US441364A

US441364A - Steam-engine

Info

Publication number: US441364A
Authority: US
Publication date: 1890-11-25
Anticipated expiration: 1907-11-25

Description

(No Model.) 4 sheets-Sheet 1.

A. L. IDE. STEAM ENGNE..I

No. 441,364. Patented N0v. ,25, 1890.

a M Mw@ W im Igel (No Model.)

4Sheets-Sheet 2. A. L. IDE. STEAM ENGINE.

n Patented Nov. 25, y1890.-

amer-LLM me Noam versus co., wom-uma., wAsumaTon, u. c.

(No Model.) 4 sheets-sheet 3,

A. L. IDE.- STEAM ENGINE.

No. 441,364. Patented Nov. 25. 1890.

' (No'Model.) l 4snets-sh-een4.

A. L. IDE.

STEAM ENGINE. 4

inf., a

To a/ZZ whom it may concern:

' UNITED STATES APATENT EE1CE.

AL ERT L. IDE, OF SPRINGFIELD, ILLINOIS.

STEAMFENGINE.

SPECIFICATION forming part of Letters Patent No. 441,364, dated November 25, 1.890. Application filed June l0, 1890. Serial No. 354,927. (No model- Be it known that I, ALBERT L. IDE, of

. Springfield, in the county of Sangamon and State of Illinois, have invented certain new and useful Improvements in Steam-Engines; and Ido hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference, marked thereon, which form a part of this specilication.

This invention relates to steam-engines,

- and more particularly to the class of steamengines known as compound engines.

The invention consists in the mat-ters hereinafter described, and pointed out in the appended claims.

In the accompanying drawings, illustrating my invention, Figure l is a perspective view of a compound engine embodying the same.

Fig. 2 is a central longitudinal section of the rs'ame, taken on a horizontal plane through the engine cylinders and valves on the lines 2 2 of Figs. 3 and 4. Fig. 3 is a transverse section through the low-pressure cylinder, taken upon line 33 of Fig. 2. Fig. 4is a transverse section through the high-pressure cylinder, taken upon line 4 4 of Fig. 2. Fig. 5 is a longitudinal section through the valves illustrated in Fig. 2, taken upon the lines 5 5 of said Figs. 2, 3, and 4. Fig. 6 is a detail side elevation of the slide-valve belonging to the low-pressure cylinder. Fig. 7 is an enlarged detail section of the valves shown in Figs. 2 to 5, showing said valves in a changed position from that shown in Fig. 2. Fig. 8 is a similar section illustrating still another position of the valves. Fig. 9 illustrates valves embodying the invention, differing somewhat from that shown in the other figures.

As illustrated in said drawings, A indicates the engine-frame; B, the low-pressure cylinder, which is directly connected with the end of the frame; C,thc high-pressure cylinder,

which is secured to the end ofthe low-press-` ure cylinder remote from the engine-frame.

D is the steam-chest of the low-pressure cylinder B; E, the steam-chest of the high` pressure cylinder C; F, the steam-supply pipe which is connected withA the steamchest E of thc highfpressure cylinder; G, the exhaustpipe which connnunicateswith the exhaustspace of the low-pressure cylinder B.

H indicates a valve-stem by which the slidevalves of the engine are' actuated, said valvestem being actuated by a connecting-rod H', operated by an eccentric on the main shaft I of the engine in the usual manner.

.I indicates, as a Whole, the slide-valve of the low-pressure cylinder, and K the slidevalve belonging to the high-pressure cylinder. The steam-chest D of the low-pressure cylinder is provided with a valve-seat L, having at its opposite ends two ports Z Z', leading to the opposite ends of the cylinder, and with a central port Z2, which communicates with the exhaust-pipe Gr. The steam-chest E of the high-pressure cylinder is provided with a valve-seat M, having at its opposite ends steam-ports m fm', communicating wit-h the opposite ends of the said cylinder, and a central steam-port m2 in communication with the steam-supply pipe F.

