US733811A - Compound steam-engine. - Google Patents

Description

PATBNTED JULY 14, 1903.

'IZGAHA. COMPOUND STEAM ENGINE.

APPLICATION FILED JULY 13. 1902.

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No. 733,811. PATENTED JULY 14, 1903v F. OAHA.

COMPOUND STEAM ENGINE;

APPLICATION FILED JULY 1a. 1002.

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No. 733,811. PATENTED JULY 14, 1903. F. GAHA. COMPOUND STEAM ENGINE.

APPLICATION IILED JULY 18. 1902.

Zuni 651% No. 733,811. 7 PATENTED JULY 14, 1903* P. OAHA.

COMPOUND STEAM ENGINE.

, APPLICATION FILED JULY 1a. 1902.

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PATENTED JULY 14, 1903.

F. GAHA. 1

GOMPOUN D STEAM ENGINE.

APPLICATION mum JULY 18. 1902.

a Q Q I is SHEETS-SHEET 5* R Q Q Q ATTORNEY E No. 733,811. I 'PATENTED JULY 14, 1903. F. GAHA. COMPOUND STEAM ENGINE.

APPLICATION FILED JULY 18, 1902.

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a El a N E VI u A TTOHNE PATENTED JULY 14, 1903.

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F. GAHA. COMPOUND STEAM ENGINE.

APPLICATION FILED JULY 1a. 1902.

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UNITED STATE iatented. July 14, 1903;

FRANK CAHA, OF WAHOO, NEBRASKA.

COMPOUND STEAM-ENGINE;

sPEcrFIcA-TIoN forming part of Letters Patent No. 733,811, dated July 14, 1905.

application filed July 18,1902. SerialNo.1 16,0G1. (No modeli) T aZZ whom it may concern:

Be it known that I, FRANK OAHA, a citizen of the United States, residing jatVVahoo, in

the county of Saunders and State ot'Nebraska, haveinventedanew andlmproved Compound Steam-Engine, of which the followingis a full, clear, and exact description;

My invention relates to improvements in compound steam-engines; and the object that Ihave in view is the production of an improved construction which is designed to secure an increased and uniform expansion of the motive fluid, a greater impulse from the same volume and pressure of the motive fluid, a reduction in the back pressure of the.highpressure cylinder during the return stroke of the piston therein, a decreased pressure on the steam-inlet valve, and the employment of short direct steam-passages to the working cylinders.

To the accomplishment of these ends the invention consists in the novel combination of devices, and in the construction and arrangement of parts, which will be hereinafter fully described and claimed.

Reference is to be had to the accompanying drawings, forminga part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure'l is a side elevation of a compound steam-engine embodying my improvements. Fig. 2 is a plan view with the high-pressure cylinder, the low-pressure cylinder, the inletvalve, and the relief-valve in horizontal section. Figs. 3, 4, and are vertical transverse sectional views taken in the planes indicated by the dotted lines 3 3, 44,and 5 5,respectively,

of Fig. 2. Fig. 6 is an enlarged view, partly in section, illustrating the packing for the piston-valve in the low-pressure cylinder. Fig. 7 is a horizontal section in the plane of the dotted line 7 7 of Fig. 6. Fig. 8 is a verti cal transverse section in the plane of the dotted line 8 8 of Fig. 6; and Fig. 9 is a diagrammatic sectional view of a simple form of compound engine, omitting the reliefvalve mechanism shown by Fig. 2. Figs. 10,

- 11, and 12 are diagrammatic views of other forms of engines having valve mechanisms arranged to control the inlet and exhaust of steam without resorting to the use of a loose piston-valve in the low-pressure cylinder.

The engine is equipped with a high-pres sure cylinder 5, a low-pressure cylinder 6, and

a valve-chest 7, the high-pressure cylinder cylinder 5 and connected with a cross-head 10, which is fitted slidably in guides 11 and receives the pitman 12, the latter being pivotally connected to the crank 13 of the engine-shaft 14, said engine-shaft being journaled in suitable pillow-blocks 15, that may be provided on the bed of the engine. (See Fig. 2.)

