Improvements in Direct-acting Engines.
Year: 1891

page_text: Date of Application, 28th Apr., 1891-Accepted, 30th May, 1891
COMPLETE SPECIFICATION.
[Communicated from abroad by CHARLES CAMPBELL WORTHINGTON, of
Irvington, in the State of New York, United States of America, Mechanical
Engineer.]
Improvements in Direct-acting Engines.
I, HENRY EDWARD NEWTON of the Office for Patents, 6 Bream's Buildings,
Chancery Lane, in the County of Middlesex, Patent Agent, 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 generally to that class of direct-acting engines in which
one or more compensating cylinders and pistons are employed, which act in
opposition to the main piston or pistons during the first part of the stroke, and in
conjunction therewith during the last part of the stroke, in order to allow the
steam to be used expansively, and especially to direct-acting pumping engines.
In pumping engines of this class, it is often desirable to throw the cut-off valves
out of operation, so that the steam may be admitted throughout the entire stroke,
and at the same time the compensating cylinders or cylinders must be rendered
inoperative, in order that the uniforin action of the engine may be preserved, and
the damage which might result from the joint action of the steam late in the stroke,
and of the compensating cylinders, be prevented.
The objects of one part of the invention are to provide a simple and convenient
means for quickly changing the position of the cut-off valves, so that they shall not
operate to cut off the steam at all, or shall operate only late in the stroke, to provide
means for quickly rendering the compensating cylinder or cylinders operative, and
to provide a construction by which the cut-off valves cannot be thrown out of
operation while the compensating cylinders are operative.
In engines of this class, the motor fluid which operates on the compensating
piston or pistons, may be steam, air, water, or other fluid, and where air or water
is employed as such motor fluid, the necessary fluid may be derived either directly
or indirectly from the force main of the pump.
Another part of the invention relates especially to engines in which the pressure
for the compensating cylinders is thus drawn from the force main of the pump, its
object being to equalize the flow of the motor fluid into and out of the compensating
cylinders, so as to prevent pulsations in the column of liquid passing through the
force main. These engines may be either water-pumping engines, in which air
chambers are undesirable, oil engines, or other engines of similar character.
In engines of the general class above referred to as heretofore operated, the
pressure of the motor fluid upon the piston or pistons of the compensating cylinder
or cylinders, has been uniform, or practically uniform, throughout the entire stroke
of said piston in both directions, so that the variation in the pressure exerted upon
the main piston of the engine by the compensating pistons, has been produced
entirely by the construction and arrangement of the connections through which the
power was transmitted.
The objects of another part of the invention are to provide an improved system
of connections by which the power developed by the compensating piston is com-
municated to the main piston rod of the engine, and to provide means by which the
pressure of the motor fluid upon the compensating piston or pistons may be varied
during different parts of the stroke.
As a full understanding of the improvements constituting the invention can best
he viven by an illustration, and a somewhat detailed description of an engine

page_text: embodying the same, such a description will now be given, reference being had to
the accompanying drawings, in which the invention is shewn as applied to a duplex
direct-acting pumping engine.
Referring to said drawings
Figure 1 is a side elevation of the engine embodying the improvements forming
the first and second parts of the invention.
Figure 2 is a side elevation of the steam end of the engine, on an enlarged scale,
showing the parts in the position they occupy when the engine is used as a high
duty engine, the steam being cut off before the end of the stroke and economized.
Figure 3 is a similar view of the engine as a low duty engine, the steam being
admitted throughout the stroke.
Figure 4 is a plan view of the steam end of the engine as
engine.
a high duty
Figure 5 is an end elevation, looking to the left in Figures 2 and 4.
Figure 6 is a sectional elevation taken between the two water cylinders, shewing
the pressure equalizer connected directly to the force main.
Figures 7 and 8 are enlarged sectional details of Figure 6, which will be
hereinafter referred to, and Figures 9, 10, and 11 shew slight modifications of the
pressure equalizer.