N is the piston of the low-pressure cylinder, and O is the piston of the high-pressure cylinder, said pistons being attached to a single piston-rod P in the usual manner. The portion P of said piston-rod between the pistons N and O passes through a suitable sleeve or bushing secured in the head C of the highpressure cylinder, which head C constitutes also the adjacent orouter head of the lowpressure cylinder B.

The slide-valve J belonging to the lowpressure cylinder is constructed as follows: Said valve is generally of fiat or gridiron form, Figs. 5 and 6, and consists of two parallel side pieces j j, two end cross-barsjjz, and two intermediate cross-bars jjt. As a detail of construction in the particular valve shown, the latter is provided with a central tubular part J through which passes the valve-stem H, said tubular part affording a brace to connect the cross-bars of the valve, and thereby give strength and rigidity to the saine.

The valve J, made as above described, is located in contact with the valveseat L and operates in connection therewith, and also with a stationary valve-plate R,Which is sustained within the steam-chest opposite the valve-seat L, and is provided with a dat bear- ICO ' valve-plate R to hold the latter position.

ing-surface R which is in contact with the outer side of the valve J. Said Valve-plate R is conveniently held in position by means of inwardly-projecting ila-nges r fr, which rest at their edges in contact with the valve-seat L at opposite sides or edges of the valve J, Fig. 3, the said valve-plate R being arranged to bear at its side edges against the side walls of the steam-chest, whereby the said valveplate is held from shifting sidewise, as clearly shown in the drawings. A pin or stud fr', Fig. 3, is inserted in the valve-seat L, and enters a recess in the flanger of the valve-plate to hold the latter from shifting endwise or longitudinally.

R2 is a spring interposed between the outer wall or cover of the steam-chest and the said in operative Said spring R2 does not act against steam-pressure in holding the valve -plate against the seat L, inasmuch as the steampressure comes outside of the said valve-plate and tends to press the same against the valveseat, and said spring enables the valve-plate to-yield outwardly to relieve the parts from strain in case of an accumulation of water in the cylinder, thereby avoiding danger of breakage of the parts by the compression of f the water in either end of the cylinder at such time. The valve-plate R is made shorter than the length of the steam-chest, and the end or outer cross-bars j t7'2 ofl the valve J are arranged at such distance apart and the valve is movedl through such distance that said cross-bars are carried alternately past the ends of the'valve-plate or outwardly from beneath the same, so as to admit steam from the steam-chest between the ends of the valveplate and the valv-e-seat to the steam-ports l Z.

The inner cross-bars .72,72* of the valve are arranged at such distance apart that they are moved alternately away from the surface of the valve-seat to a point opposite the exhaust-port Z2, thereby leaving open the space between the valve-seat and valve-plate for the passage of steam from one of the steam-ports ZZV to the said exhaust-port. In order that the steam may enter at bo'th sides or edges of v the end cross-bars of the valve when the latter are movedl outwardly past the end of the valve-plate, as above described, the valve-seat L is madeof the same lengthas thevalve-plate, so that spaces are left between the ends of the said valve-seat and the ends ofthe steam-chest,

landthe parts of the wall of the steam-chest adjacent to the ends of thevalve-seat are recessed; or, in other words, the valve-seat is elevated above the adjacent parts of the inner wall of the steam-chest. Thisconstruction enables the steam to pass around the said end cross-bars of the valves, so as to enter the space between the valve-seat and valve-plate at both l sides of the said cross-bars, thereby affording asteam-passage of twice the area, with the same movement of the valve, as is afforded in case the steaml enters at one side only of said cross-bal'. For a similar purpose the valvei walls of the steam-chest.

