Improvements in Motive Power Engines Actuated by Steam or other Fluid Pressure.
Year: 1891

page_text: Date of Application, 3rd Dec., 1891-Accepted, 9th Jan., 1892
Improvements in Motive Power Engines Actuated by Steam or other
Fluid Pressure.
We, PETER FERGUSON and WILLIAM YOUNG FLEMING of the firm of
Fleming & Ferguson, Phoenix Engine Works, Paisley Renfrewshire, Engineers
and Shipbuilders and GEORGE DIXON Manager to Messrs. John Musgrave and
Sons, Engineers, Globe Iron Works, Bolton, Lancashire, 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:-
This invention relates to improvements in motive power engines actuated by
steam or other fluid pressure and of the type in which two or more cylinders are
connected to a crank pin by means of a triangular T-shaped connecting rod and
wherein the piston rods or their equivalents are connected to the extremities or
other parts of the base of such connecting rod; and the apex of the latter embraces
the crank pin attached to the crank on the crank shaft as described in the
Specifications of Letters Patent 2605 of 1887; 13,843 of 1889; 20137 of 1890 ;
and 4079 of 1891.
This invention consist in unique and novel arrangements, constructions and com-
binations of parts, having for object to produce stability, automatic adjustments,
and ready and efficient means for lubricating which are essential for obtaining a high
rate of speed.
These engines may be made with cylinders of varying diameters as in compound
engines, or with cylinders of equal diameter, and they may be either high-pressure
or condensing cylinders each receiving steam direct from the boiler. The engines
may further be coupled to any convenient condensing apparatus.
They can also be arranged to work with two or more cylinders arranged sido by
side to operate upon one connecting rod, steam being passed successively from one
cylinder to the other, or two or more cylinders can be placed at the other end of
the crank shaft, steam being passed direct into each, or successively from one to
the other from either end of the crank shaft in any convenient manner by suitable
pipes or their equivalents.
In the accompanying drawings which illustrate the invention,
Fig. 1, Sheet 1 is a part sectional clevation of one modification of our improved
inverted vertical steam engine with two cylinders on the compound principle and
having circular valves.
Fig. 2 is an end elevation of the same.
Fig. 3 Sheet 2 is a side elevation of another modification of our improved
vertical engine with two cylinders on the compound principle with circular
valves.
Fig. 4 is an end elevation of the same.
Fig. 5 Sheet 3 is a side elevation of our improved vertical engine with three
cylinders on the triple expansion principle with circular valves.
Fig. 6 is a sectional plan through line A', B', in Fig. 5.
Fig. 7 Sheet 4, is a sectional elevation of a trunk piston with ball-joint and
means for effecting lubrication.
Fig. 8 is a sectional elevation of the trunk piston with means for automatically
taking up slack or wear of the ball-joint.
Fig. 9 is a plan of Fig. 8 with the top cover removed.
Fig. 10 is a sectional elevation of the trunk piston with means for taking-up
slack or wear of the ball-joint and for effecting lubrication.

