Improvements in Liquid-pressure Engines for Blowing Organs and in the Means or Methods of Controlling same.
Year: 1897

page_text: Date of Application, 20th Apr., 1897
Complete Specification Left, 8th Sept, 1897-Accepted, 30th Oct., 1897
PROVISIONAL SPECIFICATION.
Improvements in Liquid-pressure Engines for Blowing Organs and
in the Means or Methods of Controlling same.
I, HUGH SWANTON, 79 Whitehorse Street, Stepney, Middlesex, Engineer, do
hereby declare the nature of this invention to be as follows:-
The objects of this invention are to simplify the construction and improve the
reversal of the ordinary reciprocating Joy engine by preventing an acceleration
of speed in the travel of the main slide valve which has hitherto attended an
acceleration in the speed of the engine thereby causing a jerk at reversal; and
to better control the action of the engine by preventing an acceleration of speed
which takes place at the commencement of each stroke.
A simplification may be effected in the tube type of engine of which the well-
known Ross engine affords a convenient example by confining the ports and valve
bo to one head only, and providing a water passage to the other head through
an annular space between the working cylinder and a second outer cylinder. The
bolts securing the heads and cylinders may be conveniently arranged in this
annular space, and a watertight joint between the ports leading to the annular
space and the working cylinder may be secured by clips arranged to distribute
the pull of the bolts between the two cylinders.
Improvement in reversal and control may be effected by limiting and vary-
ing by the power of the bellows or reservoir the effective area of the supply.
ports of the main valve chest instead of limiting the supply of fluid to ports of
constant area or opening as heretofore.
A convenient method of varying the effective port area is to vary the travel
of the main slide valve, thus obtaining an independent control of each stroke in the
closest possible proximity to the pistons.
Taking the Ross engine for example as before, I make the ports of the
cylindrical valve-chest of cissoidal or triangular form (or similarly prepare the
valve itself), apex to apex, at a convenient distance apart. The main slide valve,
which is of piston type, consists of a stem carrying four pistons thereby providing
three annular cavities, the two end cavities being in connection with the discharge
outlet of the valve-box, the central cavity with the inlet. In the stem, midway
between the central portions of the valve, I provide two axial slots intersecting
one another at right angles. In the centre of the main valve-box, at right angles
to the axis of the valve, I arrange a spindle which extends through the valve-
box and carries an arm which at one end is operated by the bellows or reservoir.
The spindle carries a suitable cam which partially rotates in one of the axial
slots of the valve, the spindle passing freely through the other. It will now be
seen that the travel of the fluid-driven valve can be determined by the position
of the cam which acts as an adjustable stop, and that it is automatic under the
action of the bellows, varying the effective port area according to the demands
on the bellows.
The action of the apparatus is as follows:-The bellows being empty, the cam

page_text: is in the position which permits the full travel of the main slide valve, its ports
being fully open, and the valve being fluid-driven under the control of the pilot
valve in the usual manner.
On fluid being admitted to the engine it responds. The bellows in rising
partially rotates the cam, thereby limiting the travel of the main slide valve
reducing the effective port area & speed of the engine as required.
A demand being made on the bellows, the reverse action takes place, the trave!
of the nain slide valve is increased thereby increasing increasing the effective port
area and speed of the engine as required.
Obviously the cam may be controlled by the organist as well as the bellows.
The bellows being full, a further partial rotation of the cam by the organist may
be used to place the main slide valve in a neutral position, thereby arresting the
motion of the engine and making a cut-off valve unnecessary.
An incidental advantage of this method of control is a considerable economy in
the consumption of fluid providing the power required to operate the main slide
valve, the full travel of the valve being only used when necessary.
It is obvious that the speed of the engine being determined at and by the
main slide valve, the pressure controlled by the pilot valve is that of the main
and is unaffected by the action of any controlling cock or valve. The speed of
reversal therefore cannot be accelerated by an increase of pressure consequent on
the opening of the controlling cock as heretofore. Indeed, the slight loss of head,
due to the draught on the main when the engine is moving rapidly, causes a
slower travel of the main slide valve and therefore a more gentle reversal.
