US717822A - Double-acting steam-engine. - Google Patents

Description

No. 717,822. PATBNTBD* JAN. 6, 1903'.

' J. .DENEAL.

DOUBLE'AGTING STEAM ENGINE.

APPLIOATIDN FILED Nov. 21V', 1901. y No MODEL.. 4 SHEETS-SHEET 1.

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r. DBNBAL. .DOUBLE ACTING STEAM ENGINE APPLIU'ATIGN FILED -NOV. 21, 1901,.

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JACKSON DENEAL, OF TOLEDO, OHIO, A SSIGNOR OF TWO-FIFTHS TO STEPHEN BROPHY, OF TOLEDO, OHIO.

DOUBLE=ACTING STEAM-ENGINE.

SEECIFICATION forming part of Letters Patent No. 717,822, dated January 6, 1903*. Application filed November 21, 190]. Serial No. 83,129. (No model.)

To @ZZ whom; it Tea/y concern:

Beit known that l, JACKSONDENEAL,a citizen of the United States, residing at Toledo, in the county of Lucas and State of Ohio, have invented a new and useful Improvement in Double-Acting Steam-Engines, of which the following is a specification.

My invention relates to improvements in that class of double-acting steam and other vapor pressure engines in which the piston is also utilized as a valve for the exhaust-ports of its cylinder and in compound and multiple-expansion engines of the same class as au inlet-valve also for the next succeeding cylinder provided for utilizing the furtherexpansion of the exhaust,and has for its objects to produce an engine of either kind, rst, that without the use of eccentrics or links commonly employed may be started in either direction and readily reversed by a manual valve in the steam connection; second, that will be free from back pressure; third, that may be connected in pairs to a common shaft and controlled by a siuglemanual valve in a common steam connection,and,nally,to produce an engine of the kind that is economical, efficient, light running, and adapted to high speed. I attain these objects by constructing an engine as hereinafter described, and illustrated in the drawings, in Which- Figure 1 is a view in vertical section of a multiple-expansion engine embodying my invention. X of Eig. 1. Fig. 3 is a cross-section'on line Y Y of Fig. 1. Fig. 4 is a cross-sectionof a piston.l Fig. 5 is a vertical section of 4the same through line Z Z, and Fig. 6 is a sectional view of a man ual valve adapted to control engines connected in pairs to a common shaft and having a common stein connection.

In the drawings, A designates a valve-cylinder, B a high-pressure cylinder, O an intermediate-expansion cylinder, and D alowpressure cylinder in a series of cylinders of progressively-increased diameters in their order and having their axes in the same plane and are preferably formed by bores in a single casting 1, but may be formed of separate cylinders suitably secured togetherin similar relation.

Fig. 2 is a cross-section on line XA In single-cylinder engines valve-cylinder A is connected direct to a cylinder D.

Located in the connecting-Walls between the cylinders A and B, B and C, and C and D are the steam- ducts 2 and 3, leading from outlet-ports 4 and 5, respectively, in the smaller cylinder to the inlet-ports 6 and 7, respectively, in the larger cylinder. Outletports 4 and 5 are located on opposite sides of a median line between the -endsof each cylluder and on opposite sides of the common plane of their axes, and the ports 6 and 7 are located at oppositeV ends of the cylinder adjacent to the heads'S and 9. In cylinder D the exhaust-ports 4 and 5 open directly through the cylinder-wall into the exhaust-pipe 10.

E designates a valve-cylinder connected to the side of cylinder A, centrally between its endsl and preferably by a common integral wall, and through the connecting-wall there are also provided steam- ducts 2 and 3, leading from outlet-ports 4 and 5, respectively, centrally located in the'connectingwall,as in the other cylinders, to inlet-ports 6 and 7 respectively, at opposite ends of cylinder A and adjacent tothe heads 8 and 9.

