Improvements in and relating to Steam Engines.
Year: 1893

page_text: UUMIDELE DIL MOITICATION
[Communicated from abroad by FREDERIC CANDEE WEIR, of Cincinnati, Ohio,
United States of America, Manufacturer.]
Improvements in and relating to Steam Engines.
I, HENRY HARRIS LAKE of the firm of Haseltine, Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
The object of this invention is to provide a steam engine having a differential
piston enclosed in a differential cylinder with the valves so arranged that the steam
can be compounded from the smaller on to the larger area piston or pistons.
Another object of this invention is to combine two pistons upon one piston rod in a
differential cylinder so as to employ the direct acting and compounding of the
steam in one direction, thereby doubling the capacity of the steam engine in one
cylinder and upon one piston rod. Another object of the invention is to provide
a main and auxiliary valve to control the action of the steam, so arranged that
the main valve is moved at full stroke at all times, and the governing or cutting off
of the amount of steam is accomplished by the auxiliary valve alone. Another
object of the invention is to provide valve moving devices combined with the valves
and adapted to be mounted upon a locomotive, whereby the reversal of the engine
and control of the amount of steam admitted upon the pistons may be easily
effected by the engineer stationed in the cab of an ordinary locomotive. Another
object of the invention is to employ valves or cut offs located in the steam chest
and operated by connecting rods, whereby the engine can be used as a double
acting direct engine, or as a compound engine by simply changing the position of
the valves and bringing different ports into operation.
The various features of this invention are fully set forth in the description of the
accompanying drawings making a part of this Specification, in which-
Fig. 1 is a longitudinal, central, vertical section of the improved cylinder, piston,
steam chest and valves.
Fig. 2 is a modification of Fig. 1, showing two auxiliary valves instead of one.
Fig. 3 is a central longitudinal vertical section of Fig. 1, showing the valves
reversed to use the steam direct upon all the piston surfaces.
Fig. 4 is a side elevation of my improvement attached to the platform frame of a
locomotive.
Fig. 5 is a top plan view of Fig. 4.
Fig. 6 is an elevation of the main valve moving devices.
Fig. 7 is a similar view of the auxiliary valve moving device.
Fig. 8 is an elevation of the crank arms for the valve rod connections.
Fig. 9 is a section on line x, x, Fig. 7.
Fig. 10 is a side elevation of the mechanism for changing from a compound to a
direct engine.
Fig. 11 is an elevation of the valve located in the steam chest for changing the
engine from simple to compound, and vice versa.
Fig. 12 is a modification of Fig. 1, showing the engine constructed as a permanent
compound engine.
In the preferred form of construction a duplex piston and cylinder are used, and
valves for changing the engine from a direct to a compound, and vice versa; this
form is shown in Figs. 1, 2, 3.
A represents a cylinder. B a diaphragm dividing the cylinder into two com-
partments. C represents a cylindrical piston support. D, E, the piston heads
rigidly attached thereto and reciprocating each in its respective compartment of
ID 077

page_text: the cylinder. It is preferred to employ a main valve which makes a full stroke at
all times; F represents said valve, and when made for a duplicate engine it has
three ports a, 'a¹, and central port e; when used as a direct engine the port e
supplies the live steam alternately to the ports d, c, taking the steam alternately on
to the interior of the piston heads d¹ d". Steam is exhausted by the piston
head D through ports f, g, h, into the exhaust i; while this exhaust is taking
place the steam which has been acting on the piston head d¹¹ is carried over
on to the opposite side of the piston head E through the ports c, h¹ g¹ f¹, so
as to act upon the piston head E, while the direct steam is acting upon the piston
head D, thus utilizing direct and compound steam in the same stroke upon the
compound piston C, D, E.
Grepresents the auxiliary valve sliding upon seat H, which seat is provided
with ports m, m', leading to the ports in the main valve.
In the modification shown in Fig. 2 I have shown the auxiliary valve as composed
of three different sections with the ports communicating with the ports in its valve
seat. Either form may be used at pleasure.
In Fig. 3 the parts are the same as shown in Fig. 1, except the cut off
valves L L are turned so as to admit the steam direct on to both pistons at the
same time; thus the main valve is supplying steam by port e, through port d, to
the piston head d'; and port a¹ of the main valve is likewise supplying steam
through port f¹ on to the larger area of the piston head E; both pistons being
used as a direct acting engine; the exhaust at the opposite end being through
port in the steam chest, through ports s of the cut off valve L; through port h of
the main valve, and port g in the steam chest, through the port s into the exhaust i,
the opposite end exhausting in a similar manner on the return stroke. The engine
is adapted to be used as a stationary, marine, or locomotive engine; it is shown in
Fig. 4 as attached to the platform of a locomotive cab.
