Year: 1886

page_text: I, JOHN HEINRICH EICKERSHOFF, Mechanical Engineer, of No 18 Walnut Street
(East Walnut Hills) Cincinnati, Ohio, United States of America, 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:-
My invention relates to single-acting compound steam engines, its object being to
simplify and render the same more efficient and to economise the use of steam
therein; to which end it consists in the construction and combination of parts as
hereinafter more fully set forth, whereby the steam from a high pressure cylinder
is expanded directly into an adjacent low pressure cylinder; it consists also in the
valve and governor mechanism; and, further, in an automatic cut-off-valve
mechanism which, while especially adapted to the class of engines herein described,
is also susceptible with slight modification, of use in connection with other forms of
engines.
In the accompanying drawings; Fig. 1 is a vertical section of a three-cylinder
single-acting compound engine, through the common axial plane of the cylinders
and shaft bearings. Fig. 2 a plan view of the engine with the governor and valve
chest cover removed, showing the induction valve-seat and ports, steam-distributing
pipes and part of the reversing gear. Fig. 3 a front elevation (upon a somewhat
smaller scale) of the engine complete. Fig. 4 a vertical cross-section of one of the
cylinders, and the induction and eduction-valve-chests, valves and governor.
Fig. 5 a detail sectional view showing the connections of the two-part valve stem
and the reversing lever. Fig. 6 a detail plan of the reversing lever and its seginent
rack.
Fig 7 and 8, diagram plan views showing the relative positions of the induction
valve at the ultimate positions of the reversing lever. Fig. 9, a vertical cross
section of the valve chests provided with the automatic cut-off valve mechanism.
Fig. 10 a front elevation of said chests and mechanism. Fig. 11 a plan view of
said chests and mechanism with the governor removed. Fig. 12 a face view of the
cut-off valve. Fig. 13 a face view of the induction valve. Fig. 14 a face view of
the induction valve seat.
The parts hereinafter referred to are designated in the drawings by letters of
reference.

page_text: In the drawings accompanying and forming part of this specification, I have
selected for the illustration of my invention a common form of single-acting three-
cylinder engines, in which, three single-acting cylinders are arranged in a common
plane above a crank-shaft whose cranks are arranged apart at equal radial angles;
but two, four or any larger number of cylinders may be employed.
33
I construct the cylinder double, that is, of two different diameters, each with a
rear or closed portion a, of smaller diameter for the action of "live" or high
pressure steam direct from the generator, and a front or open portion A, of a larger
diameter for the action of the "expansion" or low-pressure steam as hereinafter
more fully explained.
The smaller cylinder a, in each case opens into the larger cylinder A, the two
being arranged in the same axial line and constituting, practically one cylinder;
although for convenience of explanation, I may refer to them as the high and low
pressure cylinders respectively, using numerals to designate the arrangement in
series, as A', A2, A3, designating the low pressure ends or cylinders, and a³, a², a³,
the high pressure ends or cylinders.
The cylinders so constructed, are provided with differential pistons-likewise
designated in series by numerals-each smaller end b, fitting and reciprocating in the
smaller end a, of its cylinder, and its larger end B, in the larger end A of its cylinder.
I construct the smaller end b, of each piston as a "plunger" of uniform diameter
fisting loosely in its cylinder and provide two steam packing rings around said
portion b, one as close as may be to the extreme end of said portion b, and the
other just within the lower edge of the cylinder a, when the piston is at the
extreme limit of its downward stroke (as exhibited in the central cylinder Fig. 1).
The pistons are cast hollow and have the usual inner connections with pitmen C,
and thereby with the cranks of shaft S.
The working cylinders are mounted on a boxing or frame D, approximately
cylindrical in form, which encloses the cranks and furnishes supports for the
journal boxes of the shaft which projects through its ends and carries externally,
fly wheel pulleys for the transmission of its power to other machinery.
The pitmen and the shaft connections are of the ordinary description and need
not be further detailed bere as they constitute no part of my invention.
The cylinders are each provided with three ports; p¹, at the upper end of the
high pressure cylinder a, for the admission of live steam from the boiler;
22 midway of the length of the high pressure cylinder a, at about two-thirds of the
piston-stroke downward from the top, for the expansion of steam from the high
pressure cylinder a, into the adjacent low pressure cylinder A of the series; and
23 at the upper end of the low pressure cylinder A for the final exhaust of steam.
The induction ports p¹ of the three high pressure cylinders a', a³, a³, respectively,
are connected by passages or pipes c, c, c, with the ports d, respectively, of the
induction valve seat hereinafter described.