plate R is provided with a central recess r2 of the same length and width as the exhaust-port Z2 and arranged opposite the latter. Said recess allows the exhaust-steam to pass around both sides of the inner cross-bars 33j* in its passage from the ports Z l to the exhaustport Z2, thereby affording a large area for the exit of steam with a small movement of the valve. Said valve-plate R is herein shown as provided on its inner or bearing surface near its ends with two transversely-arranged recesses r2 r4, made of the same length and width as the steam-ports Z Z and located opposite the latter. By the presence of said recesses in the bearing-surface of the valveplate the latter is made to correspond exactly with the bearing-surface of the valve-seat, thus insuring an equal steam-pressure on opposite sides of the valve and the perfect balancing of the latter. As a separate andl further improvement, the'said valve-plate R is provided with a steam space or passage R3, extending longitudinally through the body of the plate and opening at its ends through the inner or bearing surface of the plate near the ends of the latter. The said passage 'Riis designed to afford an additional area of passage for the inflow of steam to the cylinderports, and for this purpose its ends are so located with reference to the ends of the valveplate that when the cross-bar at one end of the valve begins to leave the edge of said plate the cross-bar at the opposite endv of the valve will begin to pass from over the end of said passage, thereby admitting steam through said passage to the steam-port l or Z at the same -time that steam is admitted' to the steam-port at the edges of thc outwardlymoving cross-bar of the valve.

The operation of the valve will be pointed out more in detail hereinafter in explaining the operation of both of the valves J and K in operating together. Y

To next describe the construction of the valve K and the valve-seat M, in which the same is located, said parts are made as follows: Said valve K is a tubular or hollow piston-valve, and the valve-seat M is of cylindric form and provided with annular ports, said valve and seat being constructed in the same manner as the corresponding parts shown in a prior patent, No. 360,594, granted to me April 5, 1887. The valve-seat M is, as shown in the drawings,'provided with two annular steam-ports 'rn3 m4, connected with each other and with the main steam-portsm m by means of longitudinal passages formed in the As herein shown, cylindric bushings M M form the bearingsurfaces of the valve-seats andare provided with a series of annularly-arranged slots'or openings, forming the annular ports m3 m4 above referred to. The valve K is provided at its ends with enlarged parts or portions M2 M2, which enlarged parts are tted to slide in the opposite ends of the cylindric valve-seat M. The said "enlarged portions M2 M2 are lOO Y that shown in Fig. 2.

This figure shows the exhaust-ports as already partially opened to allow the passage of exhaust-steam from the outer ends of the high and low pressure cylinders. At this time the opening of the eX- haust-port m3 of the high-pressure cylinder is accomplished by the passage of the end of the valve K from over said port, while the opening of the exhaust of the low-pressure cylinder is produced by the movement of the intermediate bar 7'3 of the valve J from contact with the valve-seat L and the bearingsurface R in that part of the same between the steam-port l and the exhaust-port Z2, thereby allowing the exhaust-steam to pass around both sides of the cross-bar js to the exhaustport. Admission of vsteam to both the high and low pressure. cylinders will begin as soon as the cross-bar '7'2 passes from between the valve-seat and valve-plate, and as soon as the annular ports m3 m4 at the inner end of the high-pressure cylinder are uncovered by the annular surfaces M3 M4 of the valve K, the parts'being so arranged that all of the several ports are opened and closed simultaneously, as will be clearly understood from the drawings.

The passage R3 in the valve-plateR affordsY an additional or increased area for the passage of live steam to the low-pressure cylinder during theopening of the steam-ports, the ports or openings at the ends of said passage being so arranged that one of the end crossbars, as j,willbegin to uncover the said passage atone end of the valve at the same time the cross-bar jg at the opposite end of the valve begins to leave the edges of the valve-seat and the valve-plate. This will be clearly seen from Fig. 8, from which it will be obvious that a slight further movement of the valve J toward the right hand will bring the cross- Y bar j past the edge of the opening of the passage R3 at the same time that the inner margins of the cross-bar f pass bey'ond the edges vof the valve-plate and valve-seat. It will of course be seen that one end of the passage R3 is always in communication with the steam-port into which live steam is about to be admitted when the other end of said passage is being opened for the admission of steam from the steam-chest.