In the valve-chest 7 is provided a valveseat 16 for the accommodation of a slidable inlet-valve 17, the latter arranged to traverse the steam-ports 18 18, which open through the valve-seat 16 and are in communication with the inlet-passages 19 19*, respectively, the latter leading to opposite ends of the chamber of the high-pressure cylinder 5. The slide-valve 17 is provided with an upstanding boss 20, which provides for the attachment of a spring 21 and for the attach ment of the inner end of the valve-rod 22,

the latter passing through a stuffing-box at the inner end of the valve-chest and connected pivotally with the pitman 23, which is provided at its opposite end with an eccentricstrap 24, that engages with an eccentric 25 on the engine-shaft 14.

The low-pressure piston contemplates the employment of a single piston-head 26,-fitted for reciprocation in the chamber of the lowpressure cylinder 6, and this single pistonhead is provided with a double piston-rod, consisting of parallel members 27 27, the latter extending through suitable openings or stuffing-boxes which are provided in the front or rear heads of the low-pressure cylinder, and the front ends of said piston-rods being united to a cross-head 28, that is slidably fitted in a guideway 29 of the bed-plate and is pivotally connected with the pitman 30, the latter being attached to a. reversible crank-pin 31, which is provided on the crankdisk 32, the latter being made fast with the engine-shaft 14 at a point outside of the pillow-block 15.

The heads for the high and low pressure cylinders may be made of separate pieces, if desired; but I prefer to make the head at each end apply to both of said cylinders.

The steam-passages 19 19 lead from the valve-chest along the ends of the high-pressure cylinder 5 and part way across the end of the low-pressure cylinder 6, as shown more clearly by Figs. 2 and 9, said distant ends of the steam-passages l9 1.) communicating with longitudinal branch passages 33 34, respectively, which are provided in the internal heads 35 of the lowpressure cylinder 6. These internal heads may be solid or they may be of the chambered hollow construction shown by said Figs. 2 and '3. These heads 35 extend inwardly from the cylinderheads of the engine, and they reduce the effective length of the piston-chamber which accommodates the low-pressure piston 26. These internal heads within the low-pressure cylinder provide valve-chests for the accommodation of the piston-valve, which is movable with the high-pressure piston, and said heads thus serve the twofold purpose of reducing the length of the low-pressure pistonchamber and of affording the seats for the pisston-valve. The passages 33 34 in said internal heads 35 at opposite end portions of the lowpressure cylinder are of a peculiar shape in cross-section (shown by Figs. 4and 6) in order to accommodate the members 27 27, forming the rod of the low-pressure piston, and the plate 36, the latter constituting the piston-' valve. This plate spans the space between the parallel members of the low-pressure pistonrod, and said plate extends in opposite directions beyond the faces of the low-pressu re piston 26, the end portions of said plate or web 36 being arranged to travel in the passages 33 34, which constitute the inlet-passages to the low pressure cylinder. The length of the plate or web forming the piston valve 36 slightly exceeds the effective length of the low-pressure piston-chamber, and after the piston 26 shall have passed the middle point of said chamber when traveling in either direct-ion one end portion of the piston-valve 36 will be withdrawn from one passage 33 or 34 in the piston-valve chests or the internal heads35, thus admitting steam into the lowpressure cylinder through one or the other of the passages 33 34, said steam being supplied from the high-pressure piston-chamber 5.

It is important to preserve the tight joint between the piston-valve 36 and the chests or heads35, and to the accomplishment of this end I employ metallic and fibrous packings, which are contained or seated in the internal heads 35 and are adapted to have tight engagement with the slidable piston-valve 36. The detailed construction of the packing is represented more clearly by Figs. 6 to 8, incl usive, reference to which will now be made.