Another method is to employ a main slide valve suitably shaped and capable
of being partially rotated by the power of the bellows, its travel remaining
constant, when a similar result will be obtained.
Obviously, the travel of the main slide valve may be controlled by fluid pressure
in which case the main slide valve and pilot valve are connected to a floating
lever which is operated by the engine to an extent determined by the bellows.
In this example, the travel of the pilot valve is also varied as required.
Obviously also, in the mechanical arrangement, more elaborate means for
limiting the travel of the main slide valve may be employed, and a truly axial
check obtained. My invention is equally applicable to the ordinary D-valve.
Dated this 20th day of Anril 1897.
Improvements in Liquid-pressure Engines for Blowing Organs and
in the Means or Methods of Controlling same.
I, HUGH SWANTON, 79 Whitehorse Street, Stepney, in the County of Middlesex,
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:-
The objects of this invention are to simplify the construction and improve the
reversal of the ordinary reciprocating Joy engine by preventing an acceleration
of speed in the travel of the main slide valve which has hitherto attended an
acceleration in the speed of the engine thereby causing a jerk at reversal; and
to better control the action of the engine by preventing an acceleration of speed
which takes place at the commencement of each stroke.
A simplification may be effected in the tube type of engine of which the well-
known Ross engine affords a convenient example by confining the ports and valve

page_text: box to one head only, and providing a water passage to the other head through
an annular space between the working cylinder and a second outer cylinder. The
bolts securing the heads and cylinders may be conveniently arranged in this
annular space, and a watertight joint between the ports leading to the annular
space and the working cylinder may be secured by clips arranged to distribute
the pull of the bolts between the two cylinders.
Improvements in reversal and control may be effected by limiting and vary-
ing by the power of the bellows or reservoir the effective area of the supply
ports of the main valve chest instead of limiting the supply of fluid to ports of
constant area or opening as heretofore.
A convenient method of varying the effective port area is to vary the travel
of the main slide valve, thus obtaining an independent control of each stroke in the
closest possible proximity to the pistons.
Figs. 1 and 2 Sheet 1 show one method of applying my invention to the
ordinary Ross engine, the valve box being partly in section. A is the inlet
admitting fluid to the main slide valve box. a a are cissoidal shaped ports. B is
the main slide valve which is arranged to control the passage of fluid to and
from the ports, and is fluid driven under the control of the pilot valve in the
usual manner. The central portion of the stem is prepared with two axial slots
intersecting one another at right angles. C is a spindle which passes through
one of the slots and carries a cam c. The spindle C passes through a gland and
carries an arm c¹ which is operated by the bellows in the usual manner.
cam c is shown in the position which admits of the full travel of the main slide
valve B. It will be seen that when the cam c assumes the position shown in the
dotted lines the main slide valve is locked in a neutral position, and in any
intermediate position permits a greater or less travel of the main slide valve,
uncovering more or less of the ports as may be required.
The
The
The cam c may be controlled by the organist as well as the bellows.
bellows being full, a further partial rotation brings the cam c into the position
shown in dotted lines, thereby arresting the motion of the engine and making a
cut-off valve unnecessary.
The action of the apparatus is as follows:-
The engine being at rest the main slide valve B is in a neutral position, having
been so placed by the action of the cam c; and fluid pressure under the direction
of the pilot valve is ready to operate the main slide valve B. On the release of
the arm c¹ by the organist it assumes the position shown in the drawing, partially
rotating the cam c and thereby permitting the full travel of the main slide
valve B, the engine responding at its maximum speed and rapidly filling the
bellows. The bellows in rising partially rotates the cam c, thereby limiting the
travel of the main slide valve B, reducing the effective port area and speed of
the engine as required.
a
A demand being made on the bellows the reverse action takes place, the cam c
assumes a position which permits a greater travel of the main slide valve B,
thereby increasing the effective port area and speed of the engine as required.
