IMPROVEMENTS IN ENGINES TO BE ACTUATED BY STEAM, AIR, OR OTHER FLUID. ALSO APPLICABLE FOR RAISING AND FORCING LIQUIDS.
Year: 1876

page_text: LETTERS PATENT to Walter Payton, of Masbro' Road, Hammersmith, Mechanical
Engineer, and Joseph Ellicott Holmes, of Newton Terrace, Bayswater, Civil
and Mechanical Engineer, both in the County of Middlesex, for the Invention
of "IMPROVEMENTS IN ENGINES TO BE ACTUATED BY STEAM, AIR, OR OTHER
FLUID. ALSO APPLICABLE FOR RAISING AND FORCING LIQUIDS.
Sealed the 26th April 1876, and dated the 7th January 1876.
PROVISIONAL SPECIFICATION left by the said Walter Payton and Joseph
Joseph Ellicott Holmes at the Office of Commissioners of Patents on the
7th January 1876.
36
WALTER PAYTON, of Masbro' Road, Hammersmith, Mechanical Engineer, and
JOSEPH ELLICOTT HOLMES, of Newton Terrace, Bayswater, Civil and Mechanical
Engineer, both in the County of Middlesex. IMPROVEMENTS IN ENGINES TO BE
ACTUATED BY STEAM, AIR, OR OTHER FLUID, ALSO APPLICABLE FOR RAISING AND
FORCING LIQUIDS."
Our Invention relates chiefly to single acting reciprocating engines, that is to
say, engines which have reciprocating pistons connected with cranks, but which are
actuated by pressure on one side only of the said pistons.
The main object of the said Invention is the production of a steam engine of
novel character, the cylinders of which are so arranged in reference to the cranks
as to permit of the said engine being run without objectionable vibration and
straining of its parts at greatly increased speeds, as compared with engines usually
constructed, but the said Invention, besides the novel features appertaining to such
special form of engine, includes improvements which are applicable to other engines,
as herein-after specified.
Our improved engines have preferably two pairs of cylinders forming part of or
attached to a foundation or bed plate, and the inner ends of such cylinders open
into a closed chamber through which the crank shaft extends. The said cylinders
are arranged in pairs, with their longitudinal axis at an angle of about forty-five
degrees to each other, and the crank shaft is situated at the point of the said
angle. The crank shaft is provided with two cranks placed opposite to each other,
that is to say, at about one hundred and eighty degrees apart, and one of the pistons
of each of the said pairs of cylinders is connected by a jointed rod to one of the

page_text: said cranks, and the other pistons of the said pairs of cylinders are connected in a
similar manner to the other of the said cranks.
This novel arrangement of single-acting cylinders in combination with a crank
shaft of the above described form permits of the pistons of the said cylinders
acting in regular succession upon the said cranks without a dead point at any
part of their revolution. The pistons of each pair of cylinders also balance each
other in all their motions and positions, and they transmit their energy to the
crank shaft in what is practically one direction, and in such a manner as to greatly
reduce vibration, noise, and wear and tear in the engine.
The valve for each cylinder is preferably placed in a box or valve chest at the
outer end of each pair of the cylinders, one side of which box may form the bottom
of such cylinder, and the steam may be admitted through: a port or aperture in
the bottom of such box instead of through a port at the side of the cylinder, as in
ordinary engines.
We may use any suitable slide or other valve suitably driven, but we prefer to
use a valve which we have devised especially, for this and other engines, and which
is constructed and operates as follows:-The said valve is cylindrical in form and
slightly taper or conical between its ends, and it is fitted accurately into a seat
formed in a casing or body in which inlet and exhaust ports or passages are formed.
It is provided with a shoulder at its larger end to prevent its becoming fast in
its seat, and it has a rotatory motion: on its axis for opening and closing the said
ports. It is also connected at one of its ends to a driver having a shaft fitted to
turn freely in steam-tight bearings in the valve box or chest. The said valve has
in its periphery four cavities or chambers so formed and arranged that as the valve
rotates on its axis it alternately opens and closes the supply and exhaust ports
of the cylinders with which it is connected. The exhaust port or passage is
situated between the two cylinders which form a pair, the said passage being
common to both cylinders, and it is in communication with the closed chamber
through which the crank shaft extends, and two of the said cavities or chambers
in the periphery of the valve serve to put the said exhaust port or passage in com-
munication with either cylinder alternately. The other two of the said cavities
in the valve serve to put the inlet passages to the cylinders in communication
with the steam chest, and for this purpose they are carried through the ends of the
said valve.