Figure 12 is a side elevation, partly in section, shewing the modified form of
compensating cylinder and connections.
Figure 13 is a plan view of the same.
The engine consists of the four steam cylinders A, B and C, D, these cylinders
being arranged in pairs, the cylinders A, B forming one side of the engine and
C, D the opposite side, the cylinders A, C being high pressure cylinders, and
B, D low pressure cylinders. The viston rods E, F for the respective sides of the
engine are extended through the water end of the engine, and are connected outside
the water end to cross heads G, and are acted upon by compensating cylinders and
pistons H in the manner usual in this class of construction. The compensating
cylinders H are supplied with motor fluid from a pipe I, communicating, through
a pressure equalizer to be described hereafter, with an accumulator K of the general
construction common in this class of engines, the pressure in which is produced by
means of a pipe L communicating, through a pipe M, directly with the force
main N, as shewn, or with an air chamber Ŏ connected thereto.
€ to
The steam is supplied to high pressure cylinders A, C, through induction pipes a,
communicating with steam chests b, and is exhausted through exhaust pipes
exhaust tanks P, from which the steam passes to low pressure cylinders B, D
through induction pipes d and steam chests e, the stean being exhausted from
the low pressure cylinders to a condenser, or to the open air, according to the class
of engine.
It will be understood that the main induction and eduction valves on each side
of the engine, are operated from the opposite side, and that these valves are of the
construction shewn in Patent 6545 of 1889, these valves and their operating parts
being omitted, for the sake of clearness of illustration, as they constitute no part of
the present invention.
The cut-off valves are of the construction shewn in Patent 6545 of 1889 above
referred to, and are operated by the same means, as follows:-Referring to one side
of the engine, the high pre: sure cut-off valves operate in the steam chests b, and
the low pressure cut off valves in the steam chests e, and are provided with stems f
which project outward, and to which are connected crank arms g, which in turn are
connected by means of links h to a pair of T levers i, the operating arms of which
are connected by means of a link k. These T shaped levers i, thus connected, are
operated through a rod 1, pivotally connected to a rock arm m, which in turn is
connected by a rod n to a cross head G, outside the water end of the engine. The
links, preferably, are not connected directly to the T levers i, but the arms of
the levers are slotted to receive sliding blocks o, to which the links are connected,
and which are moved in the slotted arms by means of the screw bolts p. so that the

page_text: cut-off valves may be adjusted to any position desired, relative to the cut-off ports.
The construction on the opposite side of the engine is the same.
The operation of the parts thus far described is fully set forth in Patent 6545
of 1889, above referred to, and need not be described herein, it being understood
that the piston on each side of the engine, by means of a cross head G and the
intermediate connections above described, operates the T levers on its side of
the engine, so as to shift the cut off valves, and cut off the steam at the desired
point in the stroke.
One part of the present invention includes improvements in this construction, by
which the cut-off valves may readily be shifted to such a position that while
operated by their respective pistons, they shall not close the ports and cut off the
admission of steam, and by which the pressure in the compensating cylinders shall
always be removed, so that they shall not affect the operation of the engine when
the cut off valves are out of operative position.
The parts constituting this part of the invention will now be described.
Mounted transversely of the engine, are rock shafts 1, a rock shaft for each
pair of cylinders and their cut-off valves, these rock shafts being provided with
crank arms 2 on each side of the engine, on which are carried the T-levers i, these
levers being pivotally connected to the crank arms 2 by means of studs 3. One of
the rock shafts shewn in the present construction as that next the water end of the
engine, is provided with a lever arm 4, forming a handle by which the rock shaft is
operated, and a link 5 connects this handle with a crank arm 6 upon the other
rock shaft, so that the operation of the handle rocks both the shafts 1 and their
crank arms 2, and thus raises or lowers both the T-levers on each side of the
engine. The lever 4 moves over a segment 7 mounted upon any convenient part
of the engine, and the lever or segment may be provided with any suitable devices
for holding the lever in any desired position.
