Improvements in and connected with Valves for Steam and other Fluid-pressure Engines.
Year: 1889

page_text: Date of Application, 11th Sept., 1889
Complete Specification Left, 7th June, 1890-Accepted, 19th July, 1890
.i
PROVISIONAL SPECIFICATION.
Improvements in and connected with Valves for Steam and other
Fluid-pressure Engines.
I, JOHN HAMILTON of 11 Murdieston Street, Greenock, Engineer, do hereby declare
the nature of this invention to be as follows:-
This invention relates to improvements in and connected with valves for steam and
other fluid pressure engines said improvements being specially adapted for the
regulating and controlling of the steam supply to steam steering and other high speed
motors.
:
In carrying out my invention I provide the high speed motor with two valves, one
for supplying steam or other fluid to the cylinders and the other for controlling the
steam or other fluid supply. The valves are so arranged as to be at right angles to
each other, the one horizontal and the other vertical. In the case of a steam steering
engine the controlling valve is preferably fitted in a borizontal position and the main
supply valve in a vertical one.
The controlling valve which works freely in a casing cast on or fitted to the
engine frame, is of cylindrical shape and is hollow: It is provided with collars or
bearings at, its upper and lower ends and with a groove, one at each end, formed
around its circumference. At or about its centre a worm is cut. Fitted, con-
centrically within the hollow valve is a spindle whose inner end works in a
bearing in the casing and whose outer end projects out through a stuffing box in
the cover of said casing. A wheel or handle for operating the valve is fitted on
the projecting end of said spindle. In the case of a steering engine the
spindle may be operated from the bridge in the ordinary manner f desired. The
spindle is so fitted and is of such diameter that an annular steam or other fluid
space is left between its outer surface and the inner surface of the hollow valye.
The valve is feathered to the spindle and is free to slide thereon, a groove being
made in the spindle for the feather to slide freely back and forward, as the valve
is moved. Steam or other fluid is supplied to the liner from the under-side and
fills up the annular space around the spindle and also spaces left between the
casing and each end of the valve. By having the steam at each end of the valve
as aforesaid, the valve is balanced and its operation thus facilitated. A number of
ports are made in the liner, of the valve, at each, end said ports communicating,
one set with a steam or other fluid way, leading to the top and bottom of the main
supply valve and the other set with grooves cut in the circumference of the main
supply valve. These sets of ports are preferably cut at an angle and are of such
size that the collar at each end of the valve just covers them. Exhaust ports
are also made in the liner and communicate with the grooves in the controlling
valve.
:
The main supply valve, which may be fitted within a casing cast in one piece with
the controlling valve casing, is also made of a hollow cylindrical form, but it has no
central spindle, its lower end projecting out through a stuffing box in the valve casing.
The valve is made with a collar at its upper end having ports cut in it and also with
a collar at its lower end having ports. These upper and lower sets of ports are
preferably made so that they shall overlap. At or about the centre of the valve teeth
are cut which gear with the worm cut in the controlling valve. The ends of the valve
are solid and steam or other fluid spaces are left between the valve casing and its
upper and lower ends. Said top and bottom steam or other fluid spaces communicate
with ways leading from the ports at the inner or far end of the controlling valve
casing. Ports are made in the liner which communicate, on the one hand, with the

page_text: "
steam ports at the near end of the controlling valve casing and, on the other hand,
with grooves cut on the main supply valve. The ports at the upper and lower ends of
the valve have a serpentine ridge formed round them, the ridge extending right round
the valves & working fluid tight in the liner. The serpentine ridge passes under one
port then between it and the next port, over the top of this second port, between it and
the third port, then down below the third and so on to the other ports of the series.