Each chestor head 35 is provided at its top and lower portions with the guideways 37 38, which are provided on their facing edges with the flanges 39, adapted to form the grooves 40, and the spaces between these guideways are spanned by the removable face-plates 41 42, the same being secured in place by the screws 43. The space bounded by the guideways 37 3S and the face-plates 41 42 is adapted for the reception of an expansible packingplate, which consists of the members 44 45, the same having recesses and projections 46 47, respectively, so as to secure an interlocking slidable engagement between the members 44 45. These members of the expansible packing-plate are provided at their end portions with the tongues 48, which are fitted slidably in the grooves 40 of the guideways 37 38, and thus the members of the packingplate are retained in position within the piston-valve chest or the internal head, and at the same time they are capable of a limited slidable movement therein. These members 44 45 of the packing-plate are provided on their opposing edges with complemental recesses adapted to form a slot or passage which corresponds in cross-sectional area and contour to the piston-rod members 27 27 and the piston-valve 36, as shown more clearly by Fig. '6, and said members 44 45 are held tightly in frictional engagement with the piston-rod members 27 27 and the piston-valve by the employment of the springs 49. These springs are shown by Figs. 6 and 7 in the form of leaf-springs bent to an appropriate form and having their middle portions seated against the face-plates 41 42 and their end portions seated against the members of the expansible packing-plate; but it is evident that the style of pressure-springs may be changed-as, for example, I may employ coiled springs in lieu of the leaf-springs.

In addition to employing the metallic packing afforded by the expansible plate I prefer to utilize a fibrous packing 50, the latter being seated in a recess51, which is formed in the piston-valve chest or the internal head 35 in a position back of the space reserved for the reception of the metallic packing 44 45. This fibrous packing 50 may be of leather, rubber, or any ordinarysteam-packing known to the art, and said packing is adapted to surround the steam- passage 33 or 34 and to have frictional engagement with the piston-rod members 27 27" and with the piston -valve 36 when the latter occupies either of said passages 33 or 34.

The described construction of the metallic and fibrous packings in the steam-valve chests efiectually overcomes the leakage of the motive fluid through the passages 33 or 34 when the piston-valve occupies the same; but these packings are prevented from collapsing by the engagement of the piston-rod members 27 27 therewith when the piston-valve is not fitted in said passages, thus keeping the passages in an open condition for the circulation of the motive fluid therethrough.

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It is evident that'the pistons 8 8 of the high-pressure cylinder and the piston 26 of the low-pressure cylinder maybe provided with any suitable packing; but I prefer to haust ports, theinlet-ports being supplementary to the inlet-passages 33 34 through the internal heads or piston-valve chests 35. In this type of engine a single exhaust-port 54 is provided, through which the exhaust motive fluid from the low-pressure cylinder is adapted to be discharged to the outside, and

' this exhaust-port 54 is adapted to be traversed by the wide piston-heads 8 8 of the high pressure cylinder.

Referring more particularly to Fig. 9, it will be seen that the inlet-valve 17 .is at three-quarters of its stroke, moving from the right toward the left, so as to initially admit steam to the right-hand passage 19*. The heads of the high-pressure piston 8 8 are at the extreme end of their stroke, moving from left to right, and the head of the low-pressure piston is at the middle of its stroke, moving from left to right, the exhaust from the lowpressure cylinder taking place through the port 53, a part of the high-pressure cylinder between the high-pressure piston-heads 8 3, and thence to the exhaust-passage-54. The low-pressure piston 26 is moving from left to right in the direction indicated by the arrow in Fig. 9; but the admission of steam through the'passage 19 acts against the high pressure piston-head 8, so as to force the high-pressure piston from right to left, thus making the two pistons move in opposite directions for a portion of their strokes. During the period that the high-pressure piston is moving to the opposite limit of its stroke the low-pressure piston 26 completes its movement from left to right and the admission of the motive fluid through the port 52 and the passage 33 from the left-hand end of the highpressure cylinder to the corresponding end of the low-pressure cylinder is cut ofi by the piston-head 8, passing the port 52. The exhaust from the chamber of the low-pressure piston passes through the port 52 between the heads of the high-pressure piston and to the exhaustport 54, while the steam under expansion from the high-pressure cylinder passes through the passage 19 and the passage 34 into the righthand end of the low-pressure cylinder, thus impelling the piston 26 in an opposite direction. By the time that the high-pressure piston travels from right to left the eccentric 25 will have shifted the inlet-valve 17, so as to open the port 18 and admit the steamthrough the passage 19 into the left-hand end of the high-pressure cylinder 5, and the operations 'just described will be reversed, the pistonvalve 36 serving in a measure to control the admission of steam from the high-pressure cylinder to the low-pressure cylinder. The crank-pin of the eccentric 25, which controls the inlet-valve 17, is set one hundred and thirty-five degrees ahead of the crank 13, driven by the high-pressure piston, while'the crank 31 of the eccentric 32, associated with the low-pressure piston, is set ninety degrees behind the crank of the high-pressure piston, thus bringing the parts into cooperative relation, so as to utilize the expansive force of the steam on the high and low pressure pistons.

