Improvements in the Construction of Prime Motors and in Means for Governing and Regulating the Speed and Power of the same.
Year: 1889

page_text: Date of Application, 19th Feb., 1889
Complete Specification Lett, 19th Nov., 1889--Accepted, 25th Jan., 1890
PROVISIONAL SPECI ATION.
Improvements in the Construction of Prime Motors and in Means
for Governing and Regulating the Speed and Power of the same.
I THOMAS DEAKIN of 3 Boardman Street Eccles near Manchester in the
County of Lancaster Engineer do hereby declare the nature of this Invention
to be as follows:-
My said Invention relates to improvements in prime motors chiefly those
actuated by fluid pressure and especially to novel methods of regulating and
governing the speed and power of such motors. By means of my invention I
ain enabled to dispense with the customary governors, excentrics, cams, quad-
rants, reversing links and other nicatis usually employed to operate the valves
for admitting, cutting off and exhausting the fluid pressure, and for reversing
the engine, and in addition to this I cause the varying resistance, or load upon
the piston of the engine or notor directly to operate the valves so as to give
an increased or lessened, supply of steam or other fluid pressure to the piston
or part operated by the said fluid pressure. Stated briefly the gist and prin-
ciple of my invention consists in making one or more of the parts through
which the work of the fluid pressure is transmitted, elastic, that is to say.com
pressible or extensible and this presenting, surfaces of operating parts which
act directly upon the valve spindles, or gear so as to open or close the valves
more or less accordingly as more or less pressure is required. In the ordinary
type
of steam engine for example I might cause the steam cylinder itself or
cylinder covers to be moved more or less relatively to the valves and accordingly
as more or less steam might be required to be admitted to, the piston, or I might
make the piston collapsable or elastic with a similar result, or the crosshead,
crank pin or crank shaft or any part of the connecting rod. In order to render
the practical application of my improved principle sufficiently clear to satisfy
requirements at the present provisional stage of my application I will indicate
its application to one or two of the parts I have named, although it must be
clearly understood that I not only do not confine myself to the type of motor
known as a steam engine but also that I do not intend the parts I will refer to as
being at all exhaustive either as regards themselves or as regards the practical
details I am about to indicate. Taking as an example, the crosshead of a prime
motor such as a steam engine, I recess the crosshead at each end and cause the
piston rod to pass loosely througli it. At each end of the crosshead I attach to
the piston rod or form thereon collars or riffs and between the said collars and
the crosshead I place coiled springs in the recesses one at each end so that when
the piston rod is pushed or pulled in one direction or the other by the piston, the
said springs are compressed between the collars and the crosshead more or less
according to the resistance offered to the piston by the crosshead, that is to say,
by the load on the engine. It will thus bo apparent that if the springs are strong
enough to sustain the thrust or pull of the piston, without yielding, the collars
will reniain in their normal position at, lead, whereas if the load. increases the
springs will be compressed in proportion to the load and open the valves
accordingly On the top of the crosshead are central snugs to which are attached
aile plates for carrying inclined levers, one for each valve.. The inclined levers
are hinged to the fixed side plates and are connected by links or struts to the
collars on the piston rod. Rocking shafts are carried in suitable bearings on
the slide bars or other fixed part of the engine framing, the said rocking shafts
cariving levers with friction rollers which are lifted up as the crosshead moves
to either end of its stroke and when the piston is at the end of its stroke the
nclined levers on the crosshead have opened the valve to lead. According to

page_text: The
As
the load on the piston so will be the compression of the springs in the crosshead
and the elevation or lift of the inclined levers for opening the valves.
Springs in the crosshead are adjusted to be compressed and to open the valves
according to the load on the engine that is to say, if a full load is on the steam
ports will be opened to their full extent, the resistance at the cross-head at once
compressing the springs and by raising the inclined levers increasing the open-
ing of the valves and giving a corresponding increase in the steam supply, the
steam being accurately measured out to meet the requirement of the load.
the steam chest is in direct connection with the boiler, wire drawing of the steam
between the boiler and the valves such as takes place when the ordinary throttle
valvo is used, cannot occur. Alongside of the inclined levers I place catch and
release plates which carry the friction rollers for a certain distance, holding the
valves, which have been closed to cut off the steam, in that position, so as to
let the steam expand in the cylinder to a variable point at which it is exhausted.
