Year: 1897

page_text: Date of Application, 30th Nov., 1897-Accepted, 23rd Apr., 1898
I, VICTOR HUGO ERNST, of 705, Summit Avenue, Jersey City, Hudson County,
State of New Jersey, in the United States of America, Mechanical Engineer, do
hereby declare the nature of this invention to be as follows:
This invention relates to steam motors, more especially such as are adapted for use
on road vehicles and for other such purposes, and the object of the invention is to
make as economically as possible, a simple and reliable construction of such steam
motor.
In the accompanying drawings,
Fig. 1 is a side elevation of the improved steam motor;
Fig. 2 is a plan view, with a part in section;
Fig. 3 is a longitudinal vertical section through the steam cylinder, on the
lines 3-3, Fig. 4, but drawn to a larger scale, than Figs. 1 and 2.
Fig. 4 is a transverse section on the line 44, Fig. 3,
Fig. 5 is a view, drawn to a smaller scale, illustrating the manner of constructing,
the steam cylinder and valve chambers;
Figs. 6 and 7 are detail views illustrating parts of the valve operating mechanism;
Fig. 8 is a view of another detail;
Figs. 9 and 10 are views of parts of one of the valves:
Fig. 11 is a view of another of the valves, and
Figs. 12, 13 and 14 are views of the cross-head and guides for the piston rod.
In the present instance, this invention is shown as embodied in a single cylinder
double-acting engine, with a reciprocating piston, C being the cylinder, P the
piston having a piston rod p connected to a sliding cross-head S guided above and
below in guides G in the frame 1 of the motor. This sliding cross-head is connected
by a rod R to a crank pin of the divided crank-shaft A which turns in bearings a ab
the end of the frame F. This shaft preferably carries a fly-wheel f and has a
wheel W to transmit the power by any suitable means. In the present instanco I
have shown this wheel W as in the form of a sprocket wheel to transmit power by
means of a chain wo to the proper shaft of the motor vehicle or other shaft to which
power is to be transmitted.
At the opposite end of the crank-shaft from that carrying the fly-wheel and
driving wheel, there is mounted an eccentric E which transmits motion to the
valves of the engine cylinder through the medium of the eccentric rod E, sliding
cross-head H and connecting links and levers which will be hereinafter described,
and which impart to the valves an oscillating or partial rotating motion about
their axos.
With this general statement of the main parts of my steam motor and their
relation to each other, I will now proceed to describe the details, first referring to
the manner of constructing the frame of the engine, and then to the manner of
constructing the steam cylinder and valve chambers, and then I will pass to the
construction of the valves and their operating levers, the sliding cross-head to which

page_text: the piston rod is connected, and finally, the eccentric for imparting motion to the
valves.
First with reference to the motor frame 1, I wish to point out that this is con-
structed in two parts or halves 5 and 6, the dividing line being in this case
longitudinal and vertical. The two parts are secured together by screw bolts passing
through hugs 7, 7 above and below as indicated in Figs. 1 and 2. For the more
convenient fitting of the two parts together, I prefer to fit into some of the lugs,
locating thimbles S, which project beyond the meeting faces of their respective
lugs on one part (5), and a recess is counter-bored in the meeting face of each
corresponding lug on the other part (6), so that the two parts of the frame can be
quickly fitted together and the bolts 9 also fitted.
As a further means of firmly holding the two parts of the frame together, and to
strengthen the general construction of the motor, I form a threaded portion at the
end next the motor cylinder, onto which can be screwed a threaded collar formed
upon the adjacent cylinder head 10, as will be understood on reference to Fig. 3.
This collar, it will be seen, embracing the ends of the motor frame, makes a very
solid connection between the frame and cylinder and assists in holding the two
parts of the frame together.
For economy of construction, and in order that the parts may be made of drop
forgings, I make the steam cylinder or rather the outer casing thereof in two parts
precisely alike, so that one set of dies will serve for both halves. The division in this
case is made horizontally, as will be understood on reference to Figs. 1, 4, and 5.
The meeting edges of the two halves of the cylinder casing are of course flanged, so
that they can be bolted together, and on the side upon which the valve-operating
levers are to be arranged, each part of the cylinder casing is formed with a half
socket, so that when put together they will form a socket 14 to receive a supporting
stud 44 for the guide rods 42 for the cross-head H, which transmits motion to
the valves.
Each half of the cylinder casing is formed with four longitudinal recesses 15.
see Figs. 3 and 4, extending along their inner faces from near the centre to near
the ends of the cylinder. At their inner adjacent ends, passages 16 are formed
through the casings from these grooves 15 to the exterior, to match like passages
in the valve casings.
There are two valve casings 18 and 19, one above for the steam, and one below
for the exhaust. These casings are arranged centrally on the steam cylinder with
their axes at right angles to the axis of the cylinder. In this instance, the valve
casings are preferably formed separately and to be fitted on to the two halves of the
cylinder casing, and have openings in them forming continuations of the correspond-
ing passages 16 in the casing.
Between the two parts of the steam cylinder, I provide an inner steel cylinder
or shell 20, within which is fitted and moves the piston P, Fig. 3. As shown in
Fig. 3, this steel cylinder closes up the inner faces of the grooves 15 and converts
them into steam passages, openings 21 being formed in the inner shell near the ends
to admit steam back of the piston on the steam, side and to allow it to exhaust from
behind the piston on the exhaust side.
As the grooves 15 and passages 16 can all be formed in the forging or casting
operation, and as the two halves of the cylinder are precisely alike, and the only
machine work needed will be to match the meeting faces, and to face off the ends
of the cylinder or to mill out some parts of the grooves or passages 15, 16, and as
all milling for either half of the cylinder casing can be done at a single operation,
it will be evident that the steam cylinder can be very economically and simply
constructed. The outer end of the cylinder is to be closed, of course, by any
suitable head 22.
Referring now to the valve chambers, it will be seen that there are two valves for
the steam side 18, and two for the exhaust side 19. The valves are hollow cylindrical
valves open at their inner or adjacent ends and in communication there with the