It will of course be understood that alarger steam-inlet opening is required for the lowpressure than for the high-pressure cylinder, and in a valve provided with the passage R3 a sufficient area for the admission of steam will be provided by said passage in connection with the valve proper*as, for instance, assuming that the area required for the admission of steam to tle low-pressure cylinder is twice as great as lhat required for the highpressure cylinder, then the area for the inlet of steam afforded by the openings at either side of the cross-bar j or j?, combined with the area of steam-inlet opening adorded by the said passage R3, will be twice as great as. the area of the two annular ports m3 m4. SaidY with the side faces ot' the valve J.

throughout the full length of its throw, or

nearly so, the steam-inlet space alforded between each cross-bar j and l7'? and the adjacent ends of the valve-plate and valve-seat Will be as large or larger than required to admit all of the steam that can pass through Y the steam-ports.

It will of course be understood that desired area for the admission of steam to the lowpressure cylinder may be provided Without employing the passage R3 by making the valve J of sufficient Width for the purpose; but for compactness of construction and to avoid the objectionable features which would be connected with a very broad valve said passage R01 is employed.

The valve J (shown in the accompanying drawings) is arranged vertically, .the steamchest being placed at one side of the cylinder, so that the weight of the said valve J comes entirely upon the lower edgethereof. As a further and separate improvement applicable to valves of this general character, I place between the lower edge of the same and the supporting-surface of the steam-chest adjacent to it one or more anti-friction rollers, which sustain the Weight of the valve, and thereby avoid the frictional resistance which would result from the sliding contact of the lower edge of the valve with the surface by which the same is sustained. As illustrated in the accompanying drawings, two anti-friction rollers S S are employed, said rollers being located 4.in notches or recesses s s, forlned in the lower flange r of the valve-plate R, so that the rollers rest upon the bottom wall of the steamchest. In this construction, of course, the rollers are of the same diameter as .the thickness of the said flange r. Therollers S Sillustrated are of cylindric form and are .made of such length that their flat end faces come flush This particular construction is not, however, essential, and the rollers employed may be of spherical instead of cylindric shape, and the bearingsurfaces, therefore, may be arranged otherwise than in the manner shown.

One main feature ofthe valve shown may be used with advantage when other features illustrated in the drawings are absent, it being obvious that under some circumstances the reduction'in first cost of the engine or cheapness of fuel will warranttheomissionof some of the novel features herein shown, even at a loss of the advantages gained by the presence of such features-as, for instance', 'a dierent construction in bothof thevalves is illustrated in Fig. 9, in which the valve-plate Ris without any passage R3, and the piston-valve K is pro- IOC IIO

videdat each end with vonly one annular bearing-surface Mwhich .operates in connection 'each provided with two separate annular Working or bearing surfaces M3 M4, the bearing-surface M3, adjacent to the outer end of the valve, being constructed to operate in connection with the outermost port m3, and the surface M4 acting in connection with the port mi, adjacent to the middle part of the valve. Live steam is admitted to the valve through the central port m2 and gains access to the ports 'm4 m4, which are nearest the middle of the valve, through the space between Vthe reduced or smaller middle part of the valve K and the inner portions of the seat M. Passageis afforded for the steam to the outer ports m3 m3 by means of passages m5 m5, formed in the wall of the valve K and leading from the step or shoulder at the inner ends of the surfaces M4 M4 to annular openings or ports formed between the surfaces M3 and M4, the said surfaces M4 M4 in this construction being formed by or upon rings sustained from the body of the valve by radial ribs 'or flanges, as clearly seen in the drawings, Fig. 4, and as fully set forth in said prior patent. The width of the inner bearing-surfaces M4 M4 is so proportioned relatively to the distance between and width of the ports m3 m4 that when the annular opening between said surfaces M3 M4 coincides with the outer port m3 of the valve-seat the inner port 'mAX of said seat will be uncovered, as clearly shown at the right-hand side of Fig. 2, it being entirely obvious that when the valve is in the position illustrated in said iigure steam will have free access from the steam-port m2 to the ports ms m4, which communicate with the main port m at the righthand side of the steam-chest. The exhauststeam in this construction passes through the outer ports m3 m3 only, the inner ports m4 at one end of the valve, obviously, being closed when steam is being admitted to the ports at theopposite end of the valve, as clearly seen in said Fig. 2. To allow sufficient area for the passage of the exhaust-steam, the said ports m3 m3 are desirably made wider than the ports 'm4 m4.