It is obvious that more elaborate mechanical arrangements for limiting the
travel of the main slide valve may be employed and a truly axial check obtained,
and that my invention may be applied to the ordinary D-valve.
Fig. 3 Sheet 2 shows another method of applying my invention and controlling
the supply of fluid at and by means of the main slide valve.
In this arrangement the main slide valve B is partially rotated by the
power of the bellows. A is the inlet admitting fluid to the main slide valve B.
The central division of the main slide valve consists of a well-fitting cylindrical
shell, portions of which are removed thereby forming ports. One end of the
valve is prepared to receive the spindle C which is of square section in order to
control the angular position of the valve B. The spindle passes through a gland
and carries an arm c which is operated by the bellows in the usual manner. It
will now be understood that in this arrangement the travel of the valve is constant

page_text: and that the effective port area is determined by the angular position of the
valve B.
•
The control effected by this arrangement is identical in its results with that
shown in Figs. 1 and 2 and need not therefore be described.
Fig. 4 Sheet 2 shows partly in section another method of applying my inven-
tion in which the position of the main slide valve is determined by fluid pressure;
and a simplified construction of the tube type of engine. G and G are hard
drawn brass tubes; G which forms the working cylinder is fitted with a cap g.
The cap 9
is prepared with fins in order to truly centralize the working cylinder G¹.
H and H are heads, the bottom head H¹ being provided with passages i and i,
i conveying fluid through the annular space between the tube cylinders G and Gi
to the top head H and thence to the upper side of the piston, the passage ¹ con-
veying fluid directly to the under side of the piston. The heads H and H' are
secured by bolts passing between the tubes G and G¹, one of which is shown at K.
These bolts may be conveniently screwed into the lower head H¹, and a water-
tight joint may be secured by means of the clips k which divide the pull of the
bolts between the head H and the cap g.
In this example the ports are confined to the bottom head to which the valve
box is attached, but the valve box may be attached to the top head and the ports
confined to that head. The arrangement shown in the drawing has the advantage
of permitting the withdrawal of the piston without disturbing the fluid con-
nections, which is impossible with the Ross construction, and the height required
is considerably less than that necessary for the Ross construction, the valve rod
terminating at the floating lever.
I will now describe the valve gear.
B is the main slide valve rod. D is the pilot valve rod. In this arrangement
the pilot valve is located at the side of the main slide valve and is fluid driven,
its travel being always contrary to the motion of the piston. The pilot valve
may conveniently take the form of a miniature Ross main slide valve and control
a pair of ports, the extra ports operating the pilot valve itself. The extra gland
shown in the drawing is only necessary at high pressures. E is a floating lever
to which the valve rods B and D) are connected as shown. One end of the floating
lever is controlled by the ordinary tappet gear of an organ blowing engine; the
travel of the other end of the floating lever E being limited by the slotted links e
and e, which are operated by the lever c¹. When the bellows is empty and the
lever c¹ is in its lowest position the links e and el permit the maximum travel
of that end of the floating lever and consequently the full travel of the main
slide valve. When the bellows is full and the lever c¹ is in its highest position
the links e and el lock the floating lever E in a central and neutral position. If
this gear be used to place the floating lever E in a neutral position thereby stopping
the engine, it will not start on the floating lever being released. Before the
Engine will start it is necessary that the neutral position of the floating lever E
be disturbed. This may be conveniently accomplished by a mechanical con-
nection under the control of the Organist.
The action of the apparatus is as follows:-
The lever c¹ being released assumes its lowest position (in connection with the
empty bellows) releasing the floating lever which, being disturbed by
the organist, is forced by the fluid driven pilot valve to the limit determined by the
links e and e, simultaneously operating and driving the main slide valve to a
corresponding distance in the reverse direction, thereby forcing the pilot valve
into a neutral position and operating the engine which, near the termination of
its stroke by means of its tappet gear, engages the floating lever E. But the
main slide valve rod B is now fluid locked and forms a fulcrum for the floating
lever E, which therefore operates the pilot valve through its rod D, and which
fluid driven, completes its travel as determined by the slotted links e and e.