To the rear of the rock shaft 1, which carries the handle 4, is mounted a shaft 8,
provided with, or on which is mounted, a lever handle 9, directly in line of and
behind the handle 4, so that the handle 4 cannot be moved without carrying
rearward with it the handle 9. This shaft 8 may be a rock shaft, and have a crank
arm, or, as shewn, the sleeve carrying the handle 9 may be provided with a crank
arm 10, which is connected by a rod 11 to a crank arm 12, secured to the stem 13
of a valve or cock 14, controlling the connection between the air chamber O and
accumulator.
The pipe M, as previously described, connects with the accumulator through a
pipe L, and a waste pipe R communicates with the chamber of cock 14, through
which same chamber connection is made between the pipes M. and L. The openings
in this valve chamber are controlled by a two-way plug, this plug operating either
to close the waste pipe R, and connect the pipe M and pipe L, leading to the
accumulator, in which case the pressure of the force main is transmitted to the
accumulator, or to be shifted to such a position as to close the pipe M, and open
the connection between the accumulator pipe and the waste pipe, thus allowing the
pressure fluid to pass out from the accumulator, and removing the pressure from
the compensating cylinders.
The operation of the parts described is as follows:-
In the position of the parts as shewn in Figure 2, the engine operates as a high
duty engine, and the cut-off valves are operated through the T-levers i and the
connections to the pistons, to cut off steam at or about the middle of the stroke, as
is usual in this class of engines. In this position of the parts, the cock 14 closes
the waste pipe R, and the pipe M connects with the accumulator, as shewn in
dotted lines, the pressure of the force main thus being transmitted through the
accumulator to the compensating cylinders H.
When the engine is changed quickly from a high duty to a low duty engine, it
is essential that the compensating cylinders shall not be operative at such a point
in the stroke, that the power from the compensating cylinders, and from the steam
admitted to the cylinder at the end of the stroke, shall be combined, as the force

page_text: produced by such combined action will produce irregular action, and too great a
strain upon the engine. If the cut-off valves and conipensating cylinders are thrown
out of operation simultaneously, there is a slight chance that this change may be
made at such a point in the stroke, as to bring the force of the compensating
cylinders on one or the other side of the engine into co-operation with that of the
increased pressure of the steam allowed to enter at the end of the stroke. This,
however, could occur only during the stroke being made by the engine at the time
the cut-off valves are thrown out of operation, as the compensating cylinders must
be out of action on the next stroke.
+
In changing from a high duty to a low duty engine, therefore, the lever 9 will
first be moved to the position shown in Fig. 3, by which movement the crank arm 12
is operated, so as to shift the cock 14 to close the pipe M connecting the force main
and accumulator, and open the connection between the accumulator and the waste
pipe R, as shown in dotted lines in the same figure, thus allowing the fluid to pass
out of the accumulator, and removing the pressure from the compensating pistons.
The compensating cylinders having thus been thrown out of operation, the lever 4
will then be thrown to the rearward over the segment 7, and the parts on both sides
of the engine will assume the position shown for one side in Fig. 3, in which the
levers are raise by the crank arms 2 by which they are carried, and the cut-off
valves are thereby shifted into such positions, that although operated by the con-
nections with their respective pistons, they do not close the ports in the steam chests,
to cut off the supply of steam.
In changing from a low duty into a high duty engine, it is desirable that the
cut-off valves should be thrown into operative position before the compensating
cylinders are rendered operative, since if the compensating cylinders and cut-off
valves are thrown into operation simultaneously, the piston on one or the other side
of the engine might be at that point of its stroke in which the cut-off valves
would not operate to cut off the steam sufficiently early during that stroke, and,
in addition, the compensating cylinders would exert their pressure upon the piston.
