US646663A - Steam-engine. - Google Patents

Description

I No. 646,663. Patenfed Apr. 3, I900.

v A S HILL STEAM ENGINE.

Application filed may 27, 189 9.)

.2 Sheets'-Shaet I.

(No Modei.)

INVENTOR ,4 ltornqvs.

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Patented Apr. 3, I900. A. 8. HILL.

' .STEAM ENGINE.

(Application filed m 27, 18,99.)

2 Sheets-Sheet 2.

(No Model.)

Y lNl/ENTOR Attorneys.

UNITED STATES PATENT QFFICE.

ANTHONY S. HILL, OF KALAMAZOO, MICHIGAN.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 646,663, dated April 3, 1900.

Application filed May 27, 1899. Serial No. 718,488. (No model.)

To all whom itmag/ concern:

Be it known that LANTHONY SALTSMAN. HILL, a citizen of the United States,'residing= at Kalamazoo, county of Kalamazoo, State of Michigan, have invented a certain new and useful Improvement in Steam-Engines; and 1 I declare the following to be a full, clear, and

exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawin gs, which form a part of this specification.

My invention relates to improvements in direct-acting steam-engines which are especially adapted for use in actuating drag-saws and for similar uses. Its objects are to provide a structure of the valves and ports en: abling the engine to run at a high rate of speed without unduly increasing the length, thickness, and weight of the cylinder and other parts, also to provide in such an engine an improved cushioningmeans for the piston in combination with the valve and valve motion, and also to provide an improved valve mechanism, all of which is hereinafter set forth in the accompanying specification and pointed out in'the claims. I

In the drawings, Figure 1 is a side elevation of the engine adapted for use in connection with a drag-saw; Fig. 2 is a longitudinal vertical detailed sectional elevation through the cylinder and adjacent parts, the piston, piston-rod, connecting mechanism, and valve mechanism being left in full lines. Fig. 3 is a detailed side elevation of the base by means of which the engine is supported and adjusted when used to operate a drag-saw. Fig. 4 is an end elevation of the mechanism shown in Fig. 3. Fig. 5 is an end view of the steamcylinder, showing the trunnions. Fig. 6 is a detailed view of the cam-rod for actuating the engine-valve. the slide secured to the cross-head of the engine and adapted to reciprocate upon the cam-rod. Fig. 8 is a detailed end view of the bracket secured to the cam-rod, carrying an angular journal-pin by. means of which the cam-rod actuates the valve mechanism. Fig. 9 is adetailed view of the bell-crank by means of which the bracket of Fig. 8 acts upon the valve-rod. Fig. 10 is a longitudinal detail at the rear of the valve. port S is made by constricting the center of Fig. 7 is a detailed view of sectional view of the valve, the stem being shown in full lines. a

A represents the base, carrying a pillowblock 13, which is adjustable back and forth by the pinion B acting'on the rack A, the pinion B being actuated by the hand-wheel B by means of the shaft 13, the shaft'being appropriately journaled at b Z) on the pillowblock B. This adjustable feature is not claimed in the present application, as it is the subject-matter of anapplication already filed, being Serial No. 676,485.

The steam-cylinder O is supported on the pillow-block by means of the trunnions O and in this adaptation of the engine carries a framework Oiwhich is supported by a counterbalance, C and controlled by hand-wheel C by which the same can be raised or lowered. As shown in this application, also, it carries a drag-saw S which is rigidly attached to the cross-head G traveling upon a guide G the cross-head being attached to a piston-rod G, as shown in the drawings, Fig. 2. A steam-chest M is supported upon the top of the cylinder, to which steam is admitted by a pivoted steam-pipe M. This pipe is jointed at the trunnion and receives steam from the fixed pipe M controlled by the throttle-valve N, which may be operated by a reach-rod N These features of construction are incidental to the use of this improvement in connection with the drag-saw, as illustrated. Of course it will be understood that if the cylinder were fixed in its position, as in a steam-pump or other analogous structure, much of the detail of the jointing of the steam-pipes would not be required.

' The valve D is fixed to a stem D, as shown in section in Fig. 10. A passage a extends through the stem, having an opening Ct at the forward end of the valve and an opening 0, A broad annular the valve, and also annular ports S and S are formed by constrictions at either end thereof. In the port S there is a small hole a through the valve stem, communicating with the interior passage. As will be noticed particularly in Figs. 2 and 10,'the body of the valve is rounded off at its ends 5 s, leading into the annular ports S and S thus secur- IOO Fig.

ing, when operated by the cam-rod and in conjunction with the valve-seat, a gradual opening of the ports which in some instances is very desirable. It also secures a free action of the valve with little friction.

