Improvements in Steam Engines.
Year: 1892

page_text: Date of Application, 18th May, 1892
Complete Specification Left, 20th Feb., 1893-Accepted, 17th June, 1893
PROVISIONAL SPECIFICATION. -
Improvements in Steam Engines.
I ARTHUR GEORGE BROWN of Globe Iron Works, Bolton, in the County of
Lancaster, Engineer, do hereby declare the nature of this invention to be as
follows:-
The invention relates to engines mainly used at high speeds, in which pressure
of steam is exerted for effective power in one direction to give motion to a crank
shaft, steam being applied to both sides of the piston the application on one side
being to leave the piston in equilibrium and reduce condensation of steam.
The principal objects are to simplify construction, economise steam, balance the
motions of the acting parts, obtain efficient lubrication, reduce wear, and ensure
noiseless and steady running.
In order to obtain these ends in vertical engines whether simple or compound,
with small range of temperature in the cylinder or cylinders and economical use of
steam, I admit steam from a supply pipe into a valve chest, thence over the piston
in the cylinder which forces the piston through its downward stroke, after which
the same steam passes through the valve clearance space into the bottom of the
cylinder whilst the piston is making the return stroke, and finally the steam passes
to the exhaust pipe.
Second. When the first part of my invention is used in compound engines with
cylinders side by side, I place a reservoir between the high and low pressure
cylinders.
Third. When very high speeds are required I employ three cylinders placed
side by side or so as to act on the same crank-shaft, the central cylinder being
equal in power to the two outside cylinders combined. The pistons and connections
of the outside cylinders are made to balance the pistons and connections of the
central cylinder and connect to cranks placed diametrically opposite to the central
cylinder crank.
Fourth. For controlling the passage of steam to and from cylinders in the
manner set forth under the first part of my invention, I make use of two piston
valves on one stem, within a cylindrical valve-chest, so arranged and operated,
that the upper valve opens and closes communication between the steam supply
and the valve clearance space, and the other the lower valve between the valve
clearance space and the bottom end of the cylinder, and between the bottom end of
the cylinder and the exhaust. The top of the cylinder is constantly open to the
valve clearance space.
All the passages are so arranged that the steam passes
downwards from the supply to the exhaust.
Fifth. Under a modification of the fourth part, valves, specially applicable for
use with tandem compound engines, have an annular valve instead of the upper
valve, so that the upper and lower valves may be brought close together, and a
piston replaces the upper valve at the top of the valve-stem so as to balance the
pressure on the lower valve.
Sixth. Valves for non compound engines with two cylinders side by side are
coupled to levers on rocking shafts and the said rocking shafts are coupled by a
link so that both are adapted to be actuated by one eccentric.
Seventh. When compound engines have cylinders side by side one rocking shaft
actuated by an excentric is used to work the valves, the said valves being coupled
to arms at the opposite sides of the said shaft.
Eighth. When engines are used for driving fans or for work where automatic
governors are not required the rocking shaft is coupled by a link to the crank pin
or end of the connecting rod

page_text: Ninth. When engines have weight and spring governors rotating with the crank
shaft, I place the weight and spring mechanism within a drum secured to the said
shaft, I suspend the valve excentric to the outside of the drum and connect the said
excentric to the weights by means of pins secured to the said excentric, which pins
pass through a slot in the drum and have links by which they are coupled to the t
weights. The drum may form part of a fly wheel or belt pulley and by preference
contains a lubricating oil.
Tenth. Engines which have the cranks and immediate connections working in or
dipping into an oil well have the cylinders carried by a back frame and supported
in front by columns and with a loose case which is placed between the columns and
fits against the back frame within a recess in the bed plate. The case is provided
with shields or deflectors to prevent the oil from being thrown out.
Eleventh. Engines under the tenth part have the main shaft bearings dished
above, with an overflow edge towards the well and are partly covered by the loose
casing so that oil is splashed into the said dishes and flows thence through I
perforations on to the shaft.
Twelfth. In engines where the cranks dip into oil or where there is an oil well
connected or at a distance, the crank shaft bas grooves turned in it at the exterior
of the bearings and ways serve to lead oil from the said groove to the well.
Although I have herein described the improvements as applied to vertical 2
engines, such engines may have cylinders disposed horizontally or in a diagonal
position, and any suitable valves and gear may be used.
