Year: 1886

page_text: I HENRY EDWARD NEWTON of the Office for Patents, 6 Bream's Buildings,
Chancery Lane in the County of Middlesex, Civil Engineer do hereby declare the
nature of this invention to be as follows:-
This invention relates generally to that class of engines which are known as
"direct-acting," and particularly to an engine of this class which is provided with
one or more compensating or auxiliary cylinders and pistons, which are supplied
with a suitable motor fluid, and are arranged to act in opposition to the main
piston or pistons during the first part of the stroke of the latter, and in conjunction
therewith during the last part of the stroke, thereby permitting the admission of
steam to the main cylinder or cylinders to be cut off before the stroke is completed
without reducing the power of the engine at the end of the stroke. The invention
applies more particularly to pumping engines.
In order to prevent the sudden and violent stopping and starting of the moving
parts of the engine, and of the water column at the end and beginning of the
stroke of the main steam piston, a valve-operating mechanism is combined with
the engine, which permits the main steam piston to pause or dwell slightly at the
end of the stroke, and which is so organized that this pause or dwell of the steam
piston can be varied to conform to the load which is upon the engine. By this
means the momentum and the inertia of the engine, and of the water column in
the suction and force mains, are overcome gradually at the end and at the beginning
of the stroke, and the straining and wrenching, which would result from suddenly
overcoming the momentum and inertia, is avoided.
This
This valve-operating mechanism is of the "cataract" principle, and consists of
two small pistons, which are arranged to reciprocate in cylinders formed in the
ends of the steam chest, and are connected by a rod which operates an ordinary
D slide valve, which controls the induction and exhaust ports of the steam
cylinder. These pistons are provided with a rod which extends out through the
steam chest, and carries a piston which fits in a small reciprocating cylinder.
cylinder is arranged to slide in guides supported upon the tie rods of the engine.
This cylinder is also connected by a link to a lever, which in turn is connected
by a link to a cross head upon the main piston rod. The reciprocating cylinder,
which is filled with oil or other liquid, is provided with a duct or bypass, which
leads from one side to the other of the piston, and is controlled by a cock or valve
by which the flow of the liquid from one side to the other of the piston can be
regulated.
The main steam chest is provided with a small supplemental steam chest, and
with induction and exhaust ports which lead from the small chest to the ends of

page_text: the main chest outside of the pistons. These ports are controlled by an ordinary
D slide valve, the rod of which is connected loosely with a lug on the reciprocating
cylinder, and is provided with collars against which the lug acts as a tappet, as the
cylinder is moved by the lever, for the purpose of actuating the D valve in the
small steam chest, and thereby admitting steam from that chest alternately to
the back of the pistons in the main steam chest.
-
The sliding of these pistons operates the D valve, which lies between them, and
opens a passage for live steam from the main steam chest to the opposite ends of
the working cylinder.
:
As the piston in this cylinder nears the end of its stroke, the sliding cylinder, by
prèssing back the liquid which it contains, against its own piston, effects the
shifting of the D valve in the main steam chest. This movement of the D valve
cuts off the supply of steam to the main cylinder, and at the same time closes the
exhaust and imprisons a portion of the exhaust steam in front of the piston, thereby
forming a cushion which retards the completion of the stroke.
So soon as the piston of the main cylinder has completed its stroke, the sliding
cylinder will have shifted the position of the D valve of the smaller steam chest,
thereby shifting, through the pistons of the main steam chest, the position of the
main D valve,, when steam will be again admitted to the main cylinder.
"
By combining, as above described, with a single direct-acting engine, a valve-
operating mechanism, which permits a variable and determinate pause of the
piston at the end of the stroke, the piston and other moving parts are brought to
rest gradually at the end of the stroke, and again started gradually at the
beginning of the stroke, thus allowing the valves of the pump to come to their
seats without a shock and avoiding the great strain and, wrench to the engine
which would otherwise be occasioned.
