connected in common are set oppositely to the cranks to which the piston D3 is connected. Consequently the lowpressure piston D3 makes its working-stroke while the pistons E3 and F3 are making their non-working stroke, and vice versa. Figs. l and 2 show the pistons at the ends of their respective strokes, piston D3 being at the end of its down or working stroke. Piston Dhas uncovered ports d and Opened cylinder D to the condenser. Valve Ohas opened ports .1 and 2 to admit live steam to the working side of highpressure piston F3, and valvePhas opened ports 3 to admit steam from the receiving-chamber F to the working side of piston E3. This latter piston, being at the end of its upstroke, has uncovered port e, and thus opened communication between cushion chamber E and the crankshaft chamber. When the cranks have passed the center, pistons E3 and F3 descend and piston D3 rises. The first movements of pistons D3 and E3 close, respectively, the ports d and e. Piston D3 is cushioned on the elastic fluid thus entrapped above it in cylinder D, and piston E3, together with piston F3 connected therewith, is-cushioned on the elastic fluid in chamber E. When the several pistons shall have reached the ends of their respective strokes, the valves O andP will have moved upward. Valve O will have closed ports l and opened ports 2 to receiving-chamber F', and valveP willhave closed ports 3 to receiving-chamber F and opened them to cylinder D above piston D3.

The valves O and P are provided with female screws and the rod N with a male screw. The valves are adjusted by screwing them up or down on the rod, and they are held in position by jam-nuts. f

I will now describe the construction shown in Figs. 5 to 8, wherein some of my improvements are shown as applied to a two-cylinder compound non-condensing engine.

As in the engine just described, A represents the base of the engine; B, the casing forming the crank-shaft chamber; C, the cran kshaft; C C2, the crank-pins to which the pistons are coupled, arranged oppositely; X, the lagging of non-conducting material around the low-pressure cylinder; X, the lagging around or partly around the high-pressure cylinder; D, the low-pressure cylinder; D', its bottom plate; D3, the low-pressure piston; D, its piston-rods; D5, its connectingrods,which couple rods D4 to the crank-pins O; c c, the stuffingboxes; f f, the guides; b b, guide-bearings for piston-rods D4; d d, exhaust-"ports in cylinder D; F, thehigh-pressure cylinder; F3, its piston; I,- the steam-chamber over said cylinder F; G G G2, the connected steam jackets or passages; H H, the inlets for the steam; g, the heat-pegs in the jackets; L, the valve-operating eccentric; L', its strap; M, the crosshearl; M', its guides, and N the valve-stem.

FX is a cushion-cylinder below the highpressure piston F3. This cylinder chambers the enlargement FXX, connected to the lower end of said piston F3, and forming a guide for the same in its movements. This disk -like enlargement lits snugly in the chamber FX, and is provided with one or more apertures, t, for the passage of air. The`piston F3 is a cylinder of considerable length, and when at the end of its upstroke, as in 'Figs 5 and 6, its lower end uncovers a port, j, which connects the cushion-chamber FX with the crank-shaft chamber, as seen in Fig. 6. Thus a constant tension-cyle is maintained in chamber FX.

The enlargement FXX transmits the motion of piston F3 to the piston-rods E4 E", which are firmly attached thereto, as shown, these rods E4 being connected with crank pins C2 C2 through the connecting-rods E5 E5, which are coupled at their one ends to said crank-pins, and at their other ends to said piston-rods.

The steam-distribution is effected by the followi 11g-described mechanism. KX is a tubular valve-casing secured at its upper end in the top of cylinder F, and at its lower end in the top of cylinder D. `It isarranged axially in the cylinders and in chamber FX. At its upper end are formed ports l and 2, arranged precisely like ports l and 2 in Fig. l, and these ports are controlled in the same manner as the latter by a valve, OX, on valve-stem N. At its lower end the casing KX is enlarged,

and in said enlargement are formed exhaust-h ports 4, which open into an exhaust-passage, d3. (Clearly shown in the horizontal section, Fig. 8.) These ports 4 are controlled by a valve, P ,which is tubular or open, so as not to impede the passage of steam from the highpressure to the low-pressure cylinder.