In the type of engine shown by Fig. 2 I

have provided a series of exhaust-ports, (in-- dicated at 55, 56, and 57,) the middle port/56 corresponding in positionto the port 54 and all of these ports adapted to be traversed by the heads of the high-pressure piston. These ports open into an exhaust-chamber 58, which is provided in the valvechest Within that chamber thereof which receives the inlet valve 17, and in this exhaust-chamber 58 is arranged a slidable exhaust-valve 59, the latter having shoes arranged to traverse the exhaust-ports 55 57, respectively, and also provided with a recess 60, which establishes communication normally between said exhaustvalve and the central exhaust-port- 56. This exhaust-valve 59 is positively actuated by the pitman 61, which is connected to the exhaustvalve rod 62, and this pitman is controlled by an eccentric 63, which is providedon the engine-shaft 14 at a point adjacent to the valve-eccentric 25, said engine-shaft 14 being equipped with the usual balance-wheel 64.

In the operation of the engine equipped with the exhaust-valve shown by Fig. 2 the eccentric 63 shifts the valve back and forth,

so as to make it open the ports 55 57 alternately and allow the exhaust ofthe steam from the high and low pressure cylinders at about one-quarter of the stroke of the pistons 8, 8, and 26, respectively, thereby reducing the back pressure on the pistons at more frequent intervals than in the type of engine shown by Fig. 9. It will be understood,'however, that the relief-valve herein described is not claimed in this application, because it constitutes one of the novel features disclosed in my copending application, to which reference has been made. r

In the construction shown by Fig. 10 the highand low pressure cylinders, their pis-v tons, and the valve-chest, together with the ports 19 and 52 53, are substantially the same as in the engines heretofore disclosed; but I have provided a peculiar valve mechanism by which the loose piston-valve in the low-pressure cylinder is omitted. The engine shown by this figure issubstanti'allythe same as-that type of engine which employs the relief'exhaust-valve, and in embodying the improved valve mechanism'I employ the exhaust-chamber 65 and the exhaust-passages 19 19 and opening into the exhaust-chamber 65 at points on opposite sides of a port 68, the

latter having communication with the final exhaust-passage 69, which is in direct communication with the high-pressure cylinder by a port 70. t The exhaust-valve 71 is con nected by the link 72 with the crank-pin 73, the latter being sixty-seven degrees ahead of the crank-pin 13 of the high-pressure cylinder. The inlet-valve 74 is arranged to traverse the passages 19 19, and it is disposed within the steam-chest 7 so as to close the outer side of the exhaust-chamber 65, said inlet-valve having a pitman 75 connected with the crank-pin 75,the latter being one hundred and thirty-five degrees ahead of the crankpin of the high-pressure piston. The peculiar arrangement of the crank-pin 73 of the exhaust-valve, together with a proper length of the valve 71, keeps the exhaust-port opened during the last three-fourths of the return stroke of the high-pressure piston, the back pressure existing during the first one-fourth of the return stroke.