The speed of the engine is determined by running it without load, the lead being
fixed to give the required number of revolutions. The mode of operation is as
follows. When a load is thrown upon the engine the crosshead of course offers
additional resistance to the thrust or pull of the piston. The springs are thus
compressed and the inclined levers raised, opening the valves and giving a
sufficient increase in the steam supply to overcome the increased load. When
the maximum load is on, the engine works without expansion the rollers drop-
ping from the ends of the inclined levers so as to give a quick and full exhaust.
The catch plates are also lowered beneath the usual level so as to allow the
friction rollers to fall to full exhaust, as the release point on the catch plates
would not give a sufficiently early exhaust. This lowering of the catch plates
is effected by pins in the piston rod flanges or ruffs which traverse oblique slots
in the catch plates. By means of the combined action of the catch plates and
inclined levers I obtain automatically a variable cut off and expansion to suit
variable loads thus giving uniform speed to the engine. The lengths of the
inclined levers and catch plates are proportionate to the stroke and the determined
degree of expansion without load and with full load, all degrees between being
automatically met, the light load giving an early cut off and late exhaust and
the full load a late cut off and early exhaust. To reverse the engine, as each
end of the cylinder is controlled by its own valve independently of the other
and as lead is given by the action of the crosshead and rocking shaft levers, the
engine is free to run backwards or forwards at the will of the operator; for
example when the engine is to be started, the piston being in any position off
the dead centres, the front or back valves are opened by handles attached to
the rocking shafts and steam is admitted by hand to the back or front end of
the wiston as desired. The direction of revolution thus given is continued auto-
matically thus avoiding the shifting of excentrics as in ordinary engines and
reversing links in winding or other reversible types. The valves used in cóm-
bination with my invention are preferably cylindrical and are held in equilibrium
by means of springs or of pressure. An important point in my invention is that
by the yielding of the said elastic parts the steam supply is increased or
diminished at once and without having to transmit the call for more or less
steam through the crank,, crank-shaft and governor as in ordinary circumstances.
The springs in the crosshead can be made to or adjusted to, any required
initial pressure, for example by means of jamb nuts at both ends of the cross-
head or by the addition of thickness pieces or washers. It will be evident to
mechanicians that the precise arrangements of catch plates, inclined levers and
parts which I have just set forth could be considerably varied and that even the
spring arrangement is susceptible of modification, for example springs might be
used in tension instead of compression and springs of another form than the
helical or coiled description.might be used or instead of metallic springs I might
use pistons and cylinders containing fluids. I have said that the springs might
be applied to parts other than the crosshead. For example they might be ap-.
plied to the piston, which would in such a
portions, namely front and back junk rings and a central disc all standing apart
case be made in three separate

page_text: from each other. The springs would be introduced between the front and back
junk rings which would have suitable spring rings or packing to prevent the
passage of steam to the interior of the piston. The front junk ring would be
formed with a sleeve extending up to about the crosshead. The centre dise
would also have a sleeve passing through the interior of the outer sleeve and
passing through the crosshead and secured thereto. The back junk ring would
have a solid rod passing through the second sleeve secured by a nut to the end
collar or ruff for working the valve. The snugs, collars and links for carrying
the pivots which support the catch plates and incline levers to work the valves
are fixed to or formed upon the outer sleeve, the inner rod, and the crosshead.
