US395725A - Steam-engine valve - Google Patents

Description

(No Model.) 2 sheets-sheet 1. W. A. WALKER.

STEAM ENGINE VALVE.'

No. 395,725. Patented Jan. 8l 1889.

(No Model.) 2 sheets-shew 2.

W. A'. WALKER.

STEAM ENGINE VALVE. No. 395,725. Patented Jan. 8, 1889.

IVILIJIAM A. IVALKER, OF ROME, NEV YORK.

STEAM-ENGIN VALVE.

l SPECIFICATION forming part of Letters Patent No. 395,725, dated January 8, 1889.

Application filed J'une 27, 1887. Serial No. 242,591. (No model.)

To [LZZ whom, it may concernf Be it known that I, VILLIAM A. VALKER, of the city of Rome, in the county of Oneida and State of New York, have invented certain new and useful Improvements in Steam-Engine Valves 5 and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

My invention relates to an improvement in steam-engines; and it consists in the mechanism and construction hereinafter set forth, described, and claimed.

In the drawings presented, Figure l represents a plan view of my engine. Fig. 2 repsents a side elevation of the same. Fig. 3 represents a transverse section of the cylinder and steam-chest on line A A of Fig. 4. Fig. -L represents alongitudinal section of the cylinder and steam-chest on line B B of Fig. Fig. 5 represents an end elevation of one of the steam-valves, and Figs. 6 and 7 represent side elevations of the same. Fig. 8 represents a valve havi n the steam -ports therein spiral or at an angle to the plane of its rotation. Fig. 9 represents a side elevation of one of the devices employed for reversing the engine.

Like numerals of reference refer io like parts in the several figures presented.

Having described my invention in relation to the drawings, I will now proceed to describe its construction and operation.

1, Figs. l and 2, represents the frame orbed of the engine, to which is attached by any well-known method the guides, the cylinder and steam-chest, the main-shaft bearing, and such other parts as ordinaril y enter into the construction of a steam-engine. The main point of difference between my invention and the ordinary steam-engine is found in the steam-valves and their appendages and their method of operation.

2, Figs. l, 2, 3, and 4i, represents the cylinder of my engine, which contains an ordinary piston and rod.

3, Figs. l, 2, 3, and 4, represents the steamchest, which is attached to or made a part of the steam-cylinder and contains the valves, the purpose of which is to permit the ingress and egress of steam to .and from the cylinder.

4 et, Fig. 4, represent the ports or passages that form a communication between a steamchest and the cylinder.

5 5, Fig. a, represent the exhaust-ports, which, in connection with the steam-ports -t et and the valves, establish communication between the .interior of the steam-cylinder and the exhaust-chamber 6, Figs. 3 and 4. This exhaust-chamber has connected with it and opening from it an ordinary exhaustpipe7 7, Figs. 2, 3, and 4. is properly bored on its interior to admit of the introduction of the valves 3 8, which are iitted substantially steam tight therein. These valves are keyed or otherwise rigidly fastened to the valve rod or shaft 9, Figs. l, 2, 3, 4l., and 9. This rod or shaft 9 receives a continuous rotary movement from the main shaft of the engine through the medium of the beveled miter-gears l0, Figs. l and 2. As it is often desirable to reverse the motion of the engine, I provide means for so doing by the use of the devices hereinafter described. Figs. l and 2 show a system of beveled gearing for accomplishing this purpose. The two gears 10 10, that are shown as located on the main shaft 2O of the engine, are rigidly attached to a sliding sleeve that is fitted over and upon the main shaft of the engine. This sleeve and its attached gears are connected with the main shaft by spline, key, feather, or any other well-known mechanical device (not shown) in Ysuch manner as to rotate in combination therewith and still be free to move longitudinally thereon. IVhen the sleeve and gears are in the position shown in full lines in Fig. l, the valve-shaft 9 is rotated in a certain direction and the motion of the engine is in a certain direction. Then the sleeve and gears are moved into the position shown in dotted lines in Fig. l, the valve-shaft 9 is rotated in a contrary direction from that assumed in the first instance, and the motion of the engine is reversed. I also accomplish the same result by the use of the device shown in Fig. t. This device is not shown in connection with other parts of the engine; but its operation will be readily understood from the description by one skilled in the art to which The steam-chest 3 IOO it pertains. In this construction I use only two gear-wheels instead of three, as shown in Fig. 1.