In the construction of the valve mechanism shown by Fig. 11 the cylinders, pistons, and the passages are the same as in the preceding styles of engines; but I employ a still further modified construction of the valve mechanism in which the inlet-valve is arranged directly against one side of the highpressure cylinder, the exhaust-valve is located outside of the inlet-valve, and a stationary valve-plate is employed between the inlet and exhaust valves. Theinlet-valve is indicated at 76, and it is arranged to traverse the passages 19 19. This valve is provided with ports 77 77* near its end portions and a larger exhaust-port 78, the latter arranged to communicate at all times with the exhaustport 68, which is in communication with the final exhaust-passage 69, the latter having direct communication with the high-pressure cylinder through the ports 70. The inletvalve 76 has its red connected to a pitman 76 that is attached to the wrist-pin 7 6 the latter being located one hundred and thirty-five degrees ahead of the crank-pin of the high-pressurepiston. Theva1ve-plate79isarrangedin a horizontal position within the steam-chest 7, and it is held fixedly therein by any suitable means such as will suggest themselves to a skilled mechanic. This stationary valveplate is provided with ports 79, 79", and79 the latter being normally in communication with the wide port 78 of the inlet-valve. The exhaust-valve is provided in its under side with a longitudinal passage 81, adapted to have communication with the ports 79" and 79 of the stationary valve-plate, and the rod of this exhaust-valve is connected by a pitman 80 to a crank-pin 80*, the latter being forty-five degrees ahead of the crank-pin of the high-pressure piston.

In the engine shown by Fig. 11 the inletvalve 76 is at the extreme end of its stroke 'from left to right, the exhaust-valve is at the :middle of its stroke from left to right, the

inlet of steam is taking place at the left of the high-pressure piston through the passage 19 and the exhaust isjust being opened by the exhaust-valve S0, partially uncovering the port 79, thus permitting the exhaust to pass from the low-pressure cylinder through the port 53 and from the high-pressure cylinder through the port 19. The exhaust from the left-hand end of the low-pressure cylinder passes through the port 52 into the space between the highpressure pistons 8 8" and thence through the port 70 to the final exhaust-passage 69.

In the engine shown by Fig. 12 a further construction of the valve mechanism is represented which dispenses with the loose piston-valve employed in the low-pressure cylinder. The final exhaust-passage 69 has communication with the high-pressure cylinder through the exhaust-passage 7 O", and from this final exhaust-passage lead the exhaustpassages 66 and 67", the latter being traversed by a hollow chambered valve 81. The chamber 82 of this valve 81 is preferably circular in cross-section for the accommodation of a loose piston 83, the latter being slidable in said hollow valve under the pressure of the steam admitted thereto. The valve 81 is arranged to traverse the passages 19 19 and the passages 66 67 and in its under face said valve is provided with the short curved exhaust-passages 84c 84:, the latter arranged at certain times to establish communication between the passages 19 66 or the passages 19 67 according to the position of the valve 81. This valve is furthermore provided in its top side with the inlet-ports 85 85, adapted to supply live steam from the chest 7 into the chamber 82 of said valve, and in its under side the valve 81 is provided with the outletports 86 86, the same adapted to alternately register with the passages 19 19 and permit the live steam to pass into the end portions of the high-pressure cylinder 5. the valve 81 is connected by a pitman 81 to a crank-pin 81 the latter being ninety degrees ahead of the crank-pin of the high-pressure piston. The head 7 of the steam-chest is provided with lugs7", which are in engagement with the lugs 87 on a stationary valveplate 88. This valve-plate engages with the top face of the reciprocating piston 83, and it is normally pressed into engagement with the valve 81 by a spring 89, the latter bearing against the head 7 of the steam-chestand disposed in the space between the lug 7 I also provide the inlet-passages 9O 90, which are disposed in vertical positions, so that their upper ends will have communication directly with the steam-chest 7, while their lower ends open into the passages 19 19, and in these ICZO The rod of passages 90 90 are provided the throttle valves 91 92, each having a single steamway and provided with crank-arms 93, the latter being indicated by dotted lines in Fig. 12. These crank-arms are adapted to be connected with any suitable operating device for the purpose of adjusting the throttle-valves to open the steam-passages 90 90"; but as shown by Fig. 12 these throttle-valves are in their closed positions to cut off the flow of steam through the passages 90 90 and into the passages 19. The steam passages 90 90 are placed in such relation to the valve 81 that they are alternately opened and closed by the movement of said valve. The loose piston 83 within the chambered valve 81 is adapted to impinge the buffers 94, which areprovided on the heads'of said hollow valve. The valve 81 is represented at the extreme end of its stroke from left to right, and the loose piston 83 is at the end of its stroke toward the right. The admission of steam to the valve-cylinder is secured through the port 85, the latter being opened at the left-hand edge of the valveplate 87, the port 85 being closed by the valve SI-assuming a position below the valve-plate 87. In this position of the valve 8lthe left inlet-port 85 and the right outlet-port 86 are being opened, whereas the right inlet-port 85 and the left outlet-port 86 are being closed. The steam under pressure enters through the port 85 into the chamber 82 of the valve and pushes the loose piston toward the right. As the right port 85? is closed by the valve-plate 88 the steam in the right end of the valvecylinder is forced by the loose piston through the rightoutlet-port 86 and the passage 1t into the right end of the high-pressure cylinder 5. When the loose piston 83 reaches and covers the outlet-port 86, then the inlet of steam to the high-pressure cylinder is cut off and the steam that is already in the right end of said high-pressure cylinder is allowed to expand into the rest. of said cylinder and through the right port 53 into the low-pressure cylinder 6. The exhaust from the left of the high pressure cylinder is opened by the left port 84 into the passage 66 and thence to the exhaust-passage 69". The exhaust from the low-pressure cylinder is passing through the port 52 into the high-pressure.