To adapt the said valve for engines working expansively we fit the ends with
adjustable rings or hoops, through the sides of which we form the supply aperture;
and by turning these rings or hoops around on their bearings they can be set to
cut off the steam at any desired part of the piston's stroke. The two adjustable
rings are connected by a bar, or they may be connected by suitable gearing, so
that they will both move together, and they may be either connected with
mechanism for adjusting them by hand, or they may be connected with the governor
of the engine, so that they will be adjusted automatically.
To adapt our improved valve to engines operated by fluid on both sides of the
piston, we prefer to make the valve and its casing in two parts, and place one of
such parts at each end of the valve chest, as by so doing we are enabled to shorten
the inlet passages to the cylinder. In such engines we form the exhaust passage
from the steam chest in the usual manner.
Our improved valve may be operated by a shaft geared by bevil wheels, with
the crank shaft and the valve shaft or spindle; or the said valve may have rotary
motion communicated to it by any other suitable mechanism which has a positive
action.
The cylinders of our improved engine are bored and have their pistons pro-
vided with packing fitted in them in the usual manner. But an important
feature of our Invention is a provision for effecting the instantaneous relief of the
piston from pressure at the termination of its inward stroke. For this purpose we
form in each cylinder an opening or openings, over which the piston passes in its
inward stroke far enough to leave a small portion of such opening or openings

page_text: uncovered behind the piston through which the steam can escape into the exhaust
chamber. The openings are of such a size as will give free egress to the steam
when the piston is at the end of its stroke, but yet are not so large as to impair the
proper guidance of the piston within the cylinder. By this simple but novel con-
trivance it will be obvious to those familiar with the action of steam engines that
we greatly reduce the back pressure upon the piston at the commencement of its
outward stroke, which is a matter of great importance, especially in engines
working rapidly as engines of this class are intended to do. This method of dis-
charging the steam may be advantageously applied to all single acting engines,
that is to say, engines working with pressure on one side only of their pistons.
The pistons have jointed with them at their lower ends connecting rods which
extend to and are fitted in any convenient manner to the crank wrists. The joint
at the bottom of the piston has a peculiarity of construction which renders it very
simple, but at the same time very strong and durable. The said joint comprises a
ball on the end of the rod, and a concave or bowl-shaped socket or cavity in the
piston bottom. The upper or outer surface of the ball is cut away angularly on one
side to form a shoulder, and over this shoulder we fit a plate or cap which is secured
by a screw or screws or otherwise to the piston bottom. This shoulder and plate
form a connection which is easily made and fitted together, and which will allow
the joint to work freely in the direction of the connecting rod's motions. Through
the bottom of the piston a hole extends into the said socket exposing the ball to
the free lubrication of the steam on the acting side of the said piston. This
device may be modified by forming in the piston bottom a chamber, into which
fluid metal may be poured around a portion of a ball formed on the end of the
connecting rod in a manner well understood. In such case the said metal will not
only form a bearing for the said ball to work within, but will serve to secure the
connecting rod to the piston.
The crank shaft extends through stuffing boxes in the ends of the said chamber,
which stuffing boxes are fitted with bearings or bosses, adjustable by set screws or
otherwise, and provided with lubricating cups. The said shaft may be provided
with a fly wheel, driving pulleys, gear wheels, or the like.
The inlet or supply passage may communicate with passages extending through
the substance of the bed or framing to the cylinders. The exhaust pipe extends
from an opening communicating with the aforesaid chamber.
The engine may be provided with suitable suction and delivery valves so as to
serve as a pump for raising and forcing liquids.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Walter Payton and Joseph Ellicott Holmes in the Great Seal Patent
Office on the 30th June 1876.
WALTER PAYTON, of Masbro' Road, Hammersmith, Mechanical Engineer, and
JOSEPH ELLICOTT HOLMES, of Newton Terrace, Bayswater, Civil and Mechanical
Engineer, both in the County of Middlesex. "IMPROVEMENTS IN ENGINES TO BE
ACTUATED BY STEAM, AIR, OR OTHER FLUID, ALSO APPLICABLE FOR RAISING, AND
FORCING LIQUIDS."
Our Invention relates chiefly to single acting reciprocating ongines, that is to
say, engines which have reciprocating pistons connected with cranks, but which aro
actuated by pressure on one side only of the said pistons.
The main object of the said Invention is the production of a steam engine of
novel character, the cylinders of which are so arranged in reference to the cranks
as to permit the said engine to run without objectionable vibration or straining of
its parts, and at a speed very great as compared with that of engines as usually
constructed, but the said Invention, besides the novel features appertaining to such

page_text: special form of engine includes improvements which are application g
as herein-after specified.
