Improvements in Steam Engines.
Year: 1896

page_text: PROVISIONAL SPECIFICATION.
Improvements in Steam Engines.
I, JOSEPH HARDILL, of the Firm of William Hardill Sons and Company,
Cleckheaton, in the County of York, Ironfounder and Machine Maker, do hereby
declare the nature of this invention to be as follows:-
This invention relates to improvements in steam engines, and the object of the
invention is to design a light, simply constructed, and self-balancing high-speed
engine, which will be economical in its consumption of fuel, and adaptable for
various classes of work. It consists essentially of an engine provided with a
single cylinder, having (preferably) two diameters, and two pistons operating in
the cylinder at opposite ends and in opposite directions simultaneously, the rods
of the piston extending through the opposite heads of the cylinder and being
adjustably connected to connecting rods, each of which is connected to a crank of
opposite throw on the shaft.
The steam inlet extends from a steam chest near centre of the length of the
cylinder, to one end of the cylinder; at the opposite end of the cylinder is a port
for exhausting the air from the outer end of the cylinder during the compression
stroke, and there is a central port situate near centre of the cylinder, provided with
slide valve, (preferably semi-circular in shape,) controlling the inlet and the central
port.
The steam first admitted moves its piston to near the centre of the length of the
cylinder, and the connections between the rods and cranks will move the other
piston inwards to near the first mentioned cylinder, whereon the valves will be
operated so as to admit the steam from the first cylinder to pass to and between the
outer ends of the two pistons. The steam is thus used expansively between the
pistons, and the expansive force of the steam assists the pistons in their outer
strokes.
When more power is required, there may be a steam passage way to the outer
ends of both pistons, and the 'exhaust will be the same as before.
Dated this 18th day of September 1896
BRIERLEY & HOWARD,
Penny Bank Chambers, Halifax, Agents for the Applicant.
I, JOSEPH HARDILL, of the Firm of William Hardill Sons and Company,
Cleckheaton, in the County of York, Ironfounder and Machine Maker, do hereby
declare the nature of this invention and in what manner the same is to be
Price 81

page_text: performed, to be particularly described and ascertained in and by the following
statement―
This invention relates to improvements in steam engines and the object of the
invention is to design a light, simple constructed, and self-balancing high speed
engine which will be economical in its consumption of fuel and adaptable for
various classes of work. It consists essentially of an engine provided with a single
Cylinder having (preferably) two diameters and two pistons operating in the
Cylinder at opposite ends and in opposite directions simultaneously, the rods of the
piston extending through the opposite heads of the Cylinder, and being adjustably
connected to connecting rods each of which is connected to a crank of opposite throw
ou the shaft.
The steam inlet extends from a steam chest near centre of the length of the
Cylinder, to one end of the Cylinder: at the opposite end of the Cylinder is a port
for exhausting the air from the outer end of the Cylinder during the compression
stroke, and there is a central port situato near centre of the Cylinder provided with
slide valve (preferably semi-circular in shape) controlling the inlet and the central
port.
The steam first admitted moves its piston to near the centre of the length of the
Cylinder and the connections between the rods and cranks will move the other
piston inwards to near the first mentioned piston, whereon the valves will be
onerated so as to admit the steam from the Cylinder to pass to and between the
inner ends of the two pistons. The steam is thus used expansively between the
pistons and the expansive force of the steam assists the pistons in their outer
strokes.
When more power is required there may be a steam passage way to the outer
ends of both pistons and the exhaust will be the same as before.
Such being the nature and object of the said invention, the following is a
complete description of same, reference being made to the accompanying drawings
in which
Fig. 1 is a perspective view of an Engine constructed in accordance with my
invention.
Figs. 2, 3, and 4 are sectional plans through the Cylinder showing the ports and
valves for controlling the supply and exhaust of the steam to and from the cylinder
and the nosition of such valves and pistons during the stroke.