The valve -casing M is provided with annular ports, that to the rear being marked e and that to the front of the casing marked 6. The port 6 connects with the passage E, leading to the extreme rear end of the cylin- (101' C, while the port e connects with the passage E, leading to the extreme front end of the cylinder. A broad annular ed notion-port R is centrally located in the steam-chest M. The steam-chest M receives steam through the steam-pipe M at N, which divides into passages 11 n, the terminals of these passages forming annular ports 1) 12 around each end of the body of the valve D.

With the valve in the position shown in 2 it will be noted that there is a free passage for steam from the opening N through the passage n and port 13 past the rounded end of the valve and its port S and thence through the port 0 and Eto the forward end of the cylinder while the passage n and the corresponding port are closed off by the valve, although the port e and passage E are open to the port S at the opposite end of the valve. There is therefore no passage at the opposite end of the valve between the port E and any port in the steam-chest. In the body of the casting forming the steam-chestand passages there are formed portsfand f, which by means of the passages F and F lead, respectively, to the front and rear ends of the cylinder, but terminate therein at a little distance from the extreme end and from the ports E and E, respectively. As shown in Fig. 2, the portf and passage F are closed by the valve D, whereas the port f is open to the exhaust-port R.

The valve-stem D extends through the usual stulfing-box in the steam-chest and is pivoted to a pitman T, which in turn is pivoted to the bell-crank V, fulcrumed at any convenient point, as on the end of the cylinder. The opposite end of the bell-crank V is provided with a slot V.

A curved rod II is pivoted at its rear end at any convenient point at the top of the cylinder, the pivot being substantially on the same horizontal plane as the valve-stem, as shown at H. The curve in this rod is peculiar and preferably only involves the other half or third of the cam-rod, and in consequence of its action I term it a cam-rod. The curved forward end of the rod extends through a guide K, which is pivoted to the cross-head G of the piston-rod, although it might be to some other connected moving part, and therefore the guide reciprocates upon the rod H in accordance with the stroke of the piston and piston-rod. Adjustably secured to the rod H is a bracket L, having a pin L, which engages in the slot V of the bell-crank V. It is obvious that when the engine is in operation and the slide K re ciprocates upon the cam-rod H it swings up and down upon the pivot H, the movement and character of this oscillation depending upon the curvature given the rod and upon the adjustment of the bracket L. The bracket L being adjustable longitudinally upon the rod 11 and its office being to connect the bellcrank V with the rod in such a way that the vertical oscillation of the rod will transform the vertical reciprocations to horizontal reciprocations of the valve by means of the connected bell-crank and valve-stem, it is obvious that the amplitude of the vertical reeiprocations can be adjusted by means of the adjustable bracket, as it can be moved longitudinally along the rod, approaching to or receding from its center of oscillation at H. Of course this would correspondingly vary the amplitude of the motion of the valve, and as a means of adjustment it may be used in conjunction with that of bending the rod as described. Thus it will be seen that the bendin g of the rod at its extremity may be'utilized to vary the rate of motion at different portions of the travel of the valve, making it slower or quicker, as desired, while the amplitude of that motion can be varied by means of an adjustment of the bracket L upon the rod, as described. The oscillation of the camrod II thus produced is transferred into the reciprocating action of the valve D by means of the adjustable bracket L, bell-crank V, and pitman T, and it is obvious that the reciprocation of the valve can be controlled and adjusted by means of the curvature given to the rod H, and thus almost any assignable variation of motion can be created by varying the curves of the rod H, and this in itself is a valuable feature of adjustment, as the rod H is capable of being sprung more or less as a method of adjusting the motion of the valve.

In the operation of the valve in connection with the ports E E F F the position shown in Fig; 2 is that of the beginning of the return stroke,with the ports f closed and e open and with the ports f open and 6 closed. As the return stroke proceeds the cam-rod II will be drawn downward, so that each portion of it as the bracket K passes over it will be in a horizontal line established by the reciprocation of the point of engagement with the bracket. This gradually draws the valve forward by means of the connections described until as the piston approaches the opposite end of the cylinder the port 6 is closed and the port f is opened into the exhaust-passage R; but as the piston G approaches the end of the cylinder, the port e not being opened, (or, it opened, connected with the live-steam passage 01,) the piston is cushioned after passing the passage F, while the port f is opened into the exhaust-port R. On the return of the piston the action is to gradually force the valve backward by the rising of the cam-rod 1-1 and then to sharply accelerate its motion by virtue of the curvature at the extreme end I of the rod, it being obvious that the curve of the rod can be so proportioned as to give almost any assignable range or quality of motion to the valve at different portions of the stroke, so as to insure the best results. The rounding of the ends of the valves leading into ports S S tends to admit steam gradually, and therefore prevent sudden shocks which would otherwise be caused by the sudden admission, and this insures smooth action even under very rapid reciprocations.