The cylinders B, C, and D are respectively provided with the hollow cylindrical pistons b, c, and d,\vhich are each connected to a crank 11 cfa com mon shaft 12 by the connecting-rods 13. Pistons b and c, and preferably d, are each divided into two chambers by a diametric diaphragm 14, extending from head to head integral with the wall of the piston, and the pistons are set in their cylinders with their diaphragme in the common plane of their axes.N In piston d, however, the diaphragm 14 may be omitted, as shown in Fig. 1, without affecting its operation. Y

The diaphragme 14 are each provided with a central cylindrical enlargement 15 on the line of the axis of the piston, which is pro- -vided with a bore 16, coincident with the central oritices 17 of equal diameter vin the heads 18 and 19 of the pistons, and the connectingrods 13 have the end portions connecting with the pistons-reduced in diameter to fit into the bores 16 and orifice 17 and form shoulders 2O to bear against the heads 19 of the pistons and having their outer ends threaded and provided with the nuts 21, by which they are secured to the pistons. The diaphragms 14 are also provided with the reversed semicylindrical recessses extending each half the length of the piston and divided by the diaphragm 22, integral with the diaphragms 14, and opposite the outer ends of the recesses the heads of the piston are provided with ports 23, having valve-seats 24, each chamber of the piston having a port 23 opening therein.

Fitting the seats 24 are the valves 25 and 25', having a common connecting-stem 26, made longer than the piston, so that when one Valve is seated the other is open. Diaphrams 22 are each provided with a central orifice 27, through which the stems 2G of the valves 25 and 25 freely move in the reciprocating movement of the valves hereinafterdescribed. Preferably the orifices 27 are countersunk at their outer end to seat the valves 28 and 28, suitably mounted on the stem on opposite sides of the diaphragm in such position that the Valves 25 and 28 or 25' and 28' on the same side of the diaphragm 22 will seat simultaneously in -their respective seats.

The pistons l), c, and d are also provided with thelongitudinal ports 29 and 30 on opposite sides of the diaphragms 14 through the walls of each piston and through the packingring 31, with which each piston is provided and which extends from head to head of each piston. Ports 29 and 30 are so located as to cross ports 4 and 5, respectively, at right angles as the piston reciprocates and in length ports 29 and 30 are adapted to maintain an open port 4 or 5 for their respective pistonchambers, according as the stroke is from the half of the cylinder in which said ports are respectively located during the greater part of the stroke.

The pistons b, c, and d are each one-half the length of the cylinders between the ports 6 and 7, and the stroke is equal to the length of the pistons. In the embodiment shown in the drawings the piston-rods 13 are each provided with a slotted yoke 32 to engage with the crank-pins 33 of the balanced crank-disks 1l, which are mounted on the shaft 12. The latter is journaled in bearings 34, which are suitably secured to the bed-plate 35. rlhe lower ends 3b' ofthe piston-rods are extended to operate as plu ngers in the pump-barrels 37, which are secured to the bed-plate and pendently supported therefrom and' operate as suitable guides for the piston-rods. However, the ordinary guide-bars and cross-head with pitman connection with the crank-shaft may be used instead of the yoke connection shown.

Cylinder A is of reduced length and is provided with a piston a, which is preferably made hollow for lightness and of a length to cover both ports 4 and 5. Piston (thas suitably secured thereto a pistou-rod 38, which is provided with a yoke 39 and an extension 40, the lower end of which passes through an orilice 41 in the bed-plate. Yoke 39 is provided with cams 42, projecting within the yoke at opposite points in alinement with the pistonrod 38, and the latter is provided with collars 43, one of which is mounted on the main connection and the other on the extension and suitably secured thereto. To the side of cylinder B, in alinement with the piston-rods, is suitably secured a bracket 44, having an arm 45, provided withan orifice 46, through which the piston-rod 38 reciprocates, and mounted on the latter, between the arm 45 and the upper collar 43 and between the lower collar 43 and the bed-plate, are the helical springs 47 and 47', of equal length and resistance, which are adj usted to hold the piston a in the normal position of closing the ports 4 and 5 of cylinder A, with the yoke 39 concentrically opposite the end of the shaft in position to allow the pin 48, projecting from the end of the shaft and off its center at a radius, to alternately engage the cams 42 of the yoke at each half-revolution of the shaft, thereby moving the piston a to alternately open the ports 4 and 5 of cylinder A, and the springs 47 and 47 alternately returning it to its normal position to close them as the pin is passing off the cam. It is apparent that the yoke may be enlarged and the shaft extended through it where necessary and the pin 48 set radially thereto.