Our said Invention is illustrated in the accompanying Drawing in which-
Figure 1 is a front elevation of an engine constructed according to this Invention.
Figure 2 is a back elevation of the same.
Figure 3 is a vertical section on the line x, x, Figure 4. Figure 4 is a section on
the line y, y, Figure 3.
Figure 5 is a side elevation illustrating a modified construction of our engine.
Figure 6 is a front elevation (partly in section) of the same.
Figures 7 to 14 shew details of our said Invention herein-after described.
Like letters indicate corresponding parts throughout the Drawing.
A is the foundation or bed plate; a, a, are the cylinders; b is a closed chamber;
c is the crank or driving shaft; c¹, c¹, are the cranks.
Our improved engine has preferably two pairs of cylinders a, forming part of or
attached to the foundation or bed plate A, and the inner ends of these cylinders
open into the chamber b which is otherwise closed, and through, which the crank
shaft c extends. The said cylinders are arranged in pairs with their longitudinal
axes inclined to each other at an angle of about forty-five degrees, and the crank
shaft c is situated at the point of the said angle. The crank shaft c is provided
with two cranks c, c¹, placed opposite to each other or nearly so, that is to say, at
about one hundred and eighty degrees apart, as shewn in Figures 3 and 4, and one
of the pistons d of each of the said pairs of cylinders is connected by a jointed rod e
to one of the said cranks, and the other piston of each pair of cylinders is connected
in a similar manner to the other of the said cranks.
This arrangement of single acting cylinders in combination with a crank shaft
whose cranks are arranged as above described, permits the pistons of the said
cylinders to act in regular succession upon the said cranks without a dead point at
any part of their revolution. The pistons of each pair of cylinders also balance
each other in all their motions and positions, and they transmit their energy to the
crank shaft in what is practically one direction, and in such a manner as to greatly
reduce vibration, noise, and wear and tear in the engine.
The valve for each cylinder is preferably placed in a box or valve chest f at the
outer end of each pair of the cylinders; one side of this box may form the bottom
of such cylinder as clearly shown in Figures 3 and 4, and the steam may be
admitted to the cylinder through a port or aperture in the bottom of such box,
instead of through a port at the side of the cylinder as in ordinary engines. We
may use any suitable slide or other valve, but we prefer to use the valve g which
we have devised especially for this and other engines, and which is constructed and
operates as follows:-The said valve is cylindrical in form and slightly taper or
conical between its ends, and it is fitted accurately into a seat h formed in a casing
or body h¹ in which inlet and exhaust passages i, j, are formed. It is provided with
a shoulder g¹ at its larger end to prevent its becoming fast in its seat, and it has a
rotatory motion on its axis for opening and closing the said ports. It is also
connected at one of its ends to a driver on a shaft ¹, fitted to turn freely in steam-
tight bearings in the valve box or chest f. The said valve has in its periphery four
cavities or chambers 1, 2, 3, 4, so formed and arranged that as the valve rotates on
its axis it alternately opens and closes the supply and exhaust ports i, j, of the
cylinders with which it is connected. The exhaust port or passage when this form
of valve is used is situated between the two cylinders which form a pair, the said
passage being common to both cylinders, as shewn in Figure 4; it is in communi-
cation with the closed chamber b through which the crank c extends, and two of
the said cavities or chambers 3, 4, in the periphery of the valve serve to put the
said exhaust port or passage in communication with either cylinder alternately.
The other two of the said cavities 1, 2, in the valve put the inlet passages to the
cylinders in communication with the steam chest, and for this purpose they are
carried through the ends of the said valve as clearly shown in Figures 4 and 8.
To adapt the said valve for engines working expansively we fit the ends of the

page_text: valve with adjustable rings or hoops, Figures 11, 12, 13, and 14, through the sides
of which we form the supply aperture, and by turning these rings or hoops on their
bearings they can be set to cut off the steam at any desired part of the piston's stroke.
The two adjustable rings are united by a bar l, or they may be connected by
suitable gearing or in any other manner, so that they will both move together, and
they may be either provided with mechanism for adjusting them by hand, or they
may be connected with the governor of the engine, so that they will be adjusted
automatically.
In Figure 11 the rings are shewn set to cut off all steam from the valve.
Figure 12 shews them set to cut off at about half stroke, and Figure 13 shews the
same adjusted to admit steam throughout the entire stroke.