The interior space of the steam-chest D is in direct communication with or opens into the interior of the steam-chest E, so that the exhaust-steam from the end of the valve K nearest the steam-chest D escapes directly into the latter, while the exhaust-steam from the opposite or outer end of said valve K passes through the hollow interior of the valve and is discharged into the said steam-chest. The particular arrangement described whereby the live steamin the port m2 surrounds the central part of the tubular piston-valve K is of advantage for the reason that such live steam retains the tubular valve at a high temperature, and thus prevents or lessens condensation of the exhaust-steam in the passage of the latter from the outer end of the high-pressure cylinder to the valve of the' The piston-valve K,`

low-pressure cylinder. constructed as above described, affords a double admission of steam to the high-'pressure cylinder, thereby enabling a large area of passage for the influx of live steam to the cylinder to be secured by a short movement of the valve, whereby a high pressure. may be quickly established Within the cylinder when the ports are opened.

The valves J and K are connected by means of the valve-stem, which passes through central part J of the valve J, as hereinbefore described, and through centrally-arranged hubs ofthe valve K. As a convenient means of holding the valves at the desired distance apart, a tube or sleeve H2 is placed around the valve-stem between the valves in the manner illustrated. The operation of these said valves will be more easily understood by reference to Figs. 2, 7, and 8. As illustrated in Fig. 2, the valve K is in position for the passage of live steam through the double ports m3 m4 to the main port m', leading to the inner end of the high-pressure cylinder, and for the exit of steam through the main port m at the outer end of the. high-pressure cylinder through the valve K to the steam-chest D. At this time the valveK is at the extreme end of its throw to the right, and the valve .l is also at the eXtreme limit of its throw in the same direction and in position for the greatest admission of steam to the inner end of the low-pressure cylinder through the port Z. At this time the cross-bar t7'2 ofthe valve .l stands outside of and free from the valve-seat L' and the plate R, so that steam is free to pass from the steam-chest around bot-h sides ofthe said bar J2 to the space between the said valveplate R and the valve-seat L and intoV the said port Z, as hereinbefore described. At this time the intermediate cross-bar `7'4 nearest the crss-barj2 stands between the steamport Z and the exhaust-port Z2, thus closing the space between said ports, while the eX- ternal cross-bar j at the opposite end of the valve stands between the port Z and the end of the valvesseat, thus closing the space between the said valve-seat and the valve-plate R at this point. Exhaust-steam is at this time free to pass from the said port Z to the exhaustport Z2 throughv the space between Athevalve-seat and valve-plate, the cross-bar js at this time being located opposite the exhaust-port and in position to allow thefree passage of steam around both sides of the bar into said port. Fig. '7 shows both of the valves at the limit of their movement opposite to that shown in Fig. 2, live steam at this timepassing to the outer end of the highpressure cylinder through the port m, and the exhaust-steam passing from the inner end of said cylinder through the port m to the valve-chest D, from which it is passing through the port Zto the low-pressure cylinder, the vexhaust from the low-pressure cylinder passing through the port Z to the port Z2 in the manner illustrated. Fig. S illustrates an intermediate position of the parts when the valve is being shifted from the position shown in Fig. 7 to IOO IIO

. with asingle annularsteam-port nr at each end of the steam-chest E. The construction shown 1u said Fig. 9 is a simple one, adapted for use 1n cases where the cheapness of fuel or other y circumstances will enable good results to be obtained without the advantage in -steam economy gained by 'the use of all of the features shown in the other figures of the drawings. In the fiat valve J (shown in said Fig. 9) the advantages of a double admission of steam is obtained-that is to say, a relativelylarge opening for the passage of steam is afforded by a short movement of the valve; but these favorable results are obtained to a greater degree when the passage R3 in the valve-plate is employed, such passage obviously affording a triple instead of a double opening for the admission steam without increasing the stroke of the valve.

The Hat, gridiron, or barred valve, combined with a valve-seat and imperforate valve-plate, as herein described, may obviously be used in single-acting engines as well as when combined with a piston-valve in a compound engine, in the manner herein illustrated.

