US528866A - Ders morris - Google Patents

Description

(No Model.) 8 3 Sheets-Sheet 1.

. G. DIXON.

FLUID PRESSURE ENGINE.

No. 528,866. Patented Nov. 6, 1894.

m: uonms PETERS no. momuma. WASHINGTON. n. c.

(No Model.) 3 SheetsSheet 2.

G. DIXON. FLUID PRESSURE ENGINE. 'No, 528,866. PatentedNov. 6, 1894.

:ugg w V (No Model.) '3 sheets-sheet 3. G. DIXQ'N. FLUID PRESSURE ENGINE- No} 528,866. Patented No v. 6, 1894.

UNITED STATES PATENT OFFICE.-

GEORGE DIXON, OF BOLTON, ENGLAND, ASSIGNOR TO HIMSELF AND JAMES MUSGRAVE, OF SAME PLACE, AND EDWARD FIELD AND FRANCIS SAN- DERSMORRIS, OF ADELPHI, ENGLAND.

FLUlD-PRESSU RE ENGINE.

SPECIFICATION forming part of Letters Patent No. 528,866, dated November 6, 1894.

Application filed August 16, 1893. Serial lid-483.302. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE DIXON, a subject of the Queen of Great Britain and Ireland, residing at Bolton, in the county of Lancaster,England,haveinvented Improvements in Fluid-Pressure Engines, of which the following is a specification.

In the specification of another application for Letters Patent filed by me of even date herewith, Serial No. 483,301, there is described a method of working fluid pressure engines according to which in order to reduce the consumption of steam in the engine, heated air or gas is introduced into the engine cylinder during the period of exhaust, this heated air or gas being caused to take the place of the mixture which has already done Work so that when the piston is nearing the end of its stroke and the exhaust port closes, the hot air or gas is compressed into the clearance spaces, and on the completion of the stroke, when steam is admitted for the return stroke, the surface with which it comes into contact will have been by the use of the hot air or 2 5 gas raised to such a temperature that initial condensation is much reduced or even practically prevented. The presence of the heated air or gas will also have an important influence as experiments have shown that when 0 steam is mixed with air or gas sufficiently heated great expansion takes place so that considerable economy may be expected from this source.

Now my present invention has reference to a construction of engine whereby the above described method of working such engines can be carried out in an efficient manner.

Wherea sufficiently high pressure of steam is available two or more cylinders may be em- 4o.p10yed the steam being expanded in one or more cylinders in the usual way and exhausted therefrom and hot air or gas being introduced as hereinbefore described into the final or low pressure cylinder. The heated air or gas may be employed tosuperheat the steam.

after it leaves the boiler, by causing the steam to pass through vessels or pipes surrounded by the heated air or gas. The cylinders, covlating in the jackets to prevent radiation and maintain a suitable temperature. The air, may be heated, by means of the waste gases ontheir way to the chimney or by any other suitable means. The waste gases themselves 5 5 may be employed in the engine cylinder in lieu of heated air after being purified of all grit or other matter likely to injure the working parts of the engine. Such purification of the gases might be effected by means of ap- 6o paratus such as shown in and described with reference to Figure 7 of the drawings appended to the specification of Letters Patent of the United States granted to Edward Field, dated December 2, 1890, No. 442,027.

In the accompanying drawings, Figs. 1 and 2, represent the cylinder of a steam engine with valves for the admission of heated air or gas, (for example hot waste gas, that has been purified of allgrit or other matter likely to 70. injure the working part of the engine.) arranged in the sides of the cylinder, Fig. 1 being aside elevation, and Fig. 2 an end elevation, both partly in section. Figs. 3 to 7 illustrate a modification in which the hot air or gas valves are arranged in the covers of the cylinder; Fig. 3 being a sectional elevation showing the cylinder and its covers. Fig. 4 is an end view of the cover, as seen from the inside; Fig. 5, a corresponding view as seen rangement of the system applied to a'staejecting through the port h, the mixture which has just previously done work in the cylinder. I00

but this arrangement might obviously be reversed. The heater is shown placed in the boiler flue. isa super-heater through which the steam and air pass one within and the The valves ye are held closed by the springs i, 1 until owing to the opening of the exhaust valves, the pressure of fluid in the cylinder is sufiiciently reduced to allow the pressure of heated air or gas to open the valves e. The

heated air or gas then flows into the cylinder, ejecting (through the port h) the mixture which has just before done work and, on the closing of the exhaust valve, a portion of the heated air or gas is compressed into the clearance space, as the piston K completes its stroke.

For convenience of inspection and repair the valve chest 0 may be made separate from the cylinder, as shown. The heated air or gas enters by the branch d.

In the arrangement shown in Figs. 3 to 7 inclusive:d dare inlet branches for stheheated air or gas, e e are the valves and f f itheirf seats. The construction and arrangementf of theseareshown in detail in Fig. :6. Thei portsand passages for the admissionof steam, i1 and :for the exhaust from the cylinder, are} shomnas of the ordinary Oorlisstype, i being i the steam inlet to the steam chest 7',:provided at 70 with rotary valves,-and h, 71." being the, exhaust branches controlled by other rotary i valves arranged at W, h as well understood, l but any well known or suitable forms of 5 valves and ports maybe adopted. Aicrossi piece such as e (Fiigsfiand 7-) is securely at-l, tached to thecover, in vfrontof each hot air, or gas valve, to prevent the possibility of a valve getting inside the cylinder.

hlVith regard to thetem-perature and ,press- P we of the air, it has been found'when working such an engine with steam at .apressure of from one hundred poundsito-one hundred and twenty pounds per square inch that a temperature of about 400 Fahrenheit is :suitable for the air. Its pressure should be sufficient to overcome the back pressure of the exhaust. Satisfactory results have been obtained when using airat a pressure of about half a pound per square inchin-excess of the back pressure of the exhaust.