Valve-cylinder E is provided with a rotary piston-valve mounted on a stem 49, suitably journaled and packed in the heads of the cylinder and provided with any suitable means for manipulation. Valve e is provided with ports 50 and 5l, adapted to be successively or simultaneously brought to register with the ports 4 and 5 of the cylinder E.

52 designates a connecting pipe to the steam-supply.

Each of the heads 9 of the cylinders is provided with a suitable stuffing-box 53 for packing the piston-rods.

54 designates a power-transmission wheel, and 55 a fly-wheel mounted on the shaft.

In Fig. 6 is shown a valve-cylinder E adapted to couple together either pairs of right and left single-cylinder or similar pairs of multiple-expansion engines that are connected to the same shaft.

The yoke-pin 48 and the crank-pin for the piston c are each set at one hundred and eighty degrees from the crank-pins of pistons b and d, and when engines are coupled to the same shaft in pairs the cranks and yoke-pins of one engine are set at ninety degrees from those of the other.

It is apparent that valve e when its ports are in register with the ports 4 and 5 of cylinder E, as shown in Fig. 1, may be used as a throttle to partially or wholly cut oft the steam by turning the valve either to the right or left, and that by continuing to turn the valve in the same direction a single one of the ports will be open, and that by reversing the movement the single port will first be closed, and then both ports 4 and 5 will be IOO IIO

opened simultaneously. It is further apparent that When both ports 4 and 5 of cylinder E are open the pressure on the heads of piston d will be equal and the piston balanced, that if port 5 only is opened the pressure will be on one end only and the piston will be moved to open port 5 of cylinder A, and if port 4 of cylinder E is open and port 5 closed the pressure on piston a will move it to open port 4 of cylinder A.

Thus constructed and operating the engine may be started to the left if the crankof piston l) is behind the outer and past the inner center by opening port 4 of cylinder E, if past the outer and behind the inner center by opening port 5 of cylinder E, or it may be started to the right in like positions of the crank by reversing the order of opening the ports 4 and 5. If the crank is in the irstnamed position, by opening port 4 of cylinder E steam is admitted into cylinder A through port 6 and overcoming the resistance of the lower spring piston d is moved to open port 4 of that cylinder, which admits the steam to cylinder B through port 6 of the latter cylinder, thereby driving the crank to the left. By opening port 5' instead of port 4 of cylinder E the movement of the crank Would be to the right. If the crank is in the second-named position, it will be moved to the left by opening port 5 and to the right by opening port 4 of cylinder E. Having started the movement of piston h in either direction by a quick turn of the valve e, opening both ports 4 and 5 oit' cylinder E simultaneously, an equilibrium of pressure will be established in cylinder A, and as the crank is passing a center the pin 48 will open a port 4 or 5 of cylinder A, ac-

. charge of steam atthe beginningofeach stroke to the end of cylinderB from which the stroke is made closes the automatic pressure-valve at that end of the piston b and opens the valve in the opposite end. It the position of piston b is as shown in Fig. l, a portion of the exhaust in the opposite end of the cylinder will have passed through the port 5, the ductA 3, and the port 7 into the cylinder C before port 5 is closed by the return of the piston, and the pressure of the partially-expanded charge of the preceding stroke will have been further reduced thereby, and by the opening of the valve 25' in that end of the piston as the piston returns to that end of the cylinder the exhaust-steam therein, which would otherwise be bottled upand cause back pressure, Y escapes through the valve 25 into its cham-` ber of the piston b and thence through the port O-for the most part of the stroke continuously in register with port 5 of cylinder B-into the same end of cylinder C, Where it contributes by further expansion to drive piston c in opposite stroke to-piston b. in like manner also the valve 25 of piston cis automatically closed by the excess pressurev of the exhaust from cylinder B over the reexpanded charge in the opposite end of cylinder C, also further reduced in pressure by the portion escaped through 4port 4 otl cylinder C to cylinder D at the close of the precedingstroke of piston c, and in like manner as described for cylinder B the remainder ofthe exhaust of cylinder C escapes through the open valve 25 of the piston c and through port 29 of piston c, in register With the port 4 of cylinder C, into cylinder D, where it contributes by its further expansion to drive piston d in opposite stroke to piston c, the free escape of the exhaust from cylinder yC pre- -Venting back pressure in that cylinder also.

