US515332A - Thi national litmoxwaphihx c co - Google Patents

Description

(N0 Modei.) 2 Sheets-Sheet 1,

W. E. G001) & G. B. PETSOHE.

' COMPOUND ENGINE.

N0.515,ss2. I ,PatentedFeb. 27,1894.-

7211115555 i E mvznrrom: W I 4.2%-

(No mam. 2 SheetsSheet 2.

W. E. GOOD & G. B. PETSCHE.

COMPOUND ENGINE.

Patented Feb. 27, 1894.

1 a u m 0 WITNESSES INYEN T0 HS,

"ml NATIONAL umoaurnmc counwr.

wumnnou. u. n.

UNITED STATES PATENT OFFICE.

XVILLIAM E. GOOD AND GUSTAV B. PETSCI-IE, OF PHILADELPHIA, PENNSYL- VANIA, ASSIGNOBS TO THE SOUTHVARK FOUNDRY AND MACHINE COM- PANY, OF SAME PLACE.

COMPOUND ENGINE.

SPECIFICATION forming part of Letters Patent No. 515,332, dated February 27, 1894.

Application filed February l3 1895. Serial No. 462.040- (No model.)

To all whom it may concern:

Be it known that we, WILLIAM E. G001), a citizen of the United States, and GUSTAV B. PETsOHE, a subject of the German Emperor,

both residing in the city of Philadelphia, in

the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Compound Engines, of which the following is a true and exact description, reference being had to the accompanying drawings, which form a part of this specification.

Our invention relates to the construction of compound engines and has for its object the simplification of the construction and operation of this class of engines and consists in the arrangement and construction of the cylinders, bed plate, crank shaft, and other parts of the engine as hereinafter pointed out. Our improvements will be best understood as described in connection with the drawings in which they are illustrated and in which Figure 1 is an elevation of our improved engine shown driving an electric dynamo; Fig. 2 a plan View thereof. Fig. 3 is a section on the line o:w of Fig. 1. Fig. t is an elevation of the casting B including the intermediate pressure cylinder. Figs. 5 and 6 are views of our improved shaft. Figs. 7 and 8 are details of the crank pin construction, and Fig. 9 is a section of the casting B on the line 99 of Fig. 4:.

A, B, C, represent castings in which are formed respectively the high, intermediate and low pressure cylinders a, Z), c.

I is the inlet pipe for live steam and E the final exhaust pipe.

F, is the bed plate to be hereinafter more particularly described, on which are arranged the frame H of the engine and the bearings H for the shaft S.

G, represents the valve gear for the intermediate cylinder B, the gear for the other cylinders being the same but not being shown for the sake of simplicity and L the pitman rods.

The high pressure cylinder is arranged as shown in Fig. 1 between the intermediate and low pressure cylinders for the sake of economizing space and conveniently arranging the steam pipes which convey the steam from the high to the intermediate cylinder and from the intermediate to the low pressure cylinder.

Referring now to Fig. 3 which shows the arrangement of the castings A, B and C, and also the passages formed therein for the steam; the casting A has formed in it the cylinder to the chest or chests a into which the live steam pipe opens and the chest or chests a for the exhaust steam. The chest a opens into a passage which conducts the exhaust steam from the cylinder 0. to the next cylinder in size and as shown has an opening A which is flanged to make connection with flanged neck B in the casting B. Through this neck B the steam exhausted from the cylinder a is conducted by a passage B to the valve chests shown at b h of the intermediate cylinder 1) from which cylinder after expanding its exhaust through exhaust ports governed by valves as t i into the chests b b from which it is conducted by the passage B on its way to the low or nextlowest pressure cylinder. In order to more conveniently arrange these passages B B we bifurcate one of them and pass the other be tween the two passages thus formed. In the drawings, the passage B for the steam once expanded in cylinder to is shown divided into two passages B B one leading into the upper and the other into the lower valve chest I) in which the inlet valves 1/5 operate and the exhaust passage B is shown extending between these two passages but it is of course obvious that B could be a divided and B a single passage. This passage B conducts the steam from the cylinder 1) to the low or next lowest cylinder 0 and in the drawings a short pipe P is shown flanged to connect with this passage B at B and with the valve chest 0 of the cylinder c at C By this arrangement of castings and connections which we prefer any one cylinder may be moved from the main frame without disturbing the others, but we have 5 contemplated the cylinders a and b and their connectionsin one piece, and connecting them to the cylinder 0, as shown, thus forming a very rigid casting, that is to say, making one casting A, B, and a second casting C.

By the arrangement of inlet and exhaust passages the inlet valves two for each cylinder are arranged all on the same side of all the cylinders and the exhaust valves all on the other side which greatly facilitates the adjustment of the valves.