The low pressure cylinder D is entirely closed at its bottom by the plate D. Before the vpiston D3 in making its outstroke has closed the ports d the space between said pis- Y ton and the bottom plate, D', will be in cornmunication with the exhaust channel dx, through which channel and ports d the said space will be filled with exhaust-steam; and when the pist-on descends far enough to close ports d such steam will be entrapped below the piston and serve to cushion the momentum of the said piston and its attachments downwardly, and also to give them an upward impetus at the beginning of the upstroke of piston D3. The extent or amount of this cushioning is regulated by enlargements, one or more, of such ports d downwardly, as shown ats in Fig. 6. The lower this enlargement extends the less exhaust-steam will be entrapped.

ICO

Figs. 5 and 6how piston D3 at the end of its working-stroke, and piston F3 at the end of its non-working stroke. Valve l? has uncovered port 4 to the exhaust-steam from cylinder D, and this exhaust-steam flows out through exhaust-passages d3 d3, partitioned off in the steam-jacket G, to two exhaust outlets, H H', as seen in Fig. 6. At the same time the piston D3 has uncovered ports d, and a portion of the steam will passout in this way, first, into the annular chamber dx, and then to the outlets H. Valve O has uncovered ports l and 2 and admitted live or boiler steam from chamber I to cylinder F above piston F3. When the cranks have passed the centers, piston F3 begins its working-stroke and piston D3 its non-Working stroke, and when these pistons shall have reached the ends of their respective strokes the valves also will have shifted. Valve OX will now have closed port 1 and opened port 2 to cylinder D in casing KX, so that the steam in cylinder F may exhaust into the low-pressure cylinder, and valve PX will have closed ports 4. It may be added that the first movement of piston D3 upward closed ports d, and the first downward movement of piston Fix closed port j.

The piston D3 has (in Figs. 5 and 6) an axial elongation on its lower or non-working face, which formsa pump-plunger, T. This plunger plays in a barrel, T, formed integrally with the plate D. T2 represents the valve-chamber, which is also secured to plate D. This device is more fully illustrated in one of my pending applications, and forms no part of my present invention, except in so far as the plunger and barrel serve also as a guide to steady the low-pressure piston in its movements.

In Fig. 8, where some of the heat-pegs g are shown in transverse section, I have illustrated various forms of such pegs, some cylindrical, some square, some oblong in cross-section. These pegs may have any form.

Having thus described my invention, I claiml. A compound engine composed of singleacting 'cylinders arranged tandem, having the high pressure piston connected on its nonworking side with the working side of the intermediate piston by means of a pair of rods passing through the top of the intermediate cylinder, and having its ported valve-casing and valve arranged in the cylinder-axis between said rods.

2. A compound engine composed of lthree single-acting cylinders arranged tandem, and with their common axes vertical, having its crank-shaft above said cylinders, the low-pressure piston coupled to one set of crank-pins,

'and the intermediate piston coupled to another set of crank-pins set at right angles to the first-named set, the steam distribution valves and their casings arranged in the cylinder-axes, and the high-pressure cylinder coupled on its non-working side to the work- Cing side of the intermediate piston by means of two rods which pass through the top of the intermediate cylinder.

3. A compound engine composed of singleacting cylinders, having a cushion-chamber arranged under one of its working-pistons, in which a constant cycle of pressures is automatically maintained by connecting said chamber momentarily at the end of the upstroke with a body of an elastic iiuid having an approximately constant tension.

4. A compound engine composed of singleacting cylinders, having a cushion-chamber under one of its working-pistons, which chamber has a'port opening to the atmosphere and controlled by the said working-piston, substantially as set forth.

5. A compound engine composed of singleacting cylinders, having connected steam-jackets on said cylinders forming a passage for steam to the high-pressure cylinder, having oppositely-arranged inlets for the steam to said jacket, and having centrally arranged exhaust-passages from one cylinder to the other, as set forth.

6. A compound engine composed of singleacting cylinders, having connected steam -j ackets on said cylinders forming a passage for superheated steam to the high-pressure cylinder, and having oppositely-arranged inlets for the steam to said jackets, whereby the expansion caused by the heat from said steam is approximately balanced.

7. A compound engine composed of single. acting cylinders, having its low pressure cylinder closed at both ends and provided with exhaust-ports in its walls, which form the only communication from said cylinder to the exterior exhaust-channels of said cylinder, the low-pressure piston controlling said exhaust ports, and said exhaust-ports arranged at a point where they will be closed by the lowpressure piston before it reaches the end of its outstroke, whereby exhaust-steam will be entrapped under said piston for cushioning, as set forth.

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

ROBERT CREUVZBAUR.

Witnesses:

HENRY CONNETT, J. D. CAPLINGER.

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