The valve operating mechanism described has been selected merely for the
purpose of illustrating the principle of the invention, but any other form of valve
operating mechanism, which operates upon the same principle, that is to say,
which permits the main steam piston to pause or dwell slightly at the end of the
stroke, may be employed without departing from the invention. The valve
operating mechanism shewn in the present case, operates, as has been explained, in
such manner as to render a special or separate cut-off mechanism unnecessary. If,
however, a form of valve-operating mechanism should be employed which required
a special or separate cut-off mechanism, or if it should be found desirable to
provide a positively actuated cut-off mechanism to operate in connection with the
main valve operating mechanism herein shown, such cut-off mechanism may be of
any of the approved forms, such, for example, as that shown and described in the
specification of letters patent No.. 2342 of 1884 in the name of the present inventor.
This mechanism consists of two rotary valves or cocks, which are located in the
induction ports, and are provided with arms which are connected to a rod through
which the valves are operated from the main piston rod, the parts being so timed
and adjusted, that the valve of each induction port will be closed, and cut off the
further admission of steam to the cylinder when the piston has arrived at the
proper point in its stroke. The cut-off mechanism, instead of being of this form,
may, if preferred, be of the form shown in the application (on behalf of the present
inventor) for letters patent No. 15770, filed December 22, 1885. In either of
these cases, the main cylinder will of course be provided with separate exhaust
ports.

page_text: Improvements in Direct-acting Steam Engines.
I HENRY EDWARD NEWTON of 6 Bream's Buildings, Chancery Lane in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
66
This Invention relates generally to that class of engines which are known as
direct-acting," and particularly to an engine of this class which is provided with
one or more compensating or auxiliary cylinders and pistons, which are supplied
with a suitable motor fluid, and are arranged to act in opposition to the main piston
or pistons during the first part of the stroke of the latter, and in conjunction
therewith during the last part of the stroke, thereby permitting the admission of
steam to the main cylinder or cylinders to be cut off before the stroke is completed,
without reducing the power of the engine at the end of the stroke.
The application of these compensating or auxiliary cylinders to direct-acting
engines of the duplex type, as shown and described in the Specification of Letters
Patent No. 2342 of 1884, granted to the present applicant, has been found in
practice to produce, exceedingly satisfactory results. The application of these
cylinders to single direct-acting engines has heretofore, however, been attended
with certain difficulties, which have rendered their use in connection with such
engines much less desirable.
In single direct-acting engines, the induction and exhaust valve or valves, instead
of being operated by a companion engine, as is the case in the duplex engine, is or
are operated by the engine itself, and the connections for operating the valve or
valves are commonly so arranged that the valve or valves is or are operated quickly
just as the piston nears the end of its stroke. From this it results that the full
pressure of the live steam for starting the piston upon its return stroke is admitted
to the cylinder in front of the piston suddenly, and, except when the engine is
running slowly, before the piston has fairly come to rest at the end of its stroke-
As a consequence of this, the moving parts of the engine, instead of coming to rest
gradually, and pausing slightly at the end of the stroke, are abruptly arrested by
the steam admitted in front of the advancing piston, and are then started upon the
return stroke with equal abruptness. This sudden stopping and starting of the
moving parts of the engine, as well as the column of water in the suction and
force mains, at the end and beginning of each stroke, causes a serious strain upon
the engine, and has made it necessary that the weight of the moving parts of the
engine should be reduced to the minimum, so that their momentum may be
suddenly overcome at the end of the stroke, and their inertia at the beginning of
the stroke, with the least possible wrenching and distortion of the engine.
This characteristic is so inherent in this class of engines, that it has been found
heretofore impracticable to operate engines of this class, except when of com-
paratively small size.
It is this sudden stopping and starting at the end and beginning of the stroke,
and the consequent necessity of reducing the weight of the moving parts to the
minimum, which has created the difficulties which have attended the application

page_text: of the compensating cylinders to this class of direct-acting engines. The com-.
pensating-cylinders and their pistons not only add greatly to the weight, and
consequently to the momentum and inertia of the moving parts which must be
overcome at the end and beginning of each stroke, but in addition to this, there is
the momentum of the column of fluid which is entering the compensating cylinders
to be overcome at the end of each stroke, and the inertia of the same column to be
overcome at the beginning of each stroke.