In a reversing engine, such as exhibited in the drawings, the intermediate
ports 22, are connected with the upper ends of the adjacent low pressure
cylinders A, next in series at each side. In the present illustration of my
invention, I have shown these ports p², doubled; that is, one at each side of each
cylinder; but this is for constructive convenience merely, and to obtain the
shortest possible passage space, and economize steam. As thus arranged, the
intermediate ports p³, of cylinder a¹, are connected with cylinders A² and A³;
those of cylinder a³, with cylinders A¹ and A³; and those of cylinder a³ with A¹
and A2, respectively. These connections are made by pipes P which cross and open
into each other, and are furnished, at said crossings with single-way rotary con-
trolling valves E', E², E³, respectively, one to each said crossing, which permit but
one passage of the two thus formed at each crossing, to be open at a time.
The pipe crossings are arranged at the same angle, and in the same horizontal
plane, and the spindles e¹, e², e³, are extended to a common vertical plane, and
provided with cranks f¹, f, f³, by which they are operated in unison by a hand
lever F, to which they are pivotally connected. The position of the valves E, as

page_text: exhibited in Fig. 1, allows the expansion to take place from high pressure
cylinder a¹, to low pressure cylinder A2; a to A³; and a³ to A¹; but by reversing
the controlling valves E, the sequence would be from a¹ to A³; a to A'; and
a³ to A². It will be thus seen, without further description, that by controlling the
connecting passages P, by means of the hand lever F, actuating the valves E, the
relative sequence in which the high pressure steam can pass from a high pressure
to a low pressure cylinder in series can be changed at will; but, obviously this
reversal must be accompanied by a reversal of the action of the induction valve,
which will be described later.
The ports p are controlled by the plunger b, constituting part of the piston.
The steam entering the cylinder a, drives the piston downward, and, the supply
being cut off by the induction valve before the end of the plunger b, uncovers the
port p, when said port is uncovered, the steam at once expands into the adjacent
low pressure cylinder A (according to the pre-arranged sequence of forward or
backward motion) acts upon the larger piston B, of said adjacent cylinder, which is
then just heginning its downward stroke. The said port p³, is again closed by the
plunger b, in its upward stroke.
The only exhaust of steam, takes place from the low-pressure cylinders A,
through the exhaust port p³, controlled by the common eduction valve as herein-
after explained-the ports p³, of the cylinders being connected by suitable pipes P',
with the three ports respectively, of the eduction valve seat. The residual steam
remaining in the high pressure cylinders a, above the port p² is imprisoned by the
plunger and acts as a cushion at the conclusion of its backward stroke; and that
remaining in the cylinder A by the lap of the eduction valve is imprisoned in the
passage P, and assists the next occurring expansion through such passage; so that
no steam is wasted, nor does any diminution or loss of expansive power occur by
reason of the passage-space through which the expansive action occurs between high
pressure and low pressure cylinders, it being assumed that the parts are properly
proportioned and the compressive action of the eduction valve properly adjusted.
Although in the present illustration the engine is shown as reversible, it will he
obvious that one set of the connecting passages P, and the valves E, and their
actuating gear, may be entirely omitted from the construction if the engine is to
have motion in only one direction.
The valve mechanism is constructed and arranged as follows:
I have shown in the illustrations herewith, two constructions of valve mechanism,
both embodying the same general features to a certain extent and both controlling
the immediate induction and eduction of steam in the same manner. The first of
these embodies the arrangement of the valves in the simplest and most direct
manner, and may be employed with or without a governor; while the second
includes a cut-off valve automatically actuated by a governor.
The use of one or
the other of the constructions shown, will be determined by the intended use to be
made of the engine.
Referring now to the form of mechanism exhibited in Fig. 4, G G¹ designates a
vertical cylindrical chest attached to the central cylinder, A³, a², of the series, and
provided with two horizontal partitions g, g', constituting the induction and
eduction valve seats respectively. Each seat is provided with three segmental
ports, arranged concentrically at equal radial angles-the ports d, of the induction
valye seat g, being connected by pipes C with the induction ports p' of the
cylinders, a respectively; and the ports d', of the eduction valve seat g', being
connected by pipes P¹, with the exhaust ports p³ of the cylinders A. respectively.