Every second port, by this means is made to communicate with the steam or other
fluid space at the top or bottom, as the case may be, of the valve, whilst the other
alternate ports communicate with the grooves in the valve. The serpentine ridge is so
made that it bends round the top of every port communicating with the grooves of the
valve whilst it bends round the bottom of every port communicating with the open
steam or other fluid space at the top or bottom as the case may be. The main supply
valve is revolved from the engine shaft by means of a rod which at its lower end is
geared with the shafting and at its upper end works in a square cut recess
made in the lower projecting end of the main supply valve.. The head of the rod may
be rounded at its top and have squared sides so as to catch in the sides of the square
shaped recess. At its lower end the rod is free to revolve in a bearing in the sole
plate or other suitable part. The liner of the main valve has ports in it at the top
and bottom communicating with the cylinders of the engine.
In working with the improved valve arrangement, in the case of a steam steering
engine having four trunk cylinders, wherein the main valve is fitted vertically and the
controlling valve horizontally, to turn the helm to port the wheel on the bridge, or at
the end of the spindle of the controlling valve, is turned slightly to the right the result
of which movement is, that the worm on the controlling valve is turned also and in
turning slides the valve on the feather to the inner or far end of the casing, if the
worm is made with a right hand screw. In so sliding the ports at the opposite or near
end are gradually uncovered and steam from the steam space at this end of the valve
passes through into the way leading to the grooves of the main supply valve. At the
same time the groove at the inner end of the controlling valve, communicating with
the exhaust, is brought gradually opposite the steam way leading to the steam spaces
at the top and bottom of the main supply valve. The result of which is that steam
passes into the grooves of the main supply valve, out through the groove ports at its
upper and lower ends and communicates pressure, first, to the pistons of the leading
cylinders, and, then, almost immediately after, as the main supply valve begins to
revolve to the pistons of the following cylinders. As each supply groove-port at top
and bottom comes opposite the ports leading to the cylinders steam is supplied thereto,
whereas on the other, alternate, ports, communicating with the spaces at each end of
the valve, coming opposite the ports in the liner, steam is exhausted from the
cylinders. The exhaust steam, in this instance, escapes from the ends of the main
supply valve, out by the groove at the inner or far end of the controlling valve, and so
to the exhaust.
If now it is required to turn the helm suddenly to starboard, the spindle of the
controlling valve is turned to the left, as a result the worm turns, and, in so turning,
causes the valve to slide back again to the near end of the casing. In so sliding the
ports at the far end of the casing are gradually uncovered and steam escapes through
them to the top and bottom spaces at the end of the main supply valve. At the same
time the groove at the near end of the controlling valve is brought opposite to the port
leading to the grooves of the main supply valve and thus opens communication between
them and the exhaust. The steam passes out from the spaces at the top and bottom of
the main supply valve-through, the ports which formerly were exhausting and
immediately reverses the engines. The ports formerly supplying steam now exhaust
and the direction of revolution of the main supply valve is also reversed.
Instead of supplying steam to grooves in the main supply valve, ports may be cut
in the valve and steam supplied to its hollow central part, alternate ports would also in
this case be cut in the collars at the top and bottom of the valve in such manner as to
communicate with its interior. This construction of valve arrangement can with slight

page_text: modifications be applied to any high speed engine where suitable. It is especially
adapted for engines driving dynamos and steering gear where a sensitive and quickly
acting valve is required.
It can be applied to single or double acting two cylinder engines.
With this arrangement of valve, so long as the controlling valve is kept working
the engines are kept running, and will answer the slightest turn of the valve in either
direction, but, immediately the controlling valve ceases to operate or be operated the
engines are brought to a stand still.
In some cases it may be found advantageous to dispense with the worm gearing. A
snug may be cast on the cover of the controlling valve casing which, by means of a
screw nut, prevents the valve being screwed up too far.
Dated this 10th day of September 1889
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.
COMPLETE SPECIFICATION.
Improvements in and connected with Valves for Steam and other
Fluid-pressure Engines.
1, JOHN HAMILTON of 11 Murdieston Street, Greenock, Engineer, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:-
This invention relates to improvements in and connected with valves for steam
and other fluid pressure engines, said improvements being specially adapted for
regulating and controlling the steam supply to steam steering and other high speed
motors.