admitting steam under pressure during the striking the heads of the chambered valve 81 by the steam in the spaces between the valveheads and the ends of the piston. The inletport being closed by the valve-plate 88 .and

the outlet-port being also closed by the body of the loose piston, the steam has no other outlet and forms acushion for the loose piston 83. The amount of steam expansion or the point at which the steam in the high-pressure cylinder is cut off is governed by the proportion of the space cleared by the loose pistonin the valve-cylinder to that of the space cleared by the high-pressure pistons. For instance, if the space cleared by the loose piston is one-fifth of that cleared by the highpressnre piston the steam is cut off at one-' fifth of the stroke of the high-pressure piston.

Having thus described my invention, I claim as new and desire to secure by Letters Patent I 1. A compound steam-engine, comprising a high-pressu re cylinder having a double piston, a low-pressure cylinder provided at its ends with piston-valve chests, a single piston, arranged to play in the low-pressure cylinder between said chests, a piston-valve movable with said low-pressu re piston and operatively tween the valve-chests and the low-pressure cylinder, a piston-valve movable with the low-pressu re piston, and arranged to traverse the passages in the valve-chests, an inletvalve chest communicating by passages with the high-pressure cylinder and the pistonvalve chests of the low-pressu re cylinder, and a suitable inlet-valve in said last-named chest.

3. In acompound steam-engine, a low-pressure cylinder having inwardly extending heads forming valve-chests and provided with inlet-passages, a low-pressure piston in said cylinder to travel between said valve-chests, a piston-valve movable with said piston and slidably fitted in the passages of the valvechests, and packings confined in the valvechests .and engaging frictionally with said piston-valve, combined with a high-pressure cylinder having a double piston, an inletvalve chest having passages which communicate with the high-pressure cylinder and the piston-valve chests, other passages between the two cylinders, and an inlet-valve in said inlet-valve chest.

4. In acompound steam-engine, alow-pressure cylinder having inwardly extending heads provided with passages and adapted to form valve-chests which restrict the active length of the piston-chamber, a piston arranged to traverse the chamber between said with the high-pressure cylinder and the passages of the piston-valve chests in the lowpressure cylinder, and an inlet-valve in said last-named valve-chest.

5. A compound steam-engine having high and low pressure cylinders, pistons therefor, an inlet-valve traversing the inlet and exhaust passages to the high-pressure cylinder and provided with three ports, a stationary valve-plate in operative relation to the inletvalve and having a series of three ports one of which is normally in communication with the middle port of the inlet-valve, and an exhaust-valve provided With an exhaust-passage and arranged to traverse the end ports of said valve-plate.

6. A compound steam-engine comprising high and low pressure cy1inders,pistons therefor, a hollow reciprocatory valve provided with inlet-ports in one side and outlet-ports in its opposite side, and also having exhaustpassages arranged to communicate with inlet and exhaust passages to the high-pressure cylinder, a loose piston within said hollow valve, and a valve-plate fitted to that side of the hollow valve having the inlet-ports.

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

FRANK CAIIA.

Wi tn esses ERNEST HANSON, CHAS. PRETTY.

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