The lever 4, therefore, will first be moved forward over the segment 7, from the
position shown in Fig. 3, to that shown in Fig. 2, when the cut-off valves on both
sides of the engine will be shifted to their operative positions. The cut-off valves
having thus been thrown into operation, the lever 9 will then be moved forward,
so as to shift the cock 14 into position to close the discharge pipe R, and open the
connection between the force main and the accumulator, when the pressure of the
main will again be transmitted through the accumulator to the compensating
cylinders, and the latter be rendered operative.
If the operator neglect to throw out the compensating cylinders before the cut-
off valves, in changing from a high to a low duty engine, it will be seen that the
handle 4 must come in contact with the handle 9, and throw out the compensating
cylinders. In changing from a low to a high duty engine, likewise, the movement
of the lever 9, to throw in the compensating cylinders, must also shift the lever 4,
and throw in the cut-off valves.
It will thus be seen that a simple and convenient device is provided by which
the cut-off valves and the compensating cylinders may be thrown out of operation,
and by which the cut-off valves cannot be thrown out of operation without
rendering the compensating cylinders inoperative, and, on the other hand, the
compensating cylinders cannot be thrown into operation while the cut-off valves
are out of operative position. The danger of damage to the engine, through
carelessness of the operator in neglecting to throw out the compensating cylinders
when changing from a high to a low duty engine, or throwing in the compensating
cylinders before the cut-off valves, in changing from a low to a high duty engine,
is thus avoided.
If it be desired to adjust the valves so that the throw off shall not render the
cut-off valves entirely inoperative, but shall cause them to operate at a late point
in the stroke, they may either be adjusted by means of the bolts and sliding
blocks o, by which also an accurate adjustment of the valves for their correct

page_text: operation in either a high or a low duty engine may be secured, or the segment 7
may be provided with a plurality of retaining devices for the lever 4, so that the
latter may be held at different points upon the segment, and the valves be moved
to positions intermediate between their normal positions and that of inoperativeness.
It is obvious that many modifications may be made in the construction shown,
by one skilled in the art, without departing from the invention, and that the
improvements constituting the invention are applicable in other classes of engines
than that shown. While an accumulator between the force main and the
compensating cylinders has been shown, it will be understood that this may be
omitted, and that the pressure upon the compensating pistons may be transmitted
directly from any suitable source of power other than the force main or air chamber,
as well understood in the art.
Referring now especially to Figures 6 to 11, that part of the invention relating
to preventing pulsations of pressure in the force main, will be described. In these
figures, the pressure equalizer is shown as connected by pipe I directly to the force
main, the accumulator K being omitted, but the construction and functions of the
pressure equalizer are unchanged.
The pipe through which the pressure of the force main N is transmitted to
the compensating cylinders H through branches 15, communicates with a chamber
or cylinder S, in which works a smaller end of a differential plunger or piston T,
the larger end, 16, of which, works in a cylinder U. The cylinder U is provided,
at its upper end, or the end outside the piston 16, with a pipe 18, through which
the cylinder is supplied with a column of air or other elastic fluid under the required
pressure. The pipe 18 may be provided with a check-valve 19, past which the
fluid can be forced into the cylinder U to maintain the necessary supply and
pressure, but which operates to prevent the fluid from escaping from the cylinder;
but this valve is not absolutely necessary. The necessary pressure upon the fluid
supplied to the cylinder U can be produced in any suitable manner, as, for example,
by a compressor W of any suitable form, which will be operated from time to
time, either through connections with the engine, or otherwise, as desired. The
pipe 18 may lead from the air compressor into a tank or reservoir, from which
the air is supplied, to the cylinder U, or it may be connected directly to the
cylinder U, as shown.