In carrying out my invention I prefer to provide the high speed motor with two
valves one for supplying steam or other fluid to the cylinders and the other for
controlling the steam or other fluid supply. The valves are preferably so arranged
as to be at right angles to each other the one horizontal and the other vertical.
And in order that my said invention may be properly understood I have hereunto
appended two explanatory sheets of drawings; whereon―
Fig. 1 is a vertical section of a four cylinder steam steering engine as constructed
in accordance with my invention.
Fig. 2 is a part horizontal section to an enlarged scale on the line a―x fig. 1 and
showing the controlling valve in plan.
Fig. 3 is a cross section of the controlling valve and liner on the line y, Y
fig. 2.
Fig. 4 is a section of the liner of the controlling valve on the line Z—Z fig. 3
and shows the controlling valve broken in half. This figure is drawn vertically on
the sheet for convenience.
Fig. 5 is a sectional view to a reduced scale of part of the steering engine.
Fig. 6 is a side elevation and fig. 7 a front elevation of the steering engine.
Fig. 8 is a vertical section of a high speed motor fitted with the improved steam
supply valve.
Fig. 9 is a view showing half the steam supply valve in section.
Fig. 10 is a plan of the valve fig. 9.
Fig. 11 is a section of the valve casing on the line 1-1, fig. 2.
Figs. 12 and 13 show modified arrangements of steam supply and controlling
valves.
On the drawings the same reference letters wherever repeated indicate similar
or like parts.
I will now proceed to describe my invention for the sake of illustration as, applied
to a steam steering engine reference being had to the several figures on the accom-
panying sheets of drawings.

page_text: In the case of a steam steering engine such as shown at fig. 1 the controlling
valve A is preferably fitted in a horizontal position and the main supply valve B in a
vertical one.
.
The controlling valve A, which works freely in a liner G fitted in a casing a
which may be in one piece with or fitted to the engine frame C, is of cylindrical
shape and is hollow as shown more particularly at figs. 2, 3 and 4. The valve A is
provided with collars or bearings D, D' at its upper and lower ends and with
grooves E, E', one at each end, formed around its circumference. At or about its
centre a worm F is cut. Fitted concentrically within the hollow valve is a spindle I
whose inner end works in a bearing J in the casing and whose outer end projects
out through a stuffing box K. A wheel L (figs. 6 and 7) or handle for operating
the valve is fitted on the outer projecting end of said spindle. Instead of operating
the valve by the wheel L, it may be operated from the bridge in the ordinary
manner. The spindle I is so fitted and is of such diameter that an annular steam
space H is left between its outer surface and the inner surface of the hollow valve.
The valve is provided with grooves M into which fit feathers N. The valve is
free to travel backwards and forwards on the spindle. Steam or other fluid is
supplied from the pipe O (fig. 7) through the valve O' to opening P (fig. 4) in the
liner G and fills up the annular space H around the spindle I and also the spaces H
left at each end of the valve. By having the steam at each end of the valve, as
aforesaid, the valve is balanced and its operation thus facilitated. A number of
ports Q, Q are made around the liner of the valve at each end, said ports communica-
ting by grooves Q2 in the casing, one set with a steam or other fluid way R leading
to the ports S, S¹ at the top and bottom of the main supply valve and the other set Q
by the way R' with ports T, T¹ (see fig. 11) communicating with the grooves U. U¹
cut in the circumference of the main supply valve. -The sets of ports Q, Qare
shown at fig. 4 as being cut straight in the liner although they may be cut at an
angle. The ports are of such size that the collars D and D' at each end of the valve
just cover them. Exhaust ports V, V₁ are also made in the liner and communicate
with the grooves E, E' in the controlling valve. The exhaust steam passes away by a
single outlet V².
