US481773A

US481773A - Compound engine

Info

Publication number: US481773A
Authority: US
Publication date: 1892-08-30
Anticipated expiration: 1909-08-30

Description

(No Model.)

6 Sheets-Sheet- 1.

G. S. STRONG. I COMPOUND ENGINE.

Patented Aug. 30, 1892.

(N0 Model.) 6 Sheets-Sheet 2.

ms. STRONG. COMPOUND ENGINE.

No. 481,773. Patented Aug. 30, 1892s MT/YELSGES "m: NORRIS wzvzns cm. mom-Lima, wnsnmswn, n. c

' 6 SheetsSheet 3.

(No Model.)

G. S. STRONG. COMPOUND ENGINE.

Patented Aug. 30,. 1892.

w a m" m: NORRIS nvzns cm, ruurmrmm, wunmarnu, n. c.

-(No Model.) -6 Sheets-+Sheet 4.

'G. S. STRONG. COMPOUND ENGINE.

No. 481,773. Patented Aug. 30,1892.

I I m lllT/YESGEwEM Moms virus can mum-umm, msnmmou n c N3 Model.) s Sheets-Sheet 5.

G. S. STRONG. COMPOUND ENGINE.

N0. 481 ,773. Patented Aug. 30, 1892.

l)? rmsa 6E n4: scams PETERS c0. PNQIo-unvm, WASNINGTON n c (No Mudel.) 6 Sheets-Sheet 6 G. S. STRONG. COMPOUND ENGINE.

Patented Aug. 30, 1892.

UNITED STATES PATENT Onnicn.

GEORGE S. STRONG, OF NElV YORK, N. Y., ASSIGN OR TO JAMES N. GAMBLE, OF CINCINNATI, OHIO.

COM-POUND ENGINE.

SPECIFICATION forming part of Letters Patent No. 481,773, dated August 30, 1892. Application filed July 28, 1891. Serial No. 400,951- (No model.)

To aZZ whom it may concern.-

Be it known, that I, GEORGE S. STRONG, of the city and county of New York, State of New York, have invented a certain new and 5 useful Improved Compound Engine, of which the following is a true and exact description, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to the construction of compound engines having four cylinders and in which the steam is used three times in as many separate cylinders, my object being to provide an improved engine of this class, and I 5 the novel features which I desire to protect being hereinafter clearly set forth.

The invention will be best understood as described in connection with the drawings, in which it is illustrated, and in which- Figure l is an elevation taken on the vertical section y y of Fig. 3, but showing the links and cranks in full. Fig. 2 is asectional elevation taken on the line a z of Fig. 1; Fig. 3, a sectional elevation taken on the line w 25 of Fig. 1; Fig. 4, asectional plan taken on the line 1 2 of Fig. 3. Fig. 5 is a plan view of the shafts and cranks operating the valves of the low-pressure cylinders; Fig. 6, an elevation showing the angular position of the said cranks. Fig. 7 is an enlarged sectional View of the bushing used in the valve-chamber situated between the two vertical cylinders. Fig. 8 is an end view of one of the valve-seats, taken on the section-line 7 8 of Fig. 9. Fig. 9 is a horizontal section through the valveseat, taken on the line 5 6 of Fig. 8. Fig. 10 is a cross-section through one of the slidevalves, taken on the line 11 12 of Fig. 11. Fig. 11 is a side elevation of the slide-valve, taken on the line 9 10 of Fig. 12; and Fig. 12 a plan View of the said slide-valve.

C is a casting,in which are formed two parallel vertical cylinders A and B, and also a chamber D, running parallel to the cylinders and which serves as a piston-valve chamber. The portion 0 c of the casting serves as the bottom head for the cylinders A and B and also contains the transversely-running or horizontally-arranged steam-passages L, L L 50 andL. Thevalve-chamberDextendsthrough the casting and is preferably provided with a casing or bushing F, through which casing extend openings, which correspond with the various ports leading to and from the valvechamber.

E is a coupling for the steam-supply pipe, by which the steam enters a supply-port E, passing to the interior of the valve-chamber through the openings e in the casing F.

Gand G are ports leading, respectively, to the upperand lower ends of the cylinder A and connecting with the valvechamber through openings f f in casing F. At a somewhat greater distance from the port E ports H H connect with the passages G G and with the valve-chamber through openings f and f I and I are ports leading, respectively, to the top and bottom of cylinder 13, connecting with the valve-chamber through openings f and J J are ports situated, respectively, at the top and bottom of the valve-chamber and both opening into an accumulator-chamber L, the port J directly and the port J through a pas- 7 5 sage K.

Connecting with the accumulator-chamber L by means of passages Z Z are the transverselyarranged steam-passages L and L formed in the lower portion 0 of the casting and opening on the lower portion thereof. Lying parallel with these passages are exhaust-ports L and L, leading from the bottom of the casting to the exhaust-steam pipes N N. The passages L and L 850., are made of cylindrical 85 form, and in each of them is secured a valveseat of the kind indicated at M, Figs. 8 and 9, the circular end of the gridiron valve-seat being preferably slightly tapered, so as to fit in and fill the opening in the casting, as shown, for instance, in Fig. 4. The two valve-seats M and M are placed so that their faces will be uppermost and the two marked M and M in the reverse position, as best shown in Fig. 1.

On each of the gridiron valve-seats moves 5 a valve, the character of which is shown in Figs. 10 to 12, inclusive, and which are marked, respectively, 0, O O and O.

P and P are cylinders opening at their lower ends and secured at their tops to the portion 0 of the casting C, which serves as their head, the two cylinders being arranged in line or tandem with the cylinders A and B, respectively, and the horizontal ports, which I have already described, opening to and from their upper ends.