The operation of the apparatus thus organised is as follows:-
The pressure of the fluid in the cylinder U above the piston T, will be so
adjusted, that when the parts are in their normal position, the piston 16 will occupy
a position about midway the length of the cylinder, the pressure of the fluid in the
cylinder above the piston being counterbalanced by the pressure of the liquid in
the force main and chamber S, these pressures being in equilibrium when the
fluid in the cylinder is thus compressed. The engine being set in motion, the
liquid during the first part of the stroke will be forced out of the compensating
cylinders H, thereby increasing the pressure in the chamber S, which pressure,
instead of being communicated directly to the column of liquid in the main N, so
as to produce a sudden increase of pressure and a pulsation in the main, will raise
the piston T, and compress the fluid in the cylinder U, and in the tank, if one is
provided, until the pressure on the two sides of the piston are again in equilibrium,
and thus the increased pressure in the chamber S, instead of being expended in
producing a pulsation in the main, will be expended in compressing the volume of
fluid above the piston T, and the pressure in the chamber and main will be gradually
equalized. During the last part of the stroke of the engine the operation will be
reversed, and the liquid will flow from chamber S to the compensating cylinders,
thus tending to cause a sudden reduction of pressure in the chamber, and conse-
quently a pulsation in the main. This reduction will be compensated for, however,
by the pressure of the fluid above the piston T, which will be transmitted to the
chamber S through the piston, and the latter will move downward until the pressure
in the force main, chamber S, and in chamber U above the piston T, have been
gradually equalized.

page_text: In order to prevent the differential piston from being lowered too far, and
causing damage, in case the pressure in the chamber S should be reduced
below the proper point, or in case an undue amount of fluid be forced into
the upper end of the cylinder, the upper end of the piston is connected a
pipe 20, which passes through a stuffing box in the upper end of the cylinder,
and is open at its upper end. The pipe 20 is provided at a suitable point
with one or more perforations, which are so located that when the piston
head 16 moves downwards beyond the proper point, the perforations
will be
brought below the stuffing box, so as to open into the cylinder U, and thus allow
the fluid to escape through the pipe until the pressure in the cylinder S raises
the piston T, and carries the perforations g into or through the stuffing box. The
fluid confined in the upper end of the cylinder U above the piston, will always
be sufficient to cushion the piston in its upward movement, and prevent it from
striking violently against the cylinder head, so as to occasion damage.
While the construction shewn, in which the pipe 20 is perforated, is preferable,
it is evident that various other devices may be used for the same purpose without
departing from the invention.
Thus, the pipe 20, instead of being provided with perforations, may operate a
valve attached to the cylinder in such a manner as to open the valve, and let the
fluid escape, when the piston 16 has reached a certain point in the cylinder U, as
shown in Figure 10, in which valve 22, mounted upon the body of the cylinder,
is closed by spring pressure, or the pressure inside the cylinder, and opened by
arm 21, or pipe or rod 20, the arm 21 being adjustable to vary the point at which
the cylinder is opened. Or the cylinder U may be provided with a port at a
certain point, as shown at 23 in Fig. 11, so that the fluid is allowed to escape
through said port when the piston head 16 has passed over it.
In Figure 9 is shown a construction in which the pressure upon the piston T is
produced by springs 24, secured to the head of the piston and to the frame, these
springs being the equivalent of the elastic fluid used in the construction previously
described.
Although the equalizing apparatus is designed especially for use in connection
with a compensating cylinder or cylinders and force main in the manner described,
it is also of general application in all cases in which it is desired to prevent
pulsations in a column of liquid, by subjecting the same to spring pressure.
"
It will be understood that the equalizing apparatus shown may readily be
varied by one skilled in the art, without departing from the invention, and that
other forms of springs or their equivalents, and other means of employing elastic
fluids, may be employed. The term "spring pressure'
used in the claims, is
intended to cover not only the pressure produced by the two forms of construction
shown, but also any pressure produced by any elastic medium, whether fluid or
solid.
Referring now to Figures 12 and 13, the part of the invention relating to the
modified connections for controlling and transmitting the pressure of the com-
pensating cylinders, will be described.