page_text: Fig. 11 is a sectional elevation of trunk piston with means for taking-up slack or
wear of the ball-joint and means for effecting lubrication.
Fig. 12 is a front elevation of piston rod crosshead with means for automatically
taking up slack or wear in the neck;
Fig. 13 is a transverse section through the line C¹ D¹ in Fig. 12, and Fig. 14
is a sectional elevation of trunk piston shewing another method of forming ball-
joint, taking-up slack or wear of same, and means for effecting lubrication.
In all the figures the same letters are employed to indicate corresponding parts.
A is the crank shaft; B the crank; C, crank pin; D, crank shaft pedestals;
E foundation plate: F standards; G high-pressure cylinder; H intermediate
cylinder I low-pressure cylinder; J, piston trunks; K ball-joints; L, links;
M crossheads; N, triangular T-shaped connecting rod; O, drum or crank shaft
governor P circular valves; Q eccentrics; R eccentric rods; and S, levers
secured to the spindles T of circular valves P.
In the case of an inverted compound engine with two cylinders G, and I as in
Fig. 1 the cylinders are mounted on the standards F and secured thereto in any
convenient manner. The pistons U are provided or fitted with trunks J which
pass through stuffing boxes V.
The pistons U are constructed with the centre chambers W, in which are mounted
concave blocks X and between which the ball jointed ends K of the links L arc
disposed. The blocks X and the links L are secured in the pistons by the
screw Z attached to the rod A² as shewn in Figs. 1 and 7.
In case the ball-jointed end K of the links L wear, the slack can be taken up by
reducing the thickness of the ring or washer B2, and screwing down the screw Z
on the end of the rod A².
An important feature of this invention is the means we adopt for lubricating the
ball-jointed end K of the links L, which we effect by providing the hollow rod A*
with the hole C2 through which the lubricant passes from the oil cup D' mounted
on its upper end outside the stuffing boxes E. The wear or slack of the ball-joint K
can be taken up automatically by means of the inclined block F and springs Gas
shown in Figs. 8 and 9. The inclined block F2 and springs G2 are secured in
position by the cover H2. The cover H2 is provided with the hole 12 in which is
fitted the hollow rod A2 to lubricate the ball-joint K.
As the lubricant is delivered from the oil cup D² it passes down the hole C³ in
the rod A2 and drops through the oblong hole J, in the inclined block F2. The
hole J2 is made oblong to allow of the free flow of lubricant in whatever position
the inclined block F2 may assume in its action to take up slack or wear. Fig. 10
shews another arrangement we employ for securing the links L in the pistons U.
In this arrangement we employ the, screw Z and spring G2 enclosed by the
cover H2, the latter being provided with the hollow rod A³ to effect lubrication as
before described.
In this case the lubricant will drop through the centre of the spring G* and
through the oil hole K2.
Fig. 14 Sheet 5, shews another arrangement or method of forming ball-joint and
for securing the links L in the pistons U, also for lubricating and for taking up
slack or wear..
In this arrangement we provide the links L with the bearings L² attached to
the collar L³. The ball-joint in this case is composed of hard steel blocks K
mounted on the bearings L2, being secured thereon, by any known mechanical
means. The object of the hard steel blocks K is to minimise wear. Another
feature is that by making the wearing parts of the ball-joint of separate blocks of
hard steel, the links L with the bearings L² and collar 1³ can be made of ordinary
materials, thus reducing their liability to fracture to a minimum.. The concave
blocks X, for gripping the ball-joint K are mounted in the centre chamber W and
are secured therein by the cover H2, the latter being secured to the piston U by
the set-screws H³. The cover H2 is provided with the hollow rod A, the latter

page_text: being provided internally with the setting-up rod B which operates on the
block by means of the screw Z in the upper end of the hollow rod A². In
case the ball-joint end K of the links L wear, the slack can be taken-up-by
reducing the thickness of the ring or washer B2, and screwing down the screw Z
by the nut B³. The setting-up rod B is provided with the hole C³ through
which the lubricant passes from the oil cup D secured to the screw Z.
The links Lattached to the pistons U pass through the trunks J, and are provided
at the opposite ends with the crossheads M and centres M2, the latter con-
necting them to the ends of the base of the triangular T-shaped connecting
rod N, the apex of the latter being coupled to the crank pin C. The crosshead M
of each link L is fitted with steps a, cover band bolts c to secure the same to
the centre M² of the connecting rod N. Slack or wear is automatically taken
up by means of the inclined block d operated by the springs as shown in Figs. 12
and 13.
An important feature of this invention is that slide-bars, slide-blocks, and
parallel motions are entirely dispensed with by which friction and wearing parts
are reduced to a minimum, a desideratum necessary to effect a high rate of
speed The connecting rod N is guided by the links P pivoted to the standards F,
by the centres Q2. The versed sine produced by the links P in guiding the
connecting rod N is compensated for by the ball-jointed links L, the trunks .J
being sufficiently large in diameter to allow of such movements.
The admission of steam to the cylinders G and I and the exhaust therefrom is
regulated by means of the circular valves P of the form shown in Fig. 1. The
valves are mounted on the valve spindles T provided with the levers S, and are
operated by the eccentrics Q and rods R from the crank shaft A.
If desired or if necessary the circular valves P may be balanced or almost
balanced by means of the piston N in the cylinder 0 as shown in Fig. 1. The
piston rod is bored out and threaded upon the valve spindle T. The back of
the piston N2 in the cylinder O2, can be either in communication with the
atmosphere or with the exhaust passage of the cylinder G or I. The valves P
can be thus balanced by the steam pressing upon the inner side of the piston N'
so as to almost pull them away from their seats.
We would have it understood that although this balancing arrangement is only
shown applied to the high-pressure cylinder valve it can be adapted to both
cylinders.
The speed of the engine is regulated by what is known as a drum or crank
shaft governor O of any suitable form, by which the position of the high pressure
cylinder eccentric is controlled.
If desired the governor O can be adapted so as to operate on the valves of both
cylinders, by acting through a single eccentric; the eccentric rods being so attached
to the valve levers S as to obtain a correct distribution of steam or other fluid
pressure. We can dispense with the drum or crank shaft governor and substitute
therefor the ordinary pendulum or other governor.
Figs. 3 and 4, Sheet 2, shew a vertical compound engine with two cylinders and
the crank shaft above.
The means we employ for lubricating the ball-jointed links L are more fully
shown in Fig. 11. The links L are provided with the hole C2, which is supplied
with lubricant from the lubricator D² attached to the side of the crosshead M.
The trunk J is fitted internally with the tube T³, which is attached to the
upper block X and by which slack or wear can be taken-up by rotating the
same after releasing the screws S³ mounted in the cap V attached to the upper
end of the tube T3.
Figs. 5 and 6, Sheet 3, show an inverted triple expansion vertical compound
engine with high and low pressure cylinders and an intermediate cylinder H. The
whole of the arrangements, constructions, and combinations of parts, constituting
this ipart of our invention are similar to those described with reference to Figs. 1