The pivot centres are separated more or less accordingly as the springs yield to
the pressure on the front or back junk rings and thus the catch and inclined
levers are operated precisely as in the case of the elastic crosshead. I might
use such an elastic piston in combination with an elastic crosshead. In apply-
ing the springs to a cylinder I would hang the cylinder between the sets of
springs and so that it could move longitudinally or to any angle to a certain
extent. The valves would be connected to and controlled from the crosshead
os before so that when the valves were worked the effect of their action would
be partly regulated by the position of the cylinder and partly by the position
of the parts on the crosshead the position of the cylinder being regulated by
the force of steam between the cylinder ends and the piston. My invention is
applicable to all types of engines whether stationary, locomotive or marine;:
horizontal, vertical, oscillating, diagonal or rotary and whether driven by
steam, gas, air, water, electricity or other fluid pressure. It can also be applied
to a motor carried within a fly wheel, the fluid pressure being supplied to fixed
or oscillating cylinders through a hollow. shaft which also carries away the
exhaust, the revolution of the flywheel is effected by pinions on the crank shaft,
gearing into fixed spurs, either internal or external and connected to the
pedestals supporting the bearings of the crank shaft.
1000
DUTTON & FULTON,
1, St. James Square, Manchester, Agents.
COMPLETE SPECIFICATION.
Improvements in the Construction of Prime Motors and in Means
for Governing and Regulating the Speed and Power of the sa . e.
I THOMAS DEAKIN of 3 Boardman Street, Eccles, near Manchester, in the
County of Lancaster, 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 and accompanying drawings:-
My said Invention relates to improvements in prime motors chiefly those
actuated by fluid pressure and especially to novel methods of regulating and
governing the speed and power of such motors. By means of my invention I
am enabled to dispense with the customary governors, excentrics, cams, quad-
rants, reversing links and other means usually employed to operate the valves
for admitting, cutting off and exhausting the fluid pressure, and for reversing
the engine, and in addition to this I cause the varying resistance, or load upon
the piston of the engine or moter directly to operate the valves so as to give an
increased or lessened supply of steam or other fluid pressure to the piston or part
operated by the said fluid pressure. Stated briefly the gist and principle of my
mvention consists in making one or more of the parts through which the work
of the fluid pressure is transmitted, elastic, that is to say compressible or
extensible and thus presenting, surfaces or operating parts which act directly
upon the valve spindles, or gear so as to open or close the valves more or less.
accordingly as more or less pressure is required. In the ordinary type of steam
engine for example I might cause the steam cylinder itself or cylinder covers
to be moved more or less relatively. to the valves and accordingly as more or
less steam might be required to be, admitted to, the piston, or I might make
the piston collapsable or elastic with a similar result, or the crosshead, crank
pin or crank shaft or any part of the connecting rod.:

page_text: In order that my Invention may be properly understood I will now proceed
more particularly to describe the same with reference to the annexed seven
sheets of drawings which illustrate the chief practical applications of my invention.
Sheet contains illustrations of my improved elastic cross head and also of
an elastic piston.
Sheet
contains views partly of an elastic piston and partly of the lifting
bars in connection with the cross head valve motion.
Sheet 3 illustrates elastic and oscillating cylinders and valves.
Sheet 4 shows certain modified arrangements of the lifting bars.
Sheet 5 contains a view of a horizontal stationary steam engine to which an
elastic piston made in accordance with my invention is shown applied in com-
bination with the lifting bars and valve gear.
Slieet 6 contains a view of a compound engine cylinder with central high
pressure cylinder and an annular low pressure cylinder surrounding the high
pressure cylinder the arrangements being fitted with my improved elastic piston
and valve connections.
Sheet 7 contains views of a motor fitted with my improvements and applied
to the interior of a fly wheel.
In all the foregoing drawings similar letters indicate similar parts.
Referring to sheet 1 of the drawings Fig. 1 is a sectional view of an elastic
crosshead made according to my invention. Fig. 2 shows the same to a reduced
scale as applied to a motor, with valve rod connections and also in line with my
improved elastic piston in position in a cylinder. Fig. 3 is a sectional view to
an enlarged scale of the elastic piston. I make the elastic crosshead A of
suitable length and I recess the central block a at each end to receive elastic
spiral, or volute springs a a abutting against a central collar or stop a. The
piston rod passes through the springs and crosshead and is secured to the cross
head by double nuts b₁ and a flange 6 or by other suitable means.