During this stroke of piston nl the steam in the opposite end of cylinder D, lrst expanded in cylinder B, rexpanded in cylinder C, and a third time expanded in cylinder D during vthe preceding stroke of piston d, is freely escaping through the open valve 25., the ports 30 and 5, and the exhaust-pipe l0, in like manner, as described, preventing any back pressure in cylinder D.

l It is manifest thatrthe useof a diaphragm 14 in the piston of the last cylinder of a series of expansion-cylinders and in engines having only one working cylinder is not necessary and may be omitted, as shown in cylinder D 'of Fig. l; but in the first and intermediate cylinders 'of a series they serve to prevent equalization of pressu res and to keep separate the charges of steam admitted through ports 4 and 5, respectively, of cylinder A and directing them through the corresponding ports of each of the intermediate cylipders to the exhaust-ports of the last cylinder.

In Fig. 6 is shown a single-valve cylinder E for controlling a pair of engines coupled in reverse to the same shaft. `In these engines the cylinder E' connects the cylinders A of the engines, as shown in Fig. 6, and is provided in each connection with ports 4 and 5 for each cylinder A. Cylinder E'` is provided with a rotary piston-valve e', having two sets of radial ports 50 and 5l, one set on each side and adapted to register with the ports 4 and 5 in both connections simultaneously. lThus constructed it is apparent that the movement of the valve that will open port 4 and close port 5 of one side Will open port 5 and close port 4 of the other, and, Vice versa, and that the same movement required to open both ports 4 and 5 on one side simultaneously will simultaneously open ports 4 and 5 on the opposite side.

The crank and yoke pins of one engine being set at ninety degrees from those of the other, it Will vreadily be seen that When the crank-pins of piston b are on opposite sides of the samecenter the same movement of the IOO IXO

valve e' that will start one engine in the desired direction will start the other in the same direction and that when the crank-pins are on the same side of lthe centers, except when they are balanced at forty-live degrees, one from the inner and the other from the outer center, the opening of one port on each side will start the engines in the direction to drive the crank nearest a center toward that center. If that happens to be opposite to the desired direction, as soon as the movement has continued far enough to bring the cranks on opposite sides of the same center by reversing the valve to close the diametric ports 4 and 5 that are open and to open the other diametric ports 4 and 5 the engines will start in the desired direction, and by continuing the movement of the valve in the same direction, to simultaneously bring all four of the ports of the valve in register with the ports 4 and 5 of the cylinder, the engines will be established as running. Thus it will be seen that an engine so constructed, except as hereinbefore pointed ont, whatever may be the relative positions of the cranks to their centers may be started in either direction and stopped and reversed, as desired, by a single manual valve in the steam connection without the use of links, eccentrics, or other similar appliances usually employed for controlling the engine-valves for such purpose, and it will further appear that the same valve is adapted to vary the volume of steam admitted from a condition of closure up to the full capacity of the ports, and vice versa.

Where a uniform steam-pressure is maintained, by reducing the throw of the cams of the yoke the cut-off may be so proportioned to the stroke as to practically utilize the full expansion of the steam in a single cylinder.

It is apparent also that the efficiency of the engine is greatly increased by the means provided for the free exit of the exhaust as the piston advances in its stroke.