The main supply valve B which may be fitted within a casing & cast in one piece
with the controlling valve casing a is also preferably made of a hollow somewhat
cylindrical form but it has no central spindle; its lower end n projecting out through
a stuffing box c in the valve casing b. The valve B is made with a collar W at its
upper end having ports d, d' cut in it and also with a collar W' at its lower end
having ports d, d. These upper and lower sets of ports d, d' are preferably made so
that they shall overlap, i.e. so that a port in the collar W shall be in the same vertical
line with a blank or solid part of the collar W¹ and vice versa as shown at figs. 1 and 9.
At or about the centre of the valve, teeth e are cut which gear through the opening f
made in the liners of each valve (see figs. 2 and 4) with the worm F cut in the con-
trolling valve. Steam or other fluid spaces 9, 91 are left between the valve casing
and its upper and lower ends. Said top and bottom steam or other fluid spaces
communicate by the ports S, S' in the liner with a cored out channel h, shown
dotted in figs. 1 and 9 and in full lines at fig. 11, which in its turn communicates
with the way R leading from the ports Q at the inner or far end of the controlling
valve casing. The ports T, T¹ in the liner communicate with each other by a cored
out part (fig. 11) at the near or opposite side of the valve casing to the cored out
part . and also, as hereinbefore explained, they communicate, on the one hand, by
the way R' with the steam ports Q₁ at the near end of the controlling valve casing,
and, on the other hand, with the grooves U, U₁ cut on the main supply valve. The
ports d, d', at the upper and lower ends of the valve, are as shown at fig. 10 radial
and gradually narrow or taper away towards their inner ends. Each series of
ports d, d. has a serpentine.ridge 1, see figs. 9 and 10 extending right round the valve.
Each serpentine ridge is so fitted within the collars W, W₁ that it passes, as shown
in dotted lines fig. 9, under one port then between it and the next port, over the top
of this second port between it and the third port, then down below the third and so

page_text: on to the other ports of the series. Every second port d by this means is made to
communicate with the steam or other fluid spaces, 9, g¹, at the top or bottom of the
valve as the case may be, whilst the other alternate ports d communicate with the
grooves U, U' in the valve. The serpentine ridge is, preferably, so made that it bends
round the top of every port d in the collar W communicating with the grooves U,
of the valve whilst it bends round the bottom of every port d¹ communicating
with the open steam or other fluid space 9 at the top of the valve. In the collar Wi
the serpentine ridge bends round the top of the ports communicating with the
space whilst it bends round the bottom of those communicating with the
groove U
In fig. 9 it will be noticed that instead of having plain grooves U, U' as shown at
fig. 1 somewhat waved shaped grooves are shown. The troughs k being opposite and
delivering steam to those ports which are open towards the grooves and the ridges or
projections being opposite those ports closed to the grooves. By making the
grooves in this fashion a free steam delivery to the groove ports of the valve is
obtained. It will also be noted that the centre of the valve is reduced, this is to save
space and material in constructing the engine, as it enables the controlling valve to
he fitted close to it. The valve, fig. 9, instead of being all in one piece is made up
of a number of separate pieces or castings joined or held together by means of a long
stud or bolt m passing down the hollow centre of the valve and which is screwed at
its lower end into the solid piece n at the bottom of the valve and at its upper end
is provided with a screw nut m' and washer m² to hold the ports together. The
several pieces forming the valve are keyed or fitted into one another. When the valve
is made in pieces it is a great advantage as it enables the parts to be easily renewed
cleaned or altered.
At
The main supply valve B is revolved from the engine shaft O by means of a rod p
which at its lower end is geared with a worm 9 on the crank shaft and at its upper
end works in a square cut recess made in the lower projecting end n of the main
supply valve. The head p¹ of the rod may be rounded at its top and have squared
sides as shown at fig. 5 so as to catch in the sides of the square shaped recess r.
its lower end the rod is free to revolve in a bearing s in the deck tor in the sole
plate or other suitable part of the engine. The liner G₁ of the main supply valve has
ports in it at the top and bottom communicating by ways w with the cylinders u of
the engine. The cylinders in the engine shown are trunk cylinders..