Centrally through the seats g, gl, and axially through the chest G, G¹, is arranged
the valve stem R, in this case extending vertically above the chest G through &
suitable stuffing box and carrying the governor H, which acts by means of the
usual piston valve h, to control the steam aperture into the chest G. Rigidly
centered upon the rod R, and seated upon the upper surfaces of the partitions y, g²,
are discs, V V¹ respectively, constituting the induction and eduction valves,

page_text: Each valve V has a single segmental aperture extending through it, registering,
alternately with the corresponding ports of its seat as the valves are rotated
thereon, as will be more readily understood by reference to Figs 7 and 8, in which.
the ports in dotted lines are those of the seat, and the port in full lines, that of
the valve. The valve rod extends downward through a stuffing box at the lower
end of the chest G¹, and receives rotation by bevel-gearing i, and a short counter-
shaft, from the main shaft S; and by the rotation of the valves the induction
and eduction ports of the cylinders are respectively opened at proper intervals.
Live steam entering by the pipe l, into the chamber, G, passes downward through
the ports of the induction valve and seat into the high-pressure cylinders, a; and
is finally exhausted from the low pressure cylinders A upward through the
eduction-valve seat and valve, into the chamber G, and thence outward by the
pipe m.
As thus constructed, with a continuous valve stem R, the valve system is adapted
to an engine with a single or direct motion. To adapt it to the purposes of
reversal, the valve stem is severed at a convenient point, say at n, and an extended
collar o, placed upon the stem covering the point of severance.
.The collar o; is journalled to rotate freely in a supporting bracket D1, of the
frame D, and keyed or otherwise secured rigidly to the lower section R¹ of the
valve rod. Just above the collar, a crank handle or lever arm r, is secured to the
upper section R, of the valve-rod, and by means of a spring-latch or detent, is
engaged with a lateral extension o¹, of the collar o, formed as a segment-rack,
having concentric recesses, for the engagement of the detent, set radially apart to
adjust the valve V, to its required ultimate positions as will be more clearly
understood by referring to Figa 5, 6, 7 and 8 (In the two latter figures v,
designates the valve-port and d³, d², d³, the seat-ports) By the partial rotation of
the valves and the consequent change of position in relation to the shaft cranks
they are brought into such relation to their seats as to admit the steam to the
cylinders in reverse sequence as will be readily understood without further
explanation.
Referring now to Figs 9 to 14 inclusive, in explanation of the cut-off valve
mechanism I find it convenient to make certain constructive modifications which
are not essential, but which for constructive and other reasons I prefer. For
example I construct the valve-chest in two parts G, G¹, separable horizontally.
The eduction-valve operates in the lower chest in the manner already described
and undergoes no change of construction. I admit steam to the upper chest G,
beneath the valve seat g, instead of above, as heretofore; and add a stuffing box
for the valve stem R where it projects downwardly into said lower chest G¹. As
this stuffing box falls within the lower chest it may be arranged for convenient
access through the opening m or otherwise as desired.
The
The induction disc valve V, is formed with a downwardly projecting hollow
stem surrounding the valve rod R, and extending through the seat g.
stem u, is keyed to the rod R, below, and by means of suitable radial apertures
near its bottom and its enlarged opening around the valve-rod, it forms a conduit
for the steam upward from the chamber G, through the valve and seat. A.
supplemental chamber G2, is formed above the valve seat g, in which, upon the
face of the disc-valve V is seated a hollow valve V2 in the form of a hollow
cylindrical box whose lower side has a central aperture corresponding with the
axial cavity of the stem u, and concentric segmental apertures corresponding with
the valve-seat ports d¹, d², d³. The box valve V2, is extended upward into a
stem t, embracing the valve rod R, loosely and is provided with stuffing box at its
upper end.
Where the stem t, passes through the cover of the chamber G³ it is
surrounded by a collar S fitting easily and extending down to and seating against
a shoulder of the stem t, or against the upper surface of the box valve V2. The
collar S, is adjustable by set-screws threaded through its upper marginal flange
into the cover of the chamber G2, and by such adjustment the box valve V²,
and the intervening induction valve V are held downward against the seat g. The

page_text: object of this adjustment will be more clearly apparent when it is considered that
the steam, entering by the pipe into the chest G, passes upward through the
valve stem u into the hollow valve V', whence it passes again downward through
the segmental openings as permitted by the intervening valve V, and through the
seat ports d, to the cylinder ports p¹. The pressure of the steam, therefore, tends
to lift the valve V from its seat and also force apart the valves V and V. By
proper adjustment of the collar S, the tendency of the steam pressure in this
regard is overcome; and, as will be obvious from the limited concentric area of the
bearing surface of the collar, the friction thus produced is relatively small and the
friction of the valves is thus reduced to a minimum. The "cut-off" function of
the valve V is produced by its radial adjustment into fixed relations with the
seat g. As its segmental ports correspond with those of the seat, it will be obvious
that the intervening valve can admit steam to the full limit of its port capacity
only when the openings of the valve V2 and of the seat g exactly register
vertically; and that by adjusting the valve V2, backward in relation to the ports of
the valve seat g, the flow of steam will be cut off sooner. The valve V thus acts
doubly its upper face controlling the receiving of steam from the steam chest V³,
against which it seats and its lower face controlling the transmission of steam
through the valve seat g, upon which it also seats. This fixed radial adjustment
is effected by means of a crank arm or lever, z, secured to the stem t, above the
stuffing box, by the governor mechanism now to be described.