It will be noted that the elongated opening V in the cam V may also be so proportioned and arranged as to allow the valve to remain quiescent during a certain portion of the stroke by permitting a cam-rod H to pass through a certain range of movement before actuating the bell-crank and valve, and this, if properly done, would also result in a gradual action in starting the, valve, inasmuch as the opening can be so'proportioned-as to prevent sudden shocks by starting it gradually. The hollow valve-stem through the valve,

communicating, as it does, by means of; the opening a with the exhaust and by means of the openings a a chambers formed'at each end-0f the steamchest, permits a certain'degree ofcushioning and balancing of the valve,which adds greatly to its smoothness of action, especially with an enginerunning rapidly.

It will be noted that the steam-passages E and E are always induction ports, and F and F are always eduction-ports. Steam is always admitted through passages E and E and always exhausted through F and F. This of itself insures either the confinement of steam before and behind the piston after it passes the ports F and F or contact with live steam,

depending on whether or not the ports e and e are opened by the valve in the steam-chest.

piston. reaches and passes the If when the ports F and F in the cylinder the ports 6 and 6, respectively, are not yet opened, the steam will be confined between the piston and the heads of the cylinder at each endof the stroke. If, however, the ports e. and e are already opened or opened to a slight extent, the piston will be met by live steam and will be cushioned thereby.

It is obvious that by changing a curvature of the cam-rod H and adjusting the connections the valve may be adjusted to meet any required condition in this respect.

What I claim isv 1. In an engine, the combination of a cylinder, a piston, an engine-valve, valve-seat, and steam-chest, a cam-rod pivoted at one end and movable at the other end as specified and having a curvature as described, means carried by the moving part of the engine to reciprocate over said rod, and means adjustably attached to said rod and connected to the valve-stem to actuate the engine-valve,

substantially as described.

communicating to small 'ber,

2. In an engine, the combination of a cylinder, piston, and valve-chest, double steamports at each end of said cylinder, induction- .ports adjacent to the cylinder-head, and

eduction-ports a short distance therefrom, a piston-valve having a central stricture connecting with the discharge-port and an an-' rod pivoted at one end near the steam-chest,

means connected with a cross-head adapted to engage and reciprocate upon said cam-rod, and means longitudinally adjustable thereon connecting said cam-rod to the engine-valve, said rod being straight for a'large portion of itslength adjacent to the cylinder, and the 4. Inan engine, the combination of a cylinder, piston, piston-rod, and cross-head, a.

' outer portion of the rod being curved substan tially as described.

piston-valvelocated ina steam-chest oontiguousto said cylinder, induction-ports leading from the extremities of the valve-chest and valve to near the piston-head's in said cylinder, tance fromthe cylinder-heads to a central discharge in said steam chest, said valve haw ing annularstrictures near its ends, the inner faces of said strictures being rounded off for the purpose of cooperating with the action on said valve of the adjustable cam-rod, substantially as and for the purpose described.

5. In a steam-engine, the combination of a steam-cylinder, piston and piston rod oper ating therein, a steam-chest, a piston-valve seated therein with an annular bearing, passages for the ad mission of steam to the valveseat, means for actuating said valve, induction-ports leading from the extremities of the cylinder to the extremities of the valve-chameduction-ports leading from points located at a short distance from either end of the cylinder, and to substantially the central portion of the valve-chamber, whereby when loo eduction-ports leading from ashort dissteam-chest, ind notion-ports leading from the extremities of the steam-chest t0 the extremities of the cylinder, the passages leading from the steam-pipe and the induction-ports in the steam-chest not being coincident, the steamports being located at a short distance beyond the passages from the steam pipe in such manner that the passages from the steam-pipe may be closed by the valve while the induction-port is open to the steam-cylinder, snb- I stantially as and for the purpose described.

In testimony whereof I sign this specification in the presence of two witnesses.

ANTHONY S. HILL. \Vitnesses:

JAY D. DRIVER, FRANK S. WESTON.

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