In compound engines of the character herein shown as heretofore commonly constructed the cylinders have been separated from each other by an open space, the cylinders being provided with heads on their adjacent ends, containing two separate stuffingboxes, through which the piston-rod passes. The construction herein illustrated, in which the two cylinders arranged end to end are separated by a single diaphragm or wall only, has the important advantage of enabling the stuffing boxes to be dispensed with, it only being necessary to iit the pistonrod with reasonable closeness in the hole through'which it passes, inasmuch as any steam which leaks past the piston-rod will merely escape from one cylinder to the other. The construction illustrated, furthermore, has the advantage of bringing the two val ve-chests close to each other, so that they are directly connected-and form in effect one steam-chest, while at the same time dispensing with the stufng-boxes heretofore used on the adjacent ends of the steam-chests for the purpose of making steam-tight-j oints with the valve-stem. The connection of the steam-chests directly with each other in the manner described has the advantage of affording a direct passage of steam from one valve to the other, so that no steam is wasted bycondensation orotherwise, as occurs when the two steam-chests are separated and are connected by pipes or passages, as heretofore common.

It will be understood that this invention relates to improvements in compound engines only, the valve construction shown and described as applied to the low-pressure cylinder forming the subject of a separate application for patent, Serial No. 364,046, filed September 5, 1890.

I claim as my invention--a l. The combination, with the high and low pressure cylinders of a compound engine, of a steam-chest for the high-pressure cylinder having a cylindric valve-seat providedwith annular. steam-ports communicatingwith opposite ends of the high-pressure cylindergand with a central steam-supply port, a steamsu pply pipe communicating with said steamsupply port, a steam-chest for the low-pressure cylinder, opening into the steam-chest of the high-pressure cylinder and having a flat-valve seat provided with steam-ports leading to the opposite ends of the low-pressure cylinder and with a central exhaust-port, a valve-plate located in said steam-chest opposite the said valve-seat, a hollow piston-valve located in the steam-chest of the high-pressure cylinder and a flat valve provided with transverse parallel bars working in connection with the valve-seat and valve-plate belonging to the steam-chest of the low-pressure cylinder, and a rigid connection uniting said hollow piston-valve with the flat valve, substantially as described.

2. The combination, with the high and low pressure cylinders of a compound engine, of a steam-chest having a cylindric valve-seat provided at each end with two annular steamports communicating with opposite ends of the high-pressure cylinder and with a central annular steamsupply port, a steamsupply pipe communicating with said steam-supply port, a hollow piston-valve located in .said valve-seat and provided at each end with two annular bearingsurfaces having between them an annular steam passage or port cornmunicating with the central steam-supply port= a second steam-chest having a flat-valve seat provided with steam-ports leading to opposite ends of the low-pressure cylinder and with a central exhaust-port, a valve-plate arranged opposite and parallel with said valveseat, and a fiat valve located between said valve-seat and valve-plate, and provided with four transverse parallel bars, said valves being rigidly connected with each other, substantially as described.

3. The combination, with the high and low pressure cylinders of a compound engine, of a steam-chest having a cylindric valve-seat provided at each end with two annular steamports communicating with opposite ends of the high-pressure cylinder and with a central annular steam-supply port, a steam-supply pipe communicating with said steam-supply port, a hollow piston-valve located in said valve-seat and provided at each end with two annular bearin g-surf aces having between them an annular steam passage or port communicating with the central steamsupply port, a second steam-chest having a flat-valve seat provided with steam-ports leading to opposite ends of the low-pressure cylinder and with a central exhaust-port, a valve-plate arranged opposite and parallel with said valveseat, and a flat valve located between said valve-seat and valve-plate and provided with IOO IIS

f G y441,3@34

four transverse parallel bars, said valves be- I ing rigidly connected with each other, and said valve-plate being provided with a. passage leading from end to end thereof and opening at the inner face of the valve-plate ITtnesses: near the ends thereof, substantially as de- C. CLARENCE POOLE, scribed.

GEORGE W. HIGGINS, Jr.

In testimony that I Claim the foregoing as my invention I affix my signature 1n presence of two witnesses.

ALBERT L. IDE.