The piston rod E of the engine is extended, and passes through the rear end of
the water cylinder as before described, and is provided with a head c', having
bearings for a pair of arms d', the opposition ends of which rest in similar bearings
formed in a pair of arms f¹, extending from rock shafts g¹ mounted in bearings
secured to the end of the pump. The shafts g' are provided with arms ', which
extend in opposite directions, and are connected by a link in such manner,
that the two arms f¹ move to and from each other simultaneously, and that any
movement imparted to one of the shafts g' is communicated equally to the other.
One of the shafts g¹ (the upper one, as shewn in the present case) is provided with
an arm m', which is connected by a link n' with the piston rod o¹ of a compensating
cylinder H, which is supplied, through an induction pipe p', with a motor fluid,
the tendency of which is to constantly force the piston q₁ of the cylinder downward.
The motor fluid which acts upon the piston q' may be steam or air, or may

page_text: be a liquid, such fluid being supplied under proper pressure in any suitable
manner.
The operation of the mechanism, as thus far described, is as follows:-Assuming
the parts to be in the position shewn in the drawings, and that the engine is about
to commence its stroke from left to right; during the first part of the stroke the
power developed in the main steam cylinder or cylinders (not shewn) will be
resisted by the load upon the engine, and also by the pressure of the motor fluid
acting upon the piston g', which will be communicated to the main piston rod E
through the connections which have been described. This opposition developed by
the compensating-piston will, however, owing to the constantly changing angle of
the arms d', which form, in effect, a toggle-lever, gradually decrease until the
engine has made one half its stroke, at which point the arms d' will be brought into
line, and thus offer no opposition to the piston rod E.
As the engine proceeds upon its stroke, the operation will be reversed, and the
pressure upon the compensating piston will offer a gradually increasing assistance
to the engine. Upon the return stroke of the engine, the operation will be the
same.
By this means it becomes possible to cut off the admission of steam to the main
cylinder or cylinders of the engine after a part of the stroke has been completed,
and allow the remainder of the stroke to be made by the expansive force of the
same, aided by the power developed by the compensating-piston.
In the operation which has been described, it will be observed that during the
first part of the stroke of the engine, the compensating piston g' is raised in the
cylinder H, thereby tending to expel the motor fluid from the cylinder, while,
during the last part of the stroke of the engine, the motor fluid re-enters the
cylinder, moving the compensating piston downward. If the pressure of the motor
fluid which acts upon the piston q is uniform, the decrease and increase of the
resistance and assistance of the compensating piston to the engine, during different
parts of the stroke of the engine, will be only such as is due to the change in
the angle of the arms d¹ or connections through which the piston q' acts upon the
main piston rod. It is, however, sometimes desirable that the resistance and
assistance offered by the piston q' should vary to a greater extent, or in a different
manner from the variation produced by the angle of the arms d', and to accomplish
this, it is desirable that the pressure of the motor fluid upon the piston q' should
be varied during different parts of the stroke of the piston. This can be accom-
plished is a variety of ways. Two of the simplest ways of effecting this result are,
however, illustrated in the present case.
In this organization it will be assumed that the motor fluid which acts upon the
piston q is air or other elastic gas. The pipe p', instead of being permanently
open to allow the motor fluid to flow freely into and out of the cylinder above the
piston ', is provided with a valve, which is controlled by an ordinary diaphragm
regulator s', the diaphragm of which is exposed to the pressure of the motor fluid
in the cylinder H, and is connected with the valve in the usual manner, so as to
maintain the valve closed, and prevent the entrance or escape of the motor fluid
to or from the cylinder H, so long as the pressure in the cylinder does not fall
below the minimum for which the regulator is adjusted. As soon, however, as
the pressure within the cylinder H falls below the minimum for which the regulator
is adjusted, the regulator will operate to open the valve, and permit the motor
fluid to enter the cylinder from the source of supply, until the pressure is restored
to the proper point, when the valve will be again closed.
