US757410A - Combined engine and compressor. - Google Patents

Description

4 PATBNTED APR. 12, 1904. s. A.- EEEVE. COMBINED ENGINE AND GOMPRESSOR.

APPLICATION FILEDv MAR. 11. 1901.

H0 MODEL.

I| |lIIll| UNITED STATES Patented April 12 1904.

PATENT OFFICE.

SIDNEY A. REEVE, OF WORCESTER, MASSACHUSETTS, ASSIGNOR TO CHARLES F. BROWN, TRUSTEE, OF READING, MASSACHUSETTS.

COMBINED ENGINE AND COMPRESSOR.

, SPECIFICATIONforming part of Letters Patent No. 757,410, dated April 12, 1904:.

Application filed March 11, 1901.

To all whom it may concern:

Be it known that I, SIDNEY A. REEvE, of Worcester, in the county of Worcester and State of Massachusetts, have invented certain new and useful Improvements in a Combined -Engine and Compressor, of which the following is a specification.

This invention relates to apparatus in which an elastic-fluid compressor is combined with a motor of the steam-engine type for drivingit.

The main objects of the invention are to measurably equalize crank effort throughout the stroke to avoid diametric reversal strains through the crank-shaft and crank-pin bearings and to decrease friction.

The invention consists in certain novel features of construction and arrangement, which I shall now proceed to describe and claim.

Of the accompanying drawings, Figure 1 represents a side elevation of a combined engine and compressor constructed in accordance with my invention. Fig. 2 represents a diagramm atic view showing a modification. Fig. 3 represents a side elevation showing another modification.

In all of the figures only such parts of a working apparatus are shown as to renderthe invention clearly understandable.

Referring at first to Fig. 1, 1 and 2 represent two cylinders of an engine adapted to use steam or other suitable expansive fluid and having pistons 3 4:, piston-rodeo 6, and crossheads. 7 8 at the outer ends of said piston-rods, the guides for the cross-heads being omitted for the sake of clearness. 9 is a crank-shaft having a crank 10, and 11 is a rigid triangular connecting-rod, hereinafter termed the trirod, pivoted at its outer angle to the wrist or crank pin 12, at its upper inner angle to a wrist-pin 13 at the cross-head 7 and at its lower inner angle to a wrist-pin 14, which is connected by a link 15 to a wrist-pin 16 at the cross-head 8. 17 is a compressor-cylinder Serial No. 50,536. (No model.)

ciprocating motion as a whole through space, and the two engine-pistons 3 4 reach dead- ,points at different times in the stroke of the gaged in producing an upward effort on the crank-pin. In midstroke of piston 18 all hori-- zontal forces are well equalized, the crankpin 12 receiving only the normal excess of motive over compressive forces necessary to maintain rotation. Later in piston 18s stroke when the resistance due to compression is a maximum piston 4 has reached its righthand dead-point, or is practically arrested by cushion, and pin16 is acting as a fulcrum, whereby the remaining force behind piston 3, assisted by inertia, operates against piston 18 with a decided mechanical advantage. The resultant eflort on the crank-pin at this point and immediately thereafter when piston 4 has started to the left is a downward one, or, in other words, the reversal of strains at the beginning of the left-handed stroke occurs rotatively in the same direction as the rotation of the crank on both crank-shaft and crankpin instead of occurring diametrically through the bearings of these parts. I thereby avoid the racking strains and the necessity for extra size and care of bearings which are incident to many types of compressor apparatus. The return stroke toward the left is substantially a repetition of that toward the right. By proper design on the lines herein indicated the crank may be caused to receive a forward acceleration in all parts of its stroke, even with a compressor absorbing a large proportion of the power of the engine, whereby I avoid the use of an excessively-heavy flywheel.

The apparatus herein illustrated is particularly adapted to furnish an excess of power for outside purposes beyond that required for considerations which will occur to the skilled designer and need not be enumerated here.

The pin 21 may be located anywhere in rigid connection with the trirod 11, and in engines compressing air or other fluid for their own consumption, where the power absorbed 1n compresslon is an lmportant portion of that developed in the motor-cylinders, it is sometimes advantageous to make the point 21 coincide with 14:, as illustrated diagrammatically in Fig. 2. This figure also shows the engine-piston 4 driving the compressor-piston 18 directly by a straight-line connection, leaving the engine-piston 3 principally to the task of rotating the crank 10. The two piston-rods 6 19 are in this case continuations the one of the other and are provided at 24 with a wrist connected by a nearly parallel link 25 with the lower wrist 14 on the trirod 11- This is a good design where the power developed is divided about equally between the two motorcylinders and the power absorbed by the compressor is approximately one-half of the total developed.

In Fig. 3 is shown a second modification, wherein the motion for two compressor-cylinders 17 and 26 is taken ofi from the pin 21 by a rock-lever 27, pivoted at 28 to a stationary support and connected by a wrist-pin 29 at its lower end and links 30 31 with wrist-pins 23 32 on the cross-heads 20 33 at the ends of the compressor piston-rods 19 34. In this case ratus is the same for eitherdirection of rotation of the crank.

I cla1m 1. A combined steam-engine and compressor comprising two engine-cylinders having nonsynchronous pistons, acrank, a rigid reciprocating member connecting the two pistons with the crank, and an elastic-fluid-compressor cylinder whose piston receives motion'from said reciprocating member, and is timed to reach dead-point slightly ahead of the later of the two engine-pistons.

2. A combined steam-engine and compressor comprising two engine-cylinders having nonsynchronous pistons, a crank, a rigid connecting member having wrists connecting it with the later-timed of the two pistons and with the crank and a third wrist, an elastic-fluid compressor having its piston alined and rigidly connected with the earlier-timed engine-piston, and a link connecting the said third wrist with the said alined pistons.

In testimony whereof I have afiixed my signature in presence of two witnesses.

SIDNEY A. REEVE.

Witnesses:

H. L. ROBBINS. G. F. BROWN.

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