US679999A - Direct-acting engine. - Google Patents

Description

No. 679,999. Patented Aug. 6, l90l. H. G. SERGEANT &. W. PRELLWITZ.

DIRECT RGTI'NG ENGINE.

(Application filed Feb. 21, 1901.)

2 Sheets-Sheet I.

(No Model.)

lvlflllllll rl llllllil llllilllru m: mums rrrzws co. vuoro uwow vusmucmn. 01 c.

'No. 679,999. Patented Aug. 6, MIL

H. C. SERGEANT &. W. PRELLWITZ.

DIRECT ACTING ENGINE.

(Lpplicatiqn filed Feb. 21, 1901.)

2 Shae ts-Sheet 2,

(No Model.)

UNITED "STATES f PATENT OFFICE.

HENRY o. SERGEANT, OF WESTFIELD, NEW JERSEY, AND WILLIAM PRELL- WITZ, OF EAs o PENNSYLVANIA, ASSIGNORS TO THE INGERSOLL- SERGEANT DRILL COMPANY, on NEW YORK, N. Y.

DIRECT-ACTING ENGINE.

SPECIFICATION forming part of Letters Patent N 0. 679,999, dated August 6, 1901.

Application filed February 21, 1901. Serial No. 48,273. (No model.)

To all whom it may concern.- Fig. 4 is alongitudinal vertical section of the Be it known that we, HENRY O. SERGEANT, engine-cylinder and valve-chest in the line 4 aresident of Westfield, in the county of Union 4 of Fig. 2; Fig. 5, a transverse vertical secand StatefNeWJeI'S6y,andWILLIAMPRELL- tion in the line 5 5 of Fig. 4; Figs. 6 and 7,

5 WITZ, a resident of Easton, in the county of longitudinal vertical sections of the main Northampton and State of Pennsylvania, citivalve and its seat in the same line as Fig.1, zone of the United States, have inventedanew. but showing the valve in different positions; and usefnlImprovementin Direct-Acting Re- Fig. 8, a longitudinal section of the auxiliary ciprocating Engines, of which the following is valve and its seat.

to a specification. a is the engine-cylinderg b, the piston; c,

This invention relates more particularly to the tool-carrying piston-rod; d, the valvedirect'acting reciprocating engines such as chest containing the main valve e and the are used in What are variously known as auxiliary valvef, working on seats g and 71.,

a coal-cutting machines or coal-picks, in arranged side by side on a plate 4;, which is I 5 which the engine-piston carries a pick or tool affixed to the top of the cylinder a between it which operates by a direct striking action. and the valve-chest and which contains the In carrying out our invention the means for several valve ports. Themain valve e is opening and closing the supply-ports of the moved and controlled by a piston J, the ey engine cylinder consist of a main valve and lindric end portions of which work in the 20 an auxiliary valve, each having attached pisshort single-ported cylinders It, provided in tonsdrivenbythe motivefinidindependently the opposite ends of the valve-chest. The of the movement of the main piston and the auxiliary valvefis moved and controlled by two being with their respective ports and a piston Z, the cylindric end portions of which communicating passages organized'to move work in the short single-ported cylinders m,

25 in alternation. provided in opposite ends of the valve-chest.