The locomotive of course is provided with an engine upon each side thereof,
each one being the counterpart of the other, with duplicate valve moving devices,
and one engine set in advance of the other in the usual manner. The valve
operating devices are constructed so that a single lever will operate the auxiliary
valves, and another lever operate the main valves; either set of valves may be
operated independent of the other to perform specific offices so that each valve
may make its appropriate throw no matter in what position the parts are set.
This
is accomplished by means of radii valve rods, each one connected with and
operating its respective valve, one set operating the main, and the other the
auxiliary valve, and supported upon slides moving in parallel arcs of a compound
link. The preferred form of construction of this link block is shown in section
Fig. 9; that is, each respective segmental guide o, p, is separated from the other
so that the radii valve rods r, r, may fork to engage the slides 1, 2. These
slides 1, 2, may be of any desired form; I have shown the block form as there is
less wear and lost motion to such form of construction. The valve rods 6 and 7,
see Figs. 4 and 5, are connected severally to the crank arms 9, 10, secured to rock
shafts K K'; the opposite ends of said rock shafts are provided with crank
arins 11, 12, to which are pivoted the radii valve rods r, r¹, of the engine, these
being supported at their rear end by similar slide blocks 1, 2. The links o, p, are
hung upon the pendulous arm 13, which is loosely journaled upon the shaft 14
supported upon the pillar block 15. 16 represents a sleeve shaft journaled upon
its co-axial shaft 14. It will be observed that these shafts 14 and 16 extend across
the frame of the locomotive and the valve moving devices of the two engines are
operated from either side thereof in the following manner':
17 represents a bellcrank lever keyed upon, say the right hand end of said sleeve
shaft 16; and 18 represents a crank arm connected to the opposite end of said
sleeve, and parallel to the lower arm of bellcrank on the other side. 19 represents
a bellcrank lever keyed upon shaft 14 outside of the sleeve shaft 16; and 20
represents a crank arm keyed upon the opposite end of said sleeve shaft and
parallel to the lower arm of bellcrank on the other side. 21 represents the

page_text: operating lever which is connected to bellcrank lever 19, by means of the connecting
rod 22. 23 shows the ordinary quadrant for setting the lever in the desired
positions. 24 represents a similar setting lever connected by connecting rod 25 to
the bellcrank lever 17. The movement of lever 21 rocks the central shaft 14
raising and lowering in unison the radial valve rods r', on each side of the
locomotive, thereby operating the main valves F of the two engines. The move-
ment of the lever 24 rocks the bellcrank lever 17, thereby oscillating the sleeve
shaft 16 which raises and lowers in unison the radial valve rods r, thereby
operating the cut-off valves G of the locomotive simultaneously.
It will be observed that as the two valves, the main and auxiliary, are controlled
by independent, yet parallel reversing mechanism, they may be operated
simultaneously or singly as occasion may require; thus, the engine may be
reversed without cutting off, or the steam may be cut off and the engine reversed
and the steam cut on, or the steam may be shut off by operating the main valve or
by the auxiliary valve as desired.
If it be desired to change the engine at either or both ends, from a single or
direct acting engine to a compound engine, the valves I in the steam chest are
reversed. This is accomplished preferably by coupling the said valves to the same
link mechanism and operating the reversal by a single lever; but these valves may
be operated singly if desired. 26 represents cranks on the gudgeons of valves L.
27 connecting rods connecting said cranks to the lever 28, which journals on the
center 29. 30 represents a connecting rod joined to the lever 28 and to the hand
setting lever 31 which is provided with the usual spring and lock mechanism for
holding it fixed in either position. The lever shown in Fig. 10 is set in position
for compounding. The engine is converted into a direct acting engine by simply
moving the lever backward which reverses the position of the valve LL' from
that shown in Fig. 1, to that shown in Fig. 3. In Fig. 12 the engine is shown
without the converting valves L, and this form is adapted to ordinary stationary
engines where extraordinary power is not required, as in marine engines or
locomotives. It will be observed that the duplex form of the two pistons in the
differential duplex cylinder is preferable in many respects; as a larger amount of
power is obtained with less space and expenditure of metal than where a single
piston and cylinder are employed. If, however, a single piston is required as the
two sides of the pistons, cylinder, steam chests and valves, are each the counterpart
of the other, one set and one piston might be omitted and still obtain a compound
converting engine; and so constructed it would be within the invention herein
shown and described.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed as communicated to me by
my foreign correspondent I declare that what I claim is :-
1-A compound engine having a differential piston and cylinder, the main valve
provided with a central port e, and one or more side ports h, the steam chest
provided with one or more central ports and side ports f, whereby the live steam
is used first upon the smaller piston area, and then by the reverse valve movement
used expansively upon the large pistou area, and then exhausted at the third piston
movement, substantially as herein specified.