The engine shown has four cylinders the pistons V of which communicate motion
to the shaft O and worm q, which revolves the wheel G2, fitted to the barrel G³.
As shown at tig. 6 the engine is or may be provided with a hand wheel I' and suitable
gearing and clutch mechanism for steering by hand.
In working with the improved valve arrangement, in the case of a steam steering
engine having four trunk cylinders as shewn wherein the main valve is fitted
vertically and the controlling valve horizontally, to turn the helm to port, the wheel
on the bridge or the wheel L, at the end of the spindle I, of the controlling valve A
is turned slightly to the right, the result of this movement is that the worm F, on
the controlling valve is turned also, and, in turning, slides the valve on the feather N,
since the valve B is in the meantime stationary, to the inner or far end of the
casing a, if the worm is made with a right hand screw. In so sliding, the ports Q',
at the near end are gradually uncovered and steam from the steam space H³, at
UL
this end of the valve, passes through into the way R¹ leading to the grooves U,
of the main supply valve. At the same time the groove E, at the inner end of the
controlling valve communicating with the exhaust comes gradually into communication
with the series of ports Q, in connection with the steam way R leading to the steam
spaces 9, 9, at the top and bottom of the main supply valve. The result of the
inward movement of the valve A is that steam passes out by the ports Q', into the
way R¹ and so to the grooves U, U of the main supply valve B out through
the groove ports d, at its upper and lower end and communicates pressure, first, to
the pistons of the leading cylinders and, then, almost immediately after, as the main
supply valve B begins to revolve (by the pressure on the leading pistons causing the

page_text: t
shaft. o, to revolve and communicate motion through the worm q, and rod p, to the
valve B) to the pistons of the following cylinders. As each supply groove port d at
top or bottom of the valve comes opposite the ports v, leading to the cylinders steam
is supplied thereto, whereas on the other, alternate ports d' communicating with the
spaces g, g, at each end of the valve, coming opposite the ports e, in the liner
steam is exhausted from the cylinders. The exhausted steam in this instance escapes
from the ends of the main supply valve, out by the ports S, S₁ and way R to the
groove E, at the inner or far end of the controlling valve and so to the exhaust
If now it is required to turn the helm suddenly to starboard the spindle I, of the
controlling valve is turned to the left, as a result the worm g, turns and, in so
turning causes the valve A to slide back again to the near end of the casing. In so
sliding, the ports Q, at the far end of the casing are gradually uncovered and steam
escapes through them to the top and bottom spaces g, g¹, at the ends of the main
supply valve B. At the same time the groove E', at the near end of the controlling
valve is brought over the ports Q', leading from the grooves U, U', of the main
supply valve and thus opens communication between them and the exhaust V2. The
live steam passes out from the spaces 9, at the top and bottom of the main supply
valve B through the serpentine ports d', which formerly were exhausting to the pistons
and immediately reverses the engines. The ports d, formerly supplying steam now
exhaust and the direction of revolution of the main supply valve is also reversed.
With this arrangement so long as the controlling valve is kept working the engines
are kept going and will answer the slightest turn of the valve in either direction
but immediately the controlling valve ceases to operate or be operated the engines
are brought to a standstill.
In fig. 8 a high speed motor is shown fitted with a slightly modified construction
of the improved steam supply valve B. The valve is enclosed in a cylindrical
casing b, and works in a liner G', as before. The valve has no worm in this case
but an open steam space is provided around the spindle m. The steam may be
conducted to the central steam port B', and from thence passes out through the
serpentine ports d communicating (as indicated in dotted lines) with the central
steam space, which in this case serves the same purpose as the grooves U, U'
figs. 1 and 9, and so through the ports v, not shown in this figure to the cylinders.
The exhaust steam passes from the cylinders into the alternate serpentine ports d¹
communicating with the top and bottom spaces g, g', and from thence through
ports S, S', in the liner to the exhaust. The ports S, S', are not shown as they are
on the near side of the valve casing i.e. on the side opposite the steam port B.