The inflation of the bellows operates the lever c¹, thereby limiting the travel
of the pilot and main slide valves and reducing the speed of the engine as required.

page_text: In other words, the position of the pilot valve is disturbed by the engine to an
extent determined by the links, and instantly corrected by the movement of the
main slide valve.
The varying positions of the lever as determined by the demands on the
wind effect corresponding variations in the travels of the valves and consequently
in the speed of the engine.
The arrangement just described may be varied without affecting my method
of control. For example the pilot valve may travel in the usual direction. ri::---
that of the engine, and may be operated by the ordinary Ross valve gear, the
10 main valve travelling in a contrary direction, both valve rods being connected to
the floating lever as before. This arrangement is inferior though the result is
similar, because the effort of the engine to drive the pilot valve in either direction
is opposed by that of the floating lever and the supplementary mechanical effort
(which should be in reserve) necessitates the use of a separate lever to suit the
reversed travel of the main slide valve.
An incidental advantage of this method of control as shown in Figs. 1. 2 and 4
is a considerable economy in the consumption of fluid providing the power
required to operate the main slide valve, the full travel of the valve being only
I used when necessary.
It is obvious that the speed of the engine being determined at and by the main
slide valve, the pressure controlled by the pilot valve is that of the main and is
unaffected by the action of any controlling cock or valve. The speed of reversal
therefore cannot be accelerated by an increase of pressure consequent on the
opening of the controlling cock as heretofore. Indeed the slight loss of head
5 due to the draught on the main when the engine is moving rapidly causes a
slower travel of the main slide valve and therefore a more gentle reversal.
30
It will now be clearly understood that the essential feature of this invention is
the control of the engine at and by means of the main slide valve. by which I
secure
A smoother reversal at high speeds, for the reasons given:
A more absolute control of the piston, by reason of the fluid required to
operate the main valve being taken direct from the service pipe instead of
momentarily robbing the engine of its driving power as heretofore.
This invention may be advantageously used in combination with the inventions
5-described in Specifications Nos. 2996 and 3822, both of 1896.
Having now particularly described and ascertained the nature of my said In-
vention, and in what manner the same is to be performed, I declare that what I
claim is:-
1. Controlling fluid pressure engines for blowing organs at and by means of
0 the main slide valve.
2. In fluid pressure engines for blowing organs mechanically varying and
limiting the travel of the main slide valve by the movement of the bellows or
reservoir, thereby adjusting the speed of the engine as set forth.
3. Controlling fluid pressure engines for blowing organs by the partial rotation
5 of a suitably ported piston valve, such partial rotation being effected by the
movement of the bellows or reservoir for the purposes above set forth.
5
4. In fluid pressure engines for blowing organs varying and limiting the travel
of the main slide valve by fluid pressure, the supply of fluid operating the valve
being determined by the position of the bellows or reservoir for the purposes above
set forth.
5. In fluid pressure engines for blowing organs the combination of a fluid driven
-main-slide valve with a mechanical device operated by the hellows or reservoir
whereby the travel of the valve is varied and limited as required for the purposes
above set forth.
6. In fluid pressure engines for blowing organs the combination of fluid driven
main and pilot valves and a floating lever or its equivalent with a travel-limiting

page_text: device operated by the bellows whereby the travels of both main and pilot valves
are varied and limited as required for the purposes above set forth.
7. The improved means or methods of controlling fluid pressure engines for
blowing organs as described with reference to Figs. 1, 2, 3 and 4 of the accom-
panying drawings.
8. The construction of fluid pressure engines for blowing organs as described
with reference to Fig. 4 of the accompanying drawings.
Dated this Sth day of September 1897.