are adjusted to a fixed pressure and range. On the top of the crosshead A a
The springs
central snug a³ is formed, to which are attached side plates as for carrying the
incline levers a³ one for each valve. The incline levers a³ are hinged in the fixed
side plates at connected by moveable links at to the flange on the piston rod b
abutting against the spiral springs a¹a. At right angles to the piston rod two
weigh or rocking shafts a are carried in suitable bearings on the slide bars, or
in any convenient position, on which shafts are fixed levers as as with friction
rollers on the ends. The weigh shaft a is connected to the valve rode by
means on the levers a". The friction rollers are lifted up as the crosshead moves
to either end of its stroke, and when the piston is at the end of its stroke, the
incline levers a on the crosshead have opened the valve to lead. According to
the load on the piston will be the compression of the springs aa¹ in the cross-
head, and the elevation, or lift, of the incline levers which open the valves.
It will be understood that the motion for only one end of the cylinder is shown
at Fig. 1 the other half being left out, lest it should confuse the drawing. But
the other portions of the motion are shown to a reduced scale in Fig. 2.
The springs are adjusted to the initial pressure of the steam, that is to say if a
full load is on equivalent to the full power of the Engine, the steam ports will
be full open, so that the resistance at the crosshead is at once met by the
springs a al closing, or being compressed, and thus opening the valves.
steam is therefore accurately measured out to the requirements of the load, and
The
as the steam chest is in direct connection with the boiler, wire drawing of the
steam between the boiler and the valves is not possible.
Alongside the incline levers a³ I place catch or release plates a¹0 which carry
the friction roller levers on the weigh shafts to a given point, holding the valve
which has been closed to cut off the steam, to any determined point of expansion.
The speed of the engine is determined by running the engine without load,
fixing the lead to give the required number of revolutions.
I will now explain the automatic action of the elastic crosshead.
When the load comes upon the piston rod b the force at once acts against the
springs compressing them and forcing up the incline levers to the position shown

page_text: noted times, thus opening the valves through the action of the weigh shaft
levers, till the power is balanced and continued till the release or catch plates a to
allow the friction rollers to fall and open the exhaust ports full. If the
engine is heavily loaded, or to its full power, the incline levers are lifted as
indicated in dotted lines to give full port, and as the release point fixed on the
catch plates would not be early enough for release or exhaust at full load, the
catch plates are forced down by the oblique slot a working on the joint pins
of incline levers, at the opposite ends of the crosshead, so that by the action
of the levers and release plates, which work towards and away from each other
similar to the action of the blades of a pair of scissors, I secure automatically a
variable cut off and expansion to meet any degree of load, and giving an uniform
speed. The lengths of the incline levers and catch plates are proportioned to
the stroke, and the determined degree of expansion for the engine without load,
and with full load, all intermediate degrees of expansion being automatic,
according to the demands on the engine, a light load, giving early cut off and
lato exhaust, and a heavy load, late cut off and early exhaust. The relative
position on the engine of the herein before described crosshead and its connection
to the valves is clearly shown at Fig. 2 on sheet 1.
Referring now to Fig. 3 on sheet 1 of the drawings the said Fig. is a sectional
view of an elastic piston B constructed according to my invention with internal
springs. I may employ any suitable number of the said internal springs and
the said springs are confined between the front and back junk rings e and f of
the piston. The front junk ring f carries a hollow stem f¹ which performs the
functions of a piston rod and is attached to the crosshead which may be of the
ordinary type or of my improved elastic type herein before described with refer-
ence to Fig. 1. The back junk ring e carries a central rod el passing through
the hollow sleeve or piston rod f to the cross head and actuates the valve motion
evers in a manner which will be hereinafter described with reference to sheets 2
and 4 of the drawings. Pressure upon one side or the other of the piston B will
compress the springs d and will alter the relative position of the rod e¹ and the
bollow piston rod fi so as to operate the valves.