Figs. 5, 6, and 7 are similar views of an alternative form of double acting valve.
In the drawings like letters of reference indicate corresponding parts in each
figure.
A is the cylinder of the engine which is supported in standards B secured to the
bed C. D is a valve Box-E, E are the pistons, and e, el are the piston rods
connected to the pistons E, E respectively and extending through the piston
heads A, A which are provided with packing round the piston rods."
The outer ends of the piston rods e, el extend through and are designed to have
longitudinal movement in the bearing standards F, FI secured to the bed plate C.
G, G are arms the sleeve ends g, of which are adjustably secured to the piston
roils e, el respectively by set screws.
H is a short connecting rod pivotally attached to the end of the arm G at one
end and connected at the opposite end to the crank i on the main shaft I. H' is
a long connecting rod pivotally connected to a pin on the end of the arm G at one
end, and at the other end to a crank i of opposite throw to the crank i. The
crank or driving shaft I is journalled in hearing standards J and is provided with
a fly wheel H to carry the cranks over their dead centres.
Referring to Figs. 2, 3, and 4 the interior construction of the Cylinder and ports
and valves will be understood; L is a port at one end of the Cylinder. The port L
leads from the inner end of the Cylinder to a point outside the cylinder nearly
midway of the length of the Cylinder. L is the exhaust port at the opposite end
of the Cylinder which is designed to exhaust the air from the outer end of the
Cylinder during the compression stroke. M is the central port which is situated in

page_text: the centre of the Cylinder as indicated. Nis the valve boss which is designed to
co-act with the central port M and port L. N is the steam chest in which the
box N is situated. The valve box is connected through the jointed roil O having
the circular end o to the eccentric of on the shaft I, the rod O extending through
the end of the steam chest as indicated; is a port preferably semi-circular in
shape the ends of which are at the same distance apart as the outer ends of the
poris L and M with which the port w is designed to co-act as herein before stated:
m is the exhaust port in the valve box N and leads into the exhaust chamber D¹
beneath the steam chest.
The action of the Engine is as follows:-The steam admitted into the steam
ch st passes through the port L into the Cylinder (see Fig. 2) and forces the piston E
inwards. The piston E is also carried inwardly by the rotation of the shaft I
and its connection to the piston rode by the rod H. When the pistons reach
about the centre of their inward stroke (see Fig. 3) the steam is cut off and the
expansive force of the steam still continues to force the pistons inwards until they
reach the position shown in Fig. 4 when the ends of the port n in the valve box N
are brought opposite the outer ends of the ports L and M the consequence of which
is that the expanding steam passes from the Cylinder through the ports L, ",
and m hetween the pistons now centrally located and at the end of their inner
stroke. The expansive force of the steam now helps the pistons in their outward
stroke, the steam being cut off again at the point shown in Fig. 3 by the valve
box N. The momentum of the fly wheel of course serves to carry the pistons to
the end of their outward stroke when the steam will be admitted as herein before
described through the port L and the reciprocating movement is of course repeated.
The port L serves to exhaust merely the air from the outer end of the piston E
as it is being forced outwardly.
Figures 5, 6, and 7 shew an alternative form of valve which may be substituted,
if desired, in the same engine when more power is required. The same principle
exactly is utilized. In these figures the port L is used corresponding exactly
to the port L. I also provide a supplemental port w' in the valve N which is
connected to the port m and is of the same form and size throughout.
In order to provide for the supply of steam through the port Le I use a port L³.
The movements of the pistons and mods in these latter figures is identical to that
described in the former figures. The steam, however, it will be noticed in
Figure 5 enters behind the outer ends of the piston from the steam chest N' when
the pistons are at the end of their outward stroke and the exhaust is the same as
before through the central ports M and . When the pistons are about midway
of their stroke (see Fig. 6) it will be noticed that the ports L and L are cut off,
but when they have reached the limit of their inward stroke the ports L and L
are connected with the joined ports N and a (see Fig. 7) which are connected
centrally to the port M.