The passage B and the passage B and pipe P serve not only as steam, conveying pipes but also as steam receivers and by the arrangement of cylinders the larger of the receivers will be between the intermediate and low pressure cylinders.

The bed plate F when the engine is used to drive electric dynamos D has a main portion F and feet f on which are supported the fields of the dynamos. These feet f are arranged to project from the bed plate in the direction of the line of the shaft and have a space between them in which the lower part of the armature can project, thus saving valuable space, they may be cast with the bed plate of the engine but for convenience in transportation we prefer to form them separately and fasten them securely to the bed plate. Atth'e right of Fig. 2 we have shown these feet as separate and at theleft as integral with the bed plate F.

Referring now to the crank shafts which for convenience in transportation and repair we prefer to construct in two or more sections and the detailed construction of which is represented in Figs. 5 to 8 inclusive. S and S indicate the two end portions of the shaft each having a solid crank S formed intermediate of its ends and a solid crank arm S at its inner end. The shaft with its crank and crank arm may be cast solid as indicated at the right of Fig. 5 or it may be built up as indicated at the left of that figure by shrinking the crank arms upon sections of the shaft and shrinking the crank pin in the crank arms. v Taking the case of a shaft having three cranks, we couple the two crank arms S together by means of a removable crank pin as indicated at 5. Where four cranks are employed we form an intermediate section S having crank arms S at each end, which crank arms are coupled with the crank arms 8 of the shaft sections S S by means of removable crank pins S and S While any removable crank pin can be used in coupling the shaft sections together we prefer the constructions indicated in Figs. 7 and 8, that is to say, we form in the two crank arms S coupled together, conical holes of different diameters, the largest portion of the one conical hole being of the size of or smaller than the smallest portion of the other hole; we then form a crank pin S with conical bearings S and 3 adapted to fit in the conical holes in the crank arms, obviously, a crank pin so constructed can he slipped into place through one crank arm into the other, and it can then be secured in any convenient way as by means of nut S In the construction shown in Fig. 7 we employ a space ring S to hold the crank arms apart; a somewhat similar function being performed in the construction shown in Fig. 8 by the flange S on the head of the crank pin which is bolted to the crank arm as indicated at S. We are enabled to use this sectional shaft with advantage by combining it with the compound ongine so that the pistons working in the high pressure cylinder or cylinders will be'coupled to the removable crank pins and the pistons working in the lower pressure cylinders, as

for instance, the cylinders b and 0 will be coupled to the solid crank pins. It is a well recognized fact that the power transmltted through the high pressure cylinder is more even and regular than that transmitted through the lowpressure cylinders, conseqently by the arrangement we have mentioned the unequal strains from the low pressure cylindersare transmitted directly to the solid cranks at the extremities of the shaft while the more regular pressure of the high pressure cylinder is transmitted to the weaker removable crank pin.

Having now described our invention, what we claim as new, and desire to secure byLett'e'rs Patent, is V 1. The combination with a suitable bed having bearings H, of an engine supported on said bed, a crank shaft supported on the bearings H and adapted to be rotated by the engine, dynamo armatures carried by saidshaft', feet f projecting from the bed of the engine in the direction of the axis of the shaft and so arranged that the armature can revolve between said feet and a dynamo field supported on said feet f and extending over the armature carried by the shaft. I 2. The combination with a suitable bed having bearings H, of an engine supported on said bed, a crank shaft supported on the bearings H and adapted to be rotated by the engine, dynamo armatures carried by said shaft, removable feet f projecting from the bed of the engine in the direction of the axis of the shaft and so arranged that the armature can revolve between said feet, and adynamo field supported on said removable feet f and extending over the armature carried by the shaft.

3. The casting B' having formed in it a cylinder b admission valve chambers b b and exhaust valve chambers 11 5 a steam conduit B leading to one set of valve chambers and a bifurcated steam conduit B dividing over conduit B and one limb of which connects with each of the other sets of valve chambers.

4. In a compound engine the combination of the casting B having formed therein cylinder b and passages B and B with casting A having formed therein cylinder a and passage A so connected together on an engine frame that either one may be removed without disturbing the other;

5. In a compound engine the combination of three or more cylinders arranged with the high pressure cylinders intermediate of the relatively low pressure cylinders and a crank shaft formed of two parts each having a solid crank formed intermediate of its ends said cranks being coupled to the pistons operating in the low pressure cylinders and said parts being coupled by one or more movable crank pins coupled in turn to the pistons operating in the high pressure cylinder or cylinders.

W. E. GOOD. G. B. PETSOHE. Witnesses:

ALF. H. FABER, FRANCIS T. CHAMBERS.

Images