page_text: steam inlet 30 on the steam side, and similarly in the case of the exhaust side, the
valves are in communication with the exhaust outlet 31. The opposite ends of each
valve chamber are closed by screw caps 23 and 24, one of these caps 23 being pro-
vided with a stuffing box for the passage therethrough of the steam stem 25 which
carries the rotary valves 26 and 27. Each of these valves turns within a hardened
and ground removable seating 28, fitted within the valve casing, such seating being
provided with openings corresponding with, and forming, continuations of the
passages 16.
Each of these valves has passages 29 through it to register at the proper time with
the passages 16 leading to the ports 15; one of the valves, say 26, may be secured to
the valve stem 25, so as to be non-adjustable thereon, while the other 27, can be
adjusted thereon in a rotary direction. For this purpose there is formed on the
valve stem 25 a collar 32, Figs. 4 and 11. This collar has notches 32' cut in it and
the valve 26 is clamped to the collar by screws passing through a clamping ring 33
on one side of the collar into threaded openings in the base of the valve 26 as seen
on reference to Fig. 4. The stems of these securing screws, as will be seen on'
reference to Fig. 11, pass through the notches 321, so that the valve cannot turn on
the stem even if the securing screws be not perfectly tight.
Referring now to the adjustable valve 27, I prefer to mount this on the valve
stem 25 in this way: I form the outer end of the valve stem 25 polygonal in this
instance with opposite flattened faces, and I fit over the polygonal end of this stem,
a flanged collar 34, Figs. 4 and 10, so that while the collar can be free to move
longitudinally upon the stem to allow for expansion and contraction, it must turn
with the valve stem. To the flange of this collar I secure, by means of screws 35,
the valve 27, but the securing screws 35 pass through segmental slots in the base of
the valve 27, so that when these screws are loosened, the valve can be adjusted
rotarily upon the valve stem 25, to a limited extent, about equal to the size of the
ports 29 in the valve 27. This can be done at any time upon taking off the cap 24,
Fig. 4.
By this capacity of adjustment of one of each pair of valves, I can arrange the
cut-off at any point within all desirable limits on the steam side, and similarly I
can arrange the cushion on the exhaust side at any point within all desirable limits;
and as the two valves are on the one and the same stem, I am enabled to have the
simplest possible construction of links and levers to operate the valves. On the
other hand, the necessity of employing in connection with these two valves, twa
sets of ports leading to the ends of the cylinder, where one is ordinarily used, does
not complicate the construction or operation, or increase the cost, because as I have
printed out, my mode of constructing the motor makes it just as easy to make at
one and the same time, two sets of ports as it would be to make one.
With reference now to the mechanism for operating the valves, I secure to the
ends of the stems 25 of the valves, arms 40, connected by links 41, to the ends of
the cross-head H which slides on the guide rods 42. These latter are carried by
the block 43 which has a stud 44 resting and supported in the socket 14 of the
steam cylinder casing. The opposite ends of the rods 42 are supported by a plate 39
bolted to a projection 38 on the engine frame. The manner of connecting the
opposite ends of the links 41 to the arms 40, and the ends of the cross-head, will
be understood on reference to Figs. 6, 7, and 8. The link 41 is at its opposite ends
provided with right and left-handed threads, onto which are screwed steel balls 45
which fit within the two-part ball sockets 46, 47, carried by the corresponding parts.
The two halves of the ball sockets are to be secured together by bolts and nuts 48.
Pins 49 may be passed through one half of each socket into the contained ball to.
prevent the latter from working loose, but without interfering with the proper move-
inent of the parts. By turning the link 41, however, in one direction or the other, it
will be seen that the parts may be adjusted as found desirable.
The cross-head H is fitted with hardened steel bushings or bearings 50, Fig. 7,
where it slides upon guide rods 42, and these bearings are preferably split in order
to make up for wear. This wear can be made up by tightening up the clamping