The object of the present improvement is In theauXiliary-valve seat h there are three to so time the movement of the main valve as ports 10 11 12, viz: a central exhaust-port 10, to give a free and unrestricted supply of mocommunicating with the atmosphere through tive fluid to the back of the engine-cylinder an opening (see Fig. 5) in the side of the cyl- 30 to drive its piston forward and a free and uninder, and two ports 11 and 12, the front port restricted exhaust at the front end of the cyl- 11 communicating bya passage 14 111 the plate inder Without any cushioning of the piston i (see Fig. 2) with a port in the front end of until the piston reaches the point at which it' the forward cylinder'k of the main valve and brings the tool to the striking pointg andto the rear port 12 communicating bya passage 35 this end the invention consists in the con- 15 in said plate witha port in the rear end of struction of the main valve and the organizathe rear cylinder 76 of said valve. The auxtion of the ports and passages of the engineiliary valve f (shown in longitudinal seccylinder, hereinafter described and claimed, tion in Fig. 8) is an ordinary short D-valve whereby the said object is accomplished. capable of opening either one of the ports 11 0 In the accompanying drawings, Figure 1 12to the motive fluid in the valve-chest and represents a longitudinal vertical section of at the same time opening the other one to' the a coal-cutting machine embodying our invenexhaust-port. tion, portions of the tool-carrying piston-rod In the main-valveseat 9 there are four and its guiding-sleeve being omitted as imports l6 17 18 19. The central port 16 is an 45 material to the invention; Fig. 2, a plan of exhaust-port communicating with the atmos- 5 the engine-cylinder with the valve-chest and phere through theopening 13. The rear port valves removed to expose the valve seat and 17 communicates, as shown in Figs. 1 and 4:, its ports to View; Fig; 3, a plan or back view with the engine-cylinder, near the rear end of the main valve. The lines 1 1 in Figs. 2 of the latter, through ports 20 21 and also 50 and 3 indicate the line of section of Fig. 1. communicates by a passage 22 in the valvecylinder m of the auxiliary valve;

the engine-cylinder at a distance from its front end about equal to the length of the piston b. As'will be presently fully explained, the port 18 and passage 23 are to the cylinder ct only a supply-port and passage, and the port 19 and passage 26 and ports 27 only outlet ports and passage. The main valve is of the short D type; butits exhaustcove port 28 is made longer, so that, as shown in Fig. 6, which represents it at the middle of its stroke, the said cove-port may lap over not interfere with the exhaust through said parts of the port 17 and of both ports 18 19, and so open all the said ports at the same time to the exhaust-port 16, and said valve has also, as shown in Figs. 1, 3, 6, and 7, a long outside lap 24 at its front edge, which is of such width that in all positions, even in its rearmost position, (shown in Fig. 7,) the said valvecloses the port 19, and so prevents any of the motive fluid from the valve chest from ever entering the cylinder by the passage 26 and ports 27, though the said lap does ports and passage, because it does not extend to that part of the valve the section of which in Fig.4 is taken in the line 4 4 of Fig. 2

\ engine-cylinder, and we have also shown a through that part of the valve which works overthe port 18. 1

We have shown in the drawings checkvalves 11 applied in the inlet-passages of the controller-valve chest 0 and controller-valve p outside of the main-valve chest, and we have also shown controlling-plugs r applied in the passages 22 25, which communicate with the outer ends of the auxiliary-valve cylinders m; but none of these devices are of themselves new or absolutely essential to our invention, though they may contribute to the most successful operation.

The relative operations of the main and auxiliary valves are as follows: When the main valve 9 and its piston j are at the forward end of their stroke, motive fluid from the chest will pass through the port 17 and 10 to the atmosphere and will be thrown backward. The motive fluid will now pass from the valve-chest through the forward port 18 and passage 25 to the rear auxiliary cylinder 'm, driving the auxiliary piston and valve forward and opening port 12, through which the motive fluid will pass by passage :15 and throw the main piston and valve forward again. These movements will continue alternately as long as the motive fluid is sup plied to the valve-chest. Except, however, as to the, long cove 28 and the lap 24 of the main valve 6 and the separate ports 18 19 in its seat and the two ports 20 21, through which the main seat-port l7 communicates with the engine-cylinder a, which we have hereinbefore described and the functions and operations of which we will proceed to explain, a

similar system of valves is the subject of United States Patent No. 402,985.

It has been mentioned that the port 18 and passage 23 are to the frontend of the enginecylinder only an inlet and that the port 19,