The mechanism we have designed especially for effecting this adjustment of the said
rings is clearly shewn in Figures 2 and 4; it comprises the rack m geared with the
pinions n on the shafts or axes n¹. The said shafts are fitted to turn freely in steam-
tight bearings in the valve chests f, and are provided at their inner ends with a dog
or driver n³, which projects into a notch ³ formed in the bar that connects the
rings . The said rack is supported by studs or pillars carried by the foundation
plate A, and provided with slots to allow the required motion on the said pillars.
It has connected with it a lever o whereby it is moved to adjust the said rings to
either of the positions shewn or to any intermediate position. The lever o may be
actuated by hand or by a governor. When it is operated by hand a tightener o¹ is
provided to hold it securely in any position. This tightener works on the end of
a screw o², which projects up through one of the said slots formed in the rack, or
the said lever may be operated by a governor connected to the stud o³, or in any
other convenient manner.
Our improved valve may be operated by a shaft geared by bevil wheels with
the crank shaft and the valve shaft or spindle, but we prefer to employ the device
clearly shewn in Figures 1 and 4, in which one excentric p on the crank shaft is
made to rotate both valves by means of the triangular frame p¹, p³, connected by
adjustable bearings p³, p, to crank pins p, p, on the discs p', 28, keyed on the
shafts k¹. The parts p, p, of the triangle are also made adjustable at pº, p¹º,
or the said valves may have rotary motion communicated to them by any other
suitable mechanism which has a positive action.
In Figures 8 and 9 a modified construction of the valve 9 and case h is shewn;
that is to say, instead of being taper, as in Figure 4, the said valve is cylindrical,
and has a shoulder at both ends, and the casing is constructed in two halves
connected by screws or otherwise to permit the valve to be conveniently placed
therein, and to afford means for tightening it when worn.
To adopt our improved valve to engines operated by steam or other fluid on
both sides of the piston we prefer to make the valve and its casing in two parts,
and place one of such parts at each end of the valve chest, as by so doing we are
enabled to shorten the inlet passages to the cylinder. In such engines we form the
exhaust passage from the steam chest in the usual manner.
The cylinders a of our improved engine have their pistons d provided with
packing fitted in them in the usual manner. But an important feature of our
Invention is the adaptation to a single acting engine of means for effecting the
instantaneous relief of the piston from pressure at the termination of its inward
stroke. For this purpose we form in each cylinder extending to the end thereof
and communicating with the closed chamber b an opening or openings a¹ which
form auxiliary exhaust ports, over which the piston passes in its inward stroke far
enough to leave a small portion of such opening or openings behind the piston (as
clearly shown in Figure 4) through which the steam can escape into the exhaust
chamber b. The openings a¹ are of such a size as will give free egress to the steam
when the piston is at the end of its stroke but yet are not so large as to impair the
proper guidance of the piston within the cylinder. By this contrivance we greatly
reduce the back pressure upon the piston at the commencement of its outward
stroke, which is a matter of great importance in engines working rapidly, as
'

page_text: engines of this class are intended to do. This method of discharging the steam
may be advantageously applied to all single acting engines, that is to say, engines
working with pressure on one side only of their pistons.
The pistons have jointed with them at their lower ends the connecting rods e,
which extend to and are fitted to the crank wrists. We may use any suitable
means for this purpose, but prefer to employ the device shewn in Figures 3 and 4,
which forms a very secure connection, and at the same time is very readily
attached and detached. This device consists of the connecting rod heads e¹ fitting
and partly encircling the crank wrists and the ring e² made in two halves and
fitted over the said heads and secured upon the same by screws or screw bolts e³.
The joint shewn at the bottom of the piston has a peculiarity of construction
which renders it very simple but at the same time very strong and durable. The
Baid joint comprises a ball et on the end of the rod e and a concave or bowl-shaped
socket or cavity formed in a bush d² or in the piston bottom. The upper or outer
surface of the ball e is cut away angularly on one side to form a shoulder, and
over this shoulder we fit a plate or cap d³, which is secured by a screw or screws or
otherwise to the said bush or the piston bottom. This shoulder and plate form a
connection which is easily made and fitted together, and which will allow the
joint to work freely in the direction of the connecting rod's motion. Through the
bottom of the piston a hole d' extends into the said socket, exposing the ball to
the free lubrication of the steam on the acting side of the said piston, the steam
being lubricated by any suitable means. This device may be modified by forming
in the piston bottom a chamber, into which molten metal may be poured around a
portion of a ball formed on the end of the connecting rod in a manner well
understood. In such case the said metal will not only form a bearing for the said
ball to work within but will serve to secure the connecting rod to the piston.