All of these things cause such a straining and wrenching of the engine, par-
ticularly when the engine is run at a high speed, as to make the use of the
compensating cylinders much less satisfactory than it otherwise would be. It
has been found, however, that by combining, with a single direct-acting engine
provided with a compensating cylinder or cylinders, a valve-operating mechanism
by which the induction valve or valves is or are so operated as to allow the steam
piston to pause or dwell slightly at the end of the stroke, the extent of the pause
being varied according to the load upon the engine, these difficulties are overcome,
and the operation of the engine rendered much more satisfactory.
As a full understanding of the invention can best imparted by a detailed
description of an engine embodying the same, such description will now be
given, reference being had to the accompanying drawings, in which:
Figure 1 is a plan view and Figure 2 a longitudinal sectional elevation of a
single direct-acting pumping engine embodying the Invention.
Figure 3 is a sectional elevation of the compensating cylinders, showing them in
the position they occupy when the main piston is at the middle of its stroke; and
Figure 4 is a sectional detail illustrating a form of cut-off mechanism that may
be used.
Referring to said drawings, it is to be understood that the steam end of the
engine, or what may be termed the engine proper, consists of a single steam
cylinder A, which is provided with the usual steam chest a, and with steam
induction and exhaust pipes 41. 42. The piston 12 of the cylinder A is provided
with the usual piston rod 13, which acts directly upon the plunger of the water
end of the engine. The water end of the engine, or what may be termed the
pump proper, consists of a single water cylinder B, which is provided with the
usual suction and force chambers b. c,-the former communicating with the suction
main 15, and the latter with the force main 16, and with an ordinary double-acting
plunger 14, which is connected directly to the piston-rod 13. of the engine. The
organization thus briefly described is a common one, and will be readily understood
by those familiar with this class of engines.
The rod 13, instead of terminating at the plunger 14, extends through the
plunger and the opposite end of the water cylinder, and is pivottally connected to
the rods 17 of a pair of pistons 18, which work in a pair of oscillating cylinders 19,
which are mounted on trunnions 20, and oscillate in bearings in a framework 21.
extending from the end of the water cylinder.
The rod 13. is connected to the piston rods 17, as follows:-The rod 13 is
provided with a yoke 22, the arms of which are provided with openings through
which passes a rod 23, the ends of which are provided with suitable heads 24,
which slide in bearings 25 formed in the frames 21.-One of the rods 17 (the
lower one, as shown) is provided with a yoke 26, the arms of which are pivoted to
the rod 23, and lie just inside of the arms of the yoke 22. The other rod 17 is
provided with a head 27, which is also pivoted to the rod 23, and just fits between
the arms of the yoke 26. The rod 23, where it passes through the head 27 and
the arms of the yokes 22. 26, is provided with a suitable bushing, as shown, to
reduce the wear upon the bearings.
The motor fluid is supplied to the compensating cylinders 19 as follows:-One
of the trunnions of each cylinder is provided with a duct 28, which extends
through an enlargement 29 formed on the side of the cylinder, and opens into the
cylinder behind the piston 18. The ducts 28 communicate with two horizontal
pipes 30, which in turn communicate with the source of supply of the motor fluid.

page_text: The ends of the pipes 30 abut against the ends of the trunnions, and are provided
with flanges or enlargements, over which fit flanged couplings 31, which are bolted
to the ends of the trunnions. By this means, and by the use of a suitable packing
between the ends of the trunnions and the pipes 30, a tight joint is formed between
the oscillating trunnions and the stationary pipes.