In the alternative form above described it will be understood that the pressure
of the steam will be at the outer ends of both pistons to force them inwardly,
whereby it will be seen that I am enabled to get more power and quicker action
in the operations of the pistons and their connecting rods. Consequently although
a greater amount of steam would he required and the consumption of fuel greater,
the advantages would compensate for this, and there would be a great saving
effected as compared with the ordinary steam engine now in use.
Although I describe my engine as being operated by steam, it will of course be
understood that any other suitable equivalent might be substituted, such as gas,
or oil.
Again although I describe the steam as being admitted first into the outer ends
of the pistons and exhausted into the centre, it will be readily understood that it
might be vice versa.
In this specification it will also be understood that a single and double valve
may be applied to the same cylinder. When the single valve is in use it is
necessary to place an onlinary slide valve to close the other ports.

page_text: Having now particularly described and ascertained the nature and object of the
said invention and in what manner the same is to be performed, I declare that
what I claim is :-
1. In a steam engine, a cylinder provided with two pistons and rods and a
valve whereby steam is directed against the outer ends of faces of the pistons to
force them inwardly as and for the purpose herein described and substantially as
illustrated by the annexed drawings.
2. In a steam engine, a cylinder provided with two pistons and rods and a
valve whereby steam is directed against the outer ends or faces of the pistons to
force them inwardly and at the end of the inward stroke is admitted into the
cylinder between the pistons to force them outwardly as and for the purpose herein
described and substantially as illustrated by the accompanying drawings.
3. In a steam engine, the combination with the cylinder and two pistons and
rods deriving movement therein in opposite directions simultaneously, of an outer
bearing for each piston rod, laterally extending arms adjustably secured to the
rods, and connecting rods pivotally connected to each arm, and the main shaft
provided with two cranks of opposite throw to which each rod is attached as and
for the purpose described and substantially as illustrated by the annexed drawings.
4. In a steam engine, the cylinder, the pistons and piston rods having movement
therein, the steam chest, the elongated port extending from the central portion of
the chest to one end of the cylinder, and a valve designed to cut off and connect
the ports and allow of the exhaust all in combination as and for the purpose
herein described and substantially as illustrated by the annexed drawings.
5. In a steam engine, the cylinder, the pistons and piston rods having movement
therein, the steam chest, the elongated port extending from the central portion of
the chest to one end of the cylinder, the central port extending from chest to
cylinder, a valve designed to cut off and connect the ports and allow of the exhaust,
and an air exhaust port extending through one end of the cylinder, all in com-
bination as and for the purpose herein described and substantially as illustrated
by the annexed drawings.
6. In a steam engine, the cylinder, the pistons and piston rods having move-
ment therein, the steam chest, the elongated port extending from the central
portion of the chest to one end of the cylinder, the central port extending from
chest to cylinder, and a valve provided with a port designed to connect the central
port and elongated port at the end of the inward stroke of the pistons and an
exhaust port designed to be connected to the central port at the end of the outward
stroke of the pistons, all in combination as and for the purpose herein described and
substantially as illustrated by the annexed drawings.
7. In a steam engine, the cylinder, the pistons and piston rods having move-
ment therein, the steam chest, elongated ports connecting the central portion of
the chest to the inner ends of the cylinder when the piston is at the end of its
outward stroke, the central midway between them, the valve provided with double
ports designed to co-act with a central port and elongated ports, the exhaust port
in the valve designed to connect with the central port, and the supplemental port
in the valve designed to co-act with one elongated port, the elongated ports being
cut off and connected to the central port by the valve as and for the purpose herein
described and substantially as illustrated by the annexed drawings.
Dated this 15th dar of Tuna 1807
JOSEPH HARDILL,
By his Agents Brierley & Howard,
Penny Bank Chambers, Halifax.