Instead of supplying steam through the port B', it may be supplied through the
ports S, S' at top and bottom of the valve and the port B', be used as an exbaust.
The steam supply to the motor may be regulated in this instance by an ordinary
stop valve instead of by a controlling valve such as A, figs. 1, 2, 3 and 4. The motor
instead of having four cylinders, may have only two, in this case only one serpentine
ported collar need be provided, the steam being delivered to the top of the valve
and exhausted at the bottom or vice versa. This will be readily understood from the
drawing (fig. 8) as it is evident the two lower cylinders u', u', could be driven by
steam from the collar W¹. The cranks o¹, o', would in this case be, preferably,
made with a lead instead of being opposite as shown.
In fig. 13 the valve B, and liner G₁, are shown tapered this construction always
ensures the valve working tight in the liner; for, as the working face wears down,
the valve sinks into the the conic shaped liner and so adjusts itself.
Fig. 12 shows an arrangement for rising the controlling valve as a stop or
reversing valve. In this case the worm F, is dispensed with and the valve is fitted
to and is slid back and forward by the spindle I, to the outer end of which is
attached a lever I', which may work in a notched guard 12. Instead of being worked
by a lever the valve may be worked by a screw spindle and wheel as with ordinary
stop valves. When the valve is in the position shown steam is cut off and when it
is moved to the far or inner end of the casing steam is supplied to the ports Q',
...while the ports Q, exhaust. On the valve being drawn back to the near end of the

page_text: casing the engine is reversed steam being supplied to the ports Q, while the ports
exhaust.
Instead of supplying steam to the grooves U, U¹, in the main supply valve B,
ports may be cut in the valve when it is made in one piece and steam be supplied to
its hollow central part the ends being closed. Alternate ports would also in this case
be cut in the collars at the top and bottom of the valve in such manner that one
port would communicate with the hollow interior and the next one with the top and
bottom exhaust steam spaces.
The serpentine ridges of the valve B may be used without the collars W,
the ridges being faced up so as to work tight in the liner as shown at fig. 13.
W¹,
The improved valve arrangement can with slight modifications be applied to any
high speed engine where suitable. It is especially adapted for engines driving
dynamos and starting gear where a sensitive and quickly acting valve is required
and it may be used for single or double acting engines or for engines working on
the expansion principle. In the case of compound, triple or other like engines, the
spaces between the ports d, d should be broadened or narrowed to such extent as to
suit the class of engine to which the valve is to be fitted.
The steering engine shown on the drawings can be worked by hand or by steam as
desired.
If desired instead of only one or two serpentine ported collars being used, three
or more may be employed and also instead of using the same ports in the liner of
the valve B, for steam supply and exhaust to and from the cylinders; two ports may
be in communication with each other cylinder one port for supply and the other for
exhaust. This arrangement would, by preference being adopted for double acting
engines. Instead of having a series of ports Q, Q₁ in the liner of the controlling
valve one large one or two or three may be used.
Although I have described and shown various ways of using my improved valve
arrangements it is to be understood that I do not confine myself thereto; nor do I
confine myself to the exact construction of the valves and the parts connected
therewith as shown on the drawings as these can obviously be altered somewhat
without departing from the 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. The hollow controlling valve constructed and operating substantially as herein-
before described.
2. The improved rotary main supply valve substantially as herein before described
and shown under modified constructions at figs. 1, 2, 8, 9, 10 and 12 of the annexed
drawings.
3. The combination with the main supply valve B, of the controlling valve A,
substantially as hereinhefore described and shown.
4. The combination with the hollow controlling valve of a liner and casing having
a series of alternate supply and exhaust ports arranged therein substantially as
herein before specified.
5. The combination with the main supply valve of the rod p rotated from the
crank shaft and having a partly rounded and squared head which works in a square
cut recess in the lower projecting end of the valve, substantially as hereinbefore
specified.
Dated this 6th day of June 1890.
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.