The compensating pistons and cylinders 18. 19 operate in the same manner as
described in the Specification of the Letters Patent No. 2342 of 1884 before
referred to, and it is to be remarked that although it is preferable to use two of
the compensating cylinders, only one may be used if preferred. It is also to be
remarked that the compensating cylinder or cylinders, instead of being located at
the outer end of the water cylinder and arranged to oscillate, may be located
between the water and steam cylinders, or at the outer end of the steam cylinder,
and may be arranged to operate upon the main piston rod in any of the ways
described and shewn in my said former Letters Patent, or in any other convenient
or suitable manner.
The motor fluid which is supplied to the compensating cylinder or cylinders 19,
may be steam, which may be supplied either directly from the boiler, or from a.
tank, or it may be compressed air or other gas, or it may be a liquid under a
suitable pressure, all as described in the said Specification. If compressed air or
other gas is used, it may be supplied in the manner shown and described in the
Specification of the Letters Patent No. 16858 of 1884, or in any other suitable
manner. The motor fluid for the compensating cylinders will preferably consist of
compressed air having a liquid packing interposed between it and the pistons of
the cylinders, and which transmits the pressure of the motor fluid to the pistons,
as shewn and described in the Specification of the Letters Patent No. 15770 dated
December 22, 1885.
The engine may, and preferably will, be provided with a governor valve or cock,
and connections which will be so arranged, as described and shewn in my application
above referred to, that when the engine is running without its load, and with less.
than its full load, or when it is suddenly relieved of the whole or a large part of
its load, the valve or cock will operate to shut off the admission of the motor fluid
to the compensating cylinder or cylinders, and thus prevent the engine from acting
violently and causing damage.
The organization thus far described is that of an ordinary form of single direct-
acting pumping engine provided with a compensating cylinder or cylinders and
piston or pistons, which act in opposition to the main ateam piston during the first
part of its stroke, and in conjunction therewith during the last part of its stroke,
thereby permitting the steam to be cut off from the main cylinder before the
piston has completed its stroke, without reducing the power of the engine during
the last part of the stroke.
In order to prevent the sudden and violent stopping and starting of the moving
parts of the engine, and of the water column at the end and beginning of the
stroke of the main steam piston, which, as hereinbefore explained, is inherent in
this class of engines as heretofore commonly organized, and which, as also before
explained, has rendered the application of the compensating cylinders to these
engines unsatisfactory, I combine with the engine a valve-operating mechanism
which permits the main steam piston to pause or dwell slightly at the end of the
stroke, and which is so organized that this pause or dwell of the steam piston can
be varied to conform to the load which is upon the engine. By this means the
momentum and inertia of the engine, and the water column in the suction and
force mains, are overcome gradually at the end and beginning of the stroke,
and the straining and wrenching which would result from the sudden overcoming
of the momentum and inertia, is avoided.
This valve-operating mechanism, as herein shewn, is of the "cataract" form, and
consists of two small pistons 32, which are arranged to reciprocate in cylinders
formed in the ends of the steam chest a, and are connected by a rod 33, which
operates an ordinary D alide valve 9, which controls the induction and exhaust

page_text: ports 8. 8 of the cylinder A. The pistons 32. are provided with a rod 34, which
extends out through the steam chest a, and is provided with a piston 35, which
reciprocates in a small cylinder d, which is arranged to move in a bearing 36,
supported upon the tie rods of the engine. The cylinder d. is connected by a
link 37 to a lever 38, which in turn is connected by a link 39 to a cross head upon
the main piston rod 13.
The cylinder d, which is filled with oil or other liquid, is provided with a duct or
by-pass 7 which leads from one side to the other of the piston 35, and is controlled
by a cock or valve 6, by which the flow of the liquid from one side to the other of
the piston 35 can be regulated.
The steam chest a is provided with a small supplemental steam chest m, and
with induction and exhaust ports 5. 51, which lead from the chest m to the ends of
the chest a. outside of the pistons 32, and are controlled by an ordinary D slide
valve 4, the rod 40 of which passes through an opening in a projection 3. upon the.
cylinder d, and is provided with collars 2, against which the projection 3 abuts, as
the cylinder d. is moved by the lever 38.