Dated the 17th day of May 1802
Per pro J. T. KING,
J. Johnson,
Agent
COMPLETE SPECIFICATION.
Improvements in Steam Engines.
I ARTHUR GEORGE BROWN of Globe Iron Works, Bolton, in the County of
Lancaster, Engineer 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:-
This invention relates to engines mainly used at high speeds, in which pressure
of steam is exerted for effective power in one direction to give motion to a crank
shaft. Steam being applied to both sides of the piston, the application on one side
being to leave the piston in equilibrium and reduce condensation of steam.
The principal objects are to simplify construction, economise steam, balance the
motions of the acting parts, obtain efficient lubrication, reduce wear, and ensure
noiseless and steady running.
In order to obtain these ends in vertical engines whether simple or compound,
with small range of temperature in the cylinder or cylinders and economical use
of steam, I admit steam from a supply pipe into a valve chest, thence over the
piston in the cylinder, which forces the piston through its downward stroke, after
which the same steam passes through the valve clearance space into the bottom of
the cylinder, whilst the piston is making the return stroke; and finally the steam
passes to the exhaust pipe.
Second. When the first part of my invention is used in compound engines with
cylinders side by side, I place a reservoir between the high and low pressure
cylinders.
Third. When very high speeds are required, I employ three cylinders placed side
by side or so as to act on the same crank shaft, the central cylinder being equal in
power to the two outside cylinders combined. The pistons and connections of the
outside cylinders are made to balance the pistons and connections of the central
cylinder and connect to cranks placed diametrically opposite to the central.
cylinder crank.

page_text: Fourth. For controlling the passage of steam to and from cylinders in the manner
set forth under the first part of my invention, I make use of two piston valves on
one stem within a cylindrical valve-chest so arranged and operated that the upper
valve opens and closes communication between the steam supply and the valve
clearance space, and the other the lower valve between the valve clearance space
and the bottom end of the cylinder, and between the bottom end of the cylinder and
the exhaust. The top of the cylinder is constantly open to the valve clearance
space. All the passages are so arranged that the steam passes downwards from
the supply to the exhaust.
Fifth. Under a modification of the fourth part, valves specially applicable for
use with tandem compound engines, have an annular valve instead of the upper
valve, so that the upper and lower valves may be brought close together, and a
piston replaces the upper valve at the top of the valve stem so as to balance the
pressure on the lower valve.
Sixth. Valves more particularly applicable to non-compound engines with two
cylinders side by side are coupled to levers on rocking shafts, and the said rocking
shafts are coupled by a link so that both are adapted to be actuated by one
excentric.
Seventh. When engines, more especially compound engines have cylinders side
by side, one rocking shaft actuated by an excentric is advantageously used to work
the valves, the said valves being coupled to arms at the opposite sides of the said
shaft.
Eighth. When engines are used for driving fans or for work where automatic.
governors are not required, the rocking shaft is coupled by a link to the crank pin
or end of the connecting rod.
Ninth. When engines have weight and spring governors rotating with the crank
shaft, I place the weight and spring mechanism within a drum secured to the said
shaft, I suspend the valve excentric to the outside of the drum, and connect the said
excentric to the weights by means of pins secured to the said excentric, which pins
pass through a slot in the drum, and have links by which they are coupled to the
weights. The drum may form part of a fly wheel or belt pulley and by preference
contains a lubricating oil.
Tenth. Engines which have the cranks and immediate connections working in or
dipping into an oil well, have the cylinders carried by a back frame and supported
in front by columns, and with a loose case which is placed between the columns and
fits against the back frame within a recess in the bed plate. The case is provided
with shields or deflectors to prevent the oil from being thrown out.
Eleventh. Engines under the tenth part have the main shaft bearings dished
above with an overflow edge towards the well and are partly covered by the loose
casing so that oil splashed into the said dishes flows thence through perforations on
to the shaft.
Twelfth. In engines where the cranks dip into oil or where there is an oil-well
connected or at a distance, the crank-shaft has grooves turned in it at the
exterior of the bearings, and ways serve to lead oil from the said grooves to
the well.
Although I have herein described the improvements as applied to vertical
engines, such engines may bave cylinders disposed horizontally or in a diagonal
position and any suitable valves and gear may be used.