2-A steam engine having a differential piston C, D, E, a differential cylinder
provided with the piston bearing diaphragm B, a main valve having a central live
port e, side ports h, ', and corresponding ports in the steam chest, whereby the
live steam is acting on the smaller piston area and being compounded upon the
larger area of the opposite piston, substantially as specified.
3-In a steam engine having a differential cylinder, and a differential piston, a
main valve F provided with the central port e, and one or more side ports h,
corresponding ports in the steam chest, and the cut off valve g, whereby the engine
s operated by the full throw of the main valve, and the steam is controlled by the
uxiliary valve, substantially as specified..

page_text: 4-In combination with a compound engine having a differential piston and
cylinder, a main valve having the central port e, and one or more side ports h, the
steam chest provided with one or more cut off valves L adapted to cut in and out
ports fand g in the steam chest, whereby the engine is converted from a compound
to a direct acting engine, and vice versa, substantially as specified.
5-A steam engine provided with the differential piston C, D, E, the differential
cylinder having the central piston bearing diaphragm B, a main valve having a
central live steam port e, one or more side ports f, an exhaust and transfer port h,
the steam chest provided with the ports f, g, on both sides, and the central ports c, d,
the exhaust ports i, whereby two cylinders are simultaneously operated upon, one
by live steam and the other by the expansion of steam on the larger area of the
opposite piston, substantially as herein specified.
6-In combination with the differential piston C, D, E, reciprocating in the
differential cylinder, the main valve provided with the supply ports e, f, f,
the steam chest having two sets of supply and exhaust ports leading from the
valve to the piston chambers, one of which is brought into operation or cut out by
the turning of the valve L, whereby one of said valves may be turned to use
one end of the engine as a simple and the other as a compound engine, substantially
as specified.
7 In a compound engine, in combination with the supply valve a two-way valve,
located between the valve seat and the cylinder and interposed between two or
more ports which are alternately cut in or cut out by the rotation of the valve,
whereby the action of the engine is changed from a compound to a simple and vice
versa, substantially as described.
8-In a compound engine, the combination of the main valve with two or more
live steam ports, with the steam cylinder provided with connecting ports and a
two-way valve located between the valve seat and cylinder and interposed between
the supply and exhaust ports, whereby the oscillation of said valve will direct the
live steam on to one or both of said piston faces, substantially as specified.
9 In a steam engine employing the main and auxiliary valves F, G, the
compound link o, p, mounted upon a pendulous arm, and provided with the two
guide blocks 1, 2, in combination with two eccentrics, and the eccentric rods,
hinged to the opposite sides of said link, substantially as specified.
10 The compound link o, p, supported upon a pendulous arm, with the eccentric
rods, connected to said link, the radial valve rods r, 1, one connected to and
operating the auxiliary valve, and the other connected to and operating the main
valve, and the lever mechanism for moving said valve rods to the opposite ends of
said link, substantially as specified.
11 In combination with the compound link o, p, the radial valve rods r, r¹,
supported upon slides moving in the ways of said link, the bellcrank levers 17, 19;
hinged respectively to said valve rods r, r, and the setting levers 21, 24, connected
to said radial valve rod, substantially as specified.
12 In a locomotive engine, the combination with the differential piston and
cylinder of a main valve F, the auxiliary valve G, with crank connections to
the radial valve rods r, r', supported respectively in the compound link o, p, and
independent lever mechanism connected to each of said radial valve rods for
operating the same, substantially as specified.
"
13-In combination with the compound link o, p, supporting the radial valve
rods r, the bellcrank levers 17, 19, secured respectively to the concentric
shafts 14 and 16, and lever mechanism connected to said shafts respectively,
whereby the engines on opposite sides of the locomotive may be operated simul-
taneously, substantially as specified.
Dated thin outh dan of Tanu 1902
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.