The chest m is supplied with live steam in any convenient manner, as by a
small branch 10 from the pipe 41, and this steam may be exhausted into the
pipe 42 through a branch, as 11.
The operation of the engine thus organized is as follows:-In describing the
operation, let it be assumed that the engine is in motion, and that the main steam
piston 12. has just commenced its stroke toward the water cylinder. At this time
the pistons 32 and valve 9, and also the valve 4, will be at the ends of their
strokes toward the water cylinder, so that the ports 8, 5 will be open to the steam
chests a. m, and the ports 81 51 open to the exhaust. The cylinder d will also be
at the limit of its movement toward the water cylinder and the piston 35 will be
in a position near the left hand or outer end of the cylinder.-The compensating
cylinders 19 will also be in the reverse position from that shown in figures 1 and 2.
As the piston 12. proceeds upon its stroke toward the water cylinder, the
cylinder d, acted on by the lever 35, will be moved slowly toward the steam
cylinder, but during this movement, the liquid in the cylinder d. will flow through
the duct 7. from one side to the other of the piston 35, so that said piston, and the
pistons 32 and valve 9, will not be moved.-During the first half of the stroke of the
piston 12, the pistons 18 will, by reason of the angle of their rods 17 to the rod 13,
act in opposition to the piston 12, but this opposition will, owing to the constant
change in the angle of the rods, gradually decrease until the piston 12 arrives at
the middle of its stroke, when the opposition of the pistons 18. will cease, after
which, during the last half of the stroke, the operation will be reversed, and the
pistons 18. will offer a gradually increasing assistance to the piston 12. This
decreasing opposition and increasing assistance offered by the compensating
cylinders and pistons will cause the speed of the piston 12 to be accelerated, and
as soon as it is accelerated beyond a certain point, which point is determined by
the extent to which the cock or valve 6. is opened, the liquid in the cylinder d.
will not flow through the duct 7 as fast as required by the movement of the
cylinder d, and the piston 35 will consequently be moved toward the steam
cylinder, and this will move the pistons 32. and valve 9 so as to partly or wholly
close the port 8, as shown by dotted lines in Fig. 2, and thus reduce, or entirely
cut off, the further admission of live steam behind the piston 12. As soon as this.
takes place, the speed of the piston 12 will be retarded, so that the valve 9 will be
moved no further, and the piston will then proceed upon, and complete its stroke
by the expansive force of the steam in the cylinder A, aided by the constantly
increasing assistance of the pistons of the compensating cylinders. As the
piston 12. arrives at the end of its stroke, the end of the cylinder d. will come
into contact with the piston 35, and move that piston and the pistons 32 and
valve 9, so as to close the port 81, and cause the piston 12 to cushion upon the
exhaust steam confined to the cylinder A, and be brought to rest. Just before the
piston comes to rest, the projection 3. will come into contact with the collar 2. of

page_text: the rod 40, and move the valve 4. to the position shown in figure 2, thereby
opening the port 51 to the steam chest m, and the port 5 to the exhaust.-The
live steam from the chest m. will then pass through the port 5', and move the
pistons 32 and valve 9 to the limit of their stroke, away from the water cylinder,
so as to open the port 81 to the steam chest a, and admit steam to start the
piston 12. upon its return stroke. As the pistons 32. and valve 9 are thus moved,
the liquid in the cylinder d. must flow back through the duct 7. to the other side
of the piston 35, and this will cause the valve 9 to move slowly, and thus open the
port 81, and admit the steam gradually to start the piston 12 upon its return
stroke. From this it results that the piston. 12. is caused to pause or dwell slightly
at the end of its stroke, the extent or duration of the pause being determined by
the position of the cock or valve 6, which can be opened to a greater or less extent,
so as to allow the liquid in the cylinder d. to circulate more or less rapidly. By
this means, the pause of the piston 12 can be readily varied to conform to the load
upon the engine.
•
Upon the return stroke of the piston 12, the operation will be simply reversed.