Q, indicates the main frame of the machine, on which the cylinders P and P and through them the casting C is supported. Below cylinders P P this frame is in the form of a casing, which incloses the shaft and the links, governor, 460., connected with the shaft.

R is the main or driving shaft of the engine, R and R being cranks secured to the driving-shaft, situated at an angle of one hundred and eighty degrees to each other and placed, respectively, in line with the cylinders A P and B P. The crank R is connected by a rod R with the piston R working in cylinder P, and this piston is connected by a rod R with the piston R", working in cylinder A. In like manner the crank R is connected by rod R to the piston R, working in the cylinder P, and this piston is connected by rod R with the piston R, working in cylinder B.

S is an eccentric, and S an eccentric-strap, to which is attached the slotted link S the link being pivotally connected, also, to the frame by means of the pivoted lever S This being a familiar link-motion to the extent described it need not be further specified.

S is a sliding block moving in the slotted link S and from this block leads a connecting-rod S attached at its end to a valvespindle T, to which spindle is attached the spool-valve T, working in the valve-chamber D, by which the steam is admitted from the passage E to the passages G and G, leading to the top and bottom of cylinder A. The motion of this spool-valve and the cut-off of the steam by it are regulated by the governor V, which operates through the bell-crank leverV the rod V the pivoted lever V, and the connecting-rod V, and the rod changing the position of the sliding block S in the link S in accordance with the work thrown on the engine.

Permanently pivoted to the link S is the rod 5, having at its end the two connectingpoints S and S As shown in the drawings, two rods S are provided, one extending on each side of the link S but both working as one. At S connection is made through links S S with the sleeve valve-rod T which surrounds the rod T and to which are attached the valves T T T and T of which the valves T and T regulate the opening of the ports H H and the valves T T 6 the admission of exhaust-steam in to the chambers J and J. The point S on rod S is connected with the bell-crank lever S, the other end of which lever is connected by rods S and S with the cranks U and U respectively, and these cranks in turn are connected with the shafts U and U. (See Fig. 5.) The shafts U and U are journaled on a bracket extending out from the casting C, the shaft U being provided with the additional cranks U and U and the shaft U with the additional cranks U and U The angular position of these cranks is best shown in Fig. 6, and each crank is connected, as shown, with one of the horizontal valvesthrough the valve-stems u 11, a u, the crank U, for instance, connecting with the valve 0, the crank U with the valve 0 the crank U with the valve 0 and the crank U with the valve 0 I will not in this application describe at length the passage of the steam from the port E through the valve-chamber to the cylinder A, thence back through the valve-chamber to the cylinder B, and thence to a point of escape, first, because the operation of the valves can be readilyfollowed by anyone skilled in the art, and, second, because the combination of the high and low pressure cylinders A and B with the valve-chamber and valves by which their conjoint operation is eitected forms the subject-matter of another application for Letters Patent filed by me on the 7th day of July, 1891, bearing the Serial No. 398,670. I will merely state, then, that the steam first enters the cylinder A, from which it is exhausted into the cylinder 13, the piston in which is moving in the opposite direction to that in cylinder A, and that after having done its work in cylinder B the steam is exhausted therefrom into one of the ports J or J from which it passes to the accumulator L. From the accumulator the steam passes through valves 0 and O to the respective low-pressure cylinders P and P, these valves being of course open alternately, so that the steam is admitted first to one low-pressure cylinder and then to the other, and the opening of the valves taking place simultaneously with the admission of steam to the upper ends of the cylinders A and B, respectively. After having done its work in the cylinders P and P the steam escapes through the exhaust-valves O and 0 these valves being opened alternately and simultaneously with the admission of steam to the bottoms of the cylinders A and B, respectively.

Among the leading features of my invention I would especially mention the formation of the casting 0, containing the various cylinders, chambers, and ports described and by which all of the said parts are compactly formed and the construction of the engine simplified and cheapened. Another important feature of the engine is the combination, with the two sets of tandem cylinders and the frame-casing O, of the two cranks R and R set at an angle of one hundred and eighty de grees to each other, by which arrangement the two sides of the engine are very perfectly balanced and the air in the casing preserved at constant pressure. Another important feature is the combination, with the link S of the various valves described and by which the action of the governor upon the engine effects only the cut-01f of steam admission to the high-pressure cylinder A, while the exhaust from that cylinder, the admission and exhaust in cylinder 13, and the admission and exhaust of the cylinders P and P remain constant and uniform, although governed by the same link.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is v 1. The casting 0, having formed in it the parallel cylinders A and B, the piston-valve chamber D, also lying parallel to said cylinders, the transversely-lying valve-chambers L L L H, formed in the portion 0 of the cast-' ing, which constitutes the lower head of cylinders A and B, and the portsconnecting the valve-chambers and cylinders, as described.

2. The casting 0, having formed in it the parallel cylinders A and B, the piston-valve chamber D, also lying parallel to said cylinders, the transversely-lying valve-chambers L L L L formed in the portion 0 of the cast ing, which constitutes the lower head of cylinders A and B, and the ports connecting the valve-chambers and cylinders, as described, in combination with the cylinders P P, secured to the portion 0 of the casting and in line, respectively, with cylinders A and B.

3. In a compound engine, substantially as described,the combination of the link S with the positively-connected rod S, the valves T T T T", actuated by rod S and governing the exhaust from cylinders A and B, the valves 0 O 0 O governing the admission and exhaust of cylinders P P and also actuated by rod 8, the rod 8, adjustably connected with link 8, and the steam-admission valve T, actuated by rod S all substantially as and for the purpose specified.

GEORGE S. STRONG.

Witnesses:

JAMES S.'PHILLIPS, JOSHUA MATLAcK, J r.