Having thus fully described my in vention, what I claim to be new is- 1. In a double-acting engine, the combination with a cylinder having an exhaust-port located in its wall on the median line between its heads, and an inlet-port adjacent to each head, of a hollow piston for the cylinder of a length equal to half the distance between the inlet-ports and having a stroke equal to its own length, and a side port extended longitudinally and located to register with the exhaust-port of the cylinder during the greater portion of the stroke; a port in each pistonhead at opposite points, each port having an outer valve-seat; valves for the piston-head ports, connected by a common stem of a length to hold the opposite valve open when either valve is closed, and guides for the stem adapted to aline the valves with their seats and allow free movement of the stem, substantially as shown and described.

2. In a double-acting engine, the combination with a cylinder having exhaust-ports located centrally in its wall on opposite sides of a plane of its axis and of a median line between the heads and parallel therewith, and an inlet-port located in its wall adjacent to each head, of a hollow piston for the cylinder equal in length to one-half the distance between the inlet-ports, and having a stroke equal to its length and side ports extended longitudinally and adapted to register each with an exhaust-port of the cylinder during a portion of its stroke; a wall longitudinally dividing the piston into two chambers and separating the side ports of the piston one to each chamber; reversely-disposed recesses in the dividing-wall extending longitudinally from opposite heads to a common diaphragm parallel with the heads and integral with the dividing-wall; a port in each piston-head at opposite points, each port being opposite a recess and opening into opposite chambers of the piston, and having an outer valve-seat; valves for the ports having a common stem extending through an orifice in the diaphragm, in central alinement with the ports, the stem being of a length to hold the opposite valve open when either valve is closed, substantially as shown and described, and for the purpose set forth.

3. In a double-acting engine, the combination with a cylinder having exhaust-ports located centrally in its wall on opposite sides of a plane of its axis and of a median line between the heads and parallel therewith, and an inlet-port located in its wall adjacent to each head, of a hollow piston for the cylinder equal in length to one-half the distance between the inlet-ports, and having a stroke equal to its length, and provided with a packing-ring extending from head to head and side ports through the piston-wall and the packing-ring extended longitudinally and adapted to register each with an exhaust-port of the cylinder during a portion of its stroke; a wall longitudinally dividing the piston into two chambers and separating the side ports of the piston one to each chamber; reversely-disposed recesses in the dividing-wall extending longitudinally from opposite heads to a common diaphragm parallel with the heads and integral with the dividing-wall; a port in each piston-head at opposite points, each port being opposite a recess and opening into opposite chambers of the piston, and having an outer valve-seat; valves for the ports having a common stem extending through an orifice in the diaphragm, in central alinement with the ports, the stem being of a length to hold the opposite valve open when either valve is closed, substantially as shown and described and for the purpose set forth.

4. In a double-acting engine, the combination with a cylinder having exhaust-ports located centrally in its wall on opposite sides of aplane of its axis and of a median line between the heads and parallel therewith and an inlet-port located in its wall adjacent to each head, of a hollow piston for the cylinder IIO equal in length to one-half the distance between the inlet-ports, and having a stroke equal to its length and side ports extended longitudinally and adapted to register each with an exhaust-port of the cylinder during a portion of its stroke; a Wall longitudinally dividing the piston into two chambers and separating the side ports of the piston one to each chamber; reversely-disposed recesses in the dividing-Wall extending longitudinally from opposite heads to a com mon diaphragm parallel with the heads and integral With the dividing-Wall; a port in each piston-head at opposite points, each port being opposite a recess and opening into opposite chambers of the piston, and having an outer valve-seat; valves for the ports having a common stem extending through an orifice in the diaphragm, in central alinement with the ports, thestem being of a length to hold the opposite valve open when either valve is closed, and shoulders on the stem on opposite sides of the diaphragm, substantially as shown and described and for the purpose 'set forth.

