US833304A - Engine. - Google Patents

Description

PATENTED 0GT.'16, 1906.

C. E. CLEVELAND.

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Inventor:

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I No. 833,304. I PATENTED OUT. 16, 1906.

O. E. CLEVELAND.

ENGINE.

APPLICATION FILED SEPT. 29. 1904.

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PATENTED OCT. 16, 1906.

G. E. *GLEVEL'AND.

ENGINE.

APPLICATION FILED SEPT. 29. 1904.

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UNITED STATES PATENT OFFICE.

CHARLES E. CLEVELAND, OF FOND DU LAC, WISCONSIN.

' V ENGINE.

Specification of Letters Patent.

Patented Oct. 16, I906.

Application filed September 29, 1904.' Serial No. 226,543.

To all whom it may concern:

Be it known that I, CHARLES E. CLEVE- LAND, a citizen of the United States, residing at Fond duLac, in the county of Fond du Lac and State of VV isconsin, have invented certain new and useful Improvements in Engines, of which the following is a specification.

This invention relates to that class of enigrines commonly known as twin engines om the fact of having two similar cylinders arranged parallel with each other and con necte by a common steam-chest containing the several valves by which the operation of the engine is controlled. Such engines are commonly employed for operating hoisting machinery, imparting motion to the traveling log-carriages of sawmills, and performing like work.

As heretofore constructed engines of this class have usuallyif not invariablybeen made with their main frame, cylinders, and valvechest in one integral casting, and considerable ingenuity has been displayed in so designing the frames and other parts as to en able such integral casting-to be produced. It is found, however, that such construction is expensive and in other respects undesirable. Not only is it necessary to make quite intricate patterns and molds with elaborate cores, but when cast the structure if imperfect at any point is apt to be worthless as a whole and the loss is considerable. Again, the integral casting is large and awkward to handle and to machine, it being diflicult in boring the cylinders, planing the ways, and dressing faces to block or fasten the casting in convenient position. So, too, as only one part can ordinarily be operated upon at a time a given engine requires an unduly long time to pass through its various stages to completion. I have devised a construction whereby these difliculties and objections are overcome.

Briefly stated, it consists in dividing the casting into three distinct parts, two of which are practically alike and comprise each a cylinder, cylinder-head, tubular trunk or crosshead guide, and column or standard, with one-half of the cross-tie or connecting member, while the third comprises the steam or valve chest and the removable heads of the two cylinders. The several castings are so formed that when properly machined and bolted together they make up a structure in its general appearance resembling other twin engines; but the several parts can be operated upon simultaneously by different machines and being relatively light and unhampered by the other parts they can be manipulated, placed in, and handled or operated upon by the various machines with greater ease or to better advantage than can the customary large and integral frame or structure. As a consequence an engine of this description can be put through the shops in about one-third the time that was formerly required, imperfections in the castings are less liable to occur and much less likely to esca e detection, and defective castings, if pro uced, entail far less loss than under the former mode of construction.

The improved construction is illustrated in the accompanying drawings, in which Figure 1 is a front elevation of the engine set up in complete form; Fig. 2, a top plan or end view of the two upright castings looking down from above; Fig.3, a front or face elevation of said two castings; Fig. 4, a bottom or end view of the same looking upward from beneath; Fig. 5, a face elevation of the third or steam-chest casting; Fig. 6, a side elevation of one of the upright castings shown in Fig. 3 Fig. 7, a vertical sectional view of the cylinders and steam-chest or valve-chamber, showing the throttle-valve in its medial position or wholly cutting off steam from the cylinders.

In the drawings, 1 and 2 indicate two castings which are counterparts of each other, eX- cept that they are formed right and left, and 3 indicates a third casting, which with the first two completes the framework of the engine. The members 1 and 2 are formed each with a laterally-projecting bracket-like portion 4, each having a flanged end 5. These flanged ends being faced true and smooth are brought face to face, and bolts 6 are passed through them to tie together the two members 1 and 2, the strut or brace 4. 4: so formed being sufficiently large and heavy to give great stability and stiffness to the frame. Casting 3 is cored out to produce the diaphragms and chambers illustrated in Fig. 7 and is formed with laterall extending por tions 7 which constitute heads for the cylinders 8 and 9 of the members 1 and 2. To give proper support to these heads and enable them to carry the valve-chest or casting 3 and also to give due space for steam-passages, substantial webs or brackets 10 are cast on the outer faces of these heads, eX- tending down to and joining the ends of casting 3, as well shown in Figs. 1 and 5. Cylinders 8 and 9 are provided, as usual, with pistons 11 and 12, the rods of which are attached to cross-heads movable and guided within the trunk-like upward extensions of the cylinders, constituting a portion of the standards or columns, as indicated in Fig. 1, this arrangement being a common one. I

In the upper ends of the standards, which are formed into boxes or bearings 13, provided, as usual, with caps 14, is carried a shaft 15, the two extremities of which are furnished with combined crank-disks and counterbalance weights 16. The counterweights are arranged to move upward. as the pistons move downward, and vice versa, so as to counterbalance the pistons, their rods, pitmen, 800.

Between the standards or columns is ar ranged in the engine here illustrated a drum 17, which may be sprially grooved, as indicated in Fig. 1., to receive a rope or cable, as is common in this class of engines when used for hoisting and like work, though, of course, the shaft may carry a band-wheel, pulley, gear, or other transmitting element or men1- On opposite sides of the drum and between it and the main frame under the embodiment here illustrated are arranged eccentrics, which are encircled by eccentric-straps 18, from which rods 19 extend to stems 20 and 21 of valves 22 and 23, controlling the supply and exhaust of steam to and from the respective cylinders. Between these two valves 22 and 23 is a main valve 24, which when placed in the medial position, in which it is indicated in Fig. 7, cuts off entirely the passage of steam from the steam inlet or chamber 25 to either of the cylinders.

The valve mechanism is, under requirement of the Patent Office, made the subjectmatter of a divisional application filed in my name, May 1, 1905, Serial No. 258,382; hence need not be further described herein.

The uprights are represented as provided with large holes to receive fasteningbolts, by which to secure the engine-frame to the vertical timbers of the mill.

Having thus described my invention, what I claim is 1. A twin engine-frame, composed of three main members, the first and second each comprising a cylinder, cylinder-head trunk, standard, and portion of a cross-brace, and the third comprising a valve-chest and two cylinder-heads, substantially as described and shown.

2. A twin engine-frame composed of three members, the first and second each comprising a cylinder and a portion of a cross-brace, and the third comprising a valve-chest and two cylinder-heads, substantially as described and shown.

3. A twin engine-frame composed of three main members, the first and second each comprising a cylinder, shaft-bearing, and portion of a cross-brace, and the third comprising a valve-chest and two cylinder-heads.

In testimony whereolil have signed my name to this specification in the presence of two subscribing witnesses.

CHARLES E. CLEVELAND.

Witnesses:

FRANK J. VVoLFF, LOUIS P. DAUTERMAN.

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