Upon the upper cover of the chamber G2, is mounted a vertical frame J,
furnishing a vertical socket bearing , for the upper end of the valve rod R; a
vertical guide bearing 2, for an independent governor shaft l, having a rest
bearing at its foot in the lower part of the frame J; and a vertical guide and
support bearing 3, for a counter-shaft 5; and a horizontal bearing 4, upon &
laterally extended arm w, for a horizontal rock-shaft 6.
The governor spindle 1, is driven by intermeshing spur gears 7, 7, from the
valve rod R, and carries the usual centrifugal balls upon arms pivoted at its head,
with links connecting the arms to a collar x, sliding vertically on the spindle; and
the rise and fall of the collar through the medium of a yoke-arm 8, oscillates the
rock-shaft 6. By means of bevel gearing 9, 9, the oscillations of the rock shaft 6,
are transmitted to the vertical counter shaft 8, and by a crank arm 10, at the
bottom of said shaft 8, and a connecting link 11, the motion is transmitted to the
arm, which, as before explained, governs the relative radial position of the
valve V2, through the stem t.
Thus the rotative effect of the governor is thus transmitted to the cut-off valve
and, as before explained, this action determines the relative length of time during
which steam is admitted to the high-pressure cylinders a. The ultimate limits of
adjustment of the valve V2, are of course determined by the rise and fall of the
governor balls, but a general adjustment of both limits to the valve seat g, may be
had by altering the relative radial position of the arm z, which may be provided
for in any convenient manner, as by a set screw.
The speed of rotation of the governor may be varied by changing the relative
sizes of the gears 7, 7; and a multiplied effect of its transmitted motion may be
obtained by alterations in the relative sizes of the gears 9, 9, or otherwise, as
desired.
There remains a feature of construction indicated in Fig. 13, which is of
importance in some cases. It has been explained that the cut-off-valve-ports may
be set back relatively to the induction-valve-seat-ports to effect an earlier cut off
at any point desired; but, in case of an extremely early cut-off the open part of
the intervening induction-valve might serve as a passage from the succeeding
cut-off port to the preceding seat-port, on account of the overlapping of ports
where the valve is comparatively small, and, where as in the present case, three or
more ports occupy the circumferential space allotted to them, leaving only a limited
bridge-space between the successive ports. To prevent this without unduly
enlarging the diameter of the valves and seats, I extend across the port d, of the

page_text: induction valve V, a number of radial bridges y, whose upper and lower surfaces
are flush with the general faces of the valve, and by which such backward passage
of steam is prevented, as will be obvious without further description.
It would be practicable, with some constructive modifications to apply the
automatic cut-off devices to the reversing engine; but as reversing engines are
usually employed in situations and for purposes wherein the close economy in the
use of steam is not of prime importance, and where, generally, the load is constant
and the cut off is not therefore necessary, I have not thought it necessary to
show such modifications here. For these reasons, I have shown a form of valve
mechanism applicable alike to the direct-acting and the reversible engine, but
I regard the automatic cut-off-valve-mechanism as an important feature of my
invention as a whole, and the other valve mechanism rather as modifications
looking to cheapness of construction rather than to the realization of the full
benefit intended.
It will be obvious that the automatic cut-off mechanism is susceptible of
independent uses, apart from engines of the particular class herein shown; and
with slight and obvious structural changes, it may be adapted to double-acting-
cylinder engines of the Corliss type, without departing from the spirit of my
invention.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is :-
1. In a single-acting steam engine, two or more cylinders, each having two
diameters with corresponding double pistons, and provided with ports p¹, 2,
and p³; the intermediate port p², of each cylinder being inter-connected directly
and without the intervention of a receiver or valves with the adjacent cylinder,
substantially as and for the purpose set forth.