,passage 26, andports 27 are only outlet-ports and passage. This may be understood -by reference to Figs. 1, 2, and 4. In Fig. 1 the main valve is at the forward end of the stroke and admits the motive fluid to the rear end of the cylinder through port 17 and its branch ports 20 21, driving the piston 1) forward, the

exhaust taking place in front of the piston through port 27, passage 26, port 19, valvecove 28, and port 16. This exhaust is perfectly free until the piston 17 has moved to the point at which-it closes cylinder-ports 27,which is the point at which the tool is intended to strike, after which the necessary slight cushioning and retardation of the piston will take place. On the valve 6 making its return stroke the motive fluid will be adinitted,as illustrated by Fig. 4, through port 18 and passage 23 to the front end of the cylinder and force the piston b backward, while the exhaust takes place freely from the rear end of the cylinder through port 17 until the piston closes the cylinder-port 21, when the rearward cushioning of the piston takes place. During all this backward movement of the piston while motive fluid is passing from the valve-chest to the front end of the cylinder through ports 18 and 23 it is prevented from entering the cylinder through ports 19 and 26 by the lap 24 on the front edge of the valve 9, as shown in Fig. 7, which represents the valve in the same position as in Fig. 4.

In the above-described operation the separate outlet-passage 26, with its ports 27 and 19, theoutside front lap 24 of the valve 6, and the wide cove 28 of said valve play important parts. The flow of the motive fluid into the valve-chest, regulated by a throttle-valve q or its equivalent, is more or less varied by the opening and closing of the'ports leading to the engine-cylinder. As no resistance to the forward movement of the piston is made until afterthe tool strikes coal, the piston is free to move so rapidly forward that the pressure in the valve-chest is slightly reduced,thus holding back or retarding the reversing of the main valve and allowing the piston to strike a very hard and effective blow. The retardation of the piston beyond where it closes the exhaust-ports 27 then causes the pressure in the valve-chest to suddenly increase, and thereby reverse the valve 6 at the proper time, depending upon the distance of the ports 27 from the end of the cylinder. By the great length of the cove-port 28 of said valve, as illustrated in Fig. 6, which represents the valve moving forward, the exhaust from one end of the cylinder at is caused to begin before the opening of the supply to the other end. This apparently forms communication between both ends of the cylinder; but the piston being at one or other end of the cylinder when the valve should move closes the port 21 or the ports 27, and so exhaust from both ends of the cylinderat the same time is prevented; but while the exhaust at one end of the cylinder a is checked to provide for the cushioning of the piston an advance and free exhaust is provided at the other end, and at the same time the pressure in the valve-chest is so increased as to throw the valve-pistons very quickly for reversing the valves and the movement of the piston Z2.

What we claim as our invention is- 1. In a direct-acting reciprocating engine, the combination with the engine cylinder and piston, of a valve-chest, a valve and a seat therefor in said chest, and a piston in said chest for operating said valve, said seat having independent inlet and outlet ports for communication with the same end of the engine-cylinder and having an exhaust-port, said inlet-port communicating with said cylinder near said end, and said outlet-port communicating with said cylinder at such greater distance from said end that its closure by the engine-piston before the completion of the stroke of the latter will time the reversal of the valve, all substantially as herein described.

f 2. In a direct-acting reciprocating engine, the combination of a valve-seat having two ing the inlet-port, substantially as herein described.

8. In a direct-acting reciprocating engine, the combination of a valve-seat in which are two ports leading respectively toward opposite ends of the engine-cylinder but commus nicating therewith at such distances from the ends thereof that their communication is closed by the engine-piston before completing its stroke,said seat also containing an exhaustport intermediate to said two ports, and a slide-valve inwhich is a cove of a length to overlap both of said two ports and bring both into communication at the same time with the exhaust-port, substantially as herein described.

4. In a direct-acting reciprocating engine,-

the combination of a valve-seat in which is a central exhaust-port 16 and a port 17 hav-- ing branches 20, 21 for communication with the cylinder at and near one end thereof and in which are also inlet and outlet ports 18, 19, communicating with the cylinder at and near the other end thereof, and a slide-valve adapted to said seat and having a cove 28 and an outside lap 24, the said cove being of a length to form communication between both said ports 17, 19 and said lap being of a width to cover said outlet-port 19 without covering said inlet-port 18, all substantially as and for the purpose herein described.

In testimony that we claim the foregoing as our invention we have signed our names, in presence of two witnesses, this 15th day of February, A. D. 1901.

HENRY C. SERGEANT. WVILLIAM PRELLWITZ. Witnesses:

H. D. MAXWELL, HENRY ANSELL.

Images