The valvese shown in the drawings for the admission .of the heated airor :gas to the en- I gine cylinder are intended to be opened bya slight fluid pressure generallysay about .one 'half pound to one pound per square inch in excess .of the back pressure of the exhaust which slight pressure can be maintained :by a Ifan, blower, orair pump that may be placed in any suitable position for causinga current of heated :air or gas to fiowinto-the cylinder; or the inflow of heated air or gas to the cylinder may be caused by creating a partial vacuum in thecylinder by means of .a suitable exhauster.

in the general arrangement of the system shown in Fig. 8, 1 is the boiler, 2 the engine,

.and'B the tan or blower, which maybe of the welliknown- Root type. 4 is the air heater, constructed, in this example, with metal pipes through which the airpasses, the hot gascircnlating around the outsides of these pipes;

other around metal pipes. The pipes 6, 7, 8 constitute the air supply. They respectively connect the blower to the heater; the heater may take only the waste heat on its way to the chimney; or the heater may be divided, part being heated by waste heat, and part by direct heat; or ,a special furnace may be provided. In iron, steel, or other works, the waste heat from the various furnaces :in use may be utilized to heat the air.

As will be evident, this invention may be carried out in varioustorms and applied iuengines designed for various purposes whether stationary marine or locomotive, simple or compound and whether the steam be rexpanded onceor twice or other nzunrberiof times successively. Again :insteadof introducing the hot air or gas into the cylinder entirely through valves in the sides toriends of ithe cylinderior through a hollow piston, it myightibe introduced into the cylinder partly through valves in the cylinder sides or ends (or both.)

and partly :througha hollow gpiston. In :lieu of air valves of the fonmsshown inthedrawings valves of any other suitable construction might be employed,;such for example .as slide valves, iOorliss VBJMQSyOl' :piston valves these being actuated .as well understood by any suitable meansrsuchaseccentrics, levers, cams, or slip motions for admitting or cutting off the supply of hot airror gas to the cylinder at any required point of the stroke taking care 150 provide .against the opening of the valves for admitting hot airior gas to the cylinder until after the pressure in the cylinder has been reduced below-the avail- :able pressure-of hotair ortgas and also .to provide for the closing of the air or gas .admission valves before the proper time dior com mencemen-tof the compression of the .hotair or gas'in the cylinder.

Engines according to this inventionimayzbe constructed with two or more cylinders in each or some of which steam direct trom the boiler may be used in conjunction with heated ai riorgassintroducediinto the cylinder as and tor the "purpose above set forth.

What I claim is- 1. in afluid worked engine, an engineieylinder having at one or at each .end thereof separatesteam and gaseous fluid supply pipesior passages, a valve acting to place the'gaseous fluid supply pipe or passage in'comimunication withsaid cylinder during the period of exhaust, andia valve-acting'to place the steam IIO supply pipe in communication with said cylinder after compression of gaseous fluid therein.

2. In a fluid worked engine, the combination with an engine cylinder having a steam inlet and valve at one or at each end thereof, of a gaseous fluid supply pipe or passage to one or to each end of said cylinder, and a valve or valves acting to open communication between said pipe of passage and said cylinder during the period or exhaust thereof.

3. The combination with a steam engine cylinder and its steam supply and exhaust valve or valves, of a pipe or passage for supplying hot air to said cylinder, and a valve or valves acting to open and admit hot air to said cylinder during the period of exhaust thereof substantially as described.

4. The combination with a steam engine cylinder and its steam supply and exhaust valve or valves, of a supply pipe or passage for supplying hot air to said cylinder, and a non-return valve or valves adapted to open automatically during the period of exhaust of said cylinder and to close when the pressure within said cylinder exceeds that of the hot air in said pipe or passage substantially as described.

5. In a fluid worked engine an engine cylinder provided at each end with an inlet passage and port for gaseous fluid, a non-return valve controlling the same and arranged to open inward when the pressure within the corresponding end of said cylinder falls below that of the gaseous fluid supplied to said inlet passage, a separate steam inlet passage and port, and a valve for controlling the same substantially as herein described. I

6. In a fluid worked engine an engine cylinder provided at each end with a port that said inlets, of a heater, pipes connecting the ,7

the same with the gas inlet passages of said engine cylinder, a blower for forcing gas through said heater and connecting pipes, a steam generator, and a steam su perheater arranged in the steam pipe between said steam generator and engine cylinder and formed with separate but adjacent passages for steam and hot gaseous fluid substantially as described for the purpose specified.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

GEORGE DIXON.

' Witnesses:

J OHN O. NU'ITALL,

213 Chorley 0. Road, Hall dwell, Cashier.

JAMES HAMMOND,

229 Charley Old R(l., Halliwell, OZerlc.

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