DESCRIPTION OF THE DRAWINGS.
Sheet 1. Figs. 1 and 2 are vertical views at right angles to each other of a steam
engine illustrative of the first, fourth, seventh, ninth, tenth, eleventh, and twelfth
parts of my invention. Fig. 1 is in section and Fig. 2 half in section, and half in
elevation. 1 is the bed plate. 2 are the steam cylinders carried by back frames 3
and pillars or columns 4 resting on the bed plate. The above engine has two
cylinders of equal size each working independent and having pistons coupled to

page_text: cranks diametrically opposite. The bed plate is made with oil wells into which
the cranks dip. 6 are the main or crank shaft bearings. 7 are loose cases of sheet
metal placed between the pillars or columns 4 fitting against the back-frame 3 and
within recesses 8 in the bed plate 1. 9 are shields or deflectors on the cases 7 to
prevent oil from being thrown away from the engine and for causing the said oil to
fall back into the wells 5. The covers of the main or crank shaft bearings 6 are
dished at 10 and have overflow edges 11 towards the wells 5 so that any excess of
oil splashed into the said dishes flows back into the wells whilst the remainder of
the oil passes through perforations 11* on to the main or crank shaft 12. The said
main or crank shaft 12 has a groove 13 turned in it near the exterior of each
bearing, and each bearing is made with a way 14 through which oil collected in
the said groove 13 flows back into the wells 5. The general construction of the
engines is otherwise of the usual kind, with the exception of the valve chest and
valves which are constructed and operated as follows:-There is a cylindrical
valve chest 15 alongside each cylinder within the valve chest are two piston
valves 16 and 17 on one stem 18 and motion is given to the said stems by
excentrics, tappets and other usual mechanism. In the engine shown, the valve
stems are connected to bosses 19 and 20 on a rocking shaft 21 carried in bearings
on the back frame 3 whilst the said shaft receives motion from an excentric 22 on
the main or crank shaft 12 coupled to a boss 23 also secured to the rock shaft 21.
24 steam inlet to valve chest. 25 port from valve chest to top of cylinder.
26 port from bottom of cylinder. 27 steam exhaust. When in action steam passes
from the inlet 24 to the top of a cylinder; then from the top of such cylinder
through the valve chest into the bottom of the said cylinder, and finally from the
bottom of the cylinder to the exhaust, always flowing in a downward direction. It
will be observed that the top port of the cylinder is constantly open to the
clearance-space between the valves 16 and 17 so that, when steam acts on the
underside of the piston it serves to put the piston in equilibrium.
In the position shown the valves are just about to move upwards and admit steam
to the top of the cylinder.
In engines of the class covered by my invention, the well known weight and
spring governor is commonly used and in order to make its application more
advantageous and render the engine more compact, I place the usual weight and
spring mechanism within a drum, which drum is available for use as a flywheel and
belt pulley, at the same time by putting oil within the drum the moving parts are
efficiently lubricated. In order that this part of my invention may be readily
understood, I have shown the above described engine with such a governor
attached. The excentric 22 is made with the usual curved slot 28, is.attached to
the valve actuating mechanism in the usual way, and has pins 29, 30, which pass
through a slot 30% in the drum 31 secured on the main or crank shaft 12. The
pins 29, 30 are coupled by means of links 32, 33, to the usual weight and spring
mechanism 34 and 35 pivotted to the said drum at 36 and 37.
.
Sheet II. Figs. 3 and 4 are vertical sections at right angles to each other, and
Fig. 5 is a part plan view of a compound engine illustrative more particularly of
the second, and seventh parts of my invention. Here a reservoir 38 is placed
between the high pressure cylinder 39 and low pressure cylinder 40, and the
cylinder pistons are coupled to the main or crank shaft on opposite centres. The
valves for each cylinder are similar to and operate in the same manner as those
described in Figs. 1 and 2, the valve stems being actuated from a rock shaft in
like manner. The steam exhausts from the high pressure cylinder into the reservoir
and thence passes into the low pressure cylinder.