page_text: piece 51 bearing against one side of each bushing, this clamping piece being secured
by a bolt 52 passed centrally through the cross-head, and having a securing nut 53,
Figs. and 7, at its outer end, while on its inner end it has a ball and socket con-
nection with the eccentric rod E. Serow pins 54 prevent the bearings 50 from
changing position in the cross-head, and serve as an additional means of taking up
wear on the guide rods.
I have an improved construction of an eccentric and eccentric strap, which will
be understood on reference to Figs. 1 and 2.
Upon the end of the crank shaft A there is keyed a split conical bushing 60, (sce
also Fig. 2, end view) adjustable longitudinally on the shaft. To this bushing
the eccentric E is firmly secured, by a nut 61, which at the same time causes the
bushing to clamp the shaft A. Instead of splitting the eccentric strap 62 in a
plane at right angles to the plane of the eccentric, as usual, I split the strap in the
plane of the eccentric as will be seen on reference to Fig. 2, and the peripheral
bearing face of the eccentric is coned or beveled in opposite directions, the cone
faces being at about right angles to each other as shown. The two halves of the
strap fit these faces, and are secured together by bolts in such a way that they can
be tightened up to make up for wear. With this construction the wear is uniform,
there is no tendency to wear out of round and no danger of binding, as is not
uncommon with the ordinary construction of eccentric.
The construction of the cross-head and guides for the piston rod will be under-
stood on reference to Figs. 12, 13, and 14. The guides G G are secured to the
upper and lower parts of the frame by screw bolts 65, (see Fig. 2) and grooves GG
(Figs. 12 & 13) may be formed in the back of the upper guide to receive oil
through an opening 67 (Fig. 2) in the upper part of the motor frame. From these
grooves 66 there lead passages 68 to the inner bearing face of the guide.
The opposite ends of the cross-head are provided with shoes 70 having stems 71
in sockets in the ends of the cross-head. The outsides of these socket ends are
threaded to receive screw collars 72 bearing against shoulders at the back of the
shoes 70, so as to allow of the shoes being adjusted outwards towards the guides to
make up for wear.
The lower of the two shoes may be provided with a lubricating opening indicated
by dotted lines at 73, in Fig. 12, closed by a screw plug 74, and grooves 75 indicated
by dotted lines in Figs. 12 and 14, may lead out to the bearing face of the shoe.
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. A frame for a steam motor having bearings for the crank axle at one end and
divided in halves bolted together in combination with the steam cylinder at the
other end of the frame, having a part embracing the divided ends of said frame,
substantially as described.
2. A steam motor having a frame divided in halves threaded at the cylinder end,
in combination with the steam cylinder having its head with a threaded flange to
screw onto the threaded end of the divided frame, substantially as described.
3. A frame for a steam motor, divided in halves, one part having locating
thimbles and the other recesses therefor on the meeting faces, and bolts passing
through the thimbles to secure the parts together, substantially as described.
4. A steam motor having its cylinder casing made in two halves, divided
longitudinally, in combination with an inner shell forming ports in conjunction
with grooves in the casing, substantially as described.
5. A steam motor having its cylinder casing made in two halves having grooves
on their inner faces to form ports in combination with an inner shell, and valve
casings fitted to the outer sides of the two-part casing, substantially as described.
6. A steam motor having a cylinder with two sets of steam ports for the steam
side, in combination with a valve stem carrying two rotary valves to control said

page_text: ports, one of said valves being rotarily adjustable, whereby any variation of steam
supply may be secured, substantially as described.
7. A steam motor, having a cylinder with two sets of steam ports for both the
steam and the exhaust sides in combination with a valve stem for each side carrying
two rotary valves controlling said ports, one of said valves being rotarily adjustable,
whereby any variation of steam supply on the steam side and cushion on the exhaust
side may be secured, substantially as described.
8. The combination of a valve stem having a notched collar with a hollow valve,
a clamping ring and screws passing through the clamping ring and valve, and also
the notches of the collar, substantially as and for the purpose set forth.
9. The combination of a valve stem having a polygonal part with a piece fitted
thereon and a hollow valve having segmental slots in its head and securing screws
passing through said slots into the fitted piece, substantially as described.
10. A motor having a steam cylinder with rotary valves in combination with al
sliding cross-head, links and levers connecting the latter to the said valves, and
guide rods for the cross-head supported by the steam cylinder, substantially as
described.
11. A motor having a steam cylinder formed with a socket on one side, and
having rotary valves in combination with a sliding cross-head controlling said
valves, a guide rod part for the cross-head provided with a stud fitting in said
socket, substantially as described.
12. The combination of the guide rods of the valve gear with the sliding cross-
head having hardened split bearing faces surrounding said rods with a clamping
piece and bolt and nut to tighten the bearing faces to make up for wear.
13. A motor having an eccentric with hevelled bearing faces in combination with
a two part eccentric strap correspondingly bevelled and split in the plane of the
eccentric, substantially as described.
14. A motor having a crank shaft with a clamping split conical bushing keyed
thereto longitudinally adjustable on said shaft, and an eccentric fitted on the
bushing, substantially as described.
0011 1
100%
Dated this 20th day
of November 1907.
GEO. DAVIES & SON,
Agents for the Applicant. 4, St. Ann's Square, Manchester.