Reference to Fig. 9 will show that the valveshaft E) is severed or cut in two at 11. The sleeve 12 is bored to an appropriate size and is slipped over the severed portions of the shaft, as shown. This sleeve has a spiral cut or slot extending from its periphery to its inner bore and encircling substantially one-haltl the sleeve, as shown at 13, Fig. i). This spiral groove or slot furnishes a guide for the pin 14, which is rigidly attached to or a part of the shaft 9. The sleeve also has, located in such a position as to not interfere with the spiral groove or slot, a longitudinal slot, l5, (shown by dotted lines,) which is parallel with the axis of the sleeve and extends throngh th e walls of the samefrom its peripheryto its central bore. This slot 15 furnishes a guide forthe pin 1o,which is rigidly attached to or a part of the shaft 9. Assuming that the lower end of the shaft 0 is held against rotary movement, it follows that when the sleeve is moved into the position shown in dotted lines in Fig. 9 engagement of the pin 14 by the walls of the spiral slot 13 will cause that part of shaft 9 above the separatioi'i or cut 11 to partially rotate in the direction indicated by the arrow. Applying ,this mechanism to the valve-shaft of my engine and operating it as described will reverse the position of the valve-shaft and valves in relation to the piston movement, and conseqnently reverse the motion of the engine.

The valves of my engine are shown in end and side elevation in Figs. 5, G, 7, and 8, and may be described as follows: They consist, primarily, of an outer rim or shell connected with a central hub by radial spokes or arms, substantially as shown. Extending entirely through the metal forming the rim or outside of the valve is the transverse slot or steaminduction p`ort7 as shown at 17, Figs. 3, 5, and (3. At a point approximately opposite the slot 17, the exact position of which is not intended to be shown in. the drawings, is the eduction-port, (so called,) which is a depression or pocket formed in the material of the valve-rim and not extending ettirely through the same, as shown at 18, Figs. 8, 5,-and 7. The function of the pocket 1S is to, at proper points in the rotation of the valve and the stroke of the engine, establish communication between the steam or induction ports 4 4 and the exhaust or eduction ports 5 5, Fig. 4, and allow the exhauststeam to pass out through the ports 4 4, the valve-pocket 1S, and the exhaust-ports 5 5 into the exhaust-chamber C, and thence out through pipe 7.

It will be noticed by reference toy Figs. S and 4 that the steam-valves S are so located and placed in the steam-chest that they are entirely encompassed or surrounded by the steam therein, and are sul'istantially what is technically known. as balanced valves.

The operation of my improved engine is substantially as follows: Steam is admitted to the interior of the steam-chest t in the construction shown through pipe 10, Figs. 1 and and fills the same. Entering the cylinder through the proper port it exerts its power upon the piston and moves the samelongitudinally in the cylinder. This movement of the piston. is, by means of the usual mechanism, transmitted to the crank, which rotates the main shaft O of the engine. The rotary movement of the main shaft is, by the mechanism hereinbefore described, transmitted to the valveshaft f) and the engine set in motion. As the valve-shaft and its attached valves rotate, the steam-port 7 in the valve is brought into eoincidence with the steam-port 4 of the cylin- Y der, and steam is admitted into the interior of the cylinder. As the rotation of the valve continues, the port 7 passes port 4, and steam is eut oit from the cylinder. The rotation of the valve continuing, the pocket 1S therein (which in longitudinal length is at least equal to the width ol' the ports 4 and 5 and their separating-bridge, as shown in Fig. 4) is brought into connection with ports 4 and 5 of the cylinder and Aestablishes communication between the same and exhaust-chamber l5 and allows the steam to exhaust from the cylinder. This cycle of operations continues so long as the engine is in motion.

' lVhile my engine admits of the use of the independent govern ing mechanism, known as a throttling governor, there are some objections to the use of the same, and I therefore make use of the governing device hereinafter described. Reference to Figs. 1 and 2 shows a sleeve, 21, located on the valve-shaft 9. The valve-shaft is cut or severed at or near thc longitudinal center of the sleeve. (Cut not shown.) That portion of the valve-shaft 9 nearest the beveled. gears is rigidly keyed or otherwise attached to the sleeve. That portion of the shaft i) extending from the center of the sleeve to and into the valvechamber is splined7 or feathered to the sleeve in such manner as to rotate therewith and still be free to move longitudinally within certain limits. Rig-idly attached to that portion of shaft 9 last described and rotating therewith is a ci]'cuinferentially-gi'ooved collar, 22, Figs. l. and 2. This collar is engaged by the to rk or bifurcated end of the bell-crank 23, which is fulcrumed at 24 upon a projecting arm, 25, which may bea portion of the steam-chest head. The outer end of the horizontal arm of the bell-crank is engaged with an ordina-ry ball-governor, 26, in any of the various well-known ways. The governor is properly mounted upon the engine and connected therewith to be rotated in'any appropri ate manner.