In a double-acting engine, the combination with a Working cylinder having inlet and outlet ports and a piston operatively connected to a crank-shaft, of a valve-cylinder connected thereto, having a pair of outletports located centrally of the division-Wall between the cylinders on opposite sides of a median line between the heads, leading to the inlet-ports of the Working cylinder; inlet ports for the valve-cylinder located adjacent to its heads; a piston for the valve-cylinder of a length to close both of the outlet-ports of the valve-cylinder; a connecting-rod for the valve-piston having a yoke concentric to the shaft; a guide for the connecting-rod;

cams on the yoke at diametric points transverse the line of the connecting-rod; a pin set in the shaft at one hundred and eighty degrees from the crank-pin of the piston of the Working cylinder and adapted to engage the cams of the yoke; balanced helical' springs, mounted on the connecting rod,

adapted to yieldingly hold the piston of the valve-cylinder in position normally closing the outlet-ports of the valve-cylinder, and,

after being moved therefrom in either direction-either by unequal pressure of steam on the heads of the piston, or by engagement of the pin with a cam-to return the piston thereto When equilibrium of pressure has been restored or the pin has passed the cam,

and means to admit steam to the valve-cylinder through either of its inlet-ports or through both simultaneously.

G. In a double-acting engine, the combination With a working cylinder provided with inlet and outlet ports and a piston operatively connected to a crank-shaft, of a valve mechanism comprising a valve-cylinder having outlet-ports leading to inlet-ports of the Working cylinder, and a piston yieldingly held in a position normally closing the outlet-ports by balanced springs; a steam connection having a pair of ports leading into opposite ends of the Valve-cylinder; a manual valvein the steam connection adapted to progressivelyI open or close either of said ports in the same connection singly, or both simultaneously; and means including the balanced springs, adapted to be periodically operated by the crank-shaft to reciprocate the valve-piston at the beginning and during a limited portion of each stroke of the piston, of the Working cylinder to admit an elastic fluid under pressure to the Working cylinder to make the stroke.

'7. In a double-acting engine, the combination with a Working cylinder provided With inlet and outlet ports and a piston operatively connected to a crank-shaft, of a valve mechanism comprising a valve-cylinder having outlet-ports leading to inlet-ports of the working cylinder, and a piston yieldingly held in a position normally closing the outlet-ports by balanced springs; asteam connection having a pair of ports leading into opposite ends of the valve-cylinder; a manualvalve in the steam connection adapted to progressively open or close either of said ports in the steam connection singly; or both simultaneously; a rod for the valve-piston having a yoke concentric to the shaft; a guide for the valvepiston rod; cams in the yoke at diametric points in the line of the connecting-rod and a pin set in the shaft at one hundred and eighty degrees from the crank-pin of the piston of the working cylinder adapted to engage the cams of the yoke alternately as the shaft revolves.

' 8. In a doubleacting engine, the combinai tion with a working cylinder provided with inlet and outlet ports and a piston operatively connected to the crank-shaft, of avalve mechanism comprising a valve-cylinder having outlet-ports leading to inlet-ports of the Working cylinder, and a piston yieldingly held. in a position normally closing the outlet-ports by balanced springs; a manual valve-cylinder having a pair ot ports leading into opposite ends of the valve-cylinder; a piston in the manual valve-cylinder normally closing the ports of its cylinder, having a pair of ports adapted to be brought to register With the ports of the cylinder by manual movement of the piston, and means including the balanced springs adapted to be periodically operated by the crank-shaft to reciprocate the valvepisto'n at the beginning and during a limited portion of each stroke of the piston of the Working cylinder to admit an elastic duid under pressure to the working cylinder to make the stroke, substantially as shown and described.

9. The combination with a pair of doubleacting engines each comprising a Working cylinder provided with inlet and outlet ports and a piston operatively connected to a common crank-shaft having the crank for one piston set at ninety degrees from the crank for the other; a valve-cylinder connected to IOO IIC

each Working cylinder With'their axes in the same plane, and having outlet-ports leading to the inlet-ports of the Working cylinder and a piston yieldingly held by balanced springs in a position normally closing its outlet-ports, and means, including the balanced springs, adapted to be periodically operated by the crank-shaf t to reciprocate the valve-piston at the beginning and during a limited portion of each stroke of the piston of the working cylinder to admit an elastic fluid under pressure to the Working cylinder to make the stroke, of a common steam connection for the valve-cylinders having a pair of ports for each valve-cylinder, the ports of each pair leading respectively into opposite ends of JACKSON DENEAL.

Witnesses:

O. B. SNIDER, BERTHA DONNELS.

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