On Sheet 2 of the drawings Fig. 4 is partly a section and partly an outside
view of a modification of my elastic piston. Fig. 5 is a partial end view of the
piston. The piston B is composed of front and back junk rings e and f and it
contains a central disc g secured. to the inner end of the central rod g' which
passes through the hollow piston rod f¹ to the crosshead. The elastic functions
of the piston are obtained from a series of helical springs d which in the drawing
are placed between the front and back junk rings ef and the central disc g in
combination with a similar series of pistons h through which the springs are
compressed when the pressure upon one side or the other of the piston B is greater
than the resistance of the springs d. Fig. 6 is a view of a modified arrangement
of valve motion applied to a non-clastic crosshead A. The cross-head block A is
attached, by jamb nuts to the hollow piston rod f¹. The central rod d
passing through the hollow piston rod fand the crosshead block carries at its
outer end a collar which is secured to the central rod by a nut . Upon the
hollow piston rod f' is a sliding collar j which is secured to the central rod e' by
means of a collar so that the collar j moves upon the hollow piston rod f¹ in
unison with the central rod el. Above the cross-head block a are situated the
parallel lifting blocks kone only of the said blocks appearing in the drawing
for the sake of clearness. The said block k is connected to the piston block a
by means of rocking links and to the said collar j by means of a link It
will easily be understood that when the collar j is moved towards the crosshead
by the central rod e¹ the block k will be elevated raising at the same time the
lifting bars m which being coupled by the levers n. n to the rocking shafts o. o
move the said shafts and actuate the valve lever m² which is connected to the
valve rod. The function performed by the collar j in one direction is performed
by the collar i in the other direction. The lever n' is loose onl
the rocking shaft and the lever n is fast upon the rocking shaft o,
the two levers being connected by an adjustable rod p which causes the two

page_text: The
the
levers to move in unison. The exhaust end of the lifting bar m is made to lift
higher than the lead end by the difference of length of the levers n. n. Fig. 7
on sheet 3 illustrates the application of my invention to an elastic steam cylinder
which is suspended between elastic points of support so as to move and when
requisite supply further steam to the piston after lead has been given.
cylinder is placed on friction rollers not shown in the drawing or it may be
suspended in any convenient way to ensure free action. As illustrated the
cylinder is placed inside a strong central standard Con which are cast inlet and
outlet pipes q. 7. The standard is secured by stays r to the slide fixing
said stays extending through to the crank shaft fixing so as to bind the whole
together. At each end of the cylinder is placed a strong ring or abutment t
with spaces between them and the cylinder ends, or steam chest covers, to
receive spiral or volute springs u. These rings or abutments are secured to the
standard with nuts on the longitudinal stays and other smaller bolts above
and below the centre line of engine. The rings or abutments are adjustable so
as to give the full working pressure of the steam and the springs are made to
suit any initial pressure. The valves which are contained in each end of the
cylinder and are shown in section at Fig. S are held in position by the valve
motion on the crosshead as before described with reference to Fig. 6. sheet 2,
the difference in this case being that the valve motion gives lead, cut-off and
exhaust only, the movement of the cylinder giving its own supply. The steam
pipe from the boiler is fixed on the standard, steam passing through pipes q. q
bolted on the end of the steam chests with their ends in stuffing boxes formed in
tho standard C. The notion of the cylinder in an ordinary sized engine is about
one inch each wav, causing very little friction or wear. Fig. 9 is a side elevation
of a double acting oscillating cylinder with elastic crosshead of a type such as
has been already described in previous sheets. The working of the engine will
be apparent from the drawing. The piston valves at the ends of the cylinders
are shown in section to an enlarged scale at Fig. S. When the engine is at work
the supply of steam from the pipe g passes through the valve and into the cylinder
as shown by the arrows. When the valve is moved so as to bring the port w
opposite to the port y the steam is exhausted from the cylinder, and passing
round the valve makes its;exit through the pipe q'.