The said
The crank shaft extends through bearings formed in the ends of the aforesaid
chamber b; and to allow of the said shaft being placed within the said chamber the
latter is divided into two portions united by screw bolts, as shewn in Figures 1, 2,
and 3, or the ends of the said chamber may be made removeable.
bearings may be made adjustable if desired and provided with suitable lubricating
cups. The said crank shaft may be provided with a fly wheel, driving pulleys,
gear wheels, or the like.
The inlet or supply passage in some instances communicates with passages
extending through the substance of the bed or framing to the cylinders, as shewn
in Figure 3, or is modified, as in Figure 5, herein-after described.
It will be observed that one steam passage connects the steam chests of both
pairs of cylinders. The exhaust pipe communicates in any convenient manner
with the aforesaid chamber b.
In Figure 7 we have shewn very convenient means for closing the man-holes
through which access is had to the cranks in the exhaust chamber. t, t, are lids or
covers fitted to the said man-holes; t¹ is a cross bar placed on the stud t2, and held
thereon by the nut t; t, t, are projections or studs on the covers. The ends of
the cross bar rest on these studs t, and when the nut t is screwed down the said
covers are held securely in place, and by simply slackening the said nut the
bar t¹ can be turned on one side or away from the said studs and release the said
covers.
Our improved engine may be fitted with any ordinary valves, and the position of
its base may be varied in any desired manner. One such modification is shown in
Figures 5, 6, and 10, in which one pair of cylinders is vertical and the other pair
horizontal, and the base plate is dispensed with, the supporting pedestals & being
provided in place of it, and the simpler form of valves is used shewn in place in
section in Figure 6, and in transverse section in Figure 10. These valves have a
reciprocating or vibrating motion on their axis, and such motion is imparted to
them by means of one excentric 71 on the crank shaft, as is clearly shewn by the
Drawing. This form or modification of our improved engine is very inexpensive,
compact, and convenient for a great variety of purposes. The said Invention may

page_text: be modified and provided with suitable suction and delivery valves so as to serve
as a pump for raising and forcing liquids.
Having thus fully described the said Invention, and the manner of performing
the same, we wish it understood that we claim,--
First. An engine with single-acting pistons, whose cylinders are arranged in
pairs, and with their inner ends opening into a chamber which encloses a crank
shaft, with the cranks thereof arranged opposite or nearly opposite each other, and
each of which cranks connects with one piston of each pair of cylinders, and which
cylinders have valves at or near their outer ends, as above set forth.
Second. The peculiar construction of the cut-off valve and its adjuncts, as shewn
in Figures 3, 4, 8, and 9, or in Figures 11, 12, 13, and 14 of the Drawing, and as
above described.
Third. The apparatus or mechanism for rotating the said valves, consisting of the
excentric on the crank shaft, the adjustable triangular frame or equivalent device,
and the crank discs and their shafts or spindles, arranged and operating as above
set forth.
Fourth. The apparatus or mechanism for adjusting the cut-off rings of the said
valve, consisting of the shafts and their pinions, the sliding slotted racked bar,
and the lever with or without the tightener, arranged and operating as above set
forth.
Fifth. In combination with the aforesaid cylinders, exhaust chambers, steam
chests, and valves, the peculiar formation and arrangement of the steam passage
whereby one passage is made to supply two steam chests, as above set forth.
Sixth. In a single-acting engine the combination with the valves and steam
passages and ports of the auxiliary exhaust ports, as above set forth.
Seventh. The device for connecting the said rods to the piston, consisting of the
peculiarly constructed ball-and-socket joint, as above set forth.
Eighth. The engine, with the foundation plate, the cylinders, exhaust chamber,
crank shaft, valves, steam and exhaust passages, and other parts constructed and
combined, as shewn in Figures 1, 2, 3, 4, of the Drawing, and operating as above
set forth.
Ninth. The modification of our Invention as exemplified in the engine, with
parts constructed, combined, and operating as described in connection with Figures
5 and 6 of the Drawing, and for the purposes specified.
In witness whereof, I, the said Walter Payton, for myself and on behalf of
the said Joseph Ellicott Holmes, have hereunto set my hand and seal this
Thirtieth day of June, in the year of our Lord One thousand eight hundred
and seventy-six
0 Witness,
LEWIS SANDERSON,
8, Southampton Bdgs.,
London.
WALTER PAYTON. (L.S.)