2. In a single-acting compound engine, two or more cylinders, each of two
diameters, with suitable port-connections for admitting live steam into the smaller
or "high pressure" end, and for exhausting the spent steam ultimately from the
larger or "expansion" end, in combination with double pistons or "piston plungers"
operating in each cylinder, and an intermediate port governed by said piston as
a valve, for permitting the expansion of the live steam after a partial stroke of
the piston, into an adjoining cylinder, substantially as and for the purpose set
forth.
3. In a single acting steam engine, the combination of two or more cylinders,
having ports arranged as shown, and connections, with pistons, and suitable
induction and eduction valves, substantially as and for the purpose set forth.
4. In a multiple-cylinder single-acting steam-engine; in combination with the
double cylinders, their pistons, and induction and eduction valves and ports, the
intermediate ports, connected as described, and governed by the pistons acting as
valves, substantially as and for the purpose set forth.
5. In a multiple-cylinder single-acting steam engine, a valve chest having two
parallel seats with ports, respectively, for induction and eduction, connected with
the cylinders, and two disc-valves carried upon a single stem projecting through
the seats, and arranged to govern the ports by rotation, substantially as set forth.
6. In a three-cylinder single-acting steam engine, in combination with the
cylinders and their working connections, a cylindrical valve chest, having ports
seats, disc valves, and a stem projecting through and operating both valves, the
valves and seats arranged in relation to the stem connections, substantially as set
forth.
7. In a compound-engine of the character described, duplicated steam passages
connecting the intermediate ports of each high-pressure cylinder directly with two
low-pressure cylinders in series, provided with controlling valves for regulating
the order of admission from one to the other, substantially as set forth.

page_text: 8. In a compound-engine of the character described, the crossed steam-passages
connecting the intermediate ports of adjacent high-pressure cylinders with the
low-pressure cylinders, in series, provided at each crossing with a single-way valve,
adapted to control the passages and open only one such passage at a time, as set
forth.
9. In a compound steam engine of the character described, in combination with
the rotary induction and eduction valves mounted upon a common valve-rod, the
divided valve rod, provided with a collar covering the point of division of said rod
in which said rods may be adjustably secured in relatively different radial positions,
substantially as set forth.
10. In a compound steam engine of the character described, the crossed steam
passages connecting the cylinders as and for the purpose described, said crossings
being provided with controlling valves with actuating cranks connected with a
single actuating lever operating the same in unison, substantially as set forth.
11. The combination of the two part valve rod, the collar, segment rack, and
engaging arm, substantially as set forth.
12. In a steam engine, in combination with a plate or disc induction valve, an
adjustable hollow covering valve, constituting, in effect, a balancing plate to relieve
the valve of steam pressure otherwise operating to force it against its seat and a
steam supply-chamber and valve to regulate the admission of steam to the valve-
seat-ports independently of the induction valve, substantially as set forth.
13. In a steam engine, the combination of a circular seat with one or more
concentric radial ports, a hollow adjustable cut-off valve, into and through which
the live steam passes, having a face with ports corresponding with the valve seat;
and an interposed disc or plate rotary induction valve having an aperture
corresponding with one of the seat ports, substantially as and for the purpose set
forth.
14. The combination of the steam chest, valve seat, valve rod, induction valve,
cut-off valve; having the hollow stem; and the adjustable collar; substantially as
set forth.
15. The combination of the steam chest, valve seat, with enlarged central
perforation; valve rod, valve, with down projecting hollow stem, cut-off valve,
with lower central orifice and vertical hollow stem, adjustable bearing collar, and
actuating arm, substantially as set forth.
16. In combination with the steam chest, valve rod, induction valve and cut-off
valve, the supporting frame, the independent governor shaft and governor, driving
gears, and interposed connecting mechanism for transmitting the vertical movement
of the governor to the adjusting arm, of the cut-off valve, substantially as set
forth.
17. The combination of the frame, with extensions, the governor shaft, and its
collar, the arm, and its rock-shaft, gears, shaft, arm, connecting rol, and arm, of
the cut-off valve, substantially as set forth.
18. The combination of the separable steam chest in two parts, with the valves,
valve rod, and stuffing boxes, constructed and arranged as set forth.
19. The valve, with port, provided with cross bridges, in combination with the
seat, and cut-off valve; substantially as and for the purpose set forth.
Dated this 6th day of April 1886.