Fig. 10 sheet 4 is a plan of an arrangement of compensating valve motion
intended to meet the inequalities of pressure in the boiler from want of attention,
bad draft, or other causes where an engine is heavily loaded, or the boiler too
small for the work the arrangement being specially applicable to this lifting bar
motion. Fig. 11 is an enlarged side view of the motion. On the rocking shafte
oo I attach compensating levers D to the lifting bars m for shortening the
leverage of the arm D' necessitated by the pressure in the boiler falling below
the fixed initial pressure. As the springs in the piston, or on the valve spindles as
at E. E Fig. 10 are made to a fixed pressure to open the valves full port, it is
evident that if the boiler pressure should fall say from 100 lbs. in 50 lbs. on the
square inch the travel of the valve will be lessened because the bars m would not
bo lifted so high. To equalise the travel under varying pressures I place small
pistons in the rocking or swivel fixings D shown in side elevation in Fig. 11 and
in plan at Fig. 10. Between the piston F and the collar G I place a spiral
spring made to compress a given distance at a fixed initial pressure.
small cylinder De behind the piston F in each swivel fixing is connected to the
steam pipe, steam chest, or to end of cylinder, or either combined, through the
centre of the rocking shafts o. o' with suitable attachment at the ends from steam
connection I as before described. When the steam is at the right, pressure the
arms of the levers or fixings D are kept out to their full range as shown at
Fig. 11 viz. in the right position for opening the valves to full port. The slots
in the lifting bars allow the blocks m of the lever arms D¹. to slide inward
according to the varying pressure in the boiler, the springs overcoming the
decreased boiler pressure. The shortening of the arms D' automatically com-
pensates for The difference in the lifi of the bars m allowing the valves their full
throw, the lead, cut off, and exhaust, being unaffected thereby.
The

page_text: Figs. 13 and 15 smeet are a side elevation and a plan respectively of a hori
zontal steam engine showing in a general view the application of the various
parts already described with reference to the foregoing sheets. A portion of
the cylinder I is broken away in Fig. 13 so as to show the piston B and the piston
is also shown to an enlarged scale in section at Fig. 14. In this piston I prefer
not to employ springs as shown in the foregoing example of the piston in sheet 2
but use the small pistons h alone. The springs are not however dispensed with
but are placed upon the valve spindles J. K. The arrangement of lifting bars m
weigh shafts o. and other parts for working the valves from the crosshead is
precisely the same as has been already described with reference to the foregoing
sheets and it will be evident that as the lifting bars and weigh shafts o o' are
moved by the small pistons in the piston B through the crosshead, the small
pistons are practically working against the pressure of the springs on the valve
spindles 6.the said springs being set to the normal boiler pressure. By placing
handles uron the weigh shafts o. of the direction of rotation of the engine may
be reversed by so operating the handles as to move the lifting bars m at the
proper time to reverse the former motion of the valves.
Fig. 15 on Sheet 6 of the drawings illustrates partly in section and partly in
side elevation a cylinder upon the compound principle and suitable for marine
or other purposes. The internal cylinder L contains the high pressure piston B
which is made elastic by the addition of springs between the back and front junk
rings as already described with reference to foregoing examples. The central
disc g is attached to the crosshead by the hollow extension rod gi, the outer hollow
piston rod f, the said hollow extension g', and the outer junk ring rod 1, being
respectively shown protruding from each other at the foot of the Fig. The low
pressure piston consists of an annular ring and is attached to the crosshead by
any suitable number of piston rods N. The high and low pressure piston rods
will be attached to the same cross-head or they may be attached to different
crossheads. When the engine is at work the supply of steam comes through
the pipe 0. The exhaust pipe branch is marked P. The steam supply flows
in the direction of the arrows first to the high pressure cylinder L and thence
when it has been exhausted through the valves R into the steam chamber S
from whence the steam is delivered to the low pressure piston through the
valve T on the left hand side of the drawing. The valves are operated in an
upward direction through the valve rods by the valve motion on the crosshead
and are assisted in the direction to exhaust by the spiral springs which are shown
in dotted lines. The steam is finally exhausted from the low pressure cylinder
through the valve T shown on the right hand side of drawing into the pipe P
and is conducted by the branch P₁ to the condenser or to another engine or
engines. Two or more of the compound cylinders just described might be
arranged together so as to use the steam expansively any suitable number of
times, viz. triple, quadruple or sextuple expansion.