From this it will be seen, that as the piston y' is moved upward during the first
part of the stroke of the engine, the motor fluid in the cylinder above the piston,
instead of being forced out of the cylinder, and thereby offering uniform, or
practically uniform, resistance to the piston, is confined in the cylinder, and is
consequently compressed by the piston, thereby offering a gradually increased
resistance to the piston, and, by varying the amount of clearance space in the
cylinder above the piston, the extent to which the motor fluid will be compressed,

page_text: and consequently the variations in its 'pressure during different parts of its stroke,
can be regulated to any extent required. As the piston q is moved downward
during the last part of the stroke of the engine, the motor fluid above the piston
will expand in the cylinder, thereby exerting a gradually decreasing pressure upon
the piston. The variations in the effective pressure of the motor fluid upon the
piston can be still farther increased by so forming the lower end of the
cylinder H, that a partial vacuum will be formed therein upon the upward
movement of the piston, thus gradually decreasing the pressure upon the underside
of the piston, as it ascends, and increasing the pressure as it descends.
In some cases, this latter means may be all that will be necessary to accomplish the
desired variation in the effective pressure of the motor fluid acting upon the piston q¹
during the different parts of its stroke, and in such case the motor fluid may be
allowed to circulate freely into and out of the upper end of the cylinder.
For the purpose of producing the partial vacuum in the lower end of the
cylinder, as the piston q¹ ascends, the lower end of the cylinder is provided with a
pipe, having a check valve », which is so arranged as to allow the air to pass
freely out of the cylinder upon the descent of the piston, but to prevent the
entrance of air into the cylinder as the piston ascends. The valve v' will preferably
be provided with means by which it can be raised and held permanently away from
its seat, so as to permit the air to flow freely into & out of the lower end of the
cylinder, as the piston ascends & descends, when it is not desired to utilize the partial
vacuum in the lower end of the cylinder.
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 from
abroad, I declare that what I claim is :-
1. The combination with a steam cylinder and its cut-off valves, of an oscillating
lever connected to and operating said valves, connections between said lever and a
moving part of the engine for oscillating the lever, a movable member on which
said lever is mounted, and means for varying the position of said member to carry
the lever into position, to render the valves operative or inoperative, substantially
as described.
2. The combination with the steam cylinders A, C, and their cut-off valves, of an
oscillating lever for each cylinder, by which the cut-off valves are operated,
connections between said levers and moving parts of the engine, for oscillating the
levers, movable members on which said levers are mounted, and means for simul-
taneously varying the position of said members, to carry the levers into position,
to render the valves operative or inoperative, substantially as described.
3. In a direct-acting engine, the combination with the steam cylinder or cylinders
and its or their cut-off valves, of a compensator or compensators, connections
between a moving part of the engine and the cut-off valves for operating the latter,
an operating handle, and connections whereby the movement of the handle in one
direction throws out of operation both the cut-off valves and compensators, sub-
stantially as described.
4. In a direct-acting engine, the combination with the steam cylinder or cylinders,
and its or their cut-off valves, of a compensator or compensators, connections
between a moving part of the engine and the cut-off valves for operating the latter,
an operating handle, and connections whereby the movement of the handle in one
direction, throws into operation both the cut-off valves and compensators sub-
stantially as described.
5. In a direct-acting engine, the combination with the steam cylinder or cylinders,
and its or their cut-off valves, of a compensator or compensators, connections
between a moving part of the engine, and the cut-off valves, for operating the latter,
and operating handles, and connections, for throwing in and out of operation the cut-
off valves and compensators respectively, said parts being so arranged that the
movement of the cut-off handle for throwing the valves out of operation, renders
the compensators inoperative, and the movement of the compensator handle to

page_text: return the compensators to action, throws the cut-off valves into operation, sub-
stantially as described.
6. In a direct-acting duplex engine, the combination with the steam cylinder or
cylinders on each side of the engine and their pistons and cut-off valves, of a
compensator or compensators at each side of the engine, connections between
moving parts of the engine and the cut-off valves for operating the latter, an
operating handle and connections for throwing the cut-off valves on both sides of
the engine in and out of operation, and an operating handle and connections for
rendering the compensators on both sides of the engine operative or inoperative,
substantially as described.