Reference to Fig. 4 will show that the valves 8 are so located upon the shaft 9 that a certain amount of space exists between them (the IOO IOS

IIO

IIS

normal position shown in the drawings the effect would be to diminish the area of the :induction-port opening', and consequently diminish the amount of steam admitted to the cylinder. 'lalzing this fact into account, I use the governor as a means for moving the valves and valve-shaft lon gitudi nal ly in ei th er direction, which I do by means of the intervening mechanism, as liiereinbefore described. Fig. S shows a side elevation of a val vc that diti'iers `from Figs. 5, G, and 7 only in having stean'l-port 2S therein, and correspoinling to I7, Fig's. 3, 5, and (i, cut spirally across and through its rim or shell..

I am aware that eng'ines have been previously constructed embodying' some of the features emln'aced in my engine; but I am not aware that a valve similarin construction to that shown has ever before been used.

It being evident that the opex'ation of my valve could be accomplished by other means than those speciiically described and shown, I do not intend to limit the broad scope or intent of my construction to the precise specitic conguration, conformation, or combination of parts herein set forth and described.

While I have referred in this specification to my engine as a steam-engine, I reserve the right to apply it to any purpose to which it may be found to be adapted and to employ any torce-such as gas, water, &c.- as a motive agent.

That I claim as new, and desire to secure by Letters Patent, is-

l. The combination, within a steantchamber, of a circular seat having two ports therein and a cylindrical shell having a slot or port through the shell adapted to register with oneof the ports in the seat and having a pocket or recess upon the external cylindrical surface of the shell adapted to cover both ports in the seat and establish communication between them, one or more shells bein mounted on a shaft within the chamber, so as to admit of a lateral movement of the shell upon the scat within the chamber.

2. In a rotary valve for a motor, the combination of a curved valve-seat located in a stealn-chamber, the seat being provided with an inlet and exhaust ports for each end of the cylinder,a cylindrical shell mounted upon a shaft within. a chamber, rotating in the curved seat, covering the ports, and provided with slotted openin gs through the shell adaptcd to reg'ister with the inlet-ports in, the seat with each revolution of the shell, and recesses or pockets upon the external cylindlrical surface of the shell, each pocket being adapted to cover the exhaust and inlet ports at each end of the cylinder and establish communica tion between them with each revolution of the valve, the shell being longitudinally adjustable in the seat, whereby the slotted openings o'f the shell are adjusted toa position not to or only partially to register with the inlet-ports.

3. The combination, Vwith a rotary valve of a motor having a cylindrical shell mounted ou a shaft covering inlet and exhaust ports for each end of the cylinder in a circular seat and the shell provided with slotted openings for establishing communication between the inlet-ports and the interior of the cylindrical shell, and pocket upon the exterior cylindrical surface of the shell for establishing communication betwecn the inlet and exhaust ports, of a governor connected with the shell foradjusting it longitudinally in the seat.

et. A steam-chamber having' a circular seat having' ports therein, and a rotary valve consisting' of a cylindrical shell having a slot or port through the shell adapted to register with one oli' the ports in the seat and having a pocket or recess upon the external cylindrical surface of the shell adapted to simultaneously cover two of the ports in the seat and establish communication between them., one or more shellsbeing mo unted upon a shaft within the chamber, so as to revolve and also admit of a lateral movement of the shell Aupon the seat, the shaft being in sections and one of the sections provided with a movable sleeve revolving with and longitudinally adjustable upon the section of the shaft, thc sleeve hav- ,1 ing a spiral slot and the other section of the shaft enterin the sleeve and provided with a projection engagin the sleeve within the slot.

In witness whereof I have affixed my signal ture in presence of two witnesses.

WILLIAM A. WALKER.

Witnesses:

W. G. STONE, MILTON E. ROBINSON.

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