Figs. 16 and 17 on sheet 7 illustrate the application of an engine of my im-
proved type to the interior of a fly wheel. The cylinder U is suspended near the
periphery of the wheel by a pivot Z on which it oscillates. The piston rod fl
is coupled direct to crank discs and a crank shaft V the said crank shaft carrying
toothed pinions which engage with fixed spur wheels W, the plate W of the
spur wheels carrying the hearing pedestals of the fly wheel shaft. When the
engine is put to work the fly wheel and engine are both carried round with the
central axis. Two, three, or more, engines may be applied to one fly wheel.
The fly wheel shaft X is hollow and steam is supplied to the engine through
one end of the hollow shaft as clearly indicated by the arrows and is exhausted
at the other end.
It will be understood that the examples of the practical application of my in-
vention which I have given are not intended to be exhaustive, as engineers and
others will easily see that other methods of applying my improved principle
might he devised; neither do I limit myself to the forms of springs shown as
flat or other springs might be employed and instead of the steam acting to
compress the springs as in the illustrated examples the said springs might be

page_text: in tension. The invention is also applicable to the construction of locomotive and
other types of engines not particularly referred to nor illustrated in the fore-
going Specification and drawings.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed I declare that what I
claim is:
(1) In the construction of steam and other fluid pressure motors making one
or more of the parts through which the work of the fluid pressure is transmitted,
elastic, that is to say, compressible or extensible so as to present or raise to a
greater or less degree surfaces or operating parts which act directly upon the
valve spindles or gear so as to open or close the valves to a greater or less extent,
or more or less quickly in accordance with the position of the said operated parts
or accordingly as more or less pressure is required to meet the load or to regulate
the speed of the engine substantially as herein before described and as illustrated
or any mere modification thereof.
(2) In steam and other fluid pressure motors of the indicated types, the arrange-
ment, construction and combination of the several elastic parts and attachments
relating to the various modifications of my invention herein before described
and illustrated.
(3) In a steam engine or other fluid pressure motor, an elastic or collapsable
crosshead used either alone or in combination with an elastic piston or other
elastic parts and containing springs or it might be an elastic fluid and so con-
structed that the said springs or elastic medium will at the required times yield
to the pull or thrust of the piston rod and by the motion of the connected parts
raiso or depress lifting bars, levers or parts which come in contact with and
operate levels and rocking shafts connected with the valves, the operation of
the valves and the consequent supply of steam to the cylinder depending upon
and synchronising with the greater or less actuation of these parts, whereby
(the springs or elastic medium having been in the first instance set to a fixed
normal load) the engine is governed or maintained at an uniform speed; sub-
stantially as described and as illustrated more particularly in sheet 1 of the drawings.
(4) In a steam engine or other fluid pressure motor an elastic piston contain-
ing springs or other elastic, medium or media or springs in combination with
smaller pistons or a series of small pistons alone in combination with springs on
the valve rods or other suitable outside parts the said elastic piston being so con-
structed that when the springs or other elastie media yield to the steam pressure
on one side or the other of the piston, the piston shall slightly collapse, the move-
ment of the piston being communicated through or by means of the piston rod
to the cross-head and lifting bars or parts which operate the valve or valves for
the purposes and substantially as herein before described and as more particularly
illustrated on sheets 1, 2, 5 and 6 of the drawings.
(5) In a steam engine or other fluid pressure motor; suspending the fluid
pressure cylinder in equilibrium between elastic abutments so that the cylinder
shall yield longitudinally when the load thrown upon the engine is greater
than the determined normal resistance of the springs or other elastic inedium
forining the abutments, whereby the cylinder shifts relatively to the valves
instead of the valves shifting relatively to the cylinder as in the former cases,
substantially as described with reference to Fig. 7 of the drawings.
(6) The general arrangements and combinations of parts comprising the valve
operating motions substantially as described and as illustrated in the annexed drawings.
(7) The general arrangements and construction of the several fluid pressure
motors with elastic working parts in accordance with my said invention, substan
tially as described and shown.
Dated this 18th day of November 1889
DUTTON & FULTON,
1, St. James Square, Manchester, Agents.