7. The combination with a pumping engine having one or more compensating
cylinders and pistons, of connections through which the pressure in said cylinder or
cylinders is derived from the force main, and a piston acted on, upon one side, by
the fluid between the main and said cylinder or cylinders, and upon the other side
by a yielding pressure, substantially as described.
8. The combination with a pumping engine having one or more compensating
cylinders and pistons, of connections through which the pressure in said cylinder
or cylinders is derived from the force main, and a piston acted on, upon one side,
by the fluid between the main and said cylinder or cylinders, and upon the other
side by a spring pressure, substantially as described.
9. The combination with the chamber S, communicating with a column of liquid
under pressure, of the piston T entering the chamber, the cylinder U for confining
a body of elastic fluid to act upon the opposite end of the piston, and the pipe 20
moved by the piston through the head of the cylinder, and having the opening or
openings q, substantially as described.
10. The combination with a chamber communicating with a column of liquid
under pressure, of a piston entering said chamber, a cylinder confining a body of
elastic fluid acting upon the opposite end of the piston, and means for allowing the
escape of elastic fluid from the cylinder, when the pressure of the fluid has moved
the piston past a certain point, substantially as described.
11. The combination with a pumping engine having one or more compensating
cylinders and pistons, of connections through which the pressure in said cylinder
or cylinders is derived from the force main, a piston acted upon at one end by the
pressure in said connections, a cylinder confining a body of elastic fluid acting upon
the opposite end of the piston, and means for allowing the escape of clastic fluid
from the cylinder when the pressure of the fluid, has moved the piston past a
certain point, substantially as described.
12. The combination with the main piston rod E, of the arms d' acting upon the
opposite sides of said rod and against arms f¹ extending from rock shafts g', arms h¹
extending in opposite directions from said rock shafts, and connected by a link k¹,
and a compensating cylinder H having a piston acting to oppose the movement of
the arms from each other, substantially as described.
13. The combination with a direct acting engine, of a compensating cylinder
having a piston which acts in opposition to the movement of the piston of the
engine during one part of the stroke, and in conjunction therewith during another
part of the stroke, the motor fluid being admitted to the compensating cylinder on
one side of the piston, and confined therein during the return stroke of said piston,
and a check valve located on the opposite side of the piston opening outwardly to
allow the air to pass freely out of the cylinder as the piston moves towards the
check valve, but to prevent the entrance of air on the return stroke, substantially
as described.
14. The combination with a direct acting engine, of a compensating cylinder
having a piston which acts in opposition to the movement of the piston of the engine
during one part of the stroke, and in conjunction therewith during another part of
the stroke, the motor fluid being admitted to the compensating cylinder on one side
of its piston only, and means for controlling the motor fluid whereby the pressure
B

page_text: upon the piston is varied at different points of the stroke, substantially as
described.
15. In combination with a direct acting engine, of a compensating cylinder
having a piston which acts in opposition to the movement of the piston of the engine
during one part of the stroke, and in conjunction therewith during another part of
the stroke, and means for confining the motor fluid in said compensating cylinder,
so as to be permitted to expand during one stroke of its piston, and compressed by
said piston during the return stroke, substantially as described.
16. The combination with a direct acting engine, of a compensating cylinder
having a piston which acts in opposition to the movement of the engine during one
part of the stroke, and in conjunction therewith during another part of the stroke,
the motor fluid being admitted to the compensating cylinder on one side of its piston
only, a valve controlling the motor fluid supply, and a regulator controlled by the
pressure in the cylinder, to normally close the valve, to confine the motor fluid in
the cylinder, but operated to open and admit the motor fluid when the pressure falls
below the point desired, substantially as described.
BOLL
Amil 1001
NEWTON & SON,
Agents for the Applicant.