It will be seen from the foregoing, that by combining with a single direct acting
engine, a valve operating mechanism, which permits a variable and determinate
pause of the piston at the end of the stroke, the piston and other moving parts are
brought to rest gradually at the end of the stroke, and again started gradually at
the beginning of the stroke, thus allowing the valves of the pump to come to their
seats without a shock, and avoiding the great strain and wrench to the engine
which would otherwise be occasioned.
The valve-operating mechanism berein shown has been selected merely for the
purpose of illustrating the principle of the Invention. Any other form of valve-
operating mechanism which operates upon the same principle, that is to say, which
permits the main steam piston to pause or dwell slightly at the end of the stroke,
may be employed without departing from the Invention.
The valve-operating mechanism shown in the present case operates, as has been
explained, in such manner as to render a special or separate cut-off mechanism
unnecessary. If, however, a forin of valve-operating mechanism should be employed
which required a special or separate cut-off mechanism, or if it should be found
desirable to provide a positively actuated cut-off mechanism to operate in con-
nection with the main valve operating mechanism herein shown, such cut-off
mechanism may be of any of the approved forms, such, for example, as that shewn
in figure 4, which is the same as that shown and described in the Specification of
Letters Patent No. 2342 of 1884 above referred to. This mechanism consists of
two rotary valves or cocks 43. which are located in the induction ports 8. 81, and
are provided with arms 44, which are connected to a rod 45 through which the
valves are operated from the main piston rod, the parts being so timed and
adjusted, that the valve of each induction port will be closed, and cut off the
further admission of steam to the cylinder when the piston has arrived at the
proper point in its stroke.-For a more full description of this cut-off mechanism,
reference is made to the Letters Patent referred to. The cut-off mechanism,
instead of being of this form, may, if preferred, be of the form shown in the
Specification of Letters Patent No. 1577085 before mentioned. In either of these
cases, the cylinder A will of course be provided with separate exhaust ports 8. 8',
as shown in figure 4.
In conclusion, it is to be remarked, that the lever 38, instead of being connected
to the rod 13 between the steam and water cylinders, as shown, may, if preferred,
be connected to an extension of the rod 23, as described in my former application
before referred to, so that in case the rod 13 should break, the engine will be
stopped and prevented from damaging itself.
.
Although the engine proper is herein shown as consisting of a single steam
cylinder, it is of course to be understood that it may consist of compound cylinders.
It is also to be understood that the invention may be applied to engines which are
designed for other purposes than pumping.

page_text: .
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, I declare that what
I claim is :-
1. The combination with a direct acting engine provided with one or more
compensating cylinders and pistons, 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, of a valve-operating mechanism which is controlled by the
engine itself, instead of by a companion engine, as in the duplex engine, and is
arranged to permit the engine to have a variable and determinate pause at the end
of the stroke, substantially as described.
2. The combination with a single direct-acting engine provided with one or
more compensating cylinders and pistons, which act in opposition to the main
piston or pistons during the first part of the stroke, and in conjunction there with
during the last part of the stroke, of a valve-operating mechanism which is
arranged to permit the engine to have a variable and determinate pause at the end
of the stroke, substantially as described.
3. The combination with a direct-acting engine provided with one or more
compensating cylinders and pistons, 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, of a valve-operating mechanism consisting of a steam piston
or pistons, as 32. controlled by a valve, as 4, which is operated through suitable
connections from the main piston rod, substantially as described.
4. The combination with a direct acting engine, provided with one or more
compensating cylinders and pistons, 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, of a cylinder which is provided with a piston which is
connected to the main valve, and which is filled with a liquid which circulates
from one side to the other .of the piston, as the valve is moved, substantially as
described.
5. The combination with a direct-acting engine provided with one or more
compensating cylinders and pistons, 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, of a valve-operating mechanism, consisting of a steam
piston or pistons, as 32, controlled by a valve, as 4, which is operated through
suitable connections from the main piston rod, and a moving cylinder, as d.
connected to the main piston rod, and containing a liquid, and provided with a
moving piston, which is connected to the piston or pistons 32, substantially as
described.