page_text: and 2, with the exception that the intermediate cylinder piston is attached to the
centre of the base of the triangular T-shaped connecting rod N.
By reference to these drawings it will be seen that the outer end of the crank
shaft A is supported in a pedestal or bearing in the wall of the building in which
the engine is located.
We would have it understood that we do not confine ourselves to this mode of
supporting the same as we can employ double or sweep cranks with pedestals or
bearings on each side, mounted on the foundation plate of the engine, thereby
making the same portable or self-contained.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. The several arrangements, constructions and combinations of parts constituting
our improvements in motive-power engines actuated by steam or other fluid pressure,
substantially as described and as illustrated in the annexed drawings.
2. In motive-power engines wherein two or more pistons are connected to the
base of a triangular T-shaped connecting rod, and the apex of the latter embraces
the crank pin, the combination of the trunk pistons each having a centre chamber,
concave blocks, ball-joint on end of connecting links, a screw, and a hollow rod to
allow of the ball-joint being lubricated from an oil cup on the end of same,
substantially as described with reference to the annexed drawings, Figs. 1, 2, 5
and 7.
3. In motive-power engines with two or more pistons connected to the base of
a triangular T-shaped connecting rod as shewn in Figs. 1 and 5, and wherein trunk
pistons are employed, the combination of the connecting link with a ball-joint, the
concave blocks, a receiving chamber, inclined block and springs, an oblong hole, a
cover, and the means for lubricating the ball-joint, substantially as described with
reference to Figures 8 and 9 of the annexed drawings.
4. In motive power engines with two or more pistons connected to the base of
a triangular T-shaped connecting rod as shown in Figs. 1 and 5, and wherein
trunk pistons are employed, the combination of a connecting link with a ball-joint,
the concave blocks, a receiving chamber, a screw, a spring, an oil hole, a cover,
and a hollow rod to allow of the ball-joint being lubricated from an oil cup on the
end of same, substantially as described with reference to Fig. 10 of the annexed
drawings.
5. In motive-power engines with two or more pistons connected to the base of
a triangular T-shaped connecting rod as shown in Figs. 3 and 4, and wherein trunk
pistons are employed, the combination of a hollow connecting link with a ball-joint,
the concave blocks, a receiving chamber, and a lubricator, with means for taking-up
slack or wear in the ball-joint, substantially as described with reference to Fig. 11
of the annexed drawings.
6. In combination with crossheads for coupling connecting links with ball-
joints to trunk pistons the inclined block d and springs f for automatically taking-up
slack or wear substantially as described with reference to Figs. 12 and 13 of the
annexed drawings.
7. In motive-power engines wherein two or more cylinders are placed side by
side and fitted with trunk pistons connected by ball-jointed links and crossheads to
the base of a triangular T-shaped connecting rod, and the apex of the latter
embraces the crank pin, the combination of the circular valves P with or without
balancing arrangements, valve spindles T, levers S, rods R, and eccentrics Q, the
said valves being regulated by a drum or other governor O to control the distribu-
tion of steam or other fluid pressure substantially as described with reference to
the drawings annexed.
8. In motive power engines with two or more pistons connected to the base of a
triangular T-shaped connecting rod as shown in Figs. 1 and 5, and wherein trunk

page_text: pistons are employed, the combination of a link with a ball-joint composed of hard
steel blocks, the concave blocks, a receiving chamber, cover, a hollow rod with
internal setting-up rod, a screw, a regulating washer, and a hole to allow of the
ball-joint being lubricated from an oil cup on the end of hollow rod, substantially
as described with reference to Fig. 14 of the annexed drawings.
Dated this Second day of December 1891.
CRUIKSHANK & FAIRWEATHER,
62, St. Vincent Street, Glasgow, Agents.