Sheet III. Figs. 6 and 7 are vertical sections at right angles to each other of
an engine illustrative more particularly of the third, and eighth parts of my
invention. Here are three cylinders 41 and 42 side by side, the centre cylinder 42
being equal in power to the two side cylinders 41, the cylinders 41 are coupled to
cranks on the same centre, and cylinder 42 to a third crank diametrically opposite
thereto. The valves of the cylinders 41 move together and at opposite times to

page_text: that of the cylinder 42. The pistons and connections of the cylinders 41 balance
those of the cylinder 42.
The action of the valves and flow of steam is the same as that already described.
The valves are here coupled to a rock shaft as set forth in Figs. 1 and 2 but motion
is given to the said rock shaft by means of a link 43 coupled to a boss 23 on the
said rock shaft and to the connecting rod 44 of the engine by a pin 43.
is.
Sheet IV. Fig. 8 is an elevation and Fig. 9 a vertical section of a tandem
compound engine under my invention illustrative more particularly of the first,.
fifth, and sixth parts thereof. Each pair of cylinders 46, 47 of which the pistons in 46
are actuated by steam from the generator whilst the pistons in 47 are actuated by
the exhaust steam from the cylinders 46. The pistons of each pair of cylinders are
carried by a through rod 48 and each pair act on cranks diametrically opposite and
have their own valve chest and valves. 15 is the valve chest, 16, 17, and 49 are
piston valves, and 50 is an annular valve, all attached to a valve stem 18. 24 is the
stem inlet, 25, port to top of high pressure-cylinder; -26-port from bottom of high
pressure cylinder, 51 port to top of low pressure cylinder. 52 port from bottom
of low pressure cylinder. 27 steam exhaust. The action is as follows:-Steam
always between the valves 49 and 16 so that the downward pressure on the valve 16.
is balanced by the upward pressure on the valve 49, so keeping the valve gear in
equilibrium. When a valve is in the position shown, steam passes from the inlet 24.
through the annular valves 50 and port 25 into the top of a high pressure
cylinder 46; steam also passes from the bottom of the said cylinder through the
ports 26 and 27 into the top of a low pressure cylinder 47, and from the bottom
of the low pressure cylinder to the exhaust 27. When the valves are lowered,
steam passes from the top of a high pressure cylinder to the bottom thereof
through the ports 25 and 26 and from the top to the bottom of a low pressure
cylinder through the ports 51 and 52. The valve stems of each pair of cylinders
are in this case connected to arms 1920, on independent rock shafts 21, and 21*.
The rock shafts are coupled by a link 53 and a single excentric 22 actuates.
both shafts.
In all the views, the same figures refer to like or equivalent parts.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
First. Steam engines in which steam is admitted first to the top and then to the
bottom of a cylinder, when the top part of the cylinder is constantly open to the
valve clearance space, substantially as set forth.
Second. In engines having steam passing therethrough in the manner set forth.
under the first part, the combination of a high and low pressure cylinder with a
reservoir substantially as set forth.
Third. In engines having steam passing therethrough as set forth under the first
part, the combination of two cylinders acting together with a third cylinder of equal
power acting diametrically opposite substantially as set forth.
Fourth. The combination of two piston valves on one stem, within a cylindrical
chest provided with ports and passages substantially as set forth.
Fifth. The combination of an annular valve with two piston valves on one stem.
within a cylindrical chest provided with ports and passages substantially as set
forth.
Sixth. Valve gear consisting of two rocking shafts coupled by a link and operated.
by one excentric substantially in the manner and for the purpose set forth.
Seventh. Valve gear consisting of a rocking shaft and excentric coupled to valve
stems on opposite sides of the shaft substantially in the manner and for the purpose-
set forth.
Eighth. Coupling rocking-shaft-valve-gear by a link to the crank pin or con--
necting rod of a steam engine substantially in the manner and for the purpose set.
forth.

page_text: Ninth. Spring and weight governors for steam engines having the springs! and
weights within a drum and the excentric without, coupled together substantially as
set forth.
Tenth. The combination with steam engines constructed as set forth of a loose
case and deflectors substantially as set forth.
Eleventh. Constructing main or crank shaft bearings with oil collecting and
directing agents substantially as set forth.
Twelfth. Constructing crank shafts with grooves and the bearings with ways
leading to an oil well substantially as set forth.
Dated the 18th day of February 1893.
Per